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HomeMy WebLinkAbout2013-06-12 - Agenda Packet - HPC / PC 4 • THE CITY OF RANCHO CUCAMONGA THE REGULAR MEETINGS OF RANCHO CUCAMONGA THE HISTORIC PRESERVATION COMMISSION AND THE PLANNING COMMISSION JUNE 12, 2013 - 7:00 PM Rancho Cucamonga Civic Center Council Chambers 10500 Civic Center Drive Rancho Cucamonga, California I. CALL TO ORDER Pledge of Allegiance • Roll Call Chairman Howdyshell _ Vice Chairman Fletcher_ Munoz_ Wimberly_ Oaxaca II. PUBLIC COMMUNICATIONS This is the time and place for the general public to address the Historic Preservation Commission or the Planning Commission on any item listed or not listed on the agenda. State law prohibits the Historic Preservation Commission or the Planning Commission from addressing any issue not previously included on the Agenda. The Historic Preservation Commission or the Planning Commission may receive testimony and set the matter for a subsequent meeting. Comments are to be limited to five minutes per individual or less, as deemed necessary by the Chair, depending upon the number of individuals desiring to speak. All communications are to be addressed directly to the Historic Preservation Commission or Planning Commission, not to the members of the audience. This is a professional business meeting and courtesy and decorum are expected. Please refrain from any debate between audience and speaker, making loud noises, or engaging in any activity which might be disruptive to the decorum of the meeting. III. CONSENT CALENDAR/HISTORIC PRESERVATION COMMISSION AND PLANNING COMMISSION • A. Approval of minutes dated May 22, 2013 HISTORIC PRESERVATION COMMISSION • AND PLANNING COMMISSION AGENDA P,�Ncxo JUNE 12, 2013 CUC "°r'c.' Page 2 IV. PUBLIC HEARINGS/HISTORIC PRESERVATION COMMISSION The following items have been advertised and/or posted as public hearings as required bylaw. The Chairman will open the public hearing to receive testimony. All such opinions shall be limited to 5 minutes per individual for each project. Please sign in after speaking. B. MILLS ACT APPLICATION DRC2013-00384 - ROUTE 66 IECA-A request to implement the use of the Mills Act to reduce property tax for the Cucamonga Service Station, a designated Historic Landmark, in the Specialty Commercial District within the Foothill Boulevard Overlay Zoning District located at 9670 Foothill Boulevard -APN: 0208-153-05. This item will be forwarded to the City Council for final action. V. DIRECTOR'S REPORTS/PLANNING COMMISSION C. DEVELOPMENT CODE/SPECIFIC CHANGE ANALYSIS AND RECOMMENDATIONS FOR • THE FOOTHILL BOULEVARD BUS RAPID TRANSIT STUDY DRC2012-00610 — COMPASS BLUEPRINT PROJECT VI. SCHEDULED MATTERS/PLANNING COMMISSION D. PUBLIC SCOPING MEETING FOR ENVIRONMENTAL IMPACT REPORT(EIR)DRC2012- 00049 FOR DEVELOPMENT REVIEW DRC2012-00443, CONDITIONAL USE PERMIT DRC2012-00444, GENERAL PLAN AMENDMENT DRC2012-00445, DEVELOPMENT CODE AMENDMENT DRC2013-00305 and TENTATIVE PARCEL MAP SUBTPM19454 - WALMART STORES, INC -An opportunity for the Planning Commission to receive public comment pertaining to the environmental issues to be addressed in an EIR for a proposed 189,411 square foot Walmart Super Store on 20.2 acres of land along with a master plan for a freestanding retail pad of 4,000 square feet on .56 acres of land (Outparcel 1) and additional 58,120 square feet of commercial/office lease space on a 7.83 acre parcel (Outparcel 2), located at the northeast corner Foothill Boulevard and Mayten Avenue in the Community Commercial Development District of the Terra Vista Community Plan—APNs: 0227-151-42, 43 and 45-48. VII. COMMISSION CONCERNWHISTORIC PRESERVATION AND PLANNING COMMISSION • • HISTORIC PRESERVATION COMMISSION AND PLANNING COMMISSION AGENDA P,ANcx0 JUNE 12, 2013 COOAMONGA Page 3 11 VIII. ADJOURNMENT The Planning Commission will adjourn to a workshop to continue their discussion of DRC2013-00124, an informational presentation and workshop regarding the design of residential development. The workshop will be held in the Rains Room and those minutes will be prepared separately. 1, Lois J. Schrader, Planning Commission Secretary of the City of Rancho Cucamonga, or my designee, hereby certify that a true, accurate copy of the foregoing agenda was posted on June 6, 2013, at least 72 hours prior to the meeting per Government Code Section 54964.2 at 10500 Civic Center Drive, Rancho Cucamonga. If you need special assistance or accommodations to participate in this meeting, please contact the Planning Department at (909) 477-2750. Notification of 48 hours prior to the meeting will enable the City to make reasonable arrangements to ensure accessibility. Listening devices are available for the hearing impaired. • INFORMATION FOR THE PUBLIC TO ADDRESS THE PLANNING COMMISSION The Planning Commission encourages free expression of all points of view. To allow all persons to speak,given the length of the agenda, please keep your remarks brief. If others have already expressed your position, you may simply indicate that you agree with a previous speaker. If appropriate, a spokesperson may present the views of your entire group. To encourage all views and promote courtesy to others, the audience should refrain from clapping, booing or shouts of approval or disagreement from the audience. The public may address the Planning Commission on any agenda item. To address the Planning Commission, please come forward to the podium located at the center of the staff table. State your name for the record and speak into the microphone. After speaking, please sign in on the clipboard located next to the speaker's podium. It is important to list your name, address and the agenda item letter your comments refer to. Comments are generally limited to 5 minutes per individual. If you wish to speak concerning an item not on the agenda, you may do so under"Public Comments." There is opportunity to speak under this section prior to the end of the agenda. Any handouts for the Planning Commission should be given to the Planning Commission Secretary for distribution to the Commissioners. A copy of any such materials should also be provided to the Secretary to be used for the official public record. All requests for items to be placed on a Planning Commission agenda must be in writing. Requests for scheduling agenda items will be at the discretion of the Commission and the Planning Director. • AVAILABILITY OF STAFF REPORTS Copies of the staff reports or other documentation to each agenda item are on file in the offices of the Planning Department, City Hall, located at 10500 Civic Center Drive, Rancho Cucamonga, California 91730. These HISTORIC PRESERVATION COMMISSION • AND PLANNING COMMISSION AGENDA RANCHO JUNE 12, 2013 CUCAMONGA Page 4 documents are available for public inspections during regular business hours, Monday through Thursday, 7:00 a.m. to 6:00 p.m., except for legal City holidays. APPEALS Any interested party who disagrees with the City Planning Commission decision may appeal the Commission's decision to the City Council within 10 calendar days. Any appeal filed must be directed to the City Clerk's Office and must be accompanied by a fee of$2,486 for all decisions of the Commission. (Fees are established and governed by the City Council). Please turn off all cellular phones and pagers while the meeting is in session. Copies of the Planning Commission agendas, staff reports and minutes can be found at www.CitvofRC.us • • Vicinity Map Historic Preservation and Planning Commission Meeting June 12 , 2013 C 9 --- - - ' o E a � c I t 'I U = o a o I a a x x � P I i o � ADo NE TT 19 St r Base Line Base Line r J 1 Church 1 Church 'Foothill Foothill N — A i_ _ Arro c E o Arrow J e rot 8th o -- LO — t9 B 6th o a c 6th w L € Y V o O 4th 4th 7t Meeting Location: City Hall/Council Chambers 10600 Civic Center Drive A: Approval of Regular Meeting Minutes dated May 22, 2013 Item B: BRT Transit Study " _____ Item C: Mills Act Application/Cucamonga Service Station Item D: Public Scoping/Proposed Walmart •' THE CITY OF RANCHO CUCAMONGA THE MINUTES OF ACHO CUCAMONGA THE HISTORIC PRESERVATION COMMISSION AND THE PLANNING COMMISSION MAY 22, 2013 - 7:00 PM Rancho Cucamonga Civic Center Council Chambers 10500 Civic Center Drive Rancho Cucamonga, California I. CALL TO ORDER Pledge of Allegiance 7:00 PM • Roll Call Chairman Howdyshell A Vice Chairman Fletcher X Munoz X Wimberly-2L Oaxaca X Additional Staff Present: Donald Granger, Senior Planner, Jerry Dyer, Senior Civil Engineer, Lois Schrader, Planning Commission Secretary II. PUBLIC COMMUNICATIONS This is the time and place for the general public to address the Historic Preservation Commission or the Planning Commission on any item listed or notlisted on the agenda. State law prohibits the Historic Preservation Commission or the Planning Commission from addressing any issue not previously included on the Agenda. The Historic Preservation Commission or the Planning Commission may receive testimony and set the matter for a subsequent meeting. Comments are to be limited to five minutes per individual or less, as deemed necessary by the Chair, depending upon the number of individuals desiring to speak. All communications are to be addressed directly to the Historic Preservation Commission or Planning Commission, not to the members of the audience. This is a professional business meeting and courtesy and decorum are expected. Please refrain from any debate between audience and speaker, making loud noises, or engaging in any activity which might be disruptive to the decorum of the meeting. • Item A-1 HISTORIC PRESERVATION COMMISSION • AND PLANNING COMMISSION MINUTES CRnC� MAY 22, 2013 UG" Page 2 III. CONSENT CALENDAR/HISTORIC PRESERVATION COMMISSION AND PLANNING COMMISSION A. Approval of minutes dated May 8, 2013 Moved by Wimberly, seconded by Munoz, adopted 4-0-1 (Howdyshell absent) IV. DIRECTOR'S REPORTS/PLANNING COMMISSION B. CONSIDERATION OF THE CITY OF RANCHO CUCAMONGA CAPITAL IMPROVEMENT PROGRAM FOR FISCAL YEAR 2013/2014. There was general discussion regarding the Summary found on Page 1 of the program. Commissioner Munoz complimented staff for a comprehensive and well-done report. • The Commission found the Capital Improvement Program to be in conformance with the General Plan. Moved by Munoz, seconded by Oaxaca, 4-0-1 (Howdyshell absent) V. COMMISSION CONCERNS/HISTORIC PRESERVATION AND PLANNING COMMISSION VI. ADJOURNMENT 7:40 PM • Item A-7 STAFF REPORT - • PLANNING DEPARTMENT RANCHO Date: June 12, 2013 CUCAMONGA To: Chairman and Members of the Historic Preservation Commission From: Candyce Burnett, Planning Manager By: Daniel Correa, Assistant Planner Subject: MILLS ACT APPLICATION DRC2013-00384 - ROUTE 66 IECA - A request .to implement the use of the Mills Act to reduce property tax for the Cucamonga Service Station, a designated Historic Landmark, in the Specialty Commercial District within the Foothill Boulevard Overlay Zoning District, located at 9670 Foothill Boulevard — APN 0208-153-05. This item will be forwarded to the City Council for final action. BACKGROUND: The Cucamonga Service Station was designated by the City Council as a historical landmark on April 15, 2009. The service station remains in its original location, near the northwest corner of Foothill Boulevard and Archibald Avenue. The building faces Foothill Boulevard and is located to the west of Archibald Avenue. The current owner is now requesting to implement the use of the Mills Act for the Cucamonga Service Station property. • SITE CHARACTERISTICS: The site is a rectangular-shaped parcel located on the north side of Foothill Boulevard and west of Archibald Avenue. It is approximately a 0.21-acre parcel. The land use designation of the site and its adjacent parcels to the west, east, and south are all zoned Specialty Commercial (SC). ANALYSIS: A. Historical Significance: The Cucamonga Service Station during its legendary years was known as the Richfield Gas Station. The service station was constructed in 1915 directly adjacent to the Historic Highway, U.S. Route 66 (Foothill Boulevard). For 56 years it continually provided drive-in services to local residents and travelers alike. Its doors were permanently closed in 1971. The station's first owner was William B. Harvey, followed by two other owners, Ancil Morris and Arvid Lewis. Arvid Lewis, along with two other early 1900s local civic leaders, Pete Klusman and Rudy Pimentel, formed the first Rancho Cucamonga Fire Department. Mr. Lewis served as Fire Chief from 1954 until his retirement in 1972; the service station closed one year prior to his retirement. B. Mills Act Agreement: In accordance with City policy, the owner has requested a Mills Act Agreement. The Agreement Schedule List of Improvements has been drafted and reviewed and is attached for reference (Exhibit E). The concept of the Mills Act program is to provide an incentive for the property owner to protect and preserve the property by retaining its characteristics of historical significance through proper maintenance and improvements. This intent is encouraged through the • reduction of property taxes, thus enabling the property owner to reinvest the money saved from the reduced property tax on the improvements. The properties that enter into the agreement are to be inspected by City staff on an annual basis to determine whether notable Item B-1 HISTORIC PRESERVATION COMMISSION STAFF REPORT MILLS ACT AGREEMENT DRC2013-00384 - ROUTE 66 IECA June 12, 2013 • Page 2 progress has been made in rehabilitating the property. The property taxes for the Cucamonga Service Station will be calculated based on the estimated Mills Act Value. The exact amounts are dependent upon the County Assessor's property valuation, which is based on income potential and capitalization rate at the time of the assessment. C. Environmental Assessment: The project is categorically exempt under Section 15331 as a Class 31 exemption of the guidelines for the California Environmental Quality Act. Recommendation: Staff recommends that the Historic Preservation Commission recommend approval of Mills Act Agreement DRC2013-00384 and to forward the application to the City Council for final action. Respectfully submitted, Candyce Burnett Planning Manager CB:DC/ge Attachments: Exhibit A - Location Map Exhibit B - Historic Resources Inventory, dated January 27, 2009 • Exhibit C - Photographs (2013) Exhibit D - Resolution No. 09-072, dated April 15, 2009 Exhibit E - Agreement Schedule • Item B-2 � r � 'j•"r�'�n►•.�.lwet + � '�-riA 4.^`"J �� lir���J�1�� � ��}�i,� 6 r CUCAWNGA SERVICESTATION r FOOTHILL BOULEVARD EXHIBIT 1 Item B-3 f/M ..V2 PMV State of California—The Resources Agency Primary# DEPARTMENT OF PARKS AND RECREATION HRI # PRIMARY RECORD Trinomial Page 1 of 4 Resource Name or#: (Assigned by recorder) Cucamonga Service Station • Pt. Other Identifier: Ancil Morris Service Station, Old Richfield Gas Station "P2. Location: O Not for Publication ® Unrestricted "a. County: San Bernardino and (P2b and P2c or P2d. Attach a Location Map as necessary.) "b. USGS 7.5'Quad: Guasti Date: 1981 T 1 S ; R 7W; S % of SE % of Sec 1; San Bernardino B.M. c. Address: 9670 Foothill Boulevard City: Rancho Cucamonga Zip: 91730 d. UTM: Zone: mE/ mN (G.P.S.) e. Other Locational Data: (e.g., parcel#, directions to resource, elevation, etc., as appropriate)Elevation: 1220' APN: 0208-153-05 LUCAS AND WARD SUB LOT 1 AND S20 FT LOT 1 O EX S 20 FT HGWY LOT 1 "P39. Description: (Describe resource and its major elements. Include design, materials, condition, alterations, size, setting, and boundaries) This station was built in 1915 as a refueling stop for travelers on the State Route(renamed US Route 66). It consists of two buildings: Building one is a rectangular building with mission styling. It has a flat roof with arched parapets and coping. There is a wide covered porch that covered the gas pumps with massive square supports. The corners have sheet metal tile treatment. Red tile accents the roof coping. The windows have wide molding and single panel glass. The door is twin panel with upper panel glass. The siding is stucco. Building two is a rectangular building with mission styling. It is of wood construction. It has a flat roof with arched parapets and coping. Red tile accents the roof coping. Multiple large door openings with barn doors of of diagonal wood paneling. The front of the structure is stucco. The sides appear to be sheet metal treatment. Alterations include the removal of the gas pumps and window trim. The site is surrounded by both commercial and residential uses and faces Foothill Boulevard(US Route 66). The structure is on its original site. 41 the time of this survey(2008), the condition of the building is fair. "P3b. Resource Attributes: (List attributes and codes) HP6 1-3 Story Commercial Building "P4. Resources Present: ®Building (]Structure ❑Object ❑Site ❑District ❑Element of District ❑Other(Isolates, etc.) Pb* Description of Photo: Facing North from Foothill Boulevard 10/12/2008 "P6. Date Constructed/Age and Sources: ©Historic OPrehistoric DBoth Constructed in 1915 "P7. Owner and Address: TLC Properties, Inc. 24541 Redlands Boulevard Loma Linda, CA 92354 •P8. Recorded by: Beth Hartley, Planning Aide I - ' City of Rancho Cucamonga Planning Department f 10500 Civic Center Drive Rancho Cucamonga, CA 91730 "Pg. Date Recorded: 12/2008 Survey Type: (Describe) Reconaissance Survey Report Citation: (Cite survey report and other sources, or enter"none.") San Bernardino County Tax Assessor Records. "Attachments: 13NONE ❑Location Map ©Sketch Map ❑Continuation Sheet ®Building, Structure, and Object Record DArchaeological Record ODistrict Record ❑Linear Feature Record ❑Milling Station Record ORock Art Record OArtifact Record ®Photograph Record O Other(List) _EXHIBIT B Item B-5 State of California—The Resources Agency Primary# DEPARTMENT OF PARKS AND RECREATION HRI# BUILDING,STRUCTURE AND OBJECT RECORD Trinomial Page 2 of 4 Resource Name or#: (Assigned by recorder) Cucamonga Service Station • B1. Historic Name(s): Ancil Morris Service Station, Old Richfield Gas Station B2. Common Name: Cucamonga Service Station B3. Original Use: Service Station and Garage 134. Present Use: vacant '85. Architectural Style: Mission Style Spanish Colonial '86. Construction History: (Construction date, alterations, and date of alterations) The gas station was built in 1915 as a refueling and and automobile service stop on what was then called the"State Route." In 1925 this highway was designated US Route 66. In the 1925 that station became a Richfield Oil Distributor and the garage was added. Alterations include the removal of the gas pumps and window trim. '67. Moved? HNo OYes OUnknown Date: Original Location: '08. Related Features: Garage Bga. Architect: Unknown b. Builder: Henry Klusman. He and his brother were known around the community, especially for their various construction projects including the historic Virginia Dare winery. *610.Significance: Roadside architecture on Historic US Route 66 Theme: Service Station Area: Foothill Boulevard(Historic US Route 66) in Rancho Cucamonga Period of Significance: 19151960 Property Type: Service Station Applicable Criteria: Local Landmark • (Discuss importance in terms of historical or architectural context as defined by theme, period, and geographic scope. Also address integrity.) At the turn of the century in the early f 900'x, new inventions necessitated different types of development throughout the nation. The automobile became the main source of transportation and the old U.S. Highway (Route 66)was built in 1926 in response to this emerging industry. During the Great Depression, travelers from around the nation seeking a now lite used US Route 66 to tum the California dream into a reality for a new beginning. The Cucamonga Service Station is the only station remnant of roadside architecture prevalent in the 1920's, 30's and 40's that still exists in Rancho Cucamonga today. It was built by one of the Klusman brothers, Henry, a recognized local citizen during the early days of Cucamonga. B11. Additional Resource Attributes:(List attributes and codes). 014 '612. References: �J - Historical Documents(Rancho Cucamonga Planning Dept) b"7 - SB County Assessors web-page htto.Dnooublicco.san-bernardino.ca.us ' - "Guide To Historic Route 66 in California" by the California Historic Route 66 < Association B13. Remarks: Specialty Commercial(SC)Zone in the Foothill Blvd. District I • S n e, Threats: Private Development and Vandalism I p 'B14. Evaluator: Beth Hartley ca e a i 'Date of Evaluation: 122006 is 0) all o Item B-6 rr State of California—The Resources Agency Primary# DEPARTMENT OF PARKS AND RECREATION HRI# SKETCH MAP Trinomial Page 3 of 4 Resource Name or#: (Assigned by recorder) Cucamonga Service Station •`Drawn By: Beth Hartley 'Date: 1/27/09 I ESTACIA COURT RES ENTIAL > n x m r- 0 D m z c M COMMERCIAL CUCAMONGA SERVICE STATION 9670 FOOTHILL FOOTHILL BOULEVARD(HISTORIC US ROUTE 66) ®C T (This space reserved for official comments-) ' NI Scale 1"= 100' 523K(1/95) 'Required infonnation Item B-7 State of California—The Resources Agency Primary# DEPARTMENT OF PARKS AND RECREATION HRI # PHOTOGRAPH RECORD Trinomial Page 4 of 4 Resource Name or#: (Assigned by recorder) Cucamonga Service Station • w FA• 1, _.rJMO. ' ;GfA"RA r - T Photo courtesy of Nadine Eshelman _ Photo cwgfesy of NAM" Association THE 1920'S coc .• 'ARAGE _ L ' Photo courtesy of Nstoricaf Preservation Asaocierion Photo caatesy of Netorks?Preservation nssodallon The 1900's The 1970's Ino longer In service) Aw A 7odav DPR 523K(1/95) Item B-8 'Required information I fr t Ll OVA yr vow ls,IVA WO 4 ' 14 �. rr•.r..: 1 r r �I t �5. L� is f ' EI MAY 2 2 2012 RESOLUTION NO. 09-072 • A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF RANCHO CUCAMONGA, CALIFORNIA, APPROVING HISTORIC LANDMARK DRC2009-00069, DESIGNATING THE CUCAMONGA SERVICE STATION A HISTORIC LANDMARK, LOCATED AT 9670 FOOTHILL BOULEVARD; AND MAKING FINDINGS IN SUPPORT THEREOF -APN: 0208.153-05. A. Recitals. 1. The City of Rancho Cucamonga filed an application for Landmark Designation ORC2009-00069, as described in the title of this Resolution. Hereinafter in this Resolution, the subject Landmark is referred to as'the application." 2. On February 25 and continued to March 11,2009,the Historic Preservation Commission of the City of Rancho Cucamonga conducted a duly noticed public hearing on the application and recommended approval. 3. On April 15, 2009, the City Council held their meeting and approved Landmark Designation DRC2009-00069. 4. All legal prerequisites to the adoption of this Resolution have occurred. B. Resolution, NOW, THEREFORE, it is hereby found, determined, and resolved by the City Council of the • City of Rancho Cucamonga as follows: 1. This Council hereby specifically finds that all of the facts set forth in the Recitals, Part A, of this Resolution are true and correct. 2. The application applies to approximately 0.2-acre of land, a rectangular-shaped configuration, located at 9670 Foothill Boulevard. 3. Based upon substantial evidence presented to this Council, Including minutes of the public hearing by the Historic Preservation Commission on February 25,2009,and March 11,2009, written and oral staff reports,together with public testimony, and pursuant to Section 2.24.090 of the Rancho Cucamonga Municipal Code, this Council hereby makes the following findings and fads: a. Historical and Cultural Significance: Finding 1: The proposed Landmark is particularly representative of a historic period, type, style, region, or way of life. Facts: It is the only surviving gas station reminiscent of roadside architecture in Rancho Cucamonga today. The style and type of this building was popular during auto mobilization. It is a great example of Mission-style architecture. • EXHIBIT" D Item B-12 Resolution No. 09-072 Page 2 of 4 Finding 2: The proposed Landmark is an example of a type of building that was • once common but is now rare. Facts: It is the only building left of its type in Rancho Cucamonga that was once common, but now rare. There was a gas station on the corner of Foothill Boulevard and Etiwanda Avenue(Pearson Filling Station and Garage) in a similar-style, which was demolished in that 990x. Finding 3: The proposed Landmark is of greater age than most of its kind. Fact/s: The approximated construction date is 1915, which would make it at least 93 years old. Finding 4: The proposed Landmark was connected with someone renowned or important or a local personality. Fa s: Ancil Morris and Arvid Lewis were both locally Involved with the community. According to a Daily` Bulletin article dated February 15, 1994, Mr. Lewis was the first full-time fire chief of the Cucamonga Fire Protection District. Finding 5: The proposed Landmark is connected with a business or use,which was once common but is now rare. Facts: Route 66 runs through eight states: Illinois, Missouri, Kansas, Oklahoma, Texas, New Mexico, Arizona, and California. Servicing • automobiles for travelers utilizing the road was once a very popular practice throughout these states. Finding 6: The architect or builder was important. Fact/s: Henry Klusman built the structure. He and his brother were well known in the Cucamonga area and were responsible for building many important structures including reservoirs, houses, and the . Virginia Dare Winery. b. Historic Architectural and Engineering Significance: Finding 1: The overall effect of the design of the proposed Landmark is beautiful or its details and materials are beautiful or unusual. Facts: As it stands today, this is the only Mission-style gas station that survives in Rancho Cucamonga from its period of significance,which makes the structure unusual and unique. C. Neighborhood and Geographic Setting: Finding 1: The proposed Landmark materially benefits the historic character of the neighborhood. • Item B-13 Resolution No. 09-072 Page 3 of 4 • acVs: The gas station creates a more visual interest to the surrounding area. Under the Foothill Boulevard Specific Plan, this area is designated Specialty Commercial because of the ties to the area to early Cucamonga. Although much of it is no longer present, the presence of the gas station is a firm reminder of early auto mobilization and Cucamonga's Route 66 history. Finding 2: The proposed Landmark, in its location, represents an established and familiar visual feature of the neighborhood, community, or city. Facts: This gas station undoubtedly brings back familiar memories of the Route 66 phenomenon. 4. The Council hereby finds that the project has been reviewed and considered in compliance with the California Environmental Quality Act (CEQA) of 1970, as amended, and the Guidelines promulgated thereunder. The Council finds that this Landmark Designation is exempt under CEQA, pursuant to State CEQA Guidelines,Section 15308, as a Class 8 exemption. 5. Based upon the findings and conclusions set forth in Paragraphs 1, 2, 3, and 4 above, this Council hereby resolves that pursuant to Chapter 2.24 of the Rancho Cucamonga Municipal Code, that the City Council of the City of Rancho Cucamonga hereby approves Landmark Designation DRC2009-00069, 6. The City Clerk shall certify to the adoption of this Resolution. • • Please see the following page for formal aoopuun,certuiceuon and slgnaluroa Item B-14 Resolution No. 09-072 Page 4 of 4 • PASSED, APPROVED, AND ADOPTED this 150 day of April 2009. AYES: Gutierrez, Kurth, Michael, Spagnolo, Williams NOES: None ASSENT: None ABSTAINED: None Donald J. Kurth, MID., Mayor ATTEST: • 21ULcJ � ice C. Reynolds, Ci Clerk I, JANICE C. REYNOLDS, CITY CLERK of the City of Rancho Cucamonga, California, do hereby certify that the foregoing Resolution was duly passed, approved and adopted by the City Council of the City of Rancho Cucamonga, California, at a Regular Meeting of said City Council held on the 15'"day of April 2009. Executed this 161° day of April 2009, at Rancho Cucamonga, California. nice C. Reynolds, Ci Clerk • Item B-15 • RECORDING REQUESTED BY and when RECORDED MAIL TO: City Clerk, City of Rancho Cucamonga P.O. Box 807 Rancho Cucamonga, CA 91729 HISTORIC PROPERTY PRESERVATION AGREEMENT • THIS AGREEMENT is made and entered into this 19th day of June, 2013, by and between the CITY OF RANCHO CUCAMONGA, a municipal corporation (hereinafter referred to as the "City") and Route 66 LECA (Inland Empire California) (hereinafter referred to as the 'Owner") . W I T N E S S E T H A. Recitals. (i) California Government Code section 50280, et seq. authorize cities to enter into contracts with the Owners of qualified Historical Property to provide for the use, maintenance and restoration of such Historical Property so as to retain its characteristics as property of historical significance; (ii) Owner possesses fee title in and to that certain real property, • together with associated structures and improvements thereon, commonly known as the Cucamonga Service station and generally located at the street address 9670 -1- EXHIBIT E Item B-16 Foothill Boulevard, Rancho Cucamonga, CA 91730 (hereinafter such property shall • be referred to as the "Historic Property") . A legal description of the Historic Property is attached hereto, marked as Exhibit "A" and is incorporated herein by this reference; (iii) on April 15. 2009, the city Council of the City of Rancho Cucamonga adopted its Resolution N0.09-072 thereby declaring and designating the Historic Property as a historic landmark pursuant to the terms and provisions of Chapter 2.24 of the Rancho Cucamonga Municipal Code; and, (iv) city and owner, for their mutual benefit, now desire to enter into this agreement both to protect and preserve the characteristics of historical significance of the Historic Property and to qualify the Historic Property for an assessment of valuation pursuant to the Provisions of chapter 3, of Part 2, of Division 1 of the California Revenue and Taxation Code. B. Agreement • NOW, THEREFORE, City and Owner, in consideration of the mutual covenants and conditions set forth herein, do hereby agree as follows: 1. Effective Date and Term of Agreement. This Agreement shall be effective and commence on June 19. 2013, and shall remain in effect for a term of ten years thereafter. Each year upon the anniversary of the effective date, such initial term will automatically be extended as provided in paragraph 2, below. 2. Renewal . Each year on the anniversary of the effective date of this Agreement (hereinafter referred to as the "renewal date") , a year shall automatically be added to the initial term of this Agreement unless notice of nonrenewal is mailed as provided herein. If either owner or City desires in any year not to renew the Agreement, owner or City shall serve written notice of nonrenewal of the Agreement on the other party in advance of the annual renewal date of the Agreement. Unless such notice is served by owner to City at least 90 days prior to the annual renewal date, or served by City to owner at least 60 days prior to the annual renewal date, one year shall automatically be added to • the term of the Agreement as provided herein. owner may make a written protest -2- Item B-17 • of the notice. City may, at any time prior to the annual renewal date of the Agreement, withdraw its notice to owner of nonrenewal . if either City or owner serves notice to the other of nonrenewal in any year, the Agreement shall remain in effect for the balance of the term then remaining, either from its original execution or from the last renewal of the Agreement, whichever may apply. 3. standards for Historical Property. During the term of this Agreement, the Historic Property shall be subject to the following conditions, requirements, and restrictions: a. owner shall preserve and maintain the characteristics of historical significance of the Historic Property. Attached hereto, marked as Exhibit "B, " and incorporated herein by this reference, is a list of those minimum standards and conditions for maintenance, use, and preservation of the Historic Property, which shall apply to such property throughout the term of this Agreement. • b. owner shall , where necessary, restore and rehabilitate the property according to the rules and regulations of the office of Historic Preservation of the state Department of Parks and Recreation and in accordance with the attached schedule, of potential home improvements, drafted by the applicant and approved by the City Council , attached hereto as Exhibit "C." C. owner shall allow reasonable periodic examinations, by prior appointment, of the interior and exterior of the Historic Property by representatives of the County Assessor, state Department of Parks and Recreation, state Board of Equalization, and the City, as may be necessary to determine owner's compliance with the terms and provisions of this Agreement. 4. Provision of information of corporation. owner hereby agrees to furnish City with any and all information requested by the City which may be necessary or advisable to determine compliance with the terms and provisions of this Agreement. • 5. cancellation. City, following a duly noticed public hearing as set forth in California Government Code sections 50280, et seq. , may cancel this -3- Item B-18 Agreement if it determines that owner breached any of the conditions of this • Agreement or has allowed the property to deteriorate to the point that it no longer meets the standards for a qualified historic property. city may also cancel this Agreement if it determines that the owner has failed to restore or rehabilitate the property in the manner specified in subparagraph 3(b) of this Agreement. In the event of cancellation, owner may be subject to payment of those cancellation fees set forth in California Government Code sections 50280, et seq. 6. Enforcement of Agreement. in lieu of and/or in addition to any provisions to cancel the Agreement as referenced herein, city may specifically enforce, or enjoin the breach of, the terms of this Agreement. in the event of a default, under the provisions of this Agreement by owner, City shall give written notice to owner by registered or certified mail addressed to the address stated in this Agreement, and if such a violation is not corrected to the reasonable satisfaction of the city within 30 days thereafter, or if not corrected within such a reasonable time as may be required to cure the breach or default if said breach or default cannot be cured within 30 days (provided that acts to cure the • breach or default may be commenced within 30 days and must thereafter be diligently pursued to completion by owner) , then city may, without further notice, declare a default under the terms of this Agreement and may bring any action necessary to specifically enforce the obligations of owner growing out of the terms of this Agreement, apply to any court, state or federal , for injunctive relief against any violation by owner or apply for such other relief as may be appropriate. City does not waive any claim of default by owner if city does not enforce or cancel this Agreement. All other remedies at law or in equity which are not otherwise provided for in this Agreement or in city's regulations governing historic properties are available to the City to pursue in the event that there is a breach of this Agreement. No waiver by city of any breach or default under this Agreement shall be deemed to be a waiver of any other subsequent breach thereof or default herein under. 7. Binding Effect of Agreement. The owner hereby subjects the • Historic Property described in Exhibit "A" hereto to the covenants, reservations, -4- Item B-19 • and restrictions as set forth in this Agreement. City and owner hereby declare their specific intent that the covenants, reservations, and restrictions as set forth herein shall be deemed covenants running with the land and shall pass to and be binding upon the owner's successors and assigns in title or interest to the Historic Property. Each and every contract, deed or other instrument hereinafter executed, covering or conveying the Historic Property, or any portion thereof, shall conclusively be held to have been executed, delivered, and accepted subject to the covenants, reservations, and restrictions expressed in this Agreement regardless of whether such covenants, reservations, and restrictions are set forth in such contract, deed or other instrument. City and owner hereby declare their understanding and intent that the burden of the covenants, reservations, and restrictions set forth herein touch and concern the land in that owner's legal interest in the Historic Property is rendered less valuable thereby. city and owner hereby further declare their understanding and intent that the benefit of such covenants, reservations, and restrictions touch and concern the land by enhancing and • maintaining the historic characteristics and significance of the Historic Property for the benefit of the public and owner. 8. Notice. Any notice required to be given by the terms of this Agreement shall be provided at the address of the respective parties as specified below or at any other address as may be later specified by the parties hereto. To City: City of Rancho Cucamonga 10500 Civic Center Drive P.O. Box 807 Rancho Cucamonga, CA 91729 Attention: Planning Director To Owner: Route 66 LECA c/o Anthony Gonzalez 10808 Foothill Boulevard, suite 160 Rancho Cucamonga, CA 91730 • -5- Item B-20 9. General Provisions. • a. None of the terms, provisions, or conditions of this Agreement shall be deemed to create a partnership between the parties hereto and any of their heirs, successors or assigns, nor shall such terms, provisions, or conditions cause them to be considered joint ventures or members of any joint enterprise. b. owner agrees to and shall hold city and its elected officials, officers, agents, and employees harmless from liability for damage or claims for damage for personal injuries, including death, and claims for property damage which may arise from the direct or indirect use or operations of owner or those of his contractor, subcontractor, agent, employee or other person acting on his behalf which relates to the use, operation, and maintenance of the Historic Property. owner hereby agrees to and shall defend the city and its elected officials, officers, agents, and employees with respect to any and all actions for damages caused by, or alleged to have been caused by, reason of owner's activities in connection with the Historic Property. This hold harmless • provision applies to all damages and claims for damages suffered, or alleged to have been suffered, by reason of the operations referred to in this agreement regardless of whether or not the City prepared, supplied or approved the plans, specifications or other documents for the Historic Property. C. all of the agreements, rights, covenants, reservations, and restrictions contained in this agreement shall be binding upon and shall inure to the benefit of the parties herein, their heirs, successors, legal representatives, assigns and all persons acquiring any part or portion of the Historic Property, whether by operation of law or in any manner whatsoever. d. in the event legal proceedings are brought by any party or parties to enforce or restrain a violation of any of the covenants, reservations, or restrictions contained herein, or to determine the rights and duties of any party hereunder, the prevailing party in such proceeding may recover all reasonable attorney's fees to be fixed by the court, in addition to court costs and other relief ordered by the court. • -6- Item B-21 • e. In the event that any of the provisions of this Agreement are held to be unenforceable or invalid by any court of competent jurisdiction, or by subsequent preemptive legislation, the validity and enforceability of the remaining provisions, or portions thereof, shall not be effected thereby. f. This Agreement shall be construed and governed in accordance with the laws of the state of California. 10. Recordation. No later than 20 days after the parties execute and enter into this Agreement, the city shall cause this Agreement to be recorded in the office of the County Recorder of the County of San Bernardino. The owner shall be responsible for any fees required by the County for recording this Agreement. 11. Amendments. This Agreement may be amended, in whole or in part, only by a written recorded instrument executed by the parties hereto. • IN WITNESS WHEREOF, City and Owner have executed this Agreement on the day and year first written above. CITY OF RANCHO CUCAMONGA Dated: By: L. Dennis Michael , Mayor Dated: By: Route 66 IECA Owner • -7- Item B-22 2013 All Capacity Acknowledgment • STATE OF CALIFORNIA ) COUNTY OF SAN BERNARDINO ) CIVIL CODE, SECTION 1181, 1184) On ********, before me, Adrian Garcia, Assistant City Clerk of the City of Rancho Cucamonga, personally appeared L. Dennis Michael, Mayor of the City of Rancho Cucamonga, who proved to me on the basis of satisfactory evidence to be the person whose name is subscribed to the within instrument and acknowledged to me that he executed the same in his authorized capacity, and that by his signature on the instrument the person, or the entity upon behalf of • which the person acted, executed the instrument. I certify under PENALTY OF PERJURY under the laws of the State of California that the foregoing paragraph is true and correct. WITNESS my hand and official seal. Signature of Officer Adrian Garcia Assistant City Clerk City of Rancho Cucamonga Item B-23 • LEGAL DESCRIPTION for Route 66 IECA 9670 Foothill Boulevard Rancho Cucamonga, CA 91730 LUCAS AND WARD SUB LOT 1 AND S 20 FT LOT 10EX S 20 FT HGWY LOT 1 • Exhibit "A" • -10- Item B-24 THE SECRETARY OF INTERIOR'S REHABILITATION STANDARDS 1. Every reasonable effort shall be made to provide a compatible use for a • property that requires minimal alteration of the building, structure, or site, and its environment, or to the use of a property for its originally intended purpose. 2. The distinguishing original qualities or character of a building, structure, or site, and its environment shall not be destroyed. The removal or alteration of any historical material or distinctive architectural features should be avoided when possible. 3. All buildings, structures, and sites shall be recognized as products of their own time. Alterations which have no historical basis and which seek to create an earlier appearance shall be discouraged. 4. Changes which may have taken place in the course of time are evidence of the history and development of a building, structure, or site, and its environment. 5 . Distinctive stylistic features or examples of skilled craftsmanship, which characterize a building, structure, or site, shall be treated with sensitivity. 6. Deteriorated architectural features shall be repaired rather than replaced, wherever possible. In the event replacement is necessary, the new material should match the • material being replaced in composition, design, color, texture, and other visual qualities. Repair or replacement of missing architectural features should be based on accurate duplications of features, substantiated by historical , physical , or pictorial evidence, rather than on conjectural designs or the availability of different architectural elements from other buildings or structures. 7. The surface cleaning of structures shall be undertaken with the most gentle means possible. Sandblasting and other cleaning methods that will damage the historic building materials shall not be undertaken. 8.Every reasonable effort shall be made to protect and preserve archaeological resources affected by, or adjacent to, any acquisition, protection, stabilization, preservation, rehabilitation, restoration, or reconstruction project. 9. contemporary design for alteration and additions to existing properties shall not be discouraged when such alterations and additions do not destroy significant historic, architectural , or cultural material and such design is compatible with the size, scale, color, material , and character of the property, neighborhood, or environment. 10. wherever possible, new additions or alterations to structures shall be done in such a manner that, if such additions or alterations were to be removed in the future, the essential form and integrity of the structure would be • unimpaired. Exhibit "B-1" -11- Item B-25 PROPERTY MAINTENANCE • Property Maintenance. All buildings, structures, yards and other improvements shall be maintained in a manner which does not detract from the appearance of the immediate neighborhood. The following conditions are prohibited: 1. Dilapidated, deteriorating, or unrepaired structures, such as: fences, roofs, doors, walls, and windows; 2. scrap lumber, junk, trash or debris; 3. Abandoned, discarded or unused objects or equipment, such as automobiles, automobile parts, furniture, stoves, refrigerators, cans, containers, or similar items; 4. stagnant water or excavations, including pools or spas; 5. Any device, decoration, design, structure or vegetation which is unsightly by reason of its height, condition or its inappropriate location. • • EXHIBIT "B-2" Item B-26 POTENTIAL STRUCTURE/SITE IMPROVEMENTS for Route 66 IECA • 9670 Foothill Boulevard, Rancho Cucamonga, CA 91730 The following is a list of renovation projects the applicant plans to complete. Future projects proposed by the applicant or by the legal inheritors of this contract will be reviewed by the Historic Preservation Commission's staff. ITEM TASK A. SOFT COSTS 1. Architecture & Engineering 2. Entitlement Process (certificate of Appropriateness) 3. Utility Agencies Coordination and Approvals 4. Planning Review and Approval 5. Building Plan Check and Approval 6. All City and Agency Fees and Permits B. SITE WORK 1. Demolition of Existing concrete and paving patch and repair 2. Remove & replace existing retaining wall at north property line 3. Remove existing tree at north property line 4. Trench for underground utilities 5. Install new water, sewer, gas and electrical service 6. Install new irrigation system 7. Install new concrete or AC paving 8. Install new landscaping C. SERVICE STATION BUILDING • 1. Fumigate or mitigate all termite or insect infestation 2. Remove & replace all damaged and deteriorated wall framing (plates Studs, headers) 3. Remove & replace damaged roof structure and reframe with new rafters and ceiling joists 4. Remove & replace all window frames & glass 5. Remove and replace all door frames and doors 6. Remove all existing service conduit and fixtures 7. Install new electrical service, power and lighting 8. Install new water service 9. Install interior drywall and paint 10. Install new vinyl tile flooring 11. Install new TPQ roof and roof drains and flashing 12. Install new FAU unit 13. Patch & repair existing stucco 14. Re-stucco or fog coat D. NEW RESTROOM BUILDING 1. Install new sewer, water and electrical service 2. Build new restroom building per drawing E. NEW SERVICE GARAGE BUILDING 1. Install new sewer, water and electrical service 2. Build new service garage building per plan F. MISCELLANEOUS ACCESSORIES & EQUIPMENT • 1. Installation of new station equipment, pumps, hoses, signs and memorabilia Item B-27 EXHIBIT "C" • • • Item B-28 STAFF REPORT • PLkNNING DEPARTMENT ' DATE: June 12, 2013 RANCHO CUCAMONGA TO: Chairman and Members of the Planning Commission FROM: Candyce Burnett, Planning Manager BY: Mayuko Nakajima, Assistant Planner John D. Criste, AICP, Planning Consultant SUBJECT: DEVELOPMENT CODE/SPECIFIC CHANGE ANALYSIS AND RECOMMENDATIONS FOR THE FOOTHILL BOULEVARD BUS RAPID TRANSIT STUDY DRC2012-00610 — (COMPASS BLUEPRINT PROJECT) RECOMMENDATION: Staff recommends that the Planning Commission receive the Bus Rapid Transit (BRT) Corridor Study for Foothill Boulevard and recommend that the City Council provide comment and input relevant to the subject BRT corridor. Project Summary Over the past year, City staff, Southern California Association of Governments (SCAG), and the Terra Nova Planning & Research consulting team have been working on the Compass Blueprint Project. Compass Blueprint is a SCAG Planning program in response to the land use and transportation challenges facing Southern California now and in the coming years. Important support and cooperation • has also been provided by Omnitrans and San Bernardino Associated Governments (SANBAG). BRT has emerged over the past two decades as an efficient way to move a large number of transit riders along a route in a quick and efficient manner. This rapid bus service makes BRT a viable alternative to the private car for many trips and provides enhanced accessibility in terms of speed, frequency and reliability. The subject study was undertaken to identify constraints and opportunities for BRT service along the corridor. It was also prepared to study how and where transit-oriented development (TOD) could occur that would support BRT use along Foothill Boulevard. BRT Corridor Planning SANBAG, SCAG, the City of Rancho Cucamonga and Omnitrans have included the Foothill Boulevard BRT corridor in long range planning efforts. The envisioned corridor is very similar for both the City and Omnitrans plans. The Omnitrans System-Wide Transit Corridor Plan envisions the Foothill Boulevard BRT corridor extending directly from Grove Avenue to East Avenue. The City vision differs slightly in that the eastern.end of the route would bypass the Foothill Boulevard/1-15 Freeway interchange area, turning north and passing,through and along the Victoria Gardens area to stations at the intersection with Church Street, proceeding east on Church Street and then south on East Avenue to Foothill Boulevard. The Omnitrans plan includes stations at Grove Avenue and Etiwanda Avenue that are not included in the City's plan. Conversely, the City plan includes two stations within the Victoria Gardens area that are not included on the Omnitrans plan. The City/Terra Nova team is recommending a minor modification to the City's eastern route, relocating stations from about one mile east of Day Creek Avenue to the intersection of Victoria Gardens Lane and Church Street. The recommended route change would also redirect the route to Etiwanda Avenue rather than to East Avenue. Stations at the Etiwanda Avenue/Foothill Boulevard intersection are also recommended to further enhance access to this important commercial • area. Most of the station locations proposed in the City General Plan are at the intersection of major roadways at approximately one mile spacing. The City General Plan Community Mobility Chapter delineates Item C-1 PLANNING COMMISSION STAFF REPORT FOOTHILL BOULEVARD BRT CORRIDOR STUDY June 12, 2013 • Page 2 Foothill Boulevard as a truck route, and also proposes the development of Class 11 bike lanes along this roadway. This is in keeping with the Complete Streets Program that was adopted by the City Council on December 5, 2012. Summary of the Foothill Boulevard BRT Corridor Study The BRT corridor study is divided into six sections that include an introductory overview, a discussion of Foothill Boulevard as it is today, a summary assessment of relevant City planning documents, a description of the public outreach efforts made for this project, a discussion of BRT planning and design, and transit-oriented land planning and design. Each is summarized below. Introductory Overview: This section describes the project, its objectives, concerns and key issues, and the relationship of Foothill Boulevard to the larger BRT corridor project of which it is a part. Foothill Boulevard Summary: This summary examines the existing and planned conditions for Foothill Boulevard and lands adjoining the corridor. Focus is on right-of-way and its improvements, and the various land uses within the area of influence for BRT stations and service. Also evaluated are the socio-economic conditions in the area of influence and whether and to what extent these conditions enhance or reduce BRT use. Finally, the various "opportunity sites" identified along the corridor that could accommodate BRT-supporting development are also evaluated. Out of the 13 evaluated, 11 seem suitable for some form of mixed-use development that supports rapid transit. City Regulatory Document Review: An important part of this planning effort has been to assess regulatory documents affecting and guiding development along the Foothill Boulevard corridor. The • extent to which these regulations enhance or stifle TOD development is also evaluated. First consideration has been for relevant elements of the General Plan, applicable portions of the Development Code, the Foothill Boulevard Specific Plan, and the Visual Improvement Plan. The study identified policy drivers, as well as development standards and guidelines that may affect corridor BRT development and includes recommendations for TOD-friendly and specific revisions. Public Outreach and Workshops: A public outreach program and materials were developed in coordination between the City, Terra Nova team, Omnitrans and SANBAG. Prior to initiating the workshops, research was conducted to identify the key attitudes and behaviors that are related to use of transit. Numerous research reports and previously conducted surveys were reviewed before preparing those for the Foothill Boulevard BRT corridor study. Public opinion and related research, including holding workshops and surveys were conducted that provided insight into the overt and implied motivations of business owners and managers, customers, renters and homebuyers, and other interest groups. Workshops and stakeholder interviews associated with this project allowed a more detailed exploration of the type of development that may complement and support the operations of a BRT route and service. In addition to the two public workshops, a joint Planning Commission/City Council study session workshop was also held. Outreach included articles in the Daily Bulletin, a posting on an electronic signage board, posting the project and making surveys available on the City's web site, and hundreds of direct mailings to businesses and property owners along the corridor. Bus Rapid Transit Planning and Design: The study examines methods of BRT system design that enhance station access, and provide adequate station areas with amenities that are conducive to an efficient and enjoyable BRT experience. Consideration is also given to providing local access to the stations for all modes of transportation with a particular emphasis on alternative modes such as pedestrian and bicycle. Questions of system design, BRT station locations and design, and connectivity with surrounding lands and multi-modal connectivity are discussed. The discussion also addresses general BRT system design principles and how they affect the desirability, accessibility, comfort and Item C-2 PLANNING COMMISSION STAFF REPORT FOOTHILL BOULEVARD BRT CORRIDOR STUDY • June 12, 2013 Page 3 functional travel convenience of BRT for those traveling to work, school, personal errands, shopping or for other purposes. Design issues that are specific to the City's portion of Foothill Boulevard are also addressed and BRT design recommendations are made. Transit-Oriented Land Planning and Design: This section discusses and illustrates the various design and development parameters essential to securing quality, synergistic transit-oriented development. The purpose of TOD land planning and design is to achieve an integrated mix of land uses, including residential development at density. It also strongly relies on the effects of a convenient BRT transit station and the unique development, parking and other standards needed for successful TOD development. Principles explored include connectivity, land use density and intensity, and land use diversity. The concepts of the "public realm" and creating an environment that facilitates and enriches social experiences are fleshed out. Finally, three opportunity sites are further analyzed and development concepts drafted to illustrate how appropriate land use planning and development standards and guidelines can help assure efficient, effective mixed-use development that supports rapid transit. The Biqqer Picture: The Foothill Boulevard/5th Street BRT Corridor The City's Foothill Boulevard BRT corridor study is just part of a larger planning effort sponsored by SCAG, SANBAG and Omnitrans. This corridor, which includes the subject seven-mile segment in the City, will be 35t miles long and will extend from the City of Highland on the east to the Montclair Transit Center and a Metro Gold Line connection at the county line on the west. This larger analysis also looks at existing conditions outside the City's segment, identifies BRT options and opportunities, addresses • land planning associated with BRT station planning, and will provide recommendations. Recently, staff was approached by SANBAG's consultants for this project. Their recommendation is to keep the BRT route along Foothill Boulevard to run straight through without a loop that runs along Victoria Gardens Lane. Their proposal would suggest a station location on Day Creek Boulevard and Foothill Boulevard. The logic is that a BRT should be fast, and any riders going to and/or from Victoria Gardens could transfer to a local bus or shuttle that would serve the regional shopping area. Working closely with SANBAG, staff will support alternatives that may be presented as the study progresses or as new information is available. Technical Memorandum: Following the review of the final study by the Planning Commission and City Council, a brief technical memorandum outlining recommended "next steps" will be prepared for City and SCAG staff. The technical memorandum will make recommendations for City Development Code revisions that address TOD-appropriate land uses, residential types and densities, and development standards and guidelines. Respectfully submitted, IEJ v" Candyce rnett Planning Manager • CB:MN/Is Attachments: Exhibit A - Final BRT Corridor Study for Foothill Boulevard Item C-3 RANCHO CUCAMONGA FOOTHILL BOULEVARD BRT • CORRIDOR STUDY COMPASS BLUEPRINT DEMONSTRATION (THIS EXHIBIT WAS DISTRIBUTED UNDER SEPARATE COVER) EXHIBIT A Item C-4 ZuyiG o is RANCHO N] C s+\ . - FOOTHILL BOULEVARD BUS RAPID TRANSIT STUDY 1o1`111., 11a111 . . �kL/ L i TERRA NOVA Planning& Research,Inc. AS SOCIATIO N O/ R\tic I N1 GOVERNMENTS SCAG BLUEPRINT DEMONSTRATION PROJECT NO : 12-001-1302 CITY OF RANCHO CUCAMONGA C,ty of - � RANCHO L � CUCAMONGA titNISTORIC 9� SOUTHERN CALIFORNIA 66d kk��"OJ COMPASS ASSOCIATION of BLUEPRINT GOVERNMENTS building partnerships. serving communities. �Y !r T,ERRA VISTA --TOWN ftWr.. --���RT C=rrid�tor St d CH City of ' • OBJECTIV F E FOOTHIL Virt XN • BOULEVARD BRT CORRIDOR STUDY • Traffic Reduction and Management tr • Land Use and Demographic Analysis Y • Optimizing BRT-Supporting Mixed-Use _ , - Development • Alternative Modes of Travel • Analyze City Regulatory Documents _ �F • Facilitate Transit-Oriented Development (TOD) • Public Input • Develop Design Concepts u. •0.E �o.,o,.:=-a kk,A NW&WkRo�eva�rdBRT Corridor Study \ ]GOVERNMENT51n1!OAp10.Y('.j KEY ISSUES AND CONC. • East End - Big-Box & Regional Scale Commercial • West End - Small Parcels & Older Development • BRT-Supporting Land Uses Along Foothill Boulevard • City Regulations and Transit Oriented Development • Pedestrian/Bicycle Use & Safety • Mixed-Use Transit Village to a Development Community • Uncertain Public Understanding of Bus Rapid Transit • City & SANBAG Studies - Different Transit Routes somxax uuroxxu evard BRT Corridor Study —RANCHO MG_ ASSOC IATIDM of howkw" 6OVENMEMT3 UCAMONGA • 94:�4 50 A S REA DEM GRAPHIC CUCAMONG AJ TRENDS AND BRT RIDERSHIP del • 59% of Transit Riders Between the Ages of 25 and 54 • 45.6% of Riders With HH Incomes Between $15K and $49.9K; 'Ire.1 24.8% of Riders With HH Incomes of Between $50K and $99.9K r ;� t • Primary Destination of Transit Travel - Work (72.1%) • Employment Travel (Single Occupancy Vehicles) - 86.3% in 2010, 83.1% in 2000 • Residents Will Walk Farther to Transit Than Office Workers • Market Segmentation (2010) Favors Transit and Especially BRT • "White Collar" — Up to 61.7% of All Planning Area Jobs • Planning Area Adult Population - 16.4% Had Less Than a High School Diploma saxrx[xx curto.xu a- Smtt evard BRT Corridor Study ANCHO ASSOCIATION iOVENNMFNTS � UCAMONGA city of — RANCHO . CUCAMON A 04 A I_ 1 O R N SMU IS sip; 1911F"IFF-4-Iltz, OEM �♦m�'nen ,,,,■ I Iii i�TJl�11 � ���n ; R fi ; _mmmr ni mr_ Lli ' nFOFF, ,�a ` �'i112 . R EnEL��lf�i 1 -ail. ■ICI �� ,= S-� � ,u �E' %�� . �� �'I' mOla I.u ' :•1F ■& .aft 14,..•,.lI; Inas,>Fsup. Opp- � I�' mil-:. F I Mr 71111w m WIN lel A .lAWg PXMI.M ii� 'i a.WK ' r / I i i I RT Station Ian and • - Systems Recommendation • Initially, Implement Mixed-Flow Lanes and Side-Running Stations 6 MlL 1Y OE.LACY (mw mAf7.utrCS) n 6'GIIIFWAIX f#(1VId1YG ' • Monitor Initial Phase Performance and Plan WAmwc/ �TneusrNr� cAREA _4 eoARow for Dedicated Travelways & Center-Running YP AAm WAf2 f.7DIIlR (ARCA FOR SGW TG/PARE (COC(fIJKTRIIJ EOIRFMPM/ Stations If Performance and Cost Analysis °�m"'"""'� A~E~�/� W MN TACTHXS7W► Warrant �L�PLI SA, FARemUBLl10N • Coordinate With Omnitrans For City AREAu, Branded BRT Station Designs, Building From T1R'MIN.QEAR b a 4 4 � 9'ACHINWICMfT Omnitrans Design Guidelines OFTMA' ' � sTArRJ4,YALLIe") • Conduct Precise Station Location and Design In Context of and Complementing ,: o Surrounding Land Uses SOVINFNN G1110NNI/ Wj ftp" G vLil d BRT Corridor Stud .. - ASSOCIATION of RANCHO GAVERNIIRNTN CUNMONGA Ctlj' 0f RANCHO _ �. � N c, A ANSIT ORIENTED L•�� CUCAMO • � _ F 1' -, ESIGN PRINCIPLES - , . �� RANCHO ' ANSIT-ORIENTED �,'��� CUCAMONG �•-�• �. � � � F �� R ESIGN PRINCIPLES Y yN� ��►-.r��A�� �� _. - � SENIOR " �OUSING� PARK���•• . ��o, •� � �� HOSPITAL ` • eo �$: , �; Wit; I.� E eo� z�mPh ple Zs ph d� BRT Connectivity or on wwwwo people cars SHOPS `�,�SHOPS �. people & cars Aft . MMMMI,BO�ueva�rd BRT Conridor StudAyaNgf • . City of r�� RANCHO _ lawANSIT ORIENTED L�� CUCAMON � Density1 , a 1 �� yrs ■ i CoI I I ' City o/• ' �� RANCHO _ � � ANSIT ORIENTED � � CUCAMONGA = � � C A I_ I F O R N I � ESIGN PRINCIPLES Diversity - ' m d. �6�uev�ardBRT� Corridor Study JZ,.S NNIENTS (117CAMONGA Parkside III TRANS IT-ORI ENTED "DIESIGN PRINCIPLES Public Realm • Human scale • Trees • Balance • People - ca rs ftWMM61t u evard BRT Corridor Study :SSOCIA"O•N OOVROMMINT1 IM �A Public Realm TT. . IoGANES ./ /i4yy6S PfNERA - - HA VF/V AVE 6ffau evard BRT Corridor Study .ffaCA.,.f•, UCAMONGA f OVf.MM[.Tf . •` L 11�Clty Of RANCHO • . CUCAMONG 401t]440 • ESIGN PRINCIPLES • - jtNMI Pattern of Development ftlw ti 1 � �A .tet s � v u evard BRT Corridor Study .[, no.« �NO sovuorurs ONCA I RANCHO a• • • . 1 ` • '\ Pattern of Development • Stacked uses • Interior Parking • Connectivity u evard BRT Corridor Study .s=G ,•nNNeco GOV[NNYINT! Opportunity Site #2 N.. F,,.,, ,gllppll J Rpr "�rmme Rancho • FaotlJ aNd ` Cucamonga z rV IA ' y { c 1 2 + ` o F�IaX 51 •.. .� '� 2 t• y d Mox �Q } Mmr Rann. � b � Mow Rw,e £� P Iiiiillill c n L«a p � . 5 �d d > 4 7 4 �/ a zen sr - O L1VJ/ a �,�lt�ll • o � I _ 0CL- bo 0 Civic Center Dr. W-Bu evard BRT Corridor Study ASSOCIATION Of RANCRO 60V[RRM[MTS CjpryGA Crt�� of �� RANCHO _ �. � ANSIT ORIENTED L'��� CUCAMONGA Opportunity - . . Foothill TP - • • • 1 .. & c • : :y • . • • •0 • LU • 9• klm"aAf.0 LcIl I I III ILI I I I I I I •/ •�� Boulevard mf AM R of • ® • • RIENTED CUCAMON ( Lt Na Opportunity Site #13 IIIIIIIIIIIIILIII11111111111 a I I II I II I II IIS iii 1111 ��� _ oilflll�lf�ff����� r , r i� Fw1i bW - w• F c.MM1 � y Foothill Blvd. u•l11x W11pM4 u evard BRT Corridor Study •S5OC1AT1ONof ®R 60V[NNM[NTS CUCAMONIC RECOMMENDATION : Staff recommends the Planning Commission receive the Bus Rapid Transit ( BRT ) Corridor Study for Foothill Boulevard and forward the report and any comments to the City Council for their future review and comment . u evard BRT Corridor Study .SSOL,.T oXe, CR oN�� GOVLXMMLXTS •.OYiH[RN CAufORNU . IFORNIA ASSOCIATION OF GOVERNMENTS AND THE ASSOCIATION of ITY OF RANCHO CUCAMONGA COVENNMENTS Ra.eho Cuawo�u _ NC CUCAMONGA L BOULEVARD BRT CORRIDOR STUDY _ COMPASS BLUEPRINT DEMONSTRATION PROJECT NO.: 12-001-B02 'NN'+ Prepared for Southern California ciation of Governments 1 - 7th Street, 12th Floor y o eles, CA 90017-3435 and City of Rancho Cucamonga 10500 Civic Center Drive Rancho Cucamonga, CA 91729 Prepared by l err A Planning & Research, Inc.® 4 635 Melanie Place, Suite 101 Palm Desert, CA 92211 y Phone: 760-341 0 L Yi �4 I 760- 5 c ith: Interactive Des Urban Crossroads VisionScape Imagery May 28, 2013 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study SCAG/RANCHO CUCAMONGA COMPASS BLUE PRINT DEMONSTRATION PROJECT FOOTHILL BOULEVARD BRT CORRIDOR STUDY DEVELOPMENT CODE/SPECIFIC PLAN CHANGE ANALYSIS AND RECOMMENDATIONS CONTRACT NO. 12-001-1102 TABLE OF CONTENTS Page I. Introduction and Project Overview A. Introduction I-1 B. Understanding of the Project 1-2 C. Project Objectives, Concerns, and Key Issues I-3 D. Project Summary 1-4 E. Omnitrans BRT Program and Foothill Boulevard I-5 II. Foothill Boulevard in Rancho Cucamonga A. Introduction II-1 B. Land Use: The Built and Planned Environment II-1 C. Foothill Boulevard Improvements II-3 D. Socio-Economic Environment II-4 E. Opportunity Sites for BRT-Supporting Development II-10 111. Rancho Cucamonga Regulatory Documents A. Introduction III-1 B. General Plan Land Use Element III-1 C. General Plan Community Mobility Element III-5 D. Foothill Boulevard Specific Plan and City Development Code III-11 E. Visual Improvement Plan 111-22 IV. Public Outreach and Workshops A. Introduction IV-1 B. Business and User Group Surveys IV-2 C. Public and Planning Commission/City Council Workshops IV-4 D. Stakeholder Interviews IV-7 E. Summary of Survey and Workshop Findings IV-9 V. Bus Rapid Transit Planning and Design A. Introduction V-1 B. Demographics of Transit Riders V-3 C. BRT General Design Principles V-5 D. Corridor-Specific Design Issues V-8 E. BRT Design Recommendations for the Foothill Boulevard Corridor V-9 1. Introduction V-9 2. Recommended Route Alignment V-10 3. Recommended BRT Station Locations V-12 4. BRT System Design Recommendations V-27 i Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study VI. Transit-Oriented Land Planning and Design • Introduction: Transit-Oriented Development Overview VI-1 1. Principles of Transit-Oriented Development VI-2 2. Design Principles VI-12 3. Opportunity Sites VI-28 List of Tables Table II-1 Lane Use Status Foothill Boulevard Corridor BRT Study II-2 Table II-2 Existing Operating Conditions Along Foothill Blvd II-4 Table II-3 Year 2030 Operating Conditions Along Foothill Blvd II-4 Table II-4 Total Housing Units by Occupancy II-5 Table II-5 Population and Household Trends Summary II-5 Table II-6 Household Income Trends II-6 Table II-7 Businesses By Standard Industrial Code Half-Mile Planning Area II-9 Table II-8 BRT Development Opportunity Sites II-10 Table V-1 Prospective BRT Station Locations Summary Recommendations V-19 List of Charts Chart II-1 2011 Household Income II-6 Chart II-2 Population Trends by Age Group (2011 and 2016) II-6 Chart II-3 Mode of Employment Transportation II-7 Chart II-4 Top Ten Tapestry Segments Half-Mile Market Area Vs. US II-7 List of Exhibits Exhibit V-1 Recommended Foothill BRT Route & Station Locations V-11 Appendices A. Land Use and Planning Documents Analysis & Recommendations Report ii • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study SCAG/RANCHO CUCAMONGA COMPASS BLUEPRINT DEMONSTRATION PROJECT FOOTHILL BOULEVARD BRT CORRIDOR STUDY CONTRACT NO. 12-001—B02 a I. INTRODUCTION AND PROJECT OVERVIEW A. Introduction This report has been prepared in accordance with SCAG's RFP 12-001-1302 for the Rancho Cucamonga Specific Plan Corridor project and SCAG/Terra Nova Contract No. 12-001-1302 involving the entire alignment of Foothill Boulevard through the City limits. Our review of City planning documents included the 2010 City General Plan and EIR, updated City Development Code, the Foothill Boulevard Specific Plan and Visual Improvement Plan. As historic Route 66, Foothill Boulevard has a storied past and has been important to the development of Rancho Cucamonga and other communities along its route. Foothill Boulevard is the City's primary retail/commercial corridor and has been the subject of numerous planning studies, which are no longer fully synchronized and coordinated. The importance of Foothill Boulevard as an opportunity to implement sustainable land use and transportation planning and transit-oriented development makes it a potentially valuable demonstration project for SCAG's Compass Blueprint program. 1-1 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study B. Understanding of the Project The City of Rancho Cucamonga is ideally situated within the Inland Empire to demonstrate the potential for the successful implementation of enhanced land use synergies, optimized transportation infrastructure and services, and changes in the way housing and commercial services are provided along a major transportation corridor. Traffic volumes vary widely along Foothill Boulevard, ranging from a low of about 25,400 vehicles per day (VPD) to about 63,100 VPD just west of the I-15 Freeway. As the highest volume east-west street in the City, the Foothill Boulevard planning area provides all the key elements for improving residential and commercial land use efficiencies and effectively addressing pressing transportation challenges. In addition to General Plan land use assignments, the General Plan also identifies nine separate mixed- use planning areas along the Foothill Boulevard corridor, including Victoria Gardens on the east and the Western Gateway on the west. The General Plan identifies the intent of these mixed-use areas to: t] • Complete and strengthen the town center complex with complementary, community-oriented uses. • Introduce a distinct, intensified Mixed Use development project that maximizes the potential of this key site and relates to surrounding uses in the node. • Reinforce the Haven Avenue office corridor and anchor it at the north end. • Contribute to a unique architectural presence by providing a design contrast to the City Hall/County Courthouse facilities, Town Center commercial complex, and the historic Virginia Dare winery building. As a part of the subject analysis, three opportunity sites along the corridor were selected to explore land use planning and design and development standards and guidelines that would support BRT transit use. The intent is to demonstrate village-scale, transit-oriented, mixed-use development approaches that intensify and maximize potential sites, reinforce established surrounding uses, and contribute to a sense of space and architectural presence. The subject corridor study is meant to assist the City in analyzing the City's Development Code, • specifically Chapter 17.32: Foothill Boulevard Districts; the Foothill Boulevard Specific Plan; and the Foothill Boulevard/Historic Route 66 Visual Improvement Plan. These planning documents were reviewed and analyzed for consistency with the 2010 General Plan. Recommendations have been developed for updating these documents to facilitate General Plan land use, housing and other policies that support future Bus Rapid Transit (BRT) along this corridor, consistent with SANBAG's Long Range Transit Plan(LRTP) and SCAG's Transit Oriented District(TOD) principles. The purpose of this project is also to provide concrete recommendations on plans, policies, implementation measures, and design concepts that facilitate the development of transit and other travel modes. This is accomplished through recommended revisions to these planning documents so that they better implement the goals, policies, and implementation measures of the 2010 General Plan. Recommendations are also accompanied by sequenced site plans, recommendations for development standards and guidelines, and supporting graphics and presentations that farther illustrate and clarify the recommendations. 1-2 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study C. Project Objectives, Concerns, and Key Issues In the preparation of this program, SCAG and the City have identified project objectives, concerns and key issues that the subject analysis and report is meant to address. Omnitrans' Design Guidelines cite the benefits of transit-oriented development, and conclude these reasons with the following: "These walkable transit district principles and benefits are appealing to changing demographics and growing preferences for a more convenient community life. The benefits are categorized as environmental, economic, and social."' Relevant objectives, concerns and issues are briefly summarized below. Project Objectives The following sets forth the objectives of the Foothill Boulevard BRT Corridor study: 1. Traffic Management/Reduction: Improve traffic operations along the entire length of Foothill Boulevard through the incorporation of planned Bus Rapid Transit (BRT) plans and the regional Long Term Transit Plan. 2. Land Use Analysis: Identify and analyze existing and planned land uses and determine the degree to which they support the operation and success of planned BRT services, and analyze relevant planning documents that implement 2010 General Plan goals and policies for the corridor. 3. Optimize Mixed-Use Land Uses: Evaluate opportunities for mixed-use development in the corridor and identify the optimum mix of uses that meets the General Plan goals and policies. 4. Coordinate Commercial Development with BRT Services: Evaluate lands along the Foothill Boulevard corridor and identify opportunities to concentrate commercial uses at major intersections in a manner that optimizes the future BRT system along the corridor. 5. Promote Non-Auto Travel: Identify street design standards and opportunities to maximize walkability, bicycle facilities, and other alternative modes of transportation along the Foothill Boulevard corridor. 6. Zoning Code and Specific Plan Update: Complete a comprehensive analysis of existing regulatory documents affecting the Foothill Boulevard corridor and develop recommendations for revisions that bring these documents into harmony with the General Plan. 7. Public Input and Integration: Secure public input through interviews and consultations with City staff, business representatives and City officials, and incorporate recommendations into analysis and recommendations document. 8. Development Design Concepts: Include plans, schematic drawings, renderings and other graphics that illustrate development prototypes of housing, commercial and mixed-use development that are complementary to rapid bus transit and pedestrian and bicycle access to services and transit facilities. 1 Transit Design Guidelines,Final Draft October 25,2012,Omnitrans. 1-3 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Concerns and Key Issues The Foothill Boulevard BRT Corridor Study is a SCAG Compass Blueprint Demonstration Project designed to address and plan to take advantage of higher intensity, mixed use development. The plan is also designed to take maximum advantage of complementary land use planning and places residential, commercial and professional services, and employment centers in proximity to BRT and other transit facilities and services. A key issue is a lack of integrated land uses that share and cultivate the same market. As 'a result, opportunities for multi-purpose trips that involve one stop with multiple destinations are not exploited. Most existing developments along the corridor tend to maximize their traffic generating capacity. As a result, Foothill Boulevard is experiencing high vehicle traffic volumes. There is limited land use integration along the corridor and much of the corridor has already been developed. A high number of access drives onto smaller commercial and other developments affects roadway capacity, traffic flow, and vehicle/bicycle/pedestrian safety. Other portions of the corridor have low levels of service, which isolates portions of the planning area and limits accessibility by alternative modes of travel, including walking and bicycling. Another key issue, and one of particular concern to SCAG and the City, is the need to actively cultivate integrated land use and economic opportunities to further develop and redevelop the planning area. For instance, additional grocery store/supermarket services along the corridor would make these more accessible by bus and non-motorized means. Additional neighborhood-serving services in the middle of the corridor would better meet the needs of adjoining residential neighborhoods. These uses located in a BRT-based mixed-use village would preclude many trips outside the neighborhood. Also to be considered is the current level of Transportation Systems Management (TSM) systems and technologies implemented along the corridor, and how they currently do or in the future can complement planned BRT services and the desire for enhanced pedestrian and bicycle access. Also relevant are Transportation Demand Management (TDM) strategies, which can reduce demand for motor vehicle roadway capacity through more synergistic land use planning, put more people into fewer vehicles for fewer and shorter trips, and otherwise reduce overall demand. TDM programs aim to increase bicycling, carpools,vanpools, and transit ridership. D. Project Summary This report documents and summarizes our review and evaluation of four City of Rancho Cucamonga regulatory documents controlling development along the Foothill Boulevard corridor, including the General Plan, Foothill Boulevard Specific Plan, Development Code, and Visual Improvement Plan. It also includes a review of relevant portions of the Omnitrans System-Wide Transit Corridor Plan for the San Bernardino Valley and the sbX E Street BRT Plan as they pertain to the Foothill Boulevard corridor in the City of Rancho Cucamonga. The report also outlines our analysis of land use and socio-economic conditions along and in the vicinity of the Foothill Boulevard corridor within the Rancho Cucamonga City limits. Current and planned long- term improvements to this roadway are described, as are opportunities and constraints to the implementation of a bus rapid transit system along this corridor. 1-4 Tena Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Our efforts identify and document regulatory provisions that affect land use and transportation planning along the corridor that may affect the implementation of the Omnitrans BRT route, stations and other facilities. We also identified opportunities for enhanced pedestrian and bicycle facilities along the corridor. Finally, we have reviewed the Foothill Boulevard Visual Improvement Plan and assessed the design guidelines and improvement concepts that may need to be updated to conform with the design analysis associated with future BRT facilities, enhanced bike lanes, and pedestrian improvements. Project Area Description The project area consists of the entire length of Foothill Boulevard through the City, from Grove Avenue on the west to East Avenue on the east. The focus of the design concepts is the two entry gateway areas and the eight activity centers. The westerly gateway is the area from Grove Avenue to the railroad overpass. The eight activity centers are located in the areas of the major cross streets that intersect with Foothill Boulevard. They are Vineyard Avenue, Archibald Avenue, Hermosa Avenue, Haven Avenue, Milliken Avenue, Rochester Avenue, Day Creek Boulevard, and Etiwanda Avenue. The easterly gateway is the intersection at East Avenue. For purposes of this analysis, we have extended our research to one-half mile and one mile north and south of the Foothill Boulevard corridor, taking into consideration land uses that may directly or indirectly support the planned BRT system. E. Omnitrans BRT Program and Foothill Boulevard This discussion represents our initial and subsequent review of the various resources relevant to the ongoing effort to establish a successful bus rapid transit (BRT) corridor along Foothill Boulevard through the City. The project area is located in the northwest portion of the San Bernardino Valley. A BRT connection to much of the urbanized valley and points beyond (particularly Los Angeles County) ultimately will be provided as the overall BRT Transit Corridor Plan is developed. As part of our initial work effort, pertinent documents describing the planned or proposed transportation infrastructure in and around the City of Rancho Cucamonga along Foothill Boulevard have been reviewed. Documents that have been reviewed include: • System-Wide Transit Corridor Plan for the San Bernardino Valley(Omnitrans, 20 10) • City of Rancho Cucamonga General Plan Community Mobility Chapter (City of Rancho Cucamonga,20 10) • Bus Stop Design Guidelines (Omnitrans,2006) • Station Design Powerpoint Presentation(Omnitrans, 2012) Both the City of Rancho Cucamonga and Omnitrans have included the Foothill Boulevard BRT corridor in their long range planning efforts. As envisioned, the corridor is very similar for the two agencies; however, there are slight differences. The Omnitrans System-Wide Transit Corridor Plan envisions a corridor along Foothill Boulevard with no deviations. The City of Rancho Cucamonga vision includes a deviation at the eastern end of the City that would bypass the Foothill Boulevard / I-15 Freeway interchange area and would instead pass through the Victoria Gardens area of the City. i-5 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study The Omnitrans plan also includes stations at Grove Street and Etiwanda Avenue that are not included in the City of Rancho Cucamonga plan. Conversely, the City of Rancho Cucamonga plan includes two (2) stations within the Victoria Gardens area that are not included in the Omnitrans plan. As discussed below, we are recommending that the City consider a minor modification to the eastern portion of its route plan to align it with Etiwanda Avenue and also reconsider the appropriateness of a station at the Etiwanda Avenue/Foothill Boulevard intersection. Most of the station locations proposed in the City General Plan are at the intersection of major roadways at approximately one (1) mile spacing. The City General Plan Community Mobility Chapter delineates Foothill Boulevard as a truck route and also proposes the development of Class II bike lanes along this roadway. Although all of the arterial roadway cross-sections include provisions for bike lanes, it is likely that some potential cyclists interested in accessing the BRT system will be discouraged by the relatively high traffic volumes along these roadways unless bicycles are better accommodated. All of the north-south streets at the proposed station locations are also truck routes, which would offer a further impediment to bicycle access. The General Plan also includes many policies intended to facilitate the use of alternative modes of transportation. Examples include providing dedicated parking for electric vehicles, extending multi-use trails such as the Pacific Electric Trail, and multiple policies related to accommodating transit, bicycles, and pedestrians. The Omnitrans documents include general recommendations and guidelines regarding transportation amenities and strategies to enhance the success of the BRT system. Two broad categories of strategies/amenities are evident: • ways to enhance access to the BRT system, and • ways to enhance the competitive nature of the BRT system when compared to the automobile oriented system. In each case, users and other occupants of the transportation system are asked "To what extent are we willing to accommodate the BRT system to ensure its ultimate success?' 1-6 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study SCAG/RANCHO CUCAMONGA COMPASS BLUEPRINT DEMONSTRATION PROJECT FOOTHILL BOULEVARD BRT CORRIDOR STUDY CONTRACT NO. 12-001-B02 _RRA VISTA TOWN II. FOOTHILL BOULEVARD IN RANCHO CUCAMONGA A. Introduction The following discussion examines the existing and planned conditions for Foothill Boulevard and lands adjoining the corridor. The two major components are the Foothill Boulevard right-of-way and its improvements, and the various land uses within the area of influence for BRT stations and service. Also evaluated are the socio-economic conditions in the area of influence and whether and to what extent these conditions enhance or reduce BRT use. Finally, the various "opportunity sites" identified along the corridor that could accommodate BRT-supporting development are also evaluated. B. Land Use: The Built and Planned Environment The Rancho Cucamonga segment of Foothill Boulevard can be divided into three sub-segments, with the first extending from Grove Avenue on the west to Haven Avenue. The discussion of existing and planned land uses along the corridor is broken down by these sub-segments and is shown in Table II-1 - for the entire corridor. Foothill Boulevard Westerly Sub-Segment This westerly sub-segment of the corridor is dominated by neighborhood-serving and small-scale commercial land uses, along with some multi-family and mobilehome/manufactured residential uses along the roadway. Residential development a short distance north and south of the corridor is predominantly single family. The land uses are poorly mixed and reflect a varied level of land planning that appears to have occurred prior to the City's incorporation. Vacant land is limited to a few holdings of size on the south side of Foothill Boulevard, which are generally affected by southward sloping terrain, away from Foothill Boulevard. A total of four holdings of vacant land have been identified as opportunity sites for mixed-use and other development that could support BRT ridership. 11-I Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Foothill Boulevard Central Sub-Se ment The second, central sub-segment of the corridor generally extends from Haven Avenue on the west to Interstate-15 (I-15) on the east. Development along this portion of the corridor differs substantially north and south of the corridor. The southern portion of the central sub-segment is characterized by the civic center, county courthouse, and professional offices along Haven Avenue, transitioning to a mix of neighborhood and community serving commercial, hospitality (hotel, restaurant,...) uses, industrial parks, the Epicenter, and institutional uses (churches and associated offices). At least one vacant holding (an opportunity site) west of Milliken Avenue is designated "Industrial' but appears better suited for high density residential, as discussed below. The north portion of the central sub-segment of the Foothill Boulevard corridor is dominated by the Terra Vista Community Plan, which extends from Haven Avenue on the west to Rochester Avenue on the east. This sub-segment also includes Victoria Gardens. Terra Vista is largely built out, with the exception of important mixed-use and community commercial land yet to be developed. The City General Plan calls out these lands for mixed-use and general commercial, more or less consistent with the Community Plan. Discussions with the owners of the Terra Vista properties has indicated a development time horizon of three to five years and expressed their continuing intent to buildout these lands as set forth in the Community Plan. Possible alternatives or intensification of planned uses at Terra Vista are discussed below. Table II-1 Land Use Status Foothill Boulevard Corridor BRT Study General Plan Designation Land Use Status Developed Vacant Total Hillside Residential 22.0 11.1 33.1 Low Residential 1,390.9 12.2 1,403.0 Low Medium Residential 574.0 91.4 665.3 Medium Residential 592.4 31.6 624.0 Medium High Residential 249.4 11.7 261.1 General Commercial 340.2 58.0 398.2 Community Commercial 114.0 4.4 118.3 Neighborhood Commercial 61.7 0.1 61.7 Office 68.7 11.4 80.1 General Industrial 952.7 104.7 1,057.4 Heavy Industrial 648.1 46.1 694.2 Industrial Park 311.3 74.1 385.4 Mixed Use 500.1 184.6 684.7 Civic/Regional 124.8 - 124.8 Elementary School 89.7 - 89.7 Junior High School 52.7 -- 52.7 High School 7.5 -- 7.5 Open Space 186.3 0.5 186.8 Parks 167.5 19.3 186.8 Flood Control/Utility Corridor 256.4 50.1 306.4 Major Route (Railroad) 75.8 0.0 75.8 Grand Total 6,786.2 711.2 7,497.5 Note:Represents lands one mile north and south of the Foothill Boulevard corridor. Street rights-oTway are not included. II-2 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Foothill Boulevard Easterly Sub-Segment The eastern sub-segment of the Foothill Boulevard BRT corridor extends from I-15 on the west to East Avenue (city limits) on the east. South of Foothill Boulevard and immediately east of 1-15 is community-scale commercial with industrial development farther south. Farther east is a mix of multi- and single-family residential and vacant lands. North of Foothill Boulevard, land uses include institutional (Catholic church and school), general commercial,utility and drainage corridors, and vacant lands. It is interesting to note that of the 7,497.5 acres of non-street lands in the half-mile planning area, nearly 10 percent (711.2 acres) are vacant. The greatest amount of vacant land (184.6 acres) is designated Mixed-Use, while the next greatest amount of vacant land is designated "General Industrial' and totaling 104.7 acres, with vacant Industrial Park lands totaling 74.1 acres. Vacant residential lands include Low Residential (12.2 acres), Low Medium Residential (91.4 acres), Medium Residential (31.6 acres), and Medium High Residential(11.7 acres). If vacant residential lands in the half-mile planning area developed at maximum densities they would yield approximately 1,503 single-family and multi-family units. It should be noted that the General Plan does not explicitly cite allowable residential densities on mixed-use lands. Discussions with City staff and officials indicate a willingness to entertain residential densities of up to 30 units per acre with proper design and amenities. If only 25 percent of Mixed-Use lands were developed as high density residential these lands could yield up to an additional 1,380 multi-family units. As noted throughout this study, residents and employment centers comprise the best opportunity for generating BRT ridership along the Foothill Boulevard corridor. C. Foothill Boulevard Improvements Foothill Boulevard is designated a Major Divided Arterial in the City's General Plan, which shows varying iterations of this designation, with both mid-block and intersection delineations. Travel lanes are separated by a raised median, and buildout improvements are planned to allow dual-left tum lanes at major intersections. Additional right-of-way may be secured at intersections with special needs. No residential driveways are to be permitted, although there are numerous such access drives serving multi- family development along the corridor. No curb-side parking is permitted. Class II bike lanes are also designated along Foothill Boulevard, although adequate right-of-way and improvements are not available to accommodate a Class II bike lane along much of its length. Furthermore, the introduction of BRT transit services on Foothill Boulevard may make the provision and safe use of Class II bikeways challenging and may encounter compatibility problems. The General Plan points to existing and planned alternative bike routes, including Class II bike lanes on Arrow Route and Church Street, a Class I Bike Path along the Deer Creek Channel, and a Class IUClass III bike lane on Hermosa Avenue. Foothill Boulevard: Existing Improvements The development and buildout of Foothill Boulevard has been an incremental process that has been carried out over several decades and is not yet completed. While major portions of Foothill Boulevard have been built out, especially on those segments east of Haven Avenue, the western segment of this roadway includes portions with incomplete right-of-way and improvements. These incomplete segments occur primarily, but not exclusively, adjacent to old development or along undeveloped lands. Most of the roadway west of Haven Avenue provides two travel lanes in each direction. II-3 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Foothill Boulevard: Existing and Future Operating Conditions As noted below, four of the six corridor intersections are currently operating at Level of Service (LOS) D during the PM peak hour, with all intersections operating at LOS C or better in the AM peak period. In 2030, the General Plan projects that these intersections will continue to operate at LOS D or better with the exception of Etiwanda Avenue at Foothill Boulevard, which is projected to operate at LOS E in the PM period. As a Congestion Management Plan (CMP) roadway, Foothill Boulevard and other so designated roadways have a long-term acceptable operating standard of LOS E. It should be noted that the City General Plan sets LOS D or better as the acceptable service level. Table II-2 Existing Operating Conditions Along Foothill Boulevard Intersection AM Peak LOS PM Peak LOS Foothill Boulevard at Grove Avenue B B Foothill Boulevard at Vineyard Avenue C D Foothill Boulevard at Archibald Avenue C C Foothill Boulevard at Haven Avenue C D Foothill Boulevard at Milliken Avenue C D Foothill Boulevard at Etiwanda Avenue C D Table 11-3 Year 2030 Operating Conditions ong Foothill Boulevard Intersection AM Peak LOS PM Peak LOS Foothill Boulevard at Grove Avenue C C Foothill Boulevard at Vineyard Avenue D D Foothill Boulevard at Archibald Avenue D D Foothill Boulevard at Haven Avenue D D Foothill Boulevard at Milliken Avenue C D Foothill Boulevard at Etiwanda Avenue C E Source: City General Plan EIR.2010. D. Socio-Economic Environment Introduction The following data are taken from the 2010 Census and extrapolations therefrom. Two separate Census data runs were conducted, one for lands within one-half mile north and south of the subject Foothill Boulevard corridor within the City, and a data run for lands one mile north and south of the corridor. Based upon the relationship of transit ridership to proximity, we have focused our analysis on the one- half mile wide corridor, which encompasses almost 4,700 acres or 7.3 square miles. Demographic data for both the half-mile and full-mile corridors can be found in Appendix B of this study. Household Size and Occupancy Status As indicated in the following data, in 2010 the corridor extends one half-mile north and south of Foothill Boulevard and had a total of 15,419 housing units, of which 5.1 percent were vacant, with units for rent comprising more than half of vacant units. Of the total occupied units, 54.2 percent were renter-occupied and 45.8 percent were owner-occupied. Within occupied units, the average household size in 2010 was 2.68, while for all units the average is 2.55 persons per unit. Owner-occupied units have the larger household size of 2.86 persons per unit. I1 4 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Table I1-4 Total Housing Units by Occupancy • Total Housing Units: 15,419 (100.0%) • Occupied Housing Units: 14,638 (94.9%) • Average Household Size: 2.55 persons • Vacant Housing Units • For Rent: 439 (2.8%) • Rented, not Occupied: 22 (0.1%) • For Sale Only: 162 (l.1%) • Sold, not Occupied: 19 (0.1%) • For Seasonal/Rec/Occ. Use: 38 (0.2%) • For Migrant Workers: l (0.0) • Other Vacant: 100 (0.6%) • Total Vacancy Rate: 5.1% • Owner Occupied: 6,701 (45.8%) • Renter Occupied: 7,937 (54.2%) Trends in Population and Household Formation Based upon earlier population trends, the Census Bureau has projected future population within the half- mile study area for 2011 and through the year 2016. The Census Bureau projects an 11 percent increase in population along the subject corridor between 2010 and 2016, while households are expected to grow by 10.5 percent during the same period. By 2011, average household size is projected to increase modestly to 2.7 persons and median age is expected to increase to 32.1 years. Renter occupancy is projected to increase to 54.8 percent of the housing stock in 2016, up from 54.2 percent in 2010. Table 11-5 Population and Household Trends Summary Category 2010 2011 2016 Population 39,355 40,175 43,697 Households 14,638 14,933 16,172 Families 10,100 10,327 11,215 Average Household Size 2.68 2.68 2.70 Owner Occupied Housing Units 6,701 6,599 7,297 Renter Occupied Housing Units 7,937 8,334 8,875 Median Age 31.8 31.9 32.1 Source: 2010 US Census Trends in Income Household income is an important determinant in transit (including BRT) ridership. The following table and chart show the breakdown of household income for 2011; the table also shows projections for household income in the half-mile planning area for the year 2016. Households with less than$50,000 in yearly income totaled 38.3 percent of all households, with household incomes between $35,000 and $49,999 comprising 14.2 percent of total households in 2011. By contrast and indicative of a large number of households with higher incomes, 38.7 percent of all households had incomes of$75,000 or greater. 11-5 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Table 11-6 Household Income Trends 2011 2016 Households by Income Number Percent Number Percent <$15,000 1,246 8.3% 1,216 7.5% $15,000 - $24,999 1,058 7.1% 831 5.1% _ $25,000 - $34,999 1,295 8.7% 1,059 6.5% $35,000 - $49,999 2,116 14.2% 1,845 11.4% $50,000- $74,999 3,446 23.1% 3,507 21.7% $75,000- $99,999 2,523 16.9% 3,394 21.0% - $100,000-$149,999 2,124 14.2% 2,959 18.3% $150,000-$199,999 726 4.9% 899 5.6% $200,000+ 401 2.7% 462 2.9% Median household income also reflects economic 2011 HuusehM 11aD111� strength within the half-mile planning area, at $60,019 in 2011 and projected to reach $71,274 by 2016. Average household income was $74,045 in 2011 and is projected to reach $83,352 by 2016. Finally, per capita income was $26,568 in 2011 and is projected to reach $29,741 by the year 2016. Note that of all 2010 household expenditures in the one-half mile market area, approximately 31.2 percent was spent on housing, while 15.4 percent was spent on transportation. Chart H-1: 2011 Household Income Population By Age Breakdown It is also informative to assess the current and projected household makeup by age within the half-mile planning area. The age makeup of these residents in the year 2011 is interesting, showing equal distribution for those groups between the ages of 0 and 24 years at about 7.5 percent for each group. By contrast, the largest age group is the group between the ages of 25 and 34, making up 18.6 percent of all residents. The planning area population over the age of 45 comprises 29.2 percent of all 2011 residents. The age mix is not projected to change significantly between 2011 and 2016, with residents over the age of 25 expected to make up the majority of residents. Chart 11-2 Population Trends by Age Group (2011 and 2016) Populahm by Age 1 1 - 1 ' 12- 8- 2011 2a2011 2016 2 04 5-9 10-11 15-19 20-21 25-31 35.44 15-5d 55-W 65-74 75-94 95t - 11-6 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Mode of Employment Transportation Chart I1-3: Mode of Employment Transportation The US Census and the Nielson Company 100% solicit information from respondents about W% their means of transportation to work, and these data for 2000, 2008, and 2010 were reviewed. The chart to the right shows how, 70r/° City-wide, employment travel is divided 60% between driving alone, carpooling, using 50% public transit, and "other" modes. 40% 30% As is evident from the charted data, the vast 20% majority of employment travel (83.1% in 10% 2000 and 86.3% in 2010) is drivers driving 0% alone. It is somewhat distressing that private DromAbne camoom Pubic TwO otlw _ vehicle/single occupancy travel actually sources: 2000 Census; Nielsen Ca.,2009 and 2010 went up over the decade despite employment stress and the recession. Equally disturbing is the low use of transit, with only 2.1 percent transit ridership in 2000 and falling to 2.0 percent in 2010. Also curious is the trend in reduced carpooling, down from 12.9 percent in 2000 to 9.9 percent by 2010. Tapestry Segmentation in the Market Area City demographic data includes a market assessment tool called "Tapestry Segmentation." This well developed market segment profiling tool from ESRI breaks down socio-economic neighborhoods into one of up to 65 life-style segments. The Tapestry Segmentation Area Profile for the Foothill BRT corridor one-half mile market area indicates that about 81.3 percent of the households are comprised of the following groups: "Enterprising Professionals" (31.1%), "Aspiring Young Families" (25x/9), "Young _ and Restless" (13.9%), and "Milk and Cookies" (11.3%). Each segment is briefly described below. It should again be noted that the segments represent the character of these neighborhoods and not the precise demographic make-up of those in the half-mile market area. - Chart 114: Top Ten Tapestry Segments Half-Mile Market Area Vs. US lo.Pleasant-VIII 07.Eaurbanll 21.Urban Villag 21.Main Street,US 12.Up and Coming Famlll 06.Sophlstlrated SOuil 19.Milk and Cook 39.Young and Rest Sde 28.espmng Young Famll U.S. 16.Enterprlsing Professkmai 0 2 1 6 8 10 12 11 16 is 20 22 21 26 28 30 Percent of Households by Tapestry Segment 11-7 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Enterprising Professional This socio-economic segment is comprised of younger men and women that are well educated, with about an equal number of households occupied by married and single, and generally working in professional jobs. The diversity of this segment is much the same as that for the US as a whole. Median household incomes range from $69,779 to $76,852, with most income (90%) coming from wages and salaries. Typical employment includes management, finance, computers, sales and office/administration. Generally, persons in this segment wish to own rather than rent a home. Those in this segment are younger and more mobile than the population as a whole, are highly technologically savvy, and are better than average managers of their money. Enterprising professionals also like to travel widely, are health conscious, and tend toward non-fiction reading. As noted above and in Chart II-4, this segment makes up about 31 percent of all households in the half-mile market area. Aspiring Young Families The "aspiring young family" segment is primarily comprised of young, start-up families, married couples without children, and single parents, with about two-thirds being families; the average household size is 3.1 persons. Families in this segment are more ethnically diverse compared to the US as a whole. The median household income is about $52,487, with wages being the primary source of income for this segment. The vast majority has graduated high school, and about 59 percent have attended college. About 51 percent of these households rent while about 47 percent own their own homes. The primary focus of this group is the family, with domestic purchases making up most of their discretionary spending. Aspiring young families are technologically savvy and have a wide array of electronic and computer-based gadgets. They are large consumers of media, especially sports, TV, and movies. This segment makes up about 25 percent of all households in the half-mile market area. Young and Restless As the name implies, those in this socio-economic segment tend to be on the go, are active and socially fluid, and are very career-oriented. The median age is about 28.6 years, a large portion (about two- thirds) are younger than 35, and 73 percent are in the labor force, mostly in professional, sales, service and office/administration jobs. More than half the households (about 56%) are single occupant or shared units; only about 23 percent of segment residents have children. Median household income is about $46,185. Renters dominate this segment, with 85 percent renting apartments in multi-family buildings; this is reflective of the group's mobility and willingness to move for jobs and other opportunities. The young and restless are technologically savvy and are fully engaged in lifestyle and entertainment. They are large consumers of media, especially movies. They also enjoy bars and nightclubs consistent with their active social lifestyle. This segment makes up 13.9 percent of all households in the market area. Milk and Cookies The upscale neighborhoods that characterize the "milk and cookies" segment are comprised of young, affluent married couples with young children, and with a median age of 33.8 years. The diversity of people in this segment is much the same as for the US as a whole, with a slightly above average black and Hispanic population. Most household income (about 90%) comes from wages, with about 69.8 percent of residents participating in the labor force. The median household income is about $64,880. The segment is educated, with about 58 percent having attended college. This segment prefers single-family homes. With a settled family-oriented lifestyle, segment members are responsible money managers, and can be frugal when necessary. Baby and children's products dominate their spending patterns. They like to watch sports and educational programs on TV, and are engaged in home improvement and gardening projects around the house. This segment comprises about 11.3 percent of all households in the half-mile market area. u-s r Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Area Business Data and Information Business data were gleaned from the 2010 Census providing information on the number and types of businesses within the half-mile corridor planning area. Data and information available include the total number of businesses and those employed in the planning area, as well as the breakdown of businesses and employment by business sector (SIC codes). In 2010, there were a total of 2,577 businesses in the planning area generating a total of 27,514 jobs. For the planning area, this yields 0.69 jobs per capita. Business Sector Breakdown The following table provides a breakdown of the types of major businesses and employment in the half- mile planning area. The businesses making up the Service Sector (hospitality, auto, movies/entertainment, health, legal, education, etc.) comprised 34.7 percent of all businesses and 25.7 percent of all jobs in the planning area. The Retail Trade Sector represents the second highest number of businesses (22.8%), but provides the most jobs of all sectors (34.5%) in the planning area. The third largest sector is the Finance, Insurance, Real Estate Sector, which comprises 15.3 percent of all businesses and 10.8 percent of all the jobs. Together, these three sectors comprise 72.8 percent of all businesses and 59.3 percent of all the jobs. Employment by Occupation Employment by occupation was also broken down by other categories in the 2010 Census and other data, which indicate that "White Collar" comprises 61.7 percent of jobs, "Services" comprise 16.8 percent of jobs, and 'Blue Collar" comprises 21.5 percent of jobs. For purposes of this analysis, US Census/City 2010 data in the table below appears most current and reliable. Table II-7 Businesses By Standard Industrial Code Half-Mile Planning Area Businesses Employees SIC Codes Number Percent Number Percent Agriculture& Mining 33 1.3% 144 0.5% Construction 168 6.5% 947 3.4% Manufacturing 117 4.6% 3,034 11.0% Transportation 73 2.8% 674 2.4% Communication 18 0.7% 112 0.4% Utility 5 0.2% 145 0.5% Wholesale Trade 200 7.8% 2,017 7.3% Retail Trade Summary 588 22.8% 9,499 34.5% Finance, Insurance, RE Summary 394 15.3% 2,983 10.8% Services Sector Summary 894 34.7% 7,068 25.7% Hotels & Lodging 14 0.66/. 118 0.4% Automotive Services 68 2.6% 308 1.1% Motion Pictures &Amusements 58 2.2% 512 1.9% Health Services 153 5.9% 1,342 4.9% Legal Services 56 2.2% 276 1.0% Education Institutions & Libraries 32 1.2% 840 3.1% Other Services 513 19.9% 3,673 13.4% Government 21 0.8% 687 2.5% Other 65 2.5% 203 0.7% Totals 2,577 100% 27,514 100% 11-9 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Educational Attainment In Planning Area The level of adult education of the resident population on the half-mile planning area is important and shows a generally well-educated labor pool. For the planning area's 2010 population age 25 and over, only 16.4 percent had less than a high school diploma. The total number of residents that graduated from high school totaled 26.8 percent, and those with at least some college education totaled 56.8 percent. E. Opportunity Sites for BRT-Supporting Development From the beginning, the project consultant and City staff team has considered the land use patterns along the corridor and future development as guided by the City General Plan, Foothill Boulevard Specific Plan, and the City Development Code. Section III of this study summarizes our evaluation of how and to what extent these regulatory documents facilitate transit-oriented development (TOD) and how they can be improved to better encourage and accommodate TOD-supporting mixed-use development. The subject discussion assesses these opportunity sites and evaluates their potential role in facilitating BRT development and providing prospective ridership for the Foothill Boulevard segment. A total of thirteen (13) opportunity sites were identified for consideration. The existing conditions at each of these sites and the constraints and opportunities associated with each site as they relate to BRT service and transit-oriented development are discussed below. BRT Development Opportunity Sites Opportunity Sites Location Size (Acres+) Development Status 1. NWC Haven Avenue&Foothill Boulevard 6.00± Currently developed and including the Virginia Dare office building 2. NWC Haven Avenue and Civic Center Drive 5.28 Vacant land. 3. S of Foothill Boulevard at Center Avenue 16.43 Mostly vacant,with liq. store. 4. SWC Hermosa Avenue&Foothill Boulevard 17.98 Only half of mobile home park built. 5. SWC Malachite Avenue &Foothill Boulevard 6.00 Older commercial center. 6. NEC Lion Street&Foothill Boulevard 2.71 Strawberry patch. 7. NWC East Avenue& Foothill Boulevard 7.00 Pending approval. 8. NEC Etiwanda Avenue &Foothill Boulevard 5.72 Comm. project approved.Not built. 9. SEC Etiwanda Avenue& Foothill Boulevard 5.12 Comm. project expired Dec 2012. 10. Foothill Marketplace(Walmart) 55 Built out with relocating Walmart near cul-de-sac area of site w/awkward circulation. Convenient freeway access. 11. SEC Elm Avenue&Foothill Boulevard; 8.4 Master-planned retail and office APN: 0208-961-05,06,07 complex comprised of two 2-story office buildings of 28,000 square feet (each), 3 single story retail buildings of 17,500 square feet(combined), and 3 single story restaurant pad buildings of 17,000 square feet in the IP(Subarea 7). 12. NWC Milliken Avenue&Foothill Boulevard 16.31 Vacant. (?)No proposal. 13. NEC Milliken Avenue&Foothill Boulevard 11.33 Vacant. (?)No proposal. 11-10 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study 1. NWC Haven Avenue and Foothill Boulevard (BRT Station) Opportunity Site No. 1 is comprised of the general commercial development at the northwest comer of Haven Avenue and Foothill Boulevard. Uses are predominantly office and restaurant, and the site and corner are anchored by the iconic Virginia Dare Winery building. This commercial center is bounded on the west by the Deer Creek Channel and on the north by additional general commercial development. In addition to having an attractive building and landscaping, the subject intersection is one of the more promising BRT station locations along the m corridor. The site's retail space is under-utilized and portions of the space are used for institutional , (church) purposes. The site has good long-term prospects with proper cultivation. The Virginia Dare building is identified in the City General Plan for "repurposing" and "adaptive re-use." The enhancement of cultural venues along Foothill Boulevard is also raised. While the northeast comer is recommended for the BRT station at this intersection, the northwest comer plays an important role in promoting BRT use and complementing the other BRT-enhancing uses at this intersection. These include the city/county governmental center at the southeast comer and the Village Square mixed-use development at the southwest corner. Discussions with City staff and officials, residents, and business owners indicate a willingness to entertain the concept of a fine arts museum within and at least a part of space within the Virginia Dare building. The scale and character of the building appear to lend themselves to a set of fine arts galleries, as well as gathering and meeting space where a wide range of civic activities and events could also be held. Such a fine arts museum and expanded facility would enhance the downtown urban living environment and be attractive to new residents and business owners alike. 2. NWC Haven Avenue and Civic Center Drive Opportunity Site No. 2 is a vacant holding located at the northwest comer of Haven Avenue and Civic Center Drive, and is contiguous to and immediately south of developed portions of the Village Square development, which bounds the subject site on the north and west. The 5.28± acre vacant site is also located across the street from City Hall, County offices and courts, and a wide variety of professional _ office and organizations, together constituting a significant employment center. The site is designated for mixed-use development and is also within the Haven Avenue Office Overlay district. Being adjacent to existing general commercial and multi-family residential, a similar mix of uses should also be considered on this site, the residential component of which would add to the existing resident and employee market for existing and future commercial services. 11-l l Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Opportunity Site No. 2 is also a short distance from WRT WB Foothill RoulevarcF the proposed Haven Avenue at Foothill BRT station and is also located along the major north-south Haven Avenue bus line. Residents at new and existing development in this area are expected to /i 1(0,4 contribute to BRT ridership, as are many of those I , # kJ - who work in the vicinity. The site is isolated from lands to the west, with Civic Center Drive terminating as a cul-de-sac just east of Deer Creek Channel - Conceptual development plans for this site are presented in Section V of this study. The development potential of the site, including its 04 ability to generate ridership for BRT services along Foothill Boulevard, is based on a combination of Civic C;n1cr general and office commercial, and high-density ' residential. A hospitality use(business hotel)is also considered that can provide additional support to commercial services located in this area. 3. South side of Foothill Boulevard at Center Drive This property is located south of Foothill Boulevard and west of Haven Avenue and the Village Square mixed-use project. It is bounded on the west by a small commercial center accessing from Foothill Boulevard, and single-family residential development. On the east, the subject property is bounded by Deer Creek Channel with the Village Square development immediately east of the channel. Lands to the south are older multi-family homes, while development across Foothill Boulevard includes new multi- family and limited commercial fronting on Foothill Boulevard. An existing on-site, free-standing liquor store is located on a if acre site surrounded on three sides by the subject property and would need to be either incorporated into a new design or otherwise accommodated. The General Plan designates this 16.43± acre site for mixed-use development. However, the site slopes away from Foothill Boulevard, which has generally challenged and adversely affected visibility and accessibility for commercial development elsewhere on the south side of Foothill Boulevard. Alternative to on-site commercial, medium and high-density residential on this site could be better connected to commercial services to the east via a bike/pedestrian bridge across Deer Creek Channel at the westerly extension of Civic Center Drive. This site provides important opportunities for medium and high-density residential development that would be supportive of BRT and nearby commercial services. Between 250 and 450 units could be developed on this site and could provide a mix of housing products to further diversify the 11-12 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study neighborhood. Such uses would be compatible with surrounding development, with the possible exception of existing single-family development adjacent to the southwest quadrant of this site, which would require special sensitivity and design consideration. 4. SWC Hermosa Avenue & Foothill Boulevard Opportunity Site No. 4 is a vacant 17.98± acre site located immediately south of Foothill Boulevard and west of Hermosa Avenue, and is surrounded by developed lands. The site is approximately 760-feet west of Opportunity Site No. 3, and its northeast quadrant is bounded on the east by limited general commercial development. Lands to the west are comprised of mobilehomes and manufactured housing, with multi-family housing on the south and single-family development to the east. The City General Plan calls for limited additional General Commercial on the eastern portion of the Foothill Boulevard frontage of Opportunity Site No. Foothill BOUICvard 4, with Medium Density residential assigned to the balance (majority) of the property. The area is already well served by existing adjacent and nearby neighborhood commercial across Foothill Boulevard, general commercial services to the immediate east, and several small businesses on the north side, including small, free-standing restaurants and one fl)vacant and obsolete commercial building. It is notollio clear how additional commercial on Opportunity Site III No. 4 would benefit the balance of this property or surrounding lands, and consideration should be given to eliminating the General Commercial designation from this site. As with Opportunity Site No 3, Site No. 4 provides important opportunities for medium and high- density residential development. This site is just over one-quarter mile from the Village Square development at Haven Avenue, where an eastbound BRT station is recommended. Good streetscape treatment along the intervening portion of Foothill Boulevard and on Hermosa Avenue, and the extension of non-motorized access along Deer Creek and eastward to Haven Avenue will further enhance the viability of this site for transit-supporting residential. 5. SWC Malachite Avenue & Foothill Boulevard Opportunity Site No. 5 is a relatively old strip center fronting on Foothill Boulevard and surrounded on all sides by public streets, with newer general commercial to the immediate west, an older mix of general commercial to the immediate east, and mini-storage to the immediate south with single-family neighborhoods beyond. North of Foothill Boulevard is new multi-family residential, an older mobilehome park, and a mix of general commercial on individual parcels fronting on Foothill Boulevard. The center is comprised of seven parcels and encompasses approximately 6 acres; it appears to be fully leased and a viable commercial ,property. The site is relatively shallow and a single family home adjoins the southeast comer of this site. II-13 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study The subject site is designated "Mixed-Use" on the - General Plan Land Use map and is identified as one Toothill Blvd. of six mixed-use areas identified. The rationale for this designation may have been the assignment of the same "Mixed-Use" designation on the block north of Foothill Boulevard and including the aforementioned mobile home park and mix of poorly integrated commercial. However, Foothill Boulevard effectively isolates Opportunity Site No. _ 5 from the continuing transition on the north side. i Clearly, there is an opportunity for the subject site to _ be better optimized as a commercial site. The areas Hampshire �t to the rear of the house located on the southeast corner of the site could be better improved and maintained, but the existing mini-storage does insulate the surrounding single-family neighborhood from the site. It is recommended that "General Commercial" is a more appropriate land use designation for this site and that efforts can be made to ; work with the owner to better optimize this site, which remains a viable commercial center. 6. NEC of Lion Street and Foothill Boulevard Opportunity Site No. 6 is a small (2.72 acres), vacant site located at the northeast corner of Lion Street and Foothill Boulevard; the site is designated "General Commercial" on the General Plan land use V. map. The site is bounded on the east by automotive retail (Pep Boys), on the west by Neighborhood Commercial centers, and on the north by single- family residential. Multiple-family residential is located to the immediate south across Foothill Boulevard. Given the site's limited size and surrounding development, opportunities for transit- oriented development or other muted use development is relatively low. 7. NWC of East Avenue & Foothill Boulevard Opportunity Site No. 7 is located at the northeast comer of East Avenue and Foothill Boulevard and the easterly City limits and encompasses 8.9f acres; the site is vacant with the exception of what appears to be a well site. There are major utility corridors to the immediate west, including a SoCal Gas easement that cuts through the northwest comer of the site. This site is designated "General Commercial" on the City General Plan land use map, as is a smaller contiguous parcel to the north; otherwise, the site is surrounded by non-commercial lands. Surrounding development is predominantly utility and drainage corridors to the west, single-family to the east across East Avenue,and multi-family housing to the south across Foothill Boulevard. Development to the southeast includes very limited commercial and mini- storage, as well scattered single-family, mobilehome park, and limited multi-family residential development. It-14 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study As noted below, existing development provides little support for a BRT station at this intersection. The southerly extension of East Avenue appears uncertain and will probably never occur, also ' affecting the value of this intersection for BRT services. The subject opportunity site could conceivably support neighborhood commercial, although at least some of these services are already provided by community-scale commercial at the southwest corner of Etiwanda Avenue and Foothill Boulevard. Future development at Opportunity Site No. 7 and the surrounding area is not expected to provide major commercial or employment center Foothfteoulevard development that would provide synergies for 1f transit-oriented development at this location. Nonetheless, this site does offer opportunities for mixed-use development, albeit in a somewhat isolated environment. It does not appear that existing development or potential future land uses on this site and in the vicinity are likely to support a BRT transit stop at or in the vicinity of this intersection. This Foothill Boulevard intersection is also less than one-half mile from that with Etiwanda Avenue. 8. NEC of Etiwanda Avenue and Foothill Boulevard Opportunity Site No. 8 is located at the northeast comer of Etiwanda Avenue and Foothill Boulevard; the site encompasses 5.65± acres. The site is well proportioned but is located adjacent to a single family home that may affect future site planning unless the residential parcel can be integrated with the larger vacant holding. The site is bounded on the north and east by multi-family residential, the vacant land on the northwest and southeast (OS # 9) corners opposite the subject OS # 8. A major neighborhood/community-scale shopping center is located at the southwest comer of this intersection. The site is designated "General Commercial' on the General Plan, as are the other three comers of this intersection. BRT WB The subject OS # 8 site and the surrounding lands Foothill Boulevard provide many of the types and densities of land uses that argue for the location of a BRT station here. This existing development and potential for additional BRT-supporting development has guided the recommendation to re-route the BRT transit route to loop back to Foothill Boulevard from Victoria Gardens via Etiwanda Avenue instead of East Avenue as is currently shown on the General Plan Transit Plan. u-ls Terra Nova/SCAG/Rancho Cucamonga • Foothill Boulevard Corridor BRT Study 9. SEC of Etiwanda Avenue and Foothill Boulevard Opportunity Site No. 9 is located at the southeast comer of Etiwanda Avenue and Foothill Boulevard; y the site encompasses 5.2f acres. The site is an east/west rectangle, with the greatest frontage along Foothill Boulevard. It is located adjacent to single- family homes on the south and east that must be • given future consideration during site planning. The • site is bounded on the north and west by Foothill Boulevard and Etiwanda Avenue, respectively, and is directly across Etiwanda Avenue from major neighborhood/community-scale commercial • development. The site is designated "General • Commercial" on the General Plan, as are the other three corners of this intersection. The subject OS # 9 site and the surrounding lands provide many of the types and densities of land uses that argue for the location of a BRT station at this intersection. • OS #9 is a small in-fill parcel that, given its proximity to adjoining single-family homes and likely restrictions with regard to access to Foothill Boulevard, is not suitable for commercial development. However, this site can support medium density residential development. OS # 9 is the sort of site that developers frequently overlook because of its size, limitations associated with surrounding development, and the need for innovative design that is not frequently pursued by the development community on smaller sites. However, because of its proximity to planned BRT stops, major commercial, and employment, it has value as a small-scale Transit Oriented Development (TOD) with medium density residential and home-occupation as a permitted use. Please see development concepts for OS # 9 in • Section V. 10. SWC Etiwanda Avenue and Foothill Boulevard • Opportunity Site No. 10 is a potential repurposing of the existing Wahnart building located in the westem portion of this large shopping center, which terminates in a cul-de-sac without westerly ingress or egress. The entire center encompasses approximately 54 acres, of which the Wahnart parcel . encompasses approximately 9.77 acres. As noted above, this site is designated "General Commercial" on the City General Plan. Surrounding development will significantly affect plans for any repurposing other than big-box commercial uses. Located deep within a major center and surrounded on three sides by other commercial buildings and parking, and with industrial uses to the immediate south, this site has limitations. The site's proximity to 1-15 is supportive of commercial uses but could create an adverse • noise environment for residences. . While conversions of such structures to mixed-use development has occurred, including the integration of residential uses with office and retail, much depends on the market and physical location where they + occur. Past successes with large big-box conversions has been for such uses and churches and related • facilities, marketing call centers, and breaking up the space to serve a more diversified mix of commercial tenants. Given this site's location within a major center and with excellent local and regional access, the highest and best use for this site remains community and regional commercial. 11-16 • • Terra Nova/SCAG/Rancho Cucamonga • Foothill Boulevard Corridor BRT Study 10 Foothill Bouievaid 40 VOW` +t 11. SEC of Foothill Boulevard and Elm Avenue Opportunity Site No. 11 is located at the southeast comer of Foothill Boulevard and Elm Avenue, a 0 short distance west of Milliken Avenue. The site is • located south and southwest of OS#s 12 and 13, . which comprise the northeast and northwest comers of Foothill Boulevard and Milliken Avenue, respectively. OS# 11 is located An • immediately west of a small general commercial • center and immediately east of Mercury Insurance. Lands to the immediate south include a church and warehouse industrial. The City General Plan designates this site "Industrial Park," which seems less appropriate than commercial or a medium or high-density residential designation. In any event, the assessment of this area, especially with OS #s 12 and 13 to the north, indicates it is well suited for BRT-oriented . development. This site's proximity to the Foothill Boulevard/Milliken Avenue intersection and the • convenience of the future BRT station argues for its consideration in this context. Based on the mix of available lands, the already substantial amount of existing and approved commercial development, and the need for critical mass at and in proximity to TOD development, it is recommended that the subject • site be considered for medium to high-density residential development. 12. and 13. NWC and NEC of Foothill Boulevard and Avenue S Opportunity Sites No. 12 and 13 are two of the most promising locations for realizing TOD-oriented • development of the type that could support a BRT station at this location. Both sites are vacant and are • designated "Mixed-Use" on the General Plan. Substantial vacant lands are located in the northeast, northwest and southwest quadrants of this intersection, with extensive vacant lands also located farther 0 east around Mayten Avenue. 0 11-17 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Good potential exists for mixed-use development in the northwest and northeast quadrants, with high density residential, including senior, housing that could complement BRT ridership. The Rancho San Antonio Medical Center should also provide BRT support and may encourage additional medical office development within the mixed use planning area. Existing and future development will clearly support a BRT station at this location. For purposes of this study, approximately 27 acres in these sites have been identified for possible TOD development. Existing development supports mixed-use development; however, market timing for mixed-use development may take longer to realize than conventional development planned on lands on the north side of Foothill Boulevard. Mixed-use, including senior housing in proximity to both medical and commercial services, should be encouraged here. In the southwest quadrant, high density residential with good BRT station access should be supported. It is recommended that future BRT stations at Milliken Avenue be located on the near side for both eastbound and westbound travel. At these locations, mixed-use development and good commercial, medical and other services should support BRT use, while easy access to the northwest and southeast comets is still provided. Medical onter- 6-' „ _ c BRT Foothill 13RT Summary Transit-oriented land uses and related mixed-use planning and design are an important part of this study and, assuming that BRT implementation goes forward, will be essential to maximizing the positive transportation and planning effects of TOD development along the corridor. Many of the opportunity sites are admittedly less than optimal for a BRT station or mixed-used development. However, proximity to mixed use and attractive and facilitating pedestrian and bicycle access to BRT stations and "urban villages" would extend the boundary and definition of the "village." It-Is Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study SCAG/RANCHO CUCAMONGA COMPASS BLUEPRINT DEMONSTRATION PROJECT FOOTHILL BOULEVARD BRT CORRIDOR STUDY CONTRACT NO. 12-001-1102 e 111. RANCHO CUCAMONGA REGULATORY DOCUMENTS A. Introduction As discussed in Section 1, an important part of this planning effort has been to assess a variety of regulatory documents affecting and guiding development along the Foothill Boulevard corridor. In this regard, we began our analysis with and proceeded from the most general to the most specific. Therefore, our first consideration has been relevant elements of the General Plan, and specifically and primarily the Land Use Element (Chapter 2: Managing Land Use, Community Design and Historic Resources) and Community Mobility Element (Chapter 3). We have also identified other General Plan drivers that may affect corridor BRT development policy and plans. A detailed analysis of these documents is provided in Appendix A of this study. B. General Plan Land Use Element Our assessment begins with the vision statement for this element relevant to the Foothill Boulevard corridor and the BRT project. A detailed goals and policy assessment was also conducted and reviewed with City Planning and Public Works staff, which further refined our understanding of how these goals and policies can and should shape the BRT system along Foothill Boulevard. The complete review of the Land Use Element can be found in our Land Use and Planning Documents Analysis & Recommendations report (Appendix A) of August 3, 2012. 111-1 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study GP Land Use Element: Vision Statement As noted, the Land Use Element is embedded in Chapter 2: Managing Land Use, Community Design and Historic Resources. The enhancement of the Foothill Boulevard corridor for BRT and other alternative modes of transportation are discussed throughout the chapter and include the following from the Vision statement: "We encourage the retention, rehabilitation, and development of a diverse housing stock that caters to residents in all stages of their lives." "We maximize the industrial economic development power of our rail and highway connections. The Foothill Boulevard, State Route 210, and I-15 corridors are the core of our commercial development and provide both jobs for our families and revenues for our community services. Our economic base maintains a mix of cultural, residential, industrial, and local and regional commercial uses with stable development." "Foothill Boulevard (Route 66) is the historic thread that ties our community together. We must continually revitalize the corridor while telling the story of the past and balancing preservation. This will be done through the adaptive reuse of buildings, strong architectural design, and public art. "We are dedicated to a sustainable balance in land use patterns (residential, business, educational, agricultural, recreational, open space, and historic uses) and supporting transportation." Comments on Vision Statement Relevant portions of the vision statements in the Land Use Element clearly support an integrated view of land use, including diversity of housing, commercial and other services, and employment centers. This perspective can be well supported in the various components of the BRT corridor planning effort, tying together the land uses that are in proximity to one another and that also support the use of a well- designed BRT system. The vision statements also support the view of the corridor as an important part of the history of the community. In this regard, however, and as indicated elsewhere in the General Plan and the Visual Improvement Plan (VIP), the emphasis on the "Route 66" theme can be limiting from both a placemaking and marketing perspective. Alternatively, a broader conceptualization of the corridor based on an aesthetic of "still making history" and enhanced community design can diversify the corridor without unnecessarily limiting but adding to its iconic place in the community. Before citing and responding to relevant land use policies, we should first point out that the General Plan discusses the importance of optimizing infill development and integrating land use with transportation planning. This includes recognizing the desirability of walkable neighborhoods, which can also include the "districts" planned and partially developed along the Foothill Boulevard corridor, and walkability along the length of the corridor and the surrounding neighborhoods. The General Plan identifies the appropriateness of"Well-planned infill [that] can create cultural, social, recreational, and entertainment opportunities, gathering places, and bring vitality to historic roadway corridors (e.g., Foothill Boulevard) and [adjoining] neighborhoods." Our planning efforts are directly geared to help accomplish this goal. I11-2 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Integral to this concept is a land use and transportation plan that: "provides greater transportation options, such as walking and transit, particularly through infill and Mixed Use development. For example, residents living in a new Mixed Use development should not only be able to walk a few blocks to grab a bite to eat or get a cup of coffee, but also to access a transit line." The General Plan also identifies Foothill Boulevard as a focus area of land use and associated planning. The diversity of lot sizes and existing and approved development has been noted. Issues associated with the buildout of the corridor include the desirability of potential markets for mixed-use development, focusing mixed-use development and BRT transit facilities at or near major intersections, and improving the "visual feel" along the corridor. Recent improvements along the corridor, including street trees, monuments and other signage, special paving, and landscaping, have established a coherent image of the City as a desirable place to live and work. As the Foothill Boulevard corridor continues to evolve, partly in response to the BRT system, a new aspect of the City's image can be introduced that expresses the kind of urban dynamism and activity that BRT ridership desires — density, diversity and design. Along with the public improvements, private developments (buildings and grounds) can be part of the "revitalization" of those portions of the Foothill Boulevard corridor that lag behind in development and redevelopment. Today, not only does appearance of the corridor communicate care and concern for its residents and businesses, it can also be known as a place where "things are happening," symbolized by upscale, mixed-use development with street-fronting buildings and landmark development at and near the important BRT-served intersections. However, the vision for this area is not as well described as it might be. Specifically, reference is made to the "concentration of community- and regional-serving uses east of Haven Avenue, while neighborhood-serving uses are [to be] focused on the western portion." Regional commercial is typified in the area by Victoria Gardens, and while this project is envisioned and partially built out as a mixed- use development, it is distinctly different from the type of intimate "mixed-use village" scale and "walking corridor" we envision along Foothill Boulevard itself. The General Plan "vision" for Foothill Boulevard also looks to the: " Design [of] new development in such a way as to accommodate both transit and automobile access." While this statement may, on the face of it, sound inclusionary, it in fact can undermine the effort to bring an effective BRT route to this corridor. Remaining roadway capacity should be viewed as an opportunity to diversify the modes of travel, including transit that can use the corridor. This cannot be accomplished by fully facilitating the automobile, which is an inefficient user of roadway capacity (see Complete Streets principles). General Plan Land Use Policies A variety of Land Use Element policies have been identified as most relevant to the BRT corridor plan. They speak to the creation of a "vibrant, pedestrian-friendly mixed use and high density residential areas at strategic infill locations along transit routes." This type of development is to also facilitate connectivity for pedestrians and bicyclists alike. These policies encourage creation of a diversified corridor with regional employment, cultural centers and venues, and a full range of retail destinations and services. In addition to addressing issues of land use, General Plan policies also support "smart growth" practices, including placement of higher densities and mixed uses near transit centers and along transit corridors. I11-3 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study The City realizes that the Foothill Boulevard corridor is really two (or more) distinct planning segments, with concentrations of "community- and regional-serving uses...(cast of Haven Avenue) providing a range of commercial, office, residential, restaurant, and entertainment-related uses." The segment west of Haven Avenue includes older and less integrated or consolidated development, with commensurate impacts on the corridor and its operation. While General Plan policies continue to speak to an enhanced pedestrian and bicycle network east of Haven Avenue, the community and regional scale of existing and planned development, especially that dominated by big-box outlets, are characteristically incompatible with TOD development goals. Policy acknowledges the importance of the intersection of Haven Avenue and Foothill Boulevard as pivotal to implementing an effective and successful BRT corridor along Foothill Boulevard. Policy also speaks directly to the idea of repurposing the Virginia Dare Winery building, which is consistent with raising the profile and importance of the Haven Avenue/Foothill Boulevard intersection. Creating Urban Centers The General Plan incorporates policies that seek to promote a continuing evolution and diversification of the urban form in the City by establishing mixed-use areas as higher intensity "urban centers" with an integration of land uses, multi-modal transportation options, and creation of neighborhoods with character that create a sense of place through thoughtful land planning, architecture and landscape design. Along the Foothill Boulevard corridor, our conceptualization is crystallizing along the lines of a "string of pearls" connected by a multi-modal transportation corridor that facilitate BRT use, as well as pedestrians and bicyclists. The dominance of the automobile has not yet conquered the corridor, and adequate car (and truck) access can be assured. The General Plan appears to recognize the opportunities to optimize BRT and other alternative modes of travel. The establishment of new and the expansion of existing mixed-use development on the corridor will be directly responsive to SB 375 mandates and can substantially reduce vehicle miles traveled. The pearls and string can provide a diverse set of"urban centers" and/or residential neighborhoods connected by thoughtfully rendered parkways supporting pedestrian and bicycle use. General Plan policies also reveal the City's predisposition to professional jobs, which are typically higher paying, result in households (or at least local employees) with greater discretionary income, and have a more beneficial impact on the local economy. The corridor already supports a wide range of jobs and an appropriate mix of multi-family housing that is and can continue to provide higher-end condominiums and apartments, as well as more quality affordable units that in tum further diversify the neighborhoods along and near the corridor. While the General Plan touches on historic resources and references an arts/cultural center, it references this in the context of Victoria Gardens. This development is already a "place," while "placemaking" along the downtown portion of the corridor is more limited and currently most distinguished by the civic center area. Serious consideration is being given to the adaptive re-use of all or a portion of the Virginia Dare Winery building as a fine arts museum. This would preserve the historic building and further the design concepts that are emerging along the corridor. A quality venue for fine arts, chamber music events, and special gatherings would strengthen the desirability and placemaking along the corridor, and optimize synergistic opportunities already at the node of Foothill Boulevard and Haven Avenue. III-4 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Summary: General Plan Land Use Perspective Every community faces the dilemma of respecting the past and accommodating the present and future. In the case of Foothill Boulevard (Historic Route 66), the character of the corridor has always been one of movement, not destination. In the early years, businesses were located to serve travelers, not adjoining residents, and even new development follows the "community commercial model" as opposed to the more intimate neighborhood or village-scale model. The road has always been a "corridor" but now is an opportunity to make it more of a "Main Street' through the BRT and associated planning process. The opportunities that exist today to shape the future are based on a new model of movement — not of the traveler, but of the neighboring resident, employee, and commuter. It is not just the private motor vehicle the corridor must now accommodate, but the mix of transit, pedestrians, cars and trucks, and bikes. While it may be thought that pedestrians are only really relevant at intersections, the increasing value and importance of walking encourages a more extensive consideration of the pedestrian corridor, as well as an extension of the functional proximity to BRT stations. The success of this enhanced and diversified "Main Street" today and for decades to come will be the ability to serve as not only a conduit, but also an extended and connected series of dynamic neighborhoods with a context for commerce and social interaction, and as an iconic "brand" for the City. But this new brand must reflect the vastly different forces that are shaping the demographics and commerce. Commerce and residents must coexist for integrated mixed-use development to work. Of course, the evolution of Foothill Boulevard is still related to movement and linkages, but today's movement is vastly different (pedestrians and bicycles, NEVs, smart cars, cars, buses and especially the proposed BRT system), and the linkages must also evolve. This new "broadband mobility" must also be matched by broadband wi-fr at the BRT stops, which can serve as hotspots that offer full range of access to Internet services. As noted above, automobiles are the least efficient users of roadway capacity. They reduce capacity that can be made available to transit and bicycles, and can adversely affect pedestrian facilities and use along the parkways and at crossings. Consideration should be made to revising this and related policies to address and resolve conflicting interest, which will frustrate the implementation of an effective BRT system. C. General Plan Community Mobility Element The General Plan Community Mobility chapter addresses all means of mobility in the City, supporting a transportation system that enhances mobility, provides choices, and promotes community health. The City also subscribes to the "Complete Streets" integrated design philosophy to support all users and promote a healthy community. The General Plan states that: "Alternative transportation modes such as transit, bicycling, and walking should be available and convenient to all, and should connect all parts of the City. This Chapter defines a multi-modal, safe, and efficient circulation system that will support Healthy RC objectives, minimize local traffic congestion, encourage increased transit use, respond to local business needs, and facilitate coordination toward achieving regional mobility goals." lll-5 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Vision Statement The General Plan Community Mobility Element Vision Statement sets forth three guiding principles that address modes of transportation, economic development, and a sustainable balance in land use patterns. The stated principles include: "We emphasize development of a balanced, integrated, multi-modal circulation system which includes sidewalks, bikeways, streets, equestrian and hiking trails, and mass transit. The system is efficient and safe, and connects neighborhoods to jobs, shopping, services, and active and passive open space." "We maximize the industrial economic development power of our rail and highway connections. The Foothill Boulevard, State Route 210, and Interstate 15 corridors are the core of our commercial development, providing both jobs for our families and revenues for our community services. Our economic base maintains a mix of cultural, residential, industrial, and local and regional commercial uses with stable development." "We are dedicated to a sustainable balance in land use patterns (residential, business, educational, agricultural, recreational, open space, and historic uses) and supporting transportation." Vision Statement Relevance The GP Community Mobility Element Vision Statement identifies all modes of transportation as important to social cohesion, economic development, and prosperity. The last also references a "sustainable balance" in land uses that also supports transportation. This Foothill Boulevard Corridor BRT study emphasizes the integration of future BRT service along the full length of the corridor and its linkage with the Victoria Gardens development. The commercial importance of the corridor is also emphasized, and the extent to which land use patterns support the transport system is cited. These guiding principles are general in nature but directly and indirectly endorse the vision of a BRT route and associated facilities along the length of Foothill Boulevard. The integration of BRT into this discussion and/or greater emphasis on mass transit appears warranted. This is especially true in light of the emphasis on connecting to industrial and business parkland uses in the corridor area. Greater emphasis could be made to explicitly support mixed-use development that places residential development in proximity to commercial services and employment centers along the corridor. Therefore, the third guiding principle could be re-written along the following lines and may be worth considering: "We are dedicated to a sustainable balance of land uses located in proximity to alternative modes of travel, with particular emphasis on bus and bus rapid transit, which better connect residents to employment centers and commercial and other services." Metro Gold Line Consideration has been given to the General Plan discussion of the Metro Gold Line and its possible extension closer to the City. While this interconnection to Rancho Cucamonga is a worthwhile effort for purposes of further integrating interregional systems, its relevance to the subject Foothill Boulevard corridor BRT system is limited. 111-6 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study One of the goals of municipal planning is to achieve an optimum balance between jobs and housing. In this regard, the City is jobs rich in areas ranging from general and specialty retail, professional and institutional land uses, to a major commitment in industrial development. As the General Plan notes, the Metro Gold Line (MGL) is best suited for travelers who wish to leave the City for destinations to the west, including downtown Los Angeles. A future MGL station at Foothill Boulevard and the Pacific Electric right-of-way would be well suited for that purpose. To this extent, a future connection to the MGL via a Foothill Boulevard BRT system would complement each system but is not integral to the success of either. The Bike Plan Class II Bike Lanes continue to be planned on Foothill Boulevard and Haven Avenue. However, both of these routes are also identified for Bus Rapid Transit and are major traffic arteries and truck routes. As planning proceeds for the Bus Rapid Transit corridors, it may not be possible or desirable to retain the bike lanes on these two streets. The Bicycle Plan provides various alternative and adjacent bike routes to Foothill Boulevard and Haven Avenue in the event that future conditions preclude retaining bike lanes on those streets — including Class II Bike Lanes on Arrow Route and Church Street, a Class I Bike Path along the Deer Creek Channel, and a Class II/Class III Bike Lane on Hermosa Avenue. While the General Plan 'Bike Plan" states that the vision of a Class II bike lane along Foothill Boulevard may be incompatible with the planned BRT system, every effort should be made to find ways to preserve thoughtful, innovative, and flexible design. Bicycle access along this roadway will be important to the success of the "destination neighborhoods" concept that is being explored and that is a desirable outcome of this planning effort and the success of the future BRT system. Of equal or greater importance is the concept of providing convenient north-south connections via bicycle to the bus rapid transit stations within the City of Rancho Cucamonga. This connectivity is a key secondary aspect of and support to a successful BRT system within the City. Walkability Improvements and Pedestrian Amenities The General Plan Mobility Chapter says very little about sidewalks and related pedestrian mobility, and there is even less discussion regarding the integration of pedestrian facilities in commercial areas or along major corridors such as Foothill Boulevard. Reference is made to "street-adjacent sidewalks" and the need for wider sidewalks. Other amenities are briefly mentioned but in such general terms that the discussion provides little guidance. Policies call for minimum four-foot sidewalks but these are generally considered the absolute minimum and are not standard for most communities. Our conceptualization of multi-modal access along Foothill Boulevard will advocate for wider sidewalks with separation from the curb wherever possible. Sidewalk and other pedestrian-related issues are further discussed below. Again, connectivity to bus rapid transit stations within the City of Rancho Cucamonga is considered key to the success of BRT in the community. General Plan Roadway Designation Foothill Boulevard is designated a "Major Divided Arterial' in the General Plan Community Mobility Element, and two configurations for this roadway are delineated in the General Plan, both of which call for three travel lanes in each direction. However, while portions of the corridor do provide a total of six travel lanes, major portions provide only two lanes in each direction. At some locations, especially along the western portion of the corridor, the roadway narrows down to one travel lane, although additional lanes will probably be captured and constructed as development and redevelopment occurs. 111-7 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study The eastern portion of the route is planned on roads that are reduced to two lanes and, in some cases, one travel lane in each direction. These include Victoria Gardens Lane and Church Street. Where Church Street changes to Miller Avenue, and just west of Dolcetto Place, only one travel lane in each direction is provided. This is also true for southbound East Avenue. The number of travel lanes available has a significant impact on the "rapid" portion of the BRT system, which relies upon dedicated or "claimed primary" BRT lanes. The fewer lanes available, the less efficient is the BRT route and the more affected it is by other traffic on the roadway. This is probably less of an issue in the vicinity of Victoria Gardens and points east. General Plan Transit Component The City General Plan recognizes BRT as an important component of the City's mass transit system, enhancing bus transit with more frequent service, fewer stops, and higher average speeds compared to traditional bus service. Higher-capacity buses are also typical with hydraulic systems that lower the bus floor to match with sidewalks and/or station platforms for quick boarding that also meets the needs of ADA users. As noted above, BRT buses frequently travel in dedicated BRT lanes and may have priority access and signal preference over other vehicles. The General Plan Transit Plan identifies the subject Foothill Boulevard corridor as a Bus Rapid Transit route and provides for BRT stations about every mile and at major intersections. The plan also calls for a Transit Center at the intersection of Day Creek Boulevard and Victoria Gardens Lane, in proximity to the southwest corner of Victoria Gardens and a short distance north of Foothill Boulevard. The planned Transit Center would necessarily be located at the northeast comer of this intersection and within an existing Victoria Gardens parking lot. Possible Adjustments to the Foothill Boulevard Transit Route As noted above, the Foothill Boulevard BRT corridor route shown on the GP Transit Plan calls for the eastern last leg of the route to proceed east along Church Street/Miller Avenue, and then to proceed south on East Avenue and thence east on Foothill Boulevard. This route bypasses an area of substantial commercial services and employment centers (mostly retail) between Day Creek Boulevard and Etiwanda Avenue. We have recommended that the City consider changing this portion of the route to bring the BRT south along Etiwanda Avenue, where it can directly serve a large area of existing and planned commercial development and associated employment centers around the comer of Etiwanda Avenue and Foothill Boulevard. General Plan Mobility Policies City General Plan Community Mobility chapter(Circulation Element) policies most relevant to the BRT corridor plan policies have been identified and analyzed to see whether they facilitate or discourage BRT implementation along the Foothill Boulevard corridor. Generally, the policies speak to the need for multiple modes of transportation and the importance of Foothill Boulevard and other major routes for additional transit planning, including BRT. General Mobility Mobility policies include the general and generic, targeted at providing a safe and efficient street system that takes into account all the other relevant urban planning considerations, including land use, community design and historic resources. As noted, pedestrian issues are only discussed in very general terms in the General Plan, and walkability to and from a BRT station is essential to attracting users. Not only must such access be safe and efficient, it needs to be attractive and enlivening. Parkway and streetscape design plays an essential part in making the walking experience, whether to the ultimate destination or the BRT system, a desirable experience. II1-8 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Multi-Modal Transportation System Policies also address the importance of pursuing a multi-modal transportation system that provides options wherever possible and is important for the proposed BRT corridor. For Foothill Boulevard, the BRT system can be the essential element to the type of people movement that directly supports the desired mix of land uses. The BRT system can support this concept much better than the dedicated accommodation of the automobile, and BRT should be a high level consideration in long-term transportation planning along this corridor. Street Design The General Plan recognizes the need for street standards and guidance to evolve corridors toward greater support for multiple modes, including bus and BRT transit, bicycles and associated facilities, sidewalks, on-street parking, access drives, and other roadway improvements. Related policies are essential to the corridor-specific design considerations that must be given to Foothill Boulevard. Foothill Boulevard can continue to accommodate through-traffic with emphasis on the automobile, but the corridor itself will suffer. This is not necessary in light of the relative focus of community and regional commercial on the east side of the corridor and in proximity to regional transportation links, and neighborhood serving commercial on the west and in proximity to adjoining residential market. Specific to the goal of designing for an effective, efficient and used BRT system, design considerations should be prioritized in consultation with City staff and other stakeholders. It should also be noted that optimum access to the existing community and regional centers is already well provided by I-10 and I- 15, as well as the 210 Freeway. The facilitation of biking and walking along and adjacent to the Foothill Boulevard corridor will directly support the success of the BRT system without adversely affecting commercial activities along this roadway. Transportation Demand Management (TDM) The General Plan recognizes that employment centers have an important role to play in reducing vehicle i trips and encouraging the use of multi-modal transportation by their employees. Major employers in new developments are required (and existing major employers should be encouraged) to provide transportation demand management (TDM) programs that encourage use of transit, ridesharing, bicycling, and walking to get to work. These policies very much support the concept of the subject BRT system and non-motorized access to BRT stations. The effective implementation of the BRT system will not only reduce auto traffic, it will also enhance internal (intra-corridor) land use synergies and facilitate the concept of a string of distinct neighborhoods and mixed-use developments along the corridor. Transportation Systems Management(TSM) The General Plan also recognizes the need to continue to implement traffic management and traffic signal operation measures along Foothill Boulevard and other arterial roadways to minimize delay and congestion for all modes, without adversely impacting transit, bicycles, and pedestrians. To this end, the City is to provide traffic management and traffic signal operation measures and promote safe and efficient traffic signal timing at all existing signalized intersections. These policies will be critical to the effective implementation of the BRT system along the corridor. Priority signalization and signal control will allow the BRT busses to maintain headway, which must put the "rapid" in BRT. Not all modes may benefit from this essential management and control protocol. The after-thought in current policy still seems to emphasize a bias toward the automobile, which should be reversed or neutralized along Foothill Boulevard to make this BRT route efficient and desirable for use. II1-9 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study City and Omnitrans Planning The important role Omnitrans plays in the City's transportation system is clearly valued and reflected in General Plan policy, speaking to transit in general but especially to the implementation of BRT along Foothill Boulevard and elsewhere in the community. The City Transit Plan already closely mirrors Omnitrans plans, with only minor, if important deviations. Note that this study recommends the relocation of the last north-south leg of the route east of I-15 to be placed along Etiwanda Avenue instead of East Avenue. Also as previously noted, the BRT system may be an effective means of accessing Victoria Gardens for the closer-by market; however, the three major regional freeways should be expected to serve the bulk of the community and regional traffic to this destination center. Some General Plan mobility policies identify Foothill Boulevard by its historic use as a regional link or travel corridor, when the new emphasis should be on intra-corridor land use synergies. The route will take travelers through the portion of the corridor located in the City, but the creation of distinct shopping, employment and living neighborhoods (integrated TOD villages) will also make the corridor an attractive and desirable destination, one different from but as effective as Victoria Gardens. This will further strengthen and diversify the City economy and extend its position as a commercial powerhouse in the region. Although beyond the scope of this analysis, the General Plan supports secondary transit routes and stops as important to the success of the primary BRT route along Foothill Boulevard. Clearly, efficient transit access to other major destinations in the City can be facilitated by thoughtful secondary route locations. The concept of relocating the Metrolink station to Haven Avenue should also be given serious consideration, the current location being less than optimal for overall system integration. The City and Omnitrans have identified and recognize the importance of design in encouraging the use of BRT transit and other non-vehicular modes of travel. The City speaks to the need for attractive and convenient bus stops, including shade/weather protection, seats, and transit information. These policies are essential mandates requiring thoughtful consideration. Again, the idea is to make BRT stations and the lands around them destinations, not just transfer spots. To the extent practicable, these stations should be designed as integral parts of surrounding lands and land uses, which should be a guiding principle of design efforts. What might be added as an extension to these policies are the connection between Class I, II and III bike paths and non-motorized access to the BRT stations. Biking is on the rise, and the climate in Rancho Cucamonga is conducive to its expanded use beyond recreation. Other GP policies support bike use, and bicycle access should be viewed as an integral part of the overall BRT strategy. Summary General Plan Community Mobility Perspective The General Plan Community Mobility chapter does a good job of coordinating City planning with regional transportation planning being conducted by Omnitrans and SANBAG, which sets the stage for development and implementation of the BRT system along Foothill Boulevard. This street is identified as a core area of commercial development and is also recognized as an area where higher density residential development is and should be supported. Finally, Foothill Boulevard directly supports and is in proximity to major corporate and institutional (civic, courts, medical, etc.) offices, as well as substantial areas of industrial development, all of which constitute major employment centers. III-10 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study While some portions of the General Plan identify opportunities for enhancement of existing land uses and development of new "districts" along the corridor, a unifying concept for this roadway is still lacking. There is also a pervasive bias toward the automobile, which can be viewed as occurring at the expense of an efficient and effective BRT system. The subject BRT and land planning effort is an opportunity to take the General Plan, Specific Plan, and Omnitrans BRT plan to the next level and provide guidance for integrated planning that creates a corridor that is a destination rather than simply a means of moving people through the community. The chapter's discussion of"The Bike Plan" states that the vision of a Class II bike lane along Foothill Boulevard may not be possible or may be precluded by the planned BRT system. Our planning effort has made. every effort to contradict this conclusion. A safe and efficient Class 11 bike lane system appears possible through thoughtful, innovative and flexible design. Bicycle access along this roadway will be important to the success of the "destination neighborhoods" concept that is being explored and a highly desirable outcome of this planning effort and the success of the future BRT system. The General Plan Community Mobility chapter places an emphasis on Foothill Boulevard as a major through street and even assigns a "truck route" status to this roadway. This emphasis seems to conflict with the existing land use pattern along the roadway and other aspirations for development along and in the vicinity of the corridor. The General Plan also does not appear to take adequate advantage of the numerous alternative routes available to carry through-traffic and traffic destined for the City's community and regional shopping destinations. More emphasis in this regard could be given to 1-10, 1- 15, SR 210 freeway, and Base Line Road. Efforts should be considered to attempt to limit Foothill Boulevard truck traffic to local service, although the challenges of accomplishing this are understandably substantial. D. Foothill Boulevard Specific Plan and City Development Code 1. Introduction The Foothill Boulevard Specific Plan has been largely reorganized and repurposed in the City's new Development Code, as set forth in Section 17.38 of the Code. Nonetheless, there has been value in reviewing the Specific Plan to trace the evolution of the City's thinking regarding the four planning subareas that comprise it. Therefore, the following discussion reviews the Specific Plan in general terms. The Development Code review and analysis follows. 2. Foothill Boulevard Specific Plan The Foothill Boulevard Specific Plan was developed about 25 years ago in 1987. Since that time, much has changed along the corridor, and at least two significant land development cycles have occurred throughout the City and the region. Emphasis was placed on the street's importance as a commercial corridor; the later realized Victoria Gardens center as a part of this commercial push was already anticipated. Four planning subareas were identified in the Specific Plan, including Bear Gulch, Vineyard, Old Cucamonga and Etiwanda Avenue. These planning subareas, which are identified as "districts" in the Development Code and also implement the 1987 Specific Plan, were envisioned as "activity centers" located primarily at major intersections. They are meant to have individual identities with a stronger urban character than was to,be found at the time elsewhere in the City. 111-11 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study The focus of the Specific Plan was on four major planning components, including community design and architecture, circulation, land use, and implementation. Specific Plan Architectural Design Architectural design was assumed to borrow from existing "architectural determinants," which were strongly recommended as the drivers for design. This rather narrow perspective had the potential to place unnecessary and undesirable limitations on urban and architectural design within these planning subareas. Circulation Planning The Specific Plan called for a six-lane roadway along the entire length of Foothill Boulevard, with an emphasis on transportation systems management, divided roadway design, access restrictions and consolidation, and adequate side street access. However, the Specific Plan also identified Foothill Boulevard as an integral part of the regional roadway system, which placed an unnecessary burden on this roadway and affected its potential for adjoining mixed-use neighborhood development. The Specific Plan did recognize this conflict, however, and the City's recent planning efforts have helped resolve at least some of these conflicts. Opportunities to provide dedicated BRT lanes should be identified and, as appropriate, pursued to enhance the efficiency of the BRT system for the long-term. Specific Plan Land Use Planning With a defined planning area of approximately 560 acres, development of the Specific Plan subareas was dominated by strip commercial mixed with small scale office development that constituted about 22% of the planning area. The area was also comprised primarily of a variety of small lots of diverse ownership, which made lot consolidation essential for Specific Plan implementation. The planning area lacked character and was fragmented in appearance without a unifying set of characteristics. It also lacked community activity centers that might facilitate more unified development of this important and valuable corridor. From the beginning, the Specific Plan declared itself as an effort to establish the corridor as a viable regional commercial area. At the time of the Specific Plan's drafting, this was the conventional thinking of how commercial development should be planned. It was also indicative of the high degree of regional competition for retail dollars and associated revenues that have driven the frscalization of land use planning in many communities. Fortunately, other important alternatives, including the concentration of regional commercial near I-15, have taken some of the pressure off of the Foothill Boulevard corridor. The planning subarea concept has evolved, although in a somewhat conventional way, but important opportunities remain to realize truly innovative and effective mixed-use development in conjunction with BRT stations planned along the corridor that can achieve the original concept of a series of diversified neighborhoods. Implementation One of the major implementation measures of the Specific Plan was lot consolidation to assemble development sites of adequate size to achieve the goals of the plan. The City Redevelopment Agency was seen as the driving force for implementation, including facilitating a variety of financing mechanisms for roadway and infrastructure development, and providing incentives to attract the desired type and scale of development. Most recently, the purpose, applicability, development regulations, and development standards for the four Specific Plan subareas have been integrated into the City's new Development Code and are identified as Section 17.38.060, Foothill Boulevard Overlay Zoning District. III-12 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study 3. City Development Code Review of the City Development Code was conducted on two levels, the first being an overview of permitted uses and intensities, as well as development standards and guidelines. The second part of the this review considered the Foothill Boulevard Overlay Zoning Districts and identified any particular constraints and opportunities relevant to developing land use and planning concepts at identified "opportunity sites" that will best support the development and use of the BRT system. Specific standards and guidelines are cited and observations made on how they may affect the proposed BRT project. Section 17.120.020 Site Plan Design This section provides site planning standards and guidance and emphasizes the use of natural site characteristics as potential development assets, encouraging integration of natural features and views and properly buffering adjoining lands. This section could provide stronger guidance. The term "compatible" used in this section is too vague; elsewhere there is a statement about linking parking areas on adjacent properties, and linking pedestrian access. This directive should be stated more emphatically so developers know they are part of and must make contributions to the whole. The difficulty is that past piecemeal strip development has been implemented without adjacency requirements, which precludes or makes difficult implementing design remedies. In the development standards and guidelines we recommend in this study, specifics are given that provide concrete site planning guidance regarding the relationship of the building type and anticipated uses with those existing or planned on adjoining lands. To effectively achieve mixed-use development, this section also needs to provide more direct and concrete recommendations regarding street setbacks and other site planning considerations. If the goal is the street, then establish a "build-to" line so that each part contributes to a clear whole. This approach requires a definitive statement that better defines the streeWuilding relationship, which may vary with differing types of development. In some instances, the building facade and its articulation may be integral to the development of the "public realm" portion of the development, as in the case of sidewalk dining and cafes. In the development of recommended standards and guidelines, we describe potential adjoining uses and concretely state what the role of the building is in defining and contributing to the public realm. This approach more clearly defines the relationships and better assures that future development proposals optimize the relationship of the building and its use to the adjoining public realm, whether it is on the street or within the context of a mixed-use project. Building Orientation The discussion of building orientation in Section 17.120.020 communicates no real meaning, and if left to the developer to define, then no "code" is needed because none really exists to impose on the development. To address this with relation to TOD planning, in Section VI we describe and illustrate concepts of building orientation that are concrete and can provide meaningful guidance to the future development plan. Our assessment of these portions of the Code addresses building setbacks, creation of plazas, solar access and other issues. Plaza Standards: It is essential that we define what a "plaza" is. Most developers refer to leftover space as a "plaza" or simply provide a corner cutback or open area without consideration to how it will function and what its relationship will be to the buildings and the streets that delineate it. This lack of integrated consideration is how developers end up with graphically pleasing plans that lack functionality when built. Frequently, these "plazas" are out of scale, have no or little relationship to their edges and adjoining uses, and end up not inviting but distancing the retail or other activity from the street. 111-13 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Traditional urban or Congress for the New Urbanism (CNU) typologies should be cited in development standards and guidelines so that the purpose (people gathering), the size (anticipated usage related to location within streetscape and development—generally smaller is better), and the orientation and access is given adequate consideration. Plazas need to be spatially defined and also fluid, and should have boundaries that "hold" or "embrace" the space, providing a sense of enclosure without being cut off or claustrophobic. These characteristics also importantly serve to communicate the change in "space" when one crosses an imaginary threshold that defines the plaza as opposed to the rest of the open space adjacent to it. Pedestrian Circulation Standards: The Code promotes the creation of direct and logical pedestrian connections between public sidewalks and the primary entries of each occupied building on the site. This is well intended but too general and weak in addressing the context of development at the street or along a corridor. There are larger design issues that should address building siting within the context of sidewalks along public streets or those connecting parking lots with the buildings they serve. The logic of pedestrian connections should be more thoroughly defined and should also be illustrated, as shown in Section VI. So too should the relationship of the building to the public street and hence the associated pedestrian access. Building an interesting and even enticing connection between the street and the building must not always be direct, but can be somewhat circuitous if the way finding is clear. This can provide a change in space and atmosphere between the public realm and the environment created by the development. An attempt should be made to illustrate this and better define the range of relationships that should be addressed in mixed-use development along the corridor and in differing situations. Solar Access Standards: The Code states that additional setbacks be required to protect solar access for adjoining properties: It is not really set forth as a standard and can be an obstacle to effective site planning and architectural design unless the "solar access" is better defined. Solar access is important on several levels, including providing sunshine onto a plaza or courtyard where outdoor use is being encouraged. It can also be associated with the assurance that opportunities for day-lighting interior space are not limited or precluded. Finally, and where most typically thought to apply, solar access is that which allows the installation of solar thermal or electric panels to capture and use sunlight as a renewable resource. The code should define the various aspects of solar access that must be considered both for adjoining properties and especially new, integrated development. Clarity of descriptions and supporting solar analysis and illustrations will help to assure that, both internally and on adjoining lands, solar access is effectively respected and protected. Site Planning Guidelines The Code provides vague and difficult to implement guidelines for multiple buildings, recommending that site planners vary building placement to avoid parking areas that dominate streetscape, but little else. This is too vague to provide guidance. There are numerous examples of this "principle" being applied in a manner that chops up a well-proportioned site into a site plan with buildings that do not relate well to one another, and which frequently results in convoluted and even hazardous parking lots and circulation. If the circumstance calls for the placement of buildings to create a street frontage with parking in the rear, it should be clearly stated. If the desire is to provide more room along the public street space and maintain more expansive views by interspersing building pads, the code should state that. A more important and essential consideration that should be elaborated upon in design concepts is the integration of parking with buildings,points of access, and the street(see Section V). III-14 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Also important will be determining the actual parking demand and not simply applying the Code, ULI, or other standards that may result in a level of parking that is only needed once or twice a year. Finally, the Code should elaborate on how new and existing development can optimize a program of reciprocal parking within the context of thoughtful site planning. This approach places parking at convenient locations and also is attractive to visitors who access the site on foot,by bike, or from a transit station. Building Siting and Setbacks Guidelines The Code guidelines include rather simple statements recommending the avoidance of creating a "strip- commercial" appearance where buildings are plotted in a straight row with parking along entire street frontage. Setbacks are to be directly proportionate to the scale of the proposed building. Once again, if street frontage is desired and dictated by the use then define the "build-to" line and state the minimum and maximum building heights. Minimum heights should be set because without enough building presence along the street frontage, the amorphous street corridor dominates the spatial and ordering experience. Along Foothill Boulevard, the height at major intersections might be a minimum 40 feet(3 stories) and a maximum of 70 feet (6 stories). If this is the case, then the comer configuration must be defined (chamfered a la Barcelona, re-entrant comer) and all four comers should be the same to create the spatial identity of the intersection. This is a very effective place-making strategy where it can be executed. The Code also states that setbacks for larger buildings are also to be guided by the need to balance the scale of the buildings and protect solar access. This is too simple a design recommendation and frequently results in development that provides little relationship between buildings and the street. Such a general rule leads to monotonous site plans that are found all over Southern California and which have homogenized the treatment of the public street. To the extent some areas of SoCal have high summer temperatures and shade is at a premium, larger buildings along the street can be an asset and not a detriment. If the boulevard identity and experience are to be heightened and enhanced, then there should be opportunities for more building siting along the street (see Section VI). This would be especially useful along the west end of the corridor where, on the north side of the street, low density residential is prevalent and relatively close by. In such an instance, whether existing or planned for the future, buildings along the street can enhance the commercial boulevard feel while better buffering nearby residential. Attention also needs to be paid to the quality of building design, which does not necessarily translate into significant (or any) additional building costs but does require the employ of better architects, land planners, and landscape architects. This is not to say that view corridors to mountain views or other natural and scenic amenities are undesirable. In the present case, the corridor is also already recognized as an "urban space" and, as such, it warrants true urban design principles, not conventional suburban sliced white bread that seems to evade or escape the built environment. Access and Circulation The Code guidelines state that the access and circulation of a development should be designed to provide a safe and efficient system, both on and off the site. The following standards and guidelines set forth in the Code appear most relevant to accomplishing mixed-use TOD development along the Foothill Boulevard corridor. Ill-I S Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Access and Circulation Standards The Code simply states that the purpose of access and circulation standards is to minimize conflicts between vehicles and pedestrians within developments and along the street. This standard is unclear and appears to try to address the potential for on-site drive lanes to cross the pedestrians' primary route of access to the building. If this is the intent, then further elaboration is warranted to better clarify. There is little question that access consolidation along Foothill Boulevard is a big issue on the western portion of the corridor and its resolution will be essential to preserving roadway capacity along the road for all users, especially the BRT system. It will also be important to the creation of a pedestrian experience that feels safe, enjoyable and well served by thoughtful streetscape treatments, including sufficiently wide sidewalks, landscape and other buffers between curb and sidewalk. Depending on the location of BRT stations, it may be necessary to provide protected pedestrian access to median-sited (center running) stations that serve BRT traffic in both directions. In this case, the BRT stop must be consciously designed as a pedestrian-friendly "gateway," and visual/amenities clues need to be a part of the stations design, whether they are on the street or on private property. Pedestrian Systems Standards The Code mandates the creation of safe, continuous, pedestrian routes between the public sidewalk and primary building entrances. This standard, which largely repeats earlier standards, is meant to be obligatory but is difficult to implement in many instances. One problem is the conventional thinking of many retailers that parking needs to be in the front of the building for both perceived accessibility and as an advertisement of the business. With the creation of the expanded urban environment along the corridor there will be more opportunity to provide direct access to the building for pedestrians regardless of the point of origin (car, BRT bus, foot, or bike). Consolidated access drives will help, and side and rear parking will also allow for less travel lane/sidewalk conflicts. A greater emphasis on buildings fronting the street will also avoid this issue, as shown in Section VI. Pedestrian Connectivity Access and circulation standards also cite the need to integrate the pedestrian circulation system and any accompanying plaza and patios as a unified network. This directive is too vague and does not provide meaningful guidance, much less serve as a development "standard." Such a directive will not be applicable in many instances and, if forced, can result in a gratuitous and wasteful use of lot area that is infrequently or never used. As discussed above, plazas and patios need to be described and defined in the Code guidelines. Concrete examples and some form of true standard needs to be developed if this is to be a design standard for general application. Code standards and guidelines should provide definitions of this type of design element and should provide criteria for when and where their application may be warranted. To the extent the pedestrian network needs to connect the parking lots with the rest of the site, Code requires that site plans provide safe and orderly transitions between vehicular and pedestrian traffic by means of clearly identifiable and attractive walkways. This is largely a repetition of an earlier standard but emphasizes clarity and attractiveness of pedestrian paths and vehicle lanes. This concept should include the breaking up of large parking areas into defined "parking courts"; perhaps two double-loaded bays by 14 cars (140' x 140' — 50 cars), for instance as illustrated in Section VI. Then perhaps the in- between area can incorporate a pedestrian passage that also serves as the detention area (think walkway over cobble or striped pavement). Also, as noted before, consideration should be given to reducing the parking requirement; establish maximum parking count, not a minimum. 111-16 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Section 17.122.030 Commercial, Office, and Industrial Development The majority of design standards and guidelines for commercial, office, and industrial development are provided in Chapter 17.120 (General Design Provisions). This section discusses only those provisions that are unique to commercial, office, and/or industrial park development. Special Site Design Provisions The Code guidelines for commercial projects encourage giving special attention to creating pedestrian scale and inviting places for pedestrians. The guideline is fairly vague. "Pedestrian scale" is generally thought of as the height of buildings, but the real issue is the vast and amorphous space that surrounds the buildings. Scale, enclosure, and threshold, as well as other design considerations are essential to the 1 effective creation of this type of space. The guidelines also encourage attention to such site amenities as walls, hardscape, street furniture, trash enclosures, lighting, and monument signs, stating that they should be designed as part of the total architectural package for the project. The real goal is to create a defined/experiential outdoor realm (room, plaza, piazza, piazzetti, corridor, mews, lane). The buildings then serve the purpose of defining the edge of those outdoor realms, and their height should not be so important because the experience of the pedestrian is densifred at the pedestrian realm (8' wide x 12 — 16' high). The buildings can be 3 to 6 stories high if the facades are articulated correctly, and the pedestrian realm is made interesting — there is some action there, some reason to be there in the first place. Parking Area Designs Standards Parking standards for commercial, office and industrial park users set forth in this section of the Code focus on the screening and shading of parking areas. Issues associated with parking areas and screening concerns should be illustrated and further described in the Code. Landscape mounds or berms, and low, freestanding and retaining walls can also be effective. The issue of tree-shading parking lots is problematic and of questionable efficacy in any event. The prescribed tree density is very high, and trees in the middle of parking areas are brutalized by a lack of surrounding soil and the typical excessive over- trimming by landscape maintenance crews. If trees are to be an integral part of parking lot design, their spacing should be a function of the species to be used and not subject to a "one standard fits all" approach. A more valuable and timely alternative is to provide shading through the provision of shade structures that integrate solar photovoltaics. In this way, the shade structure will do its job with minimal maintenance and no water demand, and will generate a revenue stream for the project owners. By applying tree-shaded parking in proximity to the building, where solar access will be less in any event, the trees can serve to soften and complement the building. Parking Area Design Guidelines Code guidelines recommend that site plans distribute parking evenly throughout the site instead of concentrating all parking in one large lot. This is a general statement and is hard for developers to apply and planners to judge. The amount of parking aside, the placement of parking is defined by the needs of the business employees and the convenience of the shopper. Just a cursory review of commercial and industrial park area parking shows that adherence to such a general guideline can yield a wide range of undesirable results! As we have noted, it is better to define the limits of parking both in terms of maximum number of spaces and in general locations. For instance, how many spaces should go in a"car court," how many in front of the building, how many in back or on the side, and how many overall. III-17 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study The Code directives that use the "Don't do this" approach are not really guidelines, and such a vague "prescriptive prohibition" is simply not realistic. Development parking strategies almost always dominate the site because conventional office and commercial developers insist that there be substantial parking on the street-side (typically the entry-side) of the building. Victoria Gardens, with its faux Main Street is an alternative, but for something like this to work, the development off Foothill Boulevard has to be based upon a two-sided entry street drive where the storefronts face the entry drive, not Foothill Boulevard and not the parking areas. As noted elsewhere, parking planning standards and guidelines should be further developed that are responsive to the mixed-use development opportunities. These will be conceptualized in our post-report technical memorandum. Examples of explicit and concrete design standards and guiding principles will be provided. Pedestrian Orientation Code guidelines addressing pedestrian-oriented design include references to colonnades or loggias and other covered walkways or structures that provide shade to pedestrian spaces. This is stated as a standard rather than as a guideline. In desert areas, such a recommendation may be acceptable, but is this really important to development in Rancho Cucamonga? Will the determination of "whenever possible" be made by staff or the developer? Would this be applicable to all pedestrian walks serving in-line stores greater than 40 feet and facing all compass points? Rather than attempting to dictate architectural design, the guidelines would better serve if they defined the problem, if there really is one, and better described and illustrated a variety of design concepts that can be adapted to a variety of architectural styles. If there is room for such structures, there is also room for trees that can serve the same purpose. Code revisions should specifically address this issue in concrete but appropriately open-optioned terms in conceptual design standards and guidelines. Section 17.122.040 Foothill Boulevard This section of the Code establishes parameters within which the community character for the entire Foothill Boulevard Corridor can be created. To do so, a number of issues and design concepts have been previously explored. However, at the core of all discussion and investigation has been the attempt to define community character in an accurate, comprehensive, and pragmatic manner. The Community Design Guidelines are primarily focused on the creation of aesthetic character. The purpose is to create a visual environment that evokes a distinctive and unifying image, which is unique to Rancho Cucamonga. To accomplish this task, the Foothill Boulevard Corridor must first distinguish itself from other major thoroughfares in nearby communities and, second, it must serve as a visually unifying concourse that links the entire community of Rancho Cucamonga. Lastly, it is important to have a design statement for the Foothill Boulevard Corridor with each contributing community design element skillfully orchestrated to promote a contiguous, cohesive, community design image. The first principles should not be aesthetic, but rather definition of the corridor itself. The use of the term "corridor" is instructive because it means an enclosed linear passageway. For a traffic corridor in strip center sub-urban design, the vertical curb is the defining element, later supplemented by street trees, streetlights, and "pad" buildings. Currently, the vertical edge of the corridor staggers back-and- forth from big-box buildings (set back >300 feet), parking areas with low shrubs and trees (a soft edge which is not of interest, but pleasant), pad buildings (set back 30 feet), monument signs and older big pole signs, and interspersing of low utilitarian buildings from years ago when the ROW was 80 feet. I11-18 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study To create identity, the corridor should read like a defined, linear space. The fill-in efforts with street trees and banners along the parking lots are fine, but at the development entries and especially the intersections, the first priority should be to create a strong vertical definition of the edge of the public realm. The buildings should be placed at a"build-to" line, should have a minimum height for parapets of about 36 feet, and should be long enough to read as more than one small retail outlet. Applicability and Image Enhancement Features The application of the provisions of this section is mandatory for all Foothill Boulevard Districts, unless otherwise specified herein. Community image is related to the way people experience the City -- driving through it, observing its natural qualities, and seeing and moving through the built environment. Again, as with much of the standards and guidelines, the current community image guidelines seem to anticipate more of the large-scale neighborhood and community scale retail outlet and less of an intimate, mixed-use development that is more desirable if one is trying to create an intimate urban environment. The use of hardscape is often a replacement for integrated design if it is not a part of and derived from the design of the buildings and the site plan. Signage is also a poor tool for creating areas of distinction and can lead to unsightly visual clutter. Clearly, different buildings or developments should differentiate from one another, but hardscape is generally an ineffective (but common) approach to providing identification. This is due to the plan-view conceptualization of development, the mistakes of which may not become evident until the project is built. Once visitors are on the corridor, the visual diversity provided by great buildings and effective landscape treatment will help create a series of destinations, a string of pearls; people will realize that they are where they want to be and will be interested in taking in more of the full Foothill Boulevard experience. The concept of civic, commercial, or cultural public urban open space discussed in the Code should be further developed, citing existing examples along Historic Route 66 and how they do or don't function in the way desired. To this end, we provide a description and illustrations of urban design elements that should be integral to the BRT stations and the planned mixed-use projects that provide the character- defining aspects of these developments and the Foothill Boulevard corridor. Identifiable districts, as set forth elsewhere in the City Development Code and originating in the Specific Plan, are elaborated in our design concepts. The overall design concepts, including ideas for site planning and architecture, are where the "aesthetic"may help define each district. Nodal identification and wayfinding are also important issues along the corridor, and place identification - along the corridor should be made clearer by use of distinctive urban design elements. For instance, a "landmark" is created that is a meaningful urban-scale element, and the nearby buildings cue off the landmark in some way. Iconic buildings, towers and other elements can help in this regard. The development of new and the enhancement of existing opportunity sites should incorporate buildings of height and scale, as well as distinctive architecture that they too serve as landmarks that contribute to the creation of the tied string of "pearls" concept we have identified. The need for and appropriateness of BRT station flags or banners that alert users to the approach on the stations should also be considered. Community Design Vocabulary This section of the Development Code cites design vocabularies that can provide a unique community image for the Foothill Boulevard Corridor. In this regard, the Code refers to "activity centers" as points of concentrated activity giving identity to individual subareas. Code Section 17.122.040 could be substantially strengthened by better defining and illustrating the terms that will create the desired III-19 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study "boulevard" effect. It is not enough to simply state that the desired effect is "activity centers." These need to be conceptualized, characterized, and described. The first step is to define and densify the intersections so that there is some activity that can be "centered" upon. What the Code implies here is the intersection and the related mixed-use development around it. But what is not stated is that, in addition to the buildings and businesses, a "center" of activity needs to be created that is recognizable, memorable, alive, and connected and connecting. The Code should also try to identify the distinctive stylistic elements, color, material, or other element that makes one"activity center"different from another. As a pictorial example, imagine that the colors of identifiable and regularly applied elements from east to west go from yellow, green, blue, and violet as a series of color zones. Key elements within the complex of that area have the color as an underlying theme. If you say to your friend, "I'll meet you at Foothill Boulevard and Vineyard Avenue," you know it's the one with blue buildings or banners (the blue zone or district). While this is an example that may be too bold for Rancho Cucamonga, it illustrates how such a concept would add to the festive character and color code locations along and celebrating the corridor. See Section VI of this study, which further addresses these issues. Development Code Pages 17.122-54 (Design Provisions) This section of the Development Code consolidates design standards and guidelines for specific subareas in the City, including those along the Foothill Boulevard corridor. The following categorical discussion examines those standards and guidelines relevant to BRT-supporting residential and mixed- use development. Building Orientation The Code dictates building orientation that is "compatible with surrounding existing and planned uses and buildings." Recommendations regarding setbacks continue the current isolation of activity centers from the street by application of "proportionate setbacks." These directives can also establish a front- back dilemma that, in many cases, will not be satisfactory to the tenant or the shopper. This is where entry drive orientation or public plaza orientation should be explored on a case-by-case basis both in terms of the proposed site plan and use. The parking area screening concepts discussed under General Provisions, above, also apply to the Foothill Boulevard corridor. This issue is addressed in Section VI. Access/Circulation The Code states that access and circulation of a development should be designed to provide a safe and efficient system, both on and off the site. Points of access shall be designed in conformance with the City's access regulations. The circulation system shall be designed to reduce conflicts between vehicular, and pedestrian traffic, minimize impacts on adjacent properties, combine circulation and access areas where possible, and provide adequate maneuvering areas. Points of access shall not conflict with other planned or existing access points. Pedestrian walkways shall connect every building with public sidewalks. Transit Improvements The Code provides limited discussion of transit and how it should be accommodated, but does encourage pedestrian (we would add bicycle) access to transit stops. While the General Plan clearly anticipates the need for such facilities, the Development Code does not and should provide both standards and design guidelines for these facilities. III-20 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Specific to the sbX BRT plans developed and being further elaborated by Omnitrans and SANBAG, in Section VI we provide concrete siting criteria, design standards, and development concepts for future BRT facilities along the corridor. These have been developed in consultation with Omnitrans and the City Public Works Department and should set the standard for future BRT station development. Building Design Along Foothill Boulevard Issues of concern and opportunities for Code enhancements include discussions on building scale, connectivity and the pedestrian experience. Building Scale The Code directs that the mass and scale buildings be "proportionate to the site, open spaces, street locations, and surrounding developments. No matter what the scale of a building, setbacks and overall height should provide an element of openness and human scale. Multi-story buildings should be set back toward the center of the site or be designed in a stepped style." This is a very important issue as it relates to the creation of an urban space along at least portions of the Foothill Boulevard corridor. The balancing of scale and openness is always a difficult passage and one that cannot be adequately addressed through a single, monolithic standard or guideline. There is a fundamental disconnect between what we consider "human scale" and what is "urban scale." The human scale is measured by bow a single individual relates to a single building. In the prevailing low-building ethos of SoCal suburbia, we are wrongly concerned that a tall building is evil and not of human scale. This is primarily a function of tall buildings being stand-alone anomalies, as opposed to a tall-building composition (think downtown Orange) where the taller buildings (still only 3-stories) define a public reahn that is definitely pedestrian-scale, and the pedestrian realm (12' wide x 12-16' high) is interesting. Generally, regulations want to limit height because height doesn't (or is preconceived to not) fit into an overall "district" or public realm, so we are concerned that the building will overwhelm the person. However, in order to create the "pedestrian experience" and the "urban setting," buildings must be designed at a "roadway scale" or a "plaza scale." When buildings are designed along a major street or within a commercial center and the emphasis is on the parity of man-to-building (as suggested in "human scale"), the buildings will be too diminutive to define the space of the roadway or plaza. The sensibilities of"human scale" need to be adapted to the urban environment to emerge along the Foothill Boulevard corridor. To address this need for a broader perspective, three scales are needed to define the appropriate massing for buildings to create the desired"pedestrian experience."These three scales are, from large to small: Roadway Scale: This is the scale perceived by the person as a driver or pedestrian. These "viewers" need to recognize that a significant vertical mass is creating both destinations along the roadway and the boundaries of the roadway. In this circumstance, the typical, conventional commercial development is composed of a few pads along the roadway with parking behind. Parking extends to the core of the development,which is comprised of 26- to 36-foot high commercial boxes at the rear of the site. The height and mass of the pad buildings provide no sense of"scale" to the roadway; there is no sense of a "public realm." Rather, the spatial experience as viewed from the street and sidewalk is a characterless bubble that weaves in and out of the center, punctuated by an entry statement, then a pad, then a stretch of parking, then another pad. There is no single or collective element that can hold its own with the typically broad roadway, which continues to dominate the space in a characterless, amorphous manner. 111-21 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study The vertical-to-horizontal ratio of the typical arterial (120-foot ROW) is 1:8. This is sometimes improved by street trees, but overall the "corridor" is really a broad river of space on a mildly undulating plain. Roadway scale requires buildings that are three to four stories tall (40 to 50 feet) within 25 feet of the ROW. Building edges can be softened with arcades, step-backs, and ins-and-outs (articulation) of the fagade. But there must be a substantial architectural statement, a gravitas to the buildings being asked to create a sense of"corridor". It is important that the rhythm and pattern of wall-to-windows of these fronting buildings communicate an implied "place" within the building for the pedestrian that extends the outside into the structure in an organic way. The buildings need to tell a story of human activity, whether the story is of an office worker, teacher, patient, shopper, resident — the important aspect is a sense that a person can project him/herself into the building and occupy it. This is one downshift in scale that is necessary. Entry/Arrival/Destination Scale: Architects correctly insist that the building entry is not a sign. It does not matter if it is a sign on a pole or a monument. A sign is not an entry statement. A sense of arrival is created by a sequence of forms squeezing down the vehicular speed and increasing the complexity at the ground plane for motorists and others moving along the public realm. This type of scale is defined by buildings on both sides of the road, probably in most cases without direct front door access (though this does not necessarily need to be the case). The street trees follow the road, there are sidewalks on both sides, and the buildings have display windows. This is an entry that could serve pedestrians, but unless the BRT is highly used and located at the intersection, it is less likely to be used by pedestrians. Connection Scale: This is what is commonly called the "pedestrian scale," but it cannot exist without the other scales that distinguish it from roadway scale/activity, arrival scale/activity, and strolling scale/activity. This is the string that connects the pearls and needs to have an organic, scalar relationship to the other two levels of scale. E. Visual Improvement Plan Introduction & Critique The Foothill Boulevard Visual Improvement Plan was developed in the late 1990s and was adopted by the City Council in early 2002, following adoption of the Foothill Boulevard Specific Plan in 1997. The Visual Improvement Plan (VIP) takes a somewhat narrow cultural and aesthetic view of the public realm created by the Foothill Boulevard right-of-way, based on the Historic Route 66 theme, stating that: "...it (Rt. 66) was known for its unique car culture of the mid-century, its creative highway signage, motels, trading posts, tourist traps, and service stations." Due respect is paid to the history of America's car culture, but these identifying elements alone will not "activate" the creation of a modem, 21st century, urban downtown along Foothill Boulevard that can support and optimize the use of a BRT transit system. The VIP states that: "The purpose of the Foothill Boulevard/Historic Route 66 Visual Improvement Plan is to develop a design specification plan that will set forth design concepts for the streetscape improvements within the public rights-of-way and entry areas along the entire length of Route 66 in Rancho Cucamonga." 111-22 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study To the extent that the VIP establishes the basis for subsequent design refinements and implementation, this Plan serves its purpose. Fortunately, the VIP recognizes that the designs are "concepts," thereby not meant to be a straightjacket but a guiding document for subsequent design and implementation. An essential point is that the VIP appears to only really recognize the mid-20th century car culture and aesthetic, which continues to have cultural recognition but at a level that is substantially less than the VIP would imply. To limit the aesthetic development of the Foothill Boulevard corridor to Rt. 66 themes and their icons and artwork risks stunting the type of creativity and innovation that is transforming cities in Southern California and across the country. It is recommended, therefore, that the City widen its • perspective to a more open and inclusive approach to improving the visual character along the corridor, one that invites diversity and sensitivity to a modem urban lifestyle that goes beyond the 1950s car culture. An Expanded Aesthetic The Visual Improvement Plan for Foothill Boulevard does not set forth aesthetic principles that have guided its development. Rather, the VIP locks onto notions of what Historic Route 66 has meant for older generations, which are the primary market for this theme. It is more an "engineered" concept that sets forth hard design specifics such as pavement widths and tree well dimensions, paving materials and plant type prescriptions that are rigidly applied to the gateways and activity centers. The effect is more one of an interior designer applying a limited palette of elements and colors, but in this case to a variety of development opportunities along a seven-mile stretch of roadway corridor. To the extent it espouses any aesthetic at all, the VIP promotes highly conventional "design concepts" that have been done and over-done throughout Southern California. Something more than homogenous sliced white bread is needed to create a vibrant and dynamic down town along the Foothill Boulevard corridor. Rather, the best aspects of the past can be married with the new and emerging concepts of urban life and urban transportation, which are especially applicable to the subject Foothill Boulevard BRT transit and urban planning effort. The dominance of the car has had a significant effect on the downtown, and while our love affair with automobiles will be with us for a long time to come, urban development necessarily must harken to cleaner and more efficient transit and offer other alternative modes of travel. Babies and Bath Water The design opportunities at the two gateway locations and associated planning subareas have been assessed, as have opportunities at the other subareas and opportunities sites located along Foothill Boulevard. An effort has been made to extract and extend the best elements set forth in the VIP and to expand the aesthetic perspective based upon a vision of BRT and multi-modal transportation. This effort has further expanded upon the City's stated intent to provide a true urban, mixed-use downtown environment. The following is a brief critique and recommended approach to the specific elements discussed in the VIP. Entry Gateways The City is already distinctly different from its neighbors to the west and east, and overt statements of a shift in character should reflect the rich heritage and broadened aesthetic of the new Rancho Cucamonga, with less emphasis on the progressively dated Route 66 theme. The Western Gateway (Bear Gulch Area) provides an important opportunity to take a holistic approach to identifying the City's • entry, and the concept can also be applied to the East Avenue gateway area. 1I1-23 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study The Western Gateway area is ready for major redevelopment, with old and inappropriate land uses for such an important and high profile location. The vacant and underutilized lands provide important opportunities to do more than paste on a few conventional improvements to enhance the appearance of this City gateway. Consideration should be given to land use concepts that make the gateway appearance integral to a district-wide plan. The gateway at East Avenue has limited constraints and better "bones" on which to design an entry statement that complements existing and future development, one that takes advantage of the long-term open spaces areas, including drainages and utility corridors, that should be integral parts of the overall gateway design concept. Activity Centers The VIP references the eight activity centers identified in the Foothill Boulevard Specific Plan, and again indicates that each (and apparently every one) is to serve as a focal point emphasizing the Historic Route 66 character, although that 'character" is never really described in the VIP. A less rigid application of the Route 66 design concept and more individual and distinctive urban design concepts are recommended as a part of the aesthetic treatment of these important development nodes. It is also important that the application of urban and architectural design at major activity centers be coordinated to assure a harmonious blend of urban environments. A case study is the Foothill Boulevard @ Vineyard Avenue intersection, with four different comer treatments, which undermines the sense that the crossing is the important feature as opposed to the individual developments. VIP treatments should emphasize the component of the urban landscape making a coherent, identifiable whole. All four comers share the same basic underlying elements and order but have not (perhaps yet) executed the VIP concept. Future probable redevelopment at the northeast comer should reflect building and comer treatment on the northwest comer using similar trees and walls. It should be noted that the prescribed treatments are very much typical of suburban, low-level retail center development that is pervasive across Southern California. This approach does not create the type of urban environment that attracts pedestrians or creates sidewalk activity. While many cars are seen at the intersection, there are few pedestrians and fewer bicyclists. Suburban Parkways The VIP is very much entrenched in the suburban parkway concept that dominates the region, and again emphasizes the Route 66 theme to the detriment of all other opportunities. It is uncertain whether the very limited landscape palette presented in the VIP is to be applied along the entire length of the Foothill Boulevard corridor. If so, it will further homogenize its appearance and result in monolithic character, and may frustrate wayfinding for drivers and BRT users. As a general rule, thoughtful diversification of the streetscape creates distinct and identifiable districts and planning areas that allow residents and businesses to identify with a unique locale along the corridor. The use of on-street Rt. 66 signage is expensive, will soon become discolored, and does little to distinguish the area unless one is looking down on the street. Serious consideration should be given to limiting this type of pavement treatment to that already constructed. III-24 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study While beyond the scope of this assessment, it should be noted that the landscape concepts for intersections and the associated plans have the potential to create line of sight problems for traffic accessing Foothill Boulevard from side streets. Landscape planning should take into account required minimum sight distances and assure that adequate visibility is preserved. Foothill Boulevard BRT and the VIP It should be kept in mind that Route 66 was built as part of the system of trans-continental linkages. Whereas the railroad and telegraph linked east and west coasts on a common/public system, Route 66 introduced privacy to the linkage. Private motor cars (and motels) and private conversations (phone booths) made the linkage more fine-grained. Personal, individual mobility was king and was considered an outward sign of freedom and individuality. Today, the perspective of new generations of Americans is rapidly changing. The next generation of linkages is not hardwired in rail lines, roads or even airports, but rather in wireless mobile devices, broadband, social media and free-choice. Cars are less useful and even burdensome in an urban environment where land is valued for living space, commercial enterprise, and parks and other open space. Therefore, the Foothill Boulevard BRT system has to offer privacy along with common/public space. The BRT has to be personal and intimate at the same time. The physical elements of the BRT system must match up with contemporary needs and expectations, to be "modern," obvious, and convey the sense that one is physically and conveniently "connected" to the community. This connectivity (linkage) includes transponders for the bus to queue jump and prioritize green time, Wi-Fi/GPS/smartphone access for a rider to know the exact place and time of the bus, linkage to useful services nearby (secure bike storage, nearby NEV parking, coffee and donuts), and a rewarding public realm surrounding the BRT station. The bottom line is that the BRT experience has to be as good or better than car commute. Comments on VIP Of course, the VIP is largely limited to the elements in the street right-of-way, and recommendations are relatively meaningless unless there is a commensurate effort to define the role of the private elements: buildings, et al. Unless the role of buildings in defining the corridor and the intersections, or nodes, is clearly articulated and regulated, all the applied streetscape treatment will be lost in the amorphous and "soft" edges created by the small-scale pad buildings, street trees, and icons. All these are too weak to achieve the sense of identity sought by the General Plan and the Visual Improvement Plan. It is also worth mentioning that the VIP is trying to improve the look of parts of the corridor that do not have an impact on the economic success of Foothill Boulevard. Foothill Boulevard has the opportunity to actually achieve the goals of identity, vibrancy, and relevancy, but the real tools are allowed, such as floor-to-area ratios (FAR), the "build-to" lines, and the urban scale definition for intersections and secondary entry roads. New Vision Rancho Cucamonga is a rapidly diversifying community and an emerging center for corporate headquarters in the Inland Empire, while also hosting world-class regional commercial, major industrial, and institutional development. It is a business town, but is also a "hometown," a "college town," a "baseball town," and much more. With the push to unify the Foothill Boulevard corridor via BRT and an evolution as an urban center, it can become the sophisticated and dynamic "The Downtown"place to be in the region. 111-25 Tema Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study SCAG/RANCHO CUCAMONGA COMPASS BLUEPRINT DEMONSTRATION PROJECT FOOTHILL BOULEVARD BRT CORRIDOR STUDY CONTRACT NO. 12-001-1102 a a � IV. PUBLIC OUTREACH AND WORKSHOPS A. Introduction As a part of the Foothill Boulevard BRT corridor study, a public outreach program and materials were developed in coordination with the City, Omnitrans, and SANBAG. Prior to initiating the workshops, research was conducted to identify the key attitudes and behaviors that are related to use of transit. Numerous research reports and previously conducted surveys were reviewed before preparing those for the Foothill Boulevard BRT corridor study. With important and valuable assistance from the City Planning Department, we conducted public opinion and related research, including holding workshops and conducting surveys that provided insight into the overt and implied motivations of businesses, customers, renters and homebuyers, and other interest groups. Workshops and stakeholder interviews associated with this project allowed a more detailed exploration of the type of development that may complement and support the operations of a BRT route and non-motorized portions of the transportation corridor. In addition to preparing materials to facilitate workshops and interviews, we characterized and categorized the input provided, the preferences identified, and the constraints and opportunities identified by stakeholders. These are documented below. IV-I Tema Nova/SCAG/Rancho Cucamonga . Foothill Boulevard Corridor BRT Study Public Outreach Efforts A significant effort was made to reach the general public, as well as specific audiences of interest (stakeholders) through a combination of efforts, including articles in the Daily Bulletin, posting on an electronic signage board, posting the project and making surveys available on the City's web site, and hundreds of direct mailings to businesses and property owners along the corridor. I B. Business and User Group Surveys As noted, an important part of the public outreach and input process was the preparation of stakeholder surveys, two of which were developed for bus riders and one for local merchants. Surveys were distributed through several means, including at workshops, stops and drop-offs, online, and through mailings. In all, surveys were delivered to more than 800 businesses and 700 residents, but only 26 survey forms were completed. While the number of respondents was relatively low, the information they provided, in conjunction with that from interviews and workshops (see below), gave valuable insight into several BRT-related issues. Bus User Survey No. 1 This general survey was the shortest.and most direct of the two bus user surveys, with questions focusing on services they would like to see in a BRT transit system, their relative ranking or importance of transit features, primary trip purpose, and concerns about current bus service. Prospective and current bus riders completed this survey. A total of eleven (11) usable surveys were received and analyzed with the following responses: • Respondents were all from the City • 36% of respondents frequently use the bus • 83% of respondents preferred frequent bus service • More than 90% like wide (half mile plus) station spacing • Almost 73% feel giving BRT buses signal priority is important • Almost 73%prefer that fare payments be made off-board for faster boarding • 100%of respondents liked (versus disliked) dedicated travelways for BRT buses • Enhanced stations were the preferred (64%) "comfort and convenience" feature of BRT, followed by enhanced buses and real-time arrival information • Primary trip purposes include work, shopping& medical/dental (18% each), with others to attend religious services and to visit friends and family • Cited BRT service concerns included slow travel (45%), followed closely by infrequent headway • Preference for station locations was equally distributed Comments provided included: • Great opportunity to expand transit service for our community • Provide more street signs with brighter colors and lighting for night-time • Provide more street lights; some locations too dark • Provide more weekend and holiday service • Provide expanded bicycle service on buses Bus User Survey No. 2 This commuter survey was the longest and most detailed of the two bus user surveys, with 30 questions focusing on travel habits and behavior that would indicate potential levels of BRT use. Probably due to its length, only six of these commuter surveys were completed and analyzed with the following responses: IV-2 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study • Respondents were from five different zip codes with all but one City resident • Work travel was between 7 AM and 6 PM • All but one respondent indicated that he/she carpools to work • Reasons for not currently using the bus include lack of nearby stops and no direct service, followed by a lack of information and the need for a car at work • Drive distance ranges from 1 to 30 miles and drive time from 5 to 40 minutes • Most travel to work is direct, with stops for gas and the post office • Most travel from work includes stops for shopping, eating out, gas, banking, and exercise • Weekly travel costs ranged from $5 to $46 plus • Alternative modes that would be considered included the bus (50%) followed by carpool and bicycle (33% each) • Services within walking distance of work include medical, exercise gym, restaurant/cafe, and retail shopping • Services desired near work include convenience store, banking, retail shoppingi childcare and supermarkets • 66% of respondents did not regularly walk to available nearby services during the work day • Services driven to during the work day include exercise gyms and retail outlets • Most respondents (66%) were employed in a "professional/technical"job Comments provided included: • Current commute not particularly stressful and not a motivator to use transit • Professional services and food important part of TOD mix No additional comments were provided from this set of respondents. Business/Merchant Survey This business owner/merchant survey focused on business owners along the Foothill Boulevard corridor, with 31 questions focusing on business type and history, number of employees and customers, parking availability, transportation options, multi-modal services that should be supported, and BRT station preferences. The following summarizes the results of the nine merchant's surveys received. • Respondents included bar restaurant owners, and real estate and escrow professionals • Most businesses are served by private and shared on-site parking • 66% of the businesses had six or more employees and 66% with 99 or fewer customers per day • Existing parking is considered at least adequate to good for employees and customers • All but one business respondent drives to work, with one walking • Most employees drive to work, but walking, transit and bicycling were also cited • 44% said that transit access was convenient for both business owners and employees • Most customers come from local neighborhoods but customer origin largely unknown • Most customers drive directly to the business,while transit and walking followed • Neighborhood safety and comfortfor walking and biking was generally characterized as "good" • Opinions were generally split on whether additional improvements to serve biking and walking are important, with greatest support for Class I-type trails and paths, followed by better street lighting • Most important BRT station characteristics cited were security/safety, followed closely by appearance (aesthetics) and station maintenance/cleanliness • Most important BRT station design features cited were visual representations of history and culture, followed by community and functional art, and nature and the environment • The majority of respondents (-66%) had a neutral or "Don't know" opinion of the BRT project IV-3 Terra Nova/SCAG/Rancho Cucamonga - Foothill Boulevard Corridor BRT Study • Most respondents (66%) felt that the BRT system would not affect customer numbers • Asked whether they would participate in a business assessment district to improve conditions in proximity to their business, all respondents (66% of total) said no • Most of the respondents said they would like to stay engaged in the City's BRT efforts To summarize, respondents to the merchant's survey represented a somewhat limited cross section of the businesses located along the Foothill Boulevard corridor, most being smaller businesses with fewer employees and customers than many of the businesses along the corridor. Most customers appear to be from the surrounding neighborhoods, most drive to the businesses, and few use transit or other modes of transportation. BRT station preferences were for attractive appearance, good maintenance, and visual representation of art, culture and history. Most felt that the BRT service would not affect their business one way or the other. C. Public and Planning Commission/City Council Workshops As a part of the public outreach program for this project, two public workshops were held at the James Brulte Senior Center on October 1 and 8, 2012. A joint Planning Commission/City Council study session was also held on December 18, 2013 at which the City staff and consulting team reported to the Commission and Council on the results of research, surveys, and interviews. These workshops and their results are summarized below. Public Workshops Preparations for the public workshops included an automated PowerPoint presentation, display Toothiff Botl�Qrd boards on "Complete Streets," BRT station Bus WopidTranstt Study- design, the current General Plan Transit Plan, CPu6rtC `WOrsltop BRT station graphics, subarea aerial exhibits, October I st s ath • 6:00 prrl-8:00 pm and preliminary design concepts. A variety of d ;,�, q.� p, information fliers and brochures were also Central Park•erulae Senior Cer r•Clay Geek Room 11200 ll s Line Road provided. The workshops were advertised by Itl Rancho Cucamonga.CA 91701 electronic billboard, City web site, email, and amve,^na�o� �•,_ - -<, a,<^ <, w•^^,� other means. Staff from the City, consulting o,Co^ tMr .^n j• (""„"�""'"' team, Omnitmns, and SANBAG were in 30it< SSOCINsl�� attendance and participated in the public "°° ^ �'"••"" r•..=.., K.vr workshops. W s a.Mn•coq.•t•sao wk cm",a...•wi.ro c,,..•wq.,uvirm Attendance at the workshops was somewhat disappointing but those that did attend provided valuable and insightful information ranging from a local resident and business owner perspective, to that provided by City staff and officials. These workshops also provided an opportunity for freewheeling discussions regarding land use, transportation, and recent roadway and associated improvements along Foothill Boulevard. A consensus began to emerge on the ideas and vision regarding BRT-oriented mixed-use development and associated characteristics, including high-density residential development, and more intense and diverse commercial business. A sensitive topic was adjustments in parking requirements consistent with experience with TOD projects, with a concern that under-parking would result in problems encountered in recent multi-family residential developments. TOD parking demand is discussed in Section VI. IV-4 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study How BRT buses would be accommodated on Foothill Boulevard was also discussed in the public workshops, and concerns were voiced that the City had just completed a major investment in improving the west end of the corridor. Uncertain how quickly and how extensively travelers along the corridor would embrace rapid transit, it was suggested that there be a phased implementation of rapid transit that minimized disruption to existing improvements. This included a preference for mixed-flow rather than dedicated BRT lanes, and side-running BRT stations rather than bi-directional, center-sited stations. With sufficient BRT use, the City can determine whether and how to implement dedicated BRT lanes. Joint Planning Commission/City Council Workshop As noted, a joint study session of the City Planning Commission and Council was held on December 18, 2013 to review the state of research on the BRT corridor, hear the results of the surveys and public workshops, and provide input on BRT and its implementation along the corridor. A staff report was provided and a presentation supported by a PowerPoint slide show was made. The workshop was well attended by Council, the Commission, City staff, and Omnitrans, and SANBAG. Issues Raised �— A wide range of questions were asked by Commissioners and Council members, including the low community turnout at the two workshops, despite substantial effort to make the public aware of - them. Staff noted that mobilehome and apartment residents, who are most likely to use BRT services, were also made aware of the workshops and were provided with survey forms. BRT topics discussed included the following: • Side and Center-Running Stations: The issue of physically implementing the BRT route along Foothill Boulevard was discussed at length and involved dialogue with Omnitrans staff. The discussion indicated that a mix of both side-running and center-running travelways and stations can work but must be carefully planned. The discussion did not address the mixed-flow travelway design; however, this open travelway approach necessarily depends on side-running stations for boarding and alighting. • Ticketing and Boarding: Ticketing and boarding were discussed and identified as essential to keeping the "rapid" in BRT. Unlike standard buses, BRT ticketing occurs via machines located at the station. It was also suggested that other types of ticketing, including monthly passes, student passes, and similar cards be provided that can be read by a laser or mag card reader. This too would assure rapid ticketing and boarding. BRT buses typically have two or three doors that allow rapid boarding and alighting. Omnitrans indicated this bus design will be used for the Foothill Boulevard corridor. • BRT Route Deviation: Our research indicates that the proposed Omnitrans BRT route along Foothill Boulevard does not fully take advantage of the major activity area or destination that is Victoria Gardens. The City Transit Plan calls for a loop up from Day Creek Avenue to Victoria Gardens Lane to Church Street, and then east on Church Street to East Avenue, then south to Foothill Boulevard again, and eastward into Fontana. Further land use analysis argues for further realignment of the route by bringing it southward from Church Street to Foothill Boulevard via Etiwanda Avenue. Omnitrans agreed that they could make the revised BRT route work and would coordinate with the City in this regard. Tying the Foothill Boulevard BRT route into other BRT and transit routes was also viewed as a IV-5 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study desirable plan, with focus on the north-south routes connecting with the MetroLink, Chaffey College, and other"activity centers." • Park and Ride Facilities: The question was raised whether park and ride facilities would be a part of the Foothill Boulevard corridor BRT plan. Omnitrans indicated that the proposed transit center at the northeast comer of Day Creek Avenue and Victoria Gardens Lane would serve well as a park and ride location. It should be noted that discussions with Victoria Gardens management did not see the benefits of the BRT system to its operations, although the mixed use nature of the development clearly argues for expanded and better sited transit services. Since the workshop, the two BRT stations proposed for the intersection of Church Street and Victoria Gardens Lane could also serve those who wish to park and ride. Presumably, an arrangement would need to be made with Victoria Gardens for use of surplus parking for this purpose. • BRT Demographic/Target Audience: It is likely that BRT users (also see Section V-B) include those who make a conscious, economically and/or environmentally motivated decision to use BRT, much as they might use light rail. As discussed throughout this study, BRT will also be supported by nearby high-density residential development and a good mix of commercial services and employment centers. New TOD development is proving attractive to the new Gen-Y, younger (and older) hip urban professionals, as well as starter families and other wanting more affordable and convenient living with a dynamic downtown or"urban village" environment. • TOD and Residential Density: Recent changes in the General Plan and Development Code have provided for increased residential densities in mixed-use developments and especially those supporting transit, as envisioned for BRT stations along the Foothill Boulevard corridor. Some concern was expressed about the effects of density on the "family-friendly" feel of the community. The target audience and its emergence in cities and suburbs is the young urban professional, medical and other technicians, starter families, and even empty-nesters that are downsizing and want convenient access to goods and services in a dynamic social environment. The synergy of density and convenient transit is well understood, and the market is growing for this type of "urban village" development that can not only support BRT but also diversify the community and economy. Affordability will be an important component, but so too will opportunities for live/work housing. New tools must be developed to help fund workforce, live/work, and senior housing in such developments. Over the next 10 to 20 years most new housing opportunities in the City will be for multi-family, and higher residential densities as an essential part of the overall transit-oriented development strategy are an important way of capturing the value and capacity of roadways and other City infrastructure investment. • BRT Station Design: The PC/CC study session wrapped up with questions about the design of the BRT stations themselves, and whether these designs could be customized to provide a character distinct to the City. The City sees itself as a leader in progressive community design and insistence on high design standards. We want that quality to also be reflected in the BRT stations. The study session ended with an understanding that there remained questions and concerns about implementing BRT along Foothill Boulevard and how this might be done in a phased manner that allows BRT to prove itself before other major BRT investments are undertaken. Questions about how density can be accommodated within TOD also remained. However, it was clear that both the City and Omnitrans would work together to assure coordinated planning and implementation of the BRT corridor. IV-6 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study D. Stakeholder Interviews Another important way of gauging the community's interest in and support for the Foothill Boulevard BRT corridor project was a series of interviews conducted in late 2012 and early 2013. Interviewees included landowners, business owners, developers, realtors, property managers, City officials, and City staff. While many of the questions discussed with interviewees came from the three user and merchant surveys, additional issues were explored. Interview results are discussed categorically below. • Foothill Boulevard BRT Corridor - General Opinions: The overwhelming opinion is that BRT service along Foothill Boulevard is a good idea, the consensus seeing a need to offer a more diverse transit system and the potential for near and long-term economic benefits. That said, there was a diversity of understanding and concern regarding what the BRT project really means and what are the pitfalls in its adoption and implementation. Some expressed uncertainty about whether BRT would succeed along the corridor given the car-centric nature of SoCal culture. There was a general consensus to support further planning but to start incrementally with implementation recognizing the need to limit impacts to roadway capacity. Concern was also expressed about getting a return on the substantial recent investment in Foothill Boulevard improvements. Also see BRT Infrastructure discussion below. • TOD Planning: Several of the opportunity sites identified by City staff were discussed with interviewees to gauge their opinions of nodal transit-oriented "urban villages" at these and possibly other locations along the corridor. The idea of mixed-use synergies and how they could be successfully realized through land use and transportation planning was discussed. Recognizing the substantial lower density development that occurs in many areas north and south of the corridor, there is a general (but not universal) consensus about the need for more intense development at these TOD nodes to support the Foothill Boulevard BRT route. • TOD and Residential Density: Several of the interviewees were familiar with the recent changes in the General Plan and Development Code allowing higher residential densities in mixed-use developments and especially those supporting transit. These planning documents have anticipated the subject BRT corridor and have evolved from a 1990s perspective that still encumbers design and development of dynamic and properly scaled TOD-based urban villages (see Section III). As also reflected in the surveys, the target audience emerging in cities and suburbs includes young urban professionals, medical and other technicians, starter families, and even older empty-nesters. What they have in common is the desire to downsize, to have convenient access to goods and services, and to live in a dynamic social environment. As noted, the market is growing for this type of synergistic "urban village" development that can not only support BRT but also diversify the community and economy. Also see related discussion in Section IV-C, above. • Foothill Boulevard BRT Corridor Connectivity: A broader view of Foothill Boulevard as a transportation corridor was also discussed. There was a strong consensus for a multi-modal approach to the corridor with support for improved sidewalks and bikeways, especially along the western portion of the corridor. Support for bike racks and lockers was also expressed by several interviewees. The opinion was frequently expressed that the BRT stations would get more use from a broader geographic area if enhanced intervening access is provided for pedestrians and bikers. It was also recognized that a variety of solutions needs to be considered and applied, the corridor having a diverse mix of constraints to and opportunities for bike lanes and wider parkways. Conflicts with cars, trucks, and buses were cited as on- going safety concerns. Support was voiced for limiting truck traffic on Foothill Boulevard to local deliveries as one way of reducing truck traffic along the corridor. IV-7 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study • BRT/Transit Plan Route Adjustments: As noted above, the City Transit Plan modestly deviates from the BRT route developed by Omnitrans, which does not fully take advantage of potential ridership generated by Victoria Gardens. Interviewees concurred with the recommended realignment of the route, bringing it southward from Church Street to Foothill Boulevard via Etiwanda Avenue. Victoria Gardens management did express some skepticism about their project generating significant transit ridership now or in the future, anecdotally citing limited use of an existing bus station at the southwest comer of the development. There was a clear consensus to tie the Foothill Boulevard BRT route into other BRT and transit routes. • BRT Station Locations: It was generally understood that BRT stations needed wider spacing than conventional buses, and that the positive (or negative) effects that could result depended on their location along the roadway and on the adjoining land uses. Interviewees with and without technical expertise indicated a preference to have BRT stations located as side-running (along the parkway) and at major intersections with existing or future potential BRT-supporting development. Stations were viewed as more than transportation but also as integral parts of a walkable "urban village" development that generates BRT use. Interviewees recognized that, if significant BRT ridership is realized, it will argue for center-running travelways and stations sited in the center median. This would be a profound change to Foothill Boulevard, and most do not see the need for a center-running system for many years to come. • BRT Station Design: The standard BRT station selected by Omnitrans is a sort of "fractal modern" design with angular supports and planes providing walls and canopy of aluminum and clear carbonate. Omnitrans plans also show integrated solar PV panels in the canopy. Most interviewees expressed an interest in seeing the City's BRT stations reflect its distinct character and identity. As reflected in the PC/CC study session, Omnitrans indicated that BRT station designs could be customized to provide a character distinct to the City. Specific BRT station design requirements must be met, but there appears to be opportunity to give these stations a distinction that says, "You are now in Rancho Cucamonga!" • BRT Buses and Technology: Several interviewees felt that there is still something of a "blue collar" or "working class" stereotype associated with those who ride the bus, although a brief presentation of changing urban demographics and travel behavior helped to relieve some of this concern. Regardless, the consensus clearly wants to see that the quality of the stations, the bus, and the travel experience are exceptional or the ridership will not be as broad based as needed. Omnitrans and other BRT information was shared with interviewees who were generally impressed with the quality of the buses and bus and BRT station technologies. In summary, quality design and facilities were considered essential for wide adoption and use of the BRT route. • BRT Bus Operations: Interviewees generally felt that BRT buses would need to run along the corridor with relatively short headway; that is, the time between buses should be frequent so that use is convenient and reliable. If either one of these essentials was not provided, the BRT service would not work for many and they would stop using it. There was consensus that BRT buses should be given signal priority to facilitate the "rapid" in BRT, but that care should be taken to minimize impacts on roadway capacity for other vehicles. BRT buses should also provide easy bicyclist use with adequate bike racks on buses and at stations. • Transit-Oriented Development Planning: Finally, and central to this discussion and the City's concerns, is effective transit-oriented development that can complement existing and lead the way on future development along the Foothill Boulevard corridor. Beyond residential densities, a variety of other considerations specific to TOD supporting design are important. These include the optimal balance IV-8 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study and mix of commercial, professional, and office uses in TOD "urban villages" that provide walkable access to these services for village and other nearby residents and BRT system riders starting or ending their trip at the station. Related to these issues and planned synergies are appropriate development standards and guidelines that provide sufficient flexibility to accommodate different sites and assure that the transportation, social, and economic dynamics of TOD development are optimized and not contaminated by uncomplimentary land uses or poor quality development. E. Summary of Survey and Workshop Findings Despite the less than stellar attendance of the general public at the City's two workshops, all avenues of input pursued have provided a coherent and reasonably consistent picture of community understanding and attitudes about the implementation of the Foothill Boulevard BRT route. While concerns remain about the problems of implementing BRT on Foothill Boulevard and on the prospects for success, there is a clear interest and understanding of the need to expand transportation options on this iconic City roadway. That the Foothill Boulevard BRT route could have significant economic benefits is also foremost in the minds of many of the interviewees. There was some property owner resistance to revising their development expectations, having Specific Plan or implied entitlements that are based on shorter development time horizons than might be practical for BRT implementation. Generally, a somewhat cautious, incremental approach is recommended by most. A frequently cited concern was that the roadway's current and long-term capacity not be compromised, and that the value of capital investments be preserved. This can be accomplished by City/Omnitrans coordination on an incremental approach to BRT implementation, starting with side-running stations and BRT buses running in an open, mixed-flow condition at least for the foreseeable future. Multi-modal connectivity should also be an integral part of future BRT planning on the corridor. Appropriate transit-oriented land uses and related mixed-use planning and design are deemed particularly important and, assuming that BRT implementation goes forward, will be essential to maximizing the positive transportation and planning effects of TOD development along the corridor. Many of the opportunity sites were admittedly less than optimal for mixed-used development. However, proximity to mixed use, and attractive and facilitating pedestrian and bicycle access to BRT stations and "urban villages," would extend the boundary and definition of the "village." This extended proximity would allow several of these sites to provide additional market for BRT services. These opportunities are identified in the discussion of the opportunity sites in Section II. TOD design issues, standards, guidelines and concepts are presented in Section VI. IV-9 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study SCAG/RANCHO CUCAMONGA COMPASS BLUEPRINT DEMONSTRATION PROJECT FOOTHILL BOULEVARD BRT CORRIDOR STUDY CONTRACT NO. 12-001-B02 I V. BUS RAPID TRANSIT PLANNING AND DESIGN A. Introduction An important part of this study has been to examine methods of BRT system design that enhance station access, provide adequate station areas with amenities that are conducive to an efficient and enjoyable BRT experience, and provide local access to the stations for all modes of transportation, with a particular emphasis on alternative modes, such as pedestrian, bicycle, and even less traditional modes like neighborhood electric vehicles (NEVs). The issue of enhancing the competitive nature of the BRT system involves choices that are potentially difficult to address and may require a step-by-step or evolutionary perspective. An exclusive BRT facility typically requires dedicating a travel lane in each direction, implying at least an initial reduction in capacity for competing modes of transportation, particularly the automobile. Less intrusive strategies include partially exclusive facilities,where BRT is favored only where it does not impact other modes of transport, or non-exclusive BRT that relies primarily on station spacing and system management strategies to achieve BRT goals. The following discussion examines general BRT system design principles and how they affect the desirability, accessibility, comfort, and functional travel convenience of BRT for those traveling to work, school, personal errands, shopping, or for other purposes. Design issues that are specific to the City's portion of Foothill Boulevard are addressed, as are BRT design recommendations that follow. V-1 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study BRT Successes: Lessons Learned It is frequently helpful to know what other communities have had to contend with and how they successfully implemented BRT. The following briefly summarizes the assessment of several bus rapid transit systems and how they have been able to serve the transit and economic needs of the communities they serve. Cleveland RTA HealthLine Cleveland's RTA HealthLine is a 9.2 mile BRT route that has proven a well-designed and well-run system that has significant beneficial economic impacts on the corridor it serves. Named after the project's sponsors, Cleveland Clinic and University Hospital, the RTA HealthLine connects major employment centers, including the cited medical facilities, with homes and commercial services. Associated streetscape and other parkway improvements have also served to make Cleveland's RTA HealthLine a success. The BRT system has induced new investment in housing, retail, and commercial development, and investments in nearby hospitals, colleges and museums. Over a three year period, ridership along this line has increased more than 60 percent, and the system's approval rating is above 90 percent due to its reliability and on-time service. Valuable and transferable lessons learned from the Cleveland RTA HealthLine include the importance of off-board(at station) fare collection, at-level bus boarding and alighting, reliability and shorter waits (headway) between buses, stations that are comfortable and convenient, the value of coordinating BRT and land use planning, and induced investment in nearby businesses and parkway appearance. Los Angeles Metro Rapid Bus Service A study of Los Angeles Metro bus service showed that half the time a bus is in service, it is stopped either at a red traffic signal or at a bus stop to board and/or alight passengers. The Metro Rapid Demonstration Program was implemented along two key corridors in June 2000 to help improve bus speeds. Other system improvements, including bus signal priority, low-floor buses, and fewer stops, reduced passenger travel times by as much as 29 percent. An initial boost in ridership of up to 40 percent was realized on some lines. An important part of the Metro system's success is the bus signal priority system, collaboratively developed by the Los Angeles Department of Transportation and Metro for use in the City of Los Angeles. Comprised of loops and radio transponders, the system can extend the green phase or shorten the red phase of traffic signals, therefore reducing the amount of bus delay at intersections. The system also provides real-time passenger information at each station. The second bus signal priority system uses wireless technology and is used in areas outside the City of Los Angeles. System designs that enhance use include simple and direct routes of travel, frequent stops (3-10 minutes during peak periods), minimum three-quarter mile station spacing, easy boarding and alighting, signal priority, and color- coded buses and stations. Kansas City MAX& Bus Rapid Transit The Kansas City MAX Bus Rapid Transit service provides faster, more frequent service than standard bus service and features the latest technology in the transit industry. MAX uses easy-to-identify vehicles. Its stops are well lit, with highly visible information markers and newly designed passenger shelters. Information markers feature real-time arrival information so that customers may wait with greater confidence. The system provides fewer stops, faster service, and uses hybrid buses and attractive stations. V-2 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study B. Demographics of Transit Riders Introduction A variety of transit passenger surveys have been conducted over the years, including those by the Center for Urban Transportation Research, the American Public Transit Association, and the Federal Transit Administration. As cited in Section Il, US Census data also provide information on the means of travel used by households. Numerous transit agencies have also conducted individual on-board surveys; the analysis of some 150 on-board surveys conducted between 2000 and 2005 are summarized below. These data from the American Public Transit Association (APTA) transit user study' provide insight into the demographics of typical transit users. The APTA report is the largest on-board survey study ever conducted about the public transportation industry. Survey results are gleaned from questionnaires completed by over 496,000 public transit riders from across the United States. Data collected included public transit travel behavior and the characteristics of transit ridership. Demographic Characteristics of Transit Riders Public transit is used primarily by the adult population, with about 59 percent of riders being between 25 and 54 years of age. By comparison, this ridership segment makes up about 43.6 percent of the US population in this age bracket. The ethnicity of surveyed ridership was as follows: 40.6 percent White/Caucasian; 33.1 percent Black/African American; 14.3 percent Hispanic/Latino; 5.5 percent Asian/Pacific Islander; and 6.6 percent "multi-ethnic" or of 'other" ethnicities. Of all transit riders surveyed, more than 55 percent were female. Reported household incomes (2004 dollars) of transit riders were varied, with: 20.1 percent of riders reporting household incomes of less than $15,000; 45.6 percent with household incomes of between $15,000 and $49,999; 24.8 percent with household incomes of between $50,000 and $99,999; and 9.5 percent with household incomes exceeding $100,000. Also useful is a comparison of median household incomes for transit riders ($39,000) and for the nation as a whole ($44,389), which shows that transit riders are from across the socio-economic spectrum. Another relevant demographic characteristic of transit riders includes typical household size (2.0 persons). Transit use is primarily used for travel to and from places of employment, which constitute 72.1 percent of transit riders. Student transit riders attending K through 12 and college make up about 10.7 percent of ridership, with 6.4 percent of ridership being "unemployed," 6.7 percent being "retired," 20.0 percent being homemakers, and 2.2 percent being 'other." It is important to note that these numbers characterize transit riders rather than describing the actual trip purpose at the time of the surveys. Density, Distance and BRT Station Locations & Use There are two dimensions of development density that affect BRT use; they are the vertical development density, and the horizontal distance from the BRT station. Depending upon the anticipated amount of use, the BRT station should be surrounded by residential development that can reach the BRT station within a five-minute walk. Residents within 2.5-minutes of the BRT station are likely to use BRT twice as much as residents with a five-minute walk. Prospective BRT riders employed in proximity to a BRT station are moderately more sensitive to walking time between the station and work, with utilization,of BRT comparable to residential riders within the 2.5 minute walk time; however, employee-based ridership falls off more rapidly with greater distance than does resident ridership. "American Public Transportation Association:A Profile of Public Transportation Passenger Demographics and Travel Characteristics Reported in On-Board Surveys,"American Public Transportation Association,Washington,DC,May, 2007. V-3 Tetra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Surveys conducted in 2005 Washington Metropolitan Area Transit Authority (WMATA) regarding Metrorail usage provide a somewhat different but comparable example for predicting BRT use as it is influenced by distance from a BRT station. WMATA found that: • In the immediate vicinity of the station 35% of ridership is from office workers and 54% of residents in this location, • At 0.25 mile (1,320 feet) from the station, office workers make up only 23% of ridership and residents comprise 43% of ridership from this 0.25 mile radius, • Office worker ridership fell by about 1% for every additional 100-feet of distance from the station. It should be noted that prevailing weather conditions can affect the size of the market for BRT services. This is especially true if protected and attractive walkways, as well as complementary land uses, are situated along the route to the BRT station. Therefore, the market for BRT services in Rancho Cucamonga will be greater than that identified in cities with a less forgiving climate. The bottom line is that BRT stations need to be located in proximity to its prospective ridership market. While commercial destinations may generate ridership, residents and employees living and working in proximity to the BRT station is its essential market. There are a variety of studies analyzing the characteristics of transit users, and the results appear to vary with the type of urban environment where transit use was analyzed. Generally, however, an applicable study reported in a 2006 issue of the Journal of the American Planning Association found that only about one-third of respondents reported access to transit as one of the top three reasons for choosing to live in a transit-oriented development. They were equally or more likely to cite lower housing cost or the quality of the neighborhood. Those who reported that their choice of residence location was motivated in part by access to transit were more likely to use transit than those who did not. Trip Purpose of Transit Riders In January 2006, Metro conducted a survey of Orange Line riders, collecting information about trip purpose, previous travel mode, boarding and alighting patterns, service perceptions and passenger demographics. The survey showed that, during the morning peak: • 86 percent of eastbound passengers and 91 percent of westbound passengers indicated that their trip began from home; and • 65 percent of eastbound passengers and 73 percent of westbound passengers indicated that their final destination was work. During the evening peak: • 42 percent of eastbound passengers and 41 percent of westbound passengers indicated that their trip began from work; and • 44 percent of eastbound passengers and 36 percent of westbound passengers indicated that their final destination was home. Overall, out of those riders who indicated their trip purpose, about 41 percent were heading between home and work, while 31 percent were heading to other destinations like shopping, medical appointments, or school. This indicates that the Orange Line is not just a commuting service, but is also being integrated into other community activities. ' 'Reasons for Living in a Transit-Oriented Development and Associated Transit Use,' Lund,H.,Journal of the American Planning Association Volume 72 Issue 3 2006. V-4 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study The survey also showed that 79 percent of all riders arrived at the station via transit, bike, or walking, while only 13 percent drove. This is consistent with the original project goal of 80 percent access by means other than a personal vehicle. Similarly, upon reaching their final station, most Orange Line riders either walked (28%) .or transferred to bus (28%) or rail (26%) service to reach their ultimate destination. Only five percent of passengers drove to their final destination from an Orange Line station. Foothill Boulevard Corridor Transit Surveys Discussed in greater detail in Section IV are the results of one merchant and two bus-user surveys taken during the fall of 2012. A total of nine (9) businesses provided input of some sort, although not all completed survey forms; a total of sixteen (16) surveys were completed by bus-users. While the surveys conducted for this study did not yield a statistically meaningful sample, anecdotal evidence indicates strong interest from a broad socio-economic cross section. C. BRT General Design Principles Introduction The following discussion outlines the basic design principles that are applicable to the creation and implementation of a successful bus rapid transit system. Assuming a service area with the appropriate land use and demographic characteristics, BRT system features that must be addressed include: • Bus running(or travel) ways • BRT signal priority • Bus and system capacity • Operating characteristics of the route (limited or express) • Headway (time between buses) • Station spacing (typically 0.75 miles but can be closer to serve high activity nodes) • Station amenities • System costs • Station construction requirements • Rights-of-way requirements System Design Components Omnitrans and many other transit authorities have considered the various design parameters that are integral to an effective BRT system, including available on-street travelways and separate and mixed- flow lanes, lane separators, signal prioritizing, and others. Also relevant are supporting land uses around BRT stations. The following briefly discusses the BRT system components that must be considered. BRT Route Selection The subject Foothill Boulevard corridor BRT route is one of ten (10) such routes that have been selected by Omnitrans for development in its service area. It includes the subject segment of the "Foothill West" corridor, which extends from Sierra Avenue on the east to Montclair on the west. The "Foothill West" segment is the westerly leg of a route that continues east along Foothill Boulevard and then transitions north to 5th Street in San Bernardino, and then to a return loop in Highland. The route is meant to be a mix of"express" operation and to also serve well-spaced high activity nodes, this mix being reflected in the City's portion of the Foothill Boulevard BRT corridor. As discussed elsewhere in this study, the City's Transit Plan for the subject Foothill Boulevard segment closely corresponds to that of Omnitrans, with recommended minor deviation. Recommendations to modify the route are discussed below. V-5 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study BRT Running Way Options Substantial research has identified three major issue areas associated with BRT bus running ways (lanes) that affect the effectiveness of BRT investment. These include convenience of access to the BRT station, built or planned investment in running ways that demonstrate local commitment, and a sense of permanence (even if development is phased) of the BRT system and its efficacy and accessibility that attracts private developers. The selection of the type and operation of running ways have a direct impact on system speed, reliability and cost, with segregated running ways associated with greater cost. Three types of running ways have been considered by Omnitrans and other BRT operators, and each is briefly described below3: • Mixed-Flow Traffic Lanes—Travel lanes used by both buses and regular traffic. • Converted Bus-Only Lanes — Lanes, either at the curb or the median, that have been converted from mixed-flow or parking lanes to bus only lanes. These lanes may be used exclusively for buses during peak periods or throughout the day. The lanes are not physically separated from adjacent mixed-flow lanes and are usually delineated by pavement striping or signage. • Dedicated Bus-Only Lanes— Similar to a converted bus-only lane, either at the curb or the median, that are purpose-built for transit and are physically separated from mixed traffic by barriers, bollards, or raised medians/ curbs. As such, physical implementation and capital costs are somewhat higher for dedicated bus-only lanes compared to converted ones. The sbX Green Line E Street corridor operates in portions of dedicated bus-only lanes. The following discussion describes various BRT running way operating environments. Each defines the running way, identifies key operating advantages and disadvantages, and describes the applicability of each running way option available to Omnitrans and San Bernardino County. BRT Station Design Considerations Particularly important to the success of the BRT system is the siting and design of stations, which include median (double-loaded) and parkway (side-loaded) facilities. The functionality of each station and how it fits into the surrounding urban context must address the following design objectives: • Location that is integrated and has linkages with adjacent land uses • Distinctive image that emphasizes motion and technology, and responds to the architectural environment as a whole • Sense of place provided at stations • Protection from the sun, wind, and rain • Accessibility for persons with disabilities and services incorporated into the design of the station • Sense of security for patrons • System and neighborhood information available at stations • Design modularity to respond to individual site conditions, such as narrow sidewalks or adjoining development, and for flexibility in expansion • Ease of maintenance and parts replacement • Rapid boarding and alighting through raised platforms and/or low floor vehicles, as well as fare prepayment or smart cards • Sustainability considerations, including solar PV for signage and electronic messaging 3 Transit Design Guidelines Final Draft October 25 2012 Omnitrans. V-6 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study BRT Bus Designs and On-Board Services BRT buses use a variety of designs and vehicle technologies to facilitate boarding and alighting, and to inform the travelers and make them as comfortable as possible. These buses typically have wide doors, as well as low floors or hydraulic systems that allow the bus to stoop to the curb or platform, making boarding and alighting quicker and easier. Bus designs tend to be more stylized with rounded curves and streamline profile. They are also emblazoned with graphics and branding that distinguishes BRT buses from other vehicles, using unique graphics, colors, designs, or full bus wraps. BRT buses are also frequently used to show off M F x 1 t new propulsion and other technologies, including use of low emission engines (typically compressed natural gas). These technologies are ■ H often deployed to further differentiate BRT service and emphasize the unique services and r D: t c time saving and environmental benefits resulting _ � _ from BRT service. BRT buses are designed for I A o°�� 1T p comfort and a smooth ride. Interiors are ' -- r al�rrrn r r• . wNk3NIkY,ma ,rrvxs characterized by high-quality amenities, such as ; r � comfortable seats, better lighting, and real-time - N epm was 1.. r arrival and information displays and audible FWtMW YfMatWflGxr ; a°"m , r r imnl Nk I1,YW143M station information. muk ;."�lu� t (enexero mk"e Y QneMmeGmmYear 11' I' " N (mknme Uuum�ooi 33' Y MMMBMBENDM3GU WO, As a part of its sbX BRT system, Omnitrans is N"m0 IMMIX NETWF ,6TM� ,,,,,�,,,,, OW$ using specialized 60-foot articulated buses with high capacity and maneuverability. Buses are " specially designed with five (5) doors that accommodate boarding at center-running and side-running stations. The Omnitrans BRT buses are designed with a low floor (13.5 inches) for level boarding at sbX stations to allow for quick boarding, and are also equipped with wheelchair ramps for p r passenger use. As noted for such buses, the sbX BRT buses will be given a stylized wrap and the "sbX" brand will be prominently displayed in the bus graphics. Omnitrans' BRT buses will hold up to 96 passengers, as well as up to eight(8) bicycles. BRT bus interiors are characterized by high- quality amenities, such as comfortable seats, quality lighting, and real-time arrival and information displays. BRT Station Locations & Use: Density,Distance and Convenience There are two dimensions of development density that affect BRT use; they are the vertical development density, and the horizontal distance from the BRT station. Depending upon the anticipated amount of use, the BRT station should be surrounded by residential development that can reach the BRT station within a five-minute walk. Residents within 2.5-minutes of the BRT station are likely to use BRT twice as much as residents with a five-minute walk. Prospective BRT riders employed in proximity to a BRT station are moderately more sensitive to walking time between the station and work, with utilization of BRT comparable to residential riders within the 2.5 minute walk time; however, employee-based ridership falls off more rapidly with greater distance than do resident riders. V-7 • Tema Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study BRT System Reliability One of the most desirable and attractive aspects of BRT is high speed and short travel times. Ridership loyalty will be won if the rider can depend on consistent levels of service. Reliability can be affected by traffic conditions, route length, recovery times built into the route schedules, distance between stations/number of stops, daily distribution of passenger demand, demand for wheelchair lifts/ramps, and BRT vehicle breakdowns due to unforeseen mechanical or non-mechanical problems. Many features of BRT that improve reliability include dependability in running time, short and consistent station dwell time, and assured availability of service. Dependable running time and station dwell time relate to a system's ability to meet a schedule or a specified travel time consistently, while . service reliability refers to aspects of the system that enhance passengers' perception of service availability and dependability. Running time reliability means maintaining a consistently high speed to provide customers with consistent travel times. Running way characteristics that contribute to reductions in running way travel time, such as dedicated BRT lanes, can also improve reliability. There are specific design components of a BRT system, particularly those that involve physical infrastructure investment, that have positive effects on land use and development. Each is addressed in the section below. D. Corridor-Specific Design Issues This study has focused on assessing and enhancing the prospects for BRT use along Foothill Boulevard. While this effort has been guided by a variety of local, regional, and transit agency planning documents, the primary controlling factor, at least in the near to mid-term, is existing conditions along the corridor. These establish the constraints and opportunities that must be negotiated if an effective BRT system is to be implemented. BRT Issues and Opportunities For purposes of this analysis, a broader view of the Foothill Boulevard corridor has been taken, including the areas within one mile north and south of Foothill Boulevard. Results of this demographic and land use analysis can be found in Section III of this study. c Considerations include the local street network connected to Foothill Boulevard, along with the previously presented arterial roadway system. The local street system is an important aspect of the overall transportation network within the project area. The following issues and opportunities have been identified: • Planning and improvement plans for Foothill Boulevard are challenged by a diversity of missing right-of-way segments and partial roadway improvements, numerous and conflicting access drives, and variable levels of street and parkway improvement. Long-term planning should include a strategic plan with a unifying vision of the BRT system and its facilities. • Current plans generally locate BRT stations at major intersections, and further refinements are herein recommended to better utilize land that is currently vacant and/or underdeveloped. • There is an identified need for better correspondence between land use patterns, especially residential and employment centers but also commercial and perhaps cultural activity centers, and the effectiveness and efficiency of BRT travel; is there or can we create an adequate market for BRT use along this corridor? V-8 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study • Possible relocation of stations away from major intersections to locations where additional available roadway capacity may afford an opportunity for partially exclusive BRT strategies, such as queue jumper lanes. • Development and/or redevelopment of lands along the corridor that provide mixed-use, higher intensity development that is supportive of and generates ridership for a BRT system. • The local roadway system may provide an opportunity to establish enhanced networks of facilities that emphasize alternative modes of transport, including pedestrians, bicycles, and NEVs. • The City has recently made substantial improvements to the Foothill Boulevard corridor. How can BRT be implemented without adversely impacting these improvements? These issues and opportunities have led to questions that were put to decision-makers and other involved local citizens to gauge the degree of support for various strategies. These include: • Would you support increased development density in the vicinity of BRT station locations to enhance ridership and system success, recognizing that this could (but not necessarily) also lead to an increase in traffic? • Would you support dedicating travel lanes to exclusive BRT use if this could be done without changing or violating the City's current Level-of-Service (LOS) standard? • Would you support shared use of travel lanes, such as right tum lanes, to allow BRT vehicles to "queue jump"past automobiles? • Would you be willing to support identifying designated bicycle and/or NEV routes on selected local streets? • Would you support dedicating space in public or private property within or near station locations to provide amenities such as bicycle lockers, showers, or other facilities to support the BRT system? These and a variety of other questions and opinion surveys were distributed and data collected from a broad cross section of the community served by or having an interest in this corridor. The results of public input are discussed in detail in Section IV of this study. E. BRT Design Recommendations for the Foothill Boulevard Corridor 1. Introduction A great deal of progress has already been made in developing and implementing the Omnitrans BRT system, including on-going consultation and coordination with SANBAG and the affected cities, including Rancho Cucamonga. The earliest phases of the sbX BRT system are under construction along "E" Street in San Bernardino, which will inform subsequent BRT design and implementation. The City and Omnitrans should continue to share ideas and information, and discuss how and to what extent BRT service and facilities should be tailored to the needs and opportunities of the Foothill Boulevard BRT corridor in the City. V-9 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study 2. Recommended Route Alignment The selected BRT route affects what locations a rider can directly reach without transferring, and determines the resources required for serving the route. The Foothill Boulevard segment of the route can provide valuable intra-city service along its length, while it is also expected to provide important intercity service for regional employees, shoppers, and other travelers. The Foothill Boulevard BRT route, with its growing mix of land uses, would provide service to a wide range of prospective riders while minimizing the need for transfers, which require more capital and labor resources and encounter much more variability in operations. Further diversifying land uses along the Foothill Boulevard route increases its offering of point-to-point service, which will further attract riders to the BRT system. Increasing the number of choices along the route can require trade-offs in simplicity and clarity of the route structure, as is the case with the City's proposed Victoria Gardens loop. However, throughout the City the BRT route is very direct and highly simplified, and the Victoria Garden loop should not have a significant adverse effect on route operation, but rather should enhance ridership. V-10 u� !.'i7C_.L5_ F. ... 9"17!^�.C�= 1 _,` ' • � �Ilnnllni;m�ll�l I�!'1�TJl�!�E�J:L�n1�' �-,� ���J 021 , E . CITY OF i UPLAND KIM Nil �. I,lnoe� EEa��mn WE wwu• WIM;�: � CITY OFFONTANA Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study 3. Recommended BRT Station Locations As part of the initial screening, station locations and the bus route itself were reviewed in detail along Foothill Boulevard. An analysis of the corridor's land use characteristics was used to refine the recommended station locations. The recommended station locations are intended to: target major community facilities, existing and future population, and employment centers; provide access to other transit routes and multimodal infrastructure; and achieve the proper spacing to maximize travel efficiency. In addition, growth and development potential are assessed to ensure that stations will continue to be in appropriate locations in the future. Important criteria considered in siting BRT stations include locations that can integrate well with other modes of travel, have strong linkages with surrounding land uses, and express distinctive design character and sense of place. Stations must also provide protection from the weather, ADA accessibility, general safety and security of riders, and system and neighborhood information boards. Stations should also be flexible in design and construction so that they can be customized to individual site needs, and are easy to maintain. Finally, stations should incorporate raised platforms or be otherwise designed to facilitate easy and quick boarding and alighting. BRT system operating speeds are greatly influenced by a number of operational planning issues, including the distance or spacing between stops. The spacing of stops has a measurable impact on the BRT system's operating speed and customer total travel time. Long station spacing increases operating speeds and lessens rider travel time. On arterial roadways, BRT systems operate with headways between 5 and 15 minutes; that is, a BRT vehicle stops at the station every 5 to fifteen minutes, depending on the operating parameters of and demand along the route. It is assumed that the Foothill Boulevard BRT system will offer all-day service and peak-hour frequencies of 12 minutes or less. BRT station spacing generally falls between one-half to one mile, although some systems or segments of systems have both greater and less station spacing. As set forth in the City General Plan Transit Plan and largely consistent with SANBAG and Omnitrans plans, BRT station spacing along Foothill Boulevard is at approximately one mile intervals. Intersections Analyzed The intersections selected for BRT station location analysis included those shown on SANBAG and Omnitrans plans but primarily on those established by the City General Plan Transit Plan. This plan, which closely corresponds with that of Omnitrans, includes two minor route deviations that extend BRT service to Victoria Gardens and bring the BRT route back south along Etiwanda Avenue to Foothill Boulevard. At the City's request, the prospects for a BRT station at the Foothill Boulevard intersections with Grove and East Avenues were also evaluated. Intersections are discussed beginning on the west end of the City and proceeding east. V-l2 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study • Grove Avenue A Foothill Boulevard Neither the City nor Omnitrans plans call for a BRT station at this intersection, which is affected by Foothill Boulevard alignment, area topography, oil • existing development, and limited opportunities for major changes in land use or intensity. The three major sources of BRT ridership (residential density, major commercial and other services, employment centers) do not occur in proximity to this • intersection. Given the existing land use pattern and limited vacant lands available for development, it is _ not believed that existing or future land uses in 40 1 MWW • proximity to this intersection are supportive of BRT . investments here. There are conventional, but • minimal, bus stops east and west of the intersection ` (see Table V-1). • Vineyard Avenue na, Foothill Boulevard • The existing conventional bus stations are as well located as current conditions permit. Existing conventional stops are located on the far side of the intersections, with the westbound bus stop being improved with a shelter and substantial waiting area. The eastbound station is located on the far side and . is comprised of a single bench with a good tree canopy providing shade but limited protection against • rain. Substantial, higher-density residential occurs on the south side of Foothill Boulevard while relatively low density single-family residential dominates on the north. Limited vacant land occurs in the SW quadrant with some potential for additional BRT-supporting residential development in a mixed-use • environment. Commercial development occurs on all four corners and is dominated by neighborhood commercial with a variety of other commercial • establishments, including restaurants and a factory • outlet store. The lion's share of commercial development is located on the north side of the street. Beyond the existing commercial , development, there is no significant employment • center in proximity to this intersection. Employment centers in the BRT service area are • limited to existing retail outlets. BRT stops at this location appear viable, and the N # • attraction to potential riders could be enhanced with thoughtful station siting and design. It is IMM. recommended that BRT stations be placed in = a proximity to the existing conventional bus stations, utilizing and expanding upon existing bus-serving infrastructure. V-l3 Terra Nova/SCAG/Rancho Cucamonga • Foothill Boulevard Corridor BRT Study Archibald Avenue A Foothill Boulevard • The existing conventional bus stops are located on the far sides of the intersection and provide one • bench but no shade or shelter. Commercial development exists at all four comers and is older and limited in scope, providing service-commercial, restaurant and offices. Surrounding residential is low density and is dominated by single-family neighborhoods. The Central Elementary School on the north is the only employment center of any scale in proximity to this intersection. There is limited new development potential in the NW and SW • quadrants, with a need for consolidation of at least771 • some of these properties to get new development with even minimal scale. Therefore, future new development supportive of BRT service is not Foothill BOYlpyao:.... expected at this intersection. • s. No BRT station is recommended at this • intersection. Existing conventional bus service at • this location should suffice. The very limited potential for current and future BRT system riders in the vicinity of this intersection appears too low to justify BRT investment at this location. • Haven Avenue @ Foothill Boulevard • The existing westbound conventional bus stop lacks benches or shade structures, while the eastbound • stop provides both. Community-scale commercial development dominates the NE corner (Tena Vista) and extends east. A public plaza and Panera restaurant anchor the NE comer and are supportive of BRT use. The NW comer includes offices, neighborhood-scale commercial services, a church, and • restaurants. The Virginia Dare Building provides office space and is recommended for repurposing. • Mixed-use on the SW comer (Village Square) supports BRT use. The SE comer includes major governmental center and offices, including the civic center and county courthouse, both supportive of BRT use. Vacant lands are limited to those located south of Foothill Boulevard and east of Haven Avenue. • West of the intersection and south of Foothill • Boulevard is another large vacant parcel that could • support high density residential and generate m substantial BRT ridership if supported by well- designed and maintained sidewalks along Foothill BRT • Boulevard. Repurposing the Virginia Dare Building for a possible mix of civic purposes (Fine Arts t. Museum) and leasable offices should also be considered. Blended with the existing mix of uses, LID F . the Virginia Dare building could serve as an important cultural center and event and meeting venue that would also attract transit use to this intersection. 1 . V-14 • • Terra Nova/SCAG/Rancho Cucamonga • Foothill Boulevard Condor BRT Study • • The location of the existing conventional stops seems to serve well for their specific purpose. However, for purposes of providing BRT services at this intersection, it is recommended that the future BRT • stations be located on the near sides of the intersection to take advantage of BRT-complimenting commercial and mixed uses development at the NE and SW comers. The SW corner station should be located west of the intersection and near the access drive into this development. The BRT station at the • NE comer should be sited just before the beginning of the westbound right turn pocket. • Milliken Avenue R) Foothill Boulevard • There is currently a conventional bus stop and shelter at the southeast corner(EB), and single bench but . no shelter at northwest comer (WB) at this intersection. San Antonio Hospital and a major senior • housing development in the northeast quadrant are good potential markets for BRT riders, as will be future commercial and higher density residential planned for this area north of Foothill Boulevard. • Community-scale commercial on the southeast corner is anchored by Lowe's. • Substantial vacant lands are located in the northeast, northwest, and southwest quadrants of this • intersection, with extensive vacant lands also located farther east around Mayten Avenue. Good potential exists for mixed-use development in the northwest and northeast quadrants, with high density • residential, including senior housing that could complement BRT ridership. Existing and future • development will also support a BRT station at this location. • Existing land uses support mixed-use development at this location; however, market timing for mixed- use development may take longer to realize than conventional development planned on lands on the • north side of Foothill Boulevard. Mixed-use, including senior housing in proximity to both medical and • commercial services, should be encouraged here. In the southwest quadrant, high density residential • with good BRT station access should be supported. • Medical Cent".�- • • • r• {�,d ° ) • ' BRT WB• • It L1 • Foothill Boulevard • , i • • Terra Nova/SCAG/Rancho Cucamonga • _ Foothill Boulevard Corridor BRT Study It is recommended that future BRT stations at Milliken Avenue be located on the near side for both eastbound and westbound travel. At these locations, mixed-use development and good commercial, medical and other services should support BRT use, while easy access to the northwest and southeast corners is still provided. ` Rochester Avenue @, Foothill Boulevard There are existing, newer conventional bus stops and shelters located at the northwest (WB) and southeast comers (EB). Existing development in the • vicinity includes community- and neighborhood- • commercial at the northwest, southwest, and northeast comers. There is also office development and limited vacant land at and beyond the southeast corner and in the northwest quadrant. There is Foothill Boulevard • limited low-density residential development to the north. Residential development potential in the northwest quadrant at medium densities is already planned. Existing commercial is the only `: S employment center in this area, and the potential for • additional commercial development is low. The potential of this location to generate meaningful BRT ridership now and in the future appears to be • limited. Also, this intersection is only about one- • half mile from Milliken Avenue and is arguably too close for another BRT station. It is recommended that BRT stations at this location be deleted from future BRT plans. Day Creek Boulevard(a, Victoria Gardens Lane (Transit Center) The existing conventional bus stops serving this area are located along Day Creek Boulevard on the far side at Main Street and a substantial distance RT Tr ansit Center • north of Victoria Gardens Lane. Regional, FU 4,WB community and neighborhood commercial development are all in proximity to this intersection. High density residential at the z:•. : .: • northwest comer will also support BRT use. In addition to providing residential density, the area also is a regional destination shopping district and major employment center, all of which should support BRT use. The potential for new . development in the vicinity of this intersection is limited. It is anticipated that the redevelopment of Foothill Boulevard the outermost parking lot in the northeast quadrant can serve the BRT station and the transit center . T • planned for this location. • V-16 - -- • • • Terra Nova/SCAG/Rancho Cucamonga • Foothill Boulevard Corridor BRT Study • Victoria Gardens Lane (a, Church Street There are currently no conventional bus stops along • this roadway. The City Transit Plan calls for a BRT • station at the curve in Victoria Gardens Lane, which • is bounded on the north by mall parking and on the • south and east by the I-15 freeway. There is no apparent potential for additional development at this • site, which does not have a nearby market for BRT • riders. The potential for this location to generate • meaningful BRT ridership now or in the future appears to be quite limited. Existing and planned • medium density residential on the north and Victoria ~ • Gardens access argues for relocation of this station. • It is recommended that future plans for these BRT • stations provide for their location at the southeast • (EB) and southwest (WB) comers of Victoria • Gardens Lane and Church Street, with both stations • located on Victoria Gardens Lane. Major-regional commercial in the southwest quadrant is also a major employment center, and multi-family development is occurring just to the west along Church Street that • would also support a BRT station at this alternate location. • Etiwanda Avenue na, Foothill Boulevard • There are currently no conventional bus stops • serving this intersection. Vacant lands occur at the • northeast, northwest, and southeast corners, with • multi-family beyond in the northwest and northeast . . quadrants with access to future BRT station. There -•- • are meaningful development opportunities for i • commercial, residential, and mixed-use at three of • the four intersections. The proposed alternate route and BRT station locations provide a better loop back • to Foothill Boulevard than does East Avenue. • Station locations will better serve major employment • and existing and new multi-family residential. Recommended BRT station locations are also • intended to facilitate route jog up Etiwanda Avenue • and are recommended on the west side of Etiwanda • Avenue north of Foothill Boulevard for eastbound • travel, and on the east side of Etiwanda Avenue and north of Foothill Boulevard for westbound (north) travel. • • • • V-17 r • • • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study • • East Avenue A Foothill Boulevard • There is a conventional westbound bus stop on the east side of this intersection, but there is no stop for • eastbound travelers. Surrounding development is predominantly single-family and limited multi-family housing,with very limited commercial and mini-storage in the southeast quadrant. Existing development • provides little support for a BRT station at this intersection. • Major drainages and utility corridors bisect the • area at and around the intersection. The southerly • extension of East Avenue appears uncertain and h will probably never occur, also affecting the value • of this intersection for BRT services. Vacant lands . in the northwest quadrant are divided northeast to southwest by utility corridors. The northwest • comer of the intersection could conceivably • support neighborhood commercial. Future • development will not provide major commercial or employment center development. Most future • residential development will likely be single- family and medium density residential. • Neither existing development nor potential future • land uses are likely to support a BRT station at or • in the vicinity of this intersection. Even major • redevelopment in the southeast quadrant, which is constrained by existing development and limited developable land, does not enhance the intersection for • BRT service. This Foothill Boulevard intersection is also less than one-half mile from that of Etiwanda • Avenue. No BRT station is recommended at this intersection. • • • • • • • • • • • • • • • • • V-18 • • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study, Table V-1 Prospective BRT Station Locations Summary Recommendations CROSS EXISTING EXISTING DEVELOPMENT STREET LOCATION DEVELOPMENT POTENTIAL RECOMMENDATION COMMENT(S) EB WB EB WB Neither existing One bench and Bus info sign development nor approximately 110-feet east of potential future intersection. In SW &NW land uses are quadrants, development expected to be divided between limited supportive of a neighborhood and strip BRT station at or commercial with low and in the vicinity of medium density residential New development potential this intersection. behind.NE quadrant includes quite limited,constrained by Even major small-scale ag., golf course existing development, redevelopment is and low density residential. topography, irregular road constrained by The SE quadrant is comprised alignments, etc. Residential existing Far Side of a mix of service commercial types and densities not No BRT station development and Far Side (west of and other small scale uses, especially supportive of BRT recommended at this limited still Grove Avenue east of int. int.) with limited vacant land. at this intersection. intersection. developable land. Existing stations are as well located as the intersection Some vacant land in SW permits. Commercial Utilize and quadrant but potential for Far Side development on all four Far Side expand upon Vineyard Far Side additional development in the Far Side (west of comers. Substantial higher (West of existing bus- Avenue (east of int.) int.) density residential on south future BRT station is limited. (East of int.) int.) serving side and significant Employment centers in area infrastructure. commercial on north side of limited to retail. street, less on the south. Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Table V-1 Prospective BRT Station Locations Summary Recommendations CROSS EXISTING EXISTING DEVELOPMENT STREET LOCATION DEVELOPMENT POTENTIAL RECOMMENDATION COMMENT(S) EB WB EB WB Existing bus stops limited to Existing single bench without shade Limited new development conventional bus structures. Older and limited service at this - commercial development on potential in the NW and SW location should all four corners,including Quadrants with need for suffice. The very service commercial restaurant redevelopment of at least some limited potential Far Side of these properties to get No BRT station Archibald Far Side and offices. Surrounding for current and (west of development with even recommended at this fut Avenue (east of int.) residential is low density future nfuture BRT int.) dominated by single-family re new development al scale. Therefore, intersection. system riders in neighborhoods. The Central the vicinity of Elementary School on the supportive BRT service is this intersection is north is the only employment not expectedd at this intersectiontoo low to justify center of any scale in . BRT investment rox mity to this intersection. at this location. V-20 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Table V-1 Prospective BRT Station Locations Summary Recommendations CROSS EXISTING EXISTING DEVELOPMENT . STREET LOCATION DEVELOPMENT POTENTIAL RECOMMENDATION COMMENT(S) EB WB EB WB Community-scale commercial development dominates the NE comer and extending east; Vacant lands are limited to a public plaza and Panera those south and east of Haven Existing anchor the NE comer and is Avenue and west of the conventional supportive of BRT use. The intersection and south of stops seem to NW corner includes offices, Foothill Boulevard. Design serve well. neighborhood-scale considerations argue for Recommend commercial services,a church additional higher density location of EB Far Side and restaurants. The Virginia residential on these lands, Near and WB BRT Far Side Near Side Side stations at near Haven Avenue (east of int.) (west of Dare Building is recommended although thew distance from (west of int.) (east of side locations to int.) for repurposing. Mixed-use on the intersection could affect int.) take advantage of the SW corner supports BRT BRT ridership. Repurposing use. The SE comer includes Virginia Dare Building for BRT- major governmental center and possible mix of civic purposes complimenting offices,both supportive of (Fine Arts Museum)and commercial and BRT use. Westbound leasable offices should also be mixed uses conventional bus stop lacks considered to further attract development at benches or shade structures, transit use to this intersection. these comers. while eastbound stop provides both. V-21 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Table V-1 Prospective BRT Station Locations Summary Recommendations CROSS EXISTING EXISTING . DEVELOPMENT STREET LOCATION DEVELOPMENT POTENTIAL RECOMMENDATION COMMENT(S) EB WB EB WB Existing development supports mixed Newer conventional stop and Substantial vacant lands in NE, use development; shelter at SE comer(EB),and NW and SW quadrants,with however timing single bench but no shelter at extensive vacant lands farther may be longer NW comer(WB). Hospital east around Mayten Avenue. than conventional and Sr. Housing on NE corner Good potential for mixed-use development Far Side are good potential market for development in NW &NE Near planned on lands Far Side Near Side Side on the north side. Milliken Avenue (west of BRT riders, as will be future quadrant,with high density (east of int.) int.) commercial and higher density residential, including senior (west of int.) (east of Mixed use, residential planned for this housing could complement int.) including senior area north of Foothill BRT ridership. Existing and housing, should Boulevard. Community-scale future development will also be encouraged commercial on SE comer support a BRT station at this here. In the SW anchored by Lowe's. location. quadrant,support high density residential with good BRT station access. V-22 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Table V-1 Prospective BRT Station Locations Summary Recommendations CROSS EXISTING EXISTING DEVELOPMENT STREET LOCATION DEVELOPMENT POTENTIAL RECOMMENDATION COMMENT(S) EB WB EB T WB The potential of this location to Newer conventional stops and generate shelters at NW(WB)and SE meaningful BRT comer(EB). Community- Residential development ridership now and scale and neighborhood potential in NW quadrant at in the future Rochester Far Side Far Side commercial NW, SW&NE medium density already No BRT station appears to be (west of planned. Existing commercial recommended at this limited. Also,this Avenue (east of int.) int) comers, office development& is only employment center, intersection. intersection is limited vacant land beyond SE with potential for additional only about one- corner and NW quadrant. commercial limited. half mile from Limited, low density residential to north. Milliken and may be too close for another BRT station. High-density Regional,community,and residential,multi- neighborhood commercial all tier/destination Day Creek in proximity. High density Potential for new development Place transit center in NE retail and major Boulevard @ Current stops are located residential at NW comer. limited;most of recent vintage. employment Victoria far side at Main St. Other corners are commercial. Redevelop outermost parking quadrant a Victoria center argues for Gardens Lane farther to the north. Site provides residential in NE quadrant for BRT station Gardens Lane &Day BRT station; (Transit Ctr.) density, destinations,and and transit center. Creek Boulevard. transit center may employment center all also be well supporting BRT use. served at this location. V-23 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Table V-1 Prospective BRT Station Locations Summary Recommendations CROSS EXISTING EXISTING DEVELOPMENT STREET LOCATION DEVELOPMENT POTENTIAL RECOMMENDATION COMMENT(S) EB WB EB WB The potential of this location to generate meaningful BRT None apparent at original site, ridership now and which does not have nearby Relocate future BRT in the future market. Existing and planned station location to SE and appears to be Victoria N/A N/A Victoria Gardens Mall and I- medium density residential on SW comer of Victoria limited. Also,this Gardens Lane 15 freeway. location is north and Victoria Gardens Gardens Lane and Church adjacent to the I- access argues for relocation of Street. 15 and has no this station. direct connection to other modes of travel beyond perhaps park and ride. V-24 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Table V-1 Prospective BRT Station Locations Summary Recommendations CROSS EXISTING EXISTING DEVELOPMENT STREET LOCATION DEVELOPMENT POTENTIAL RECOMMENDATION COMMENT(S) EB WB EB WB Provides better North- loop back to bound Foothill Major-regional commercial on Boulevard than SW comer is a major Southbound. East side does East Ave. employment center. Church in of Station locations Development opportunities for will better serve NW quadrant may also support West side of Etiwanda Etiwanda commercial,residential, and major N/A N/A BRT. Vacant lands at NE,NW Etiwanda Avenue Avenue mixed use at three of four employment and & SE corners, with multi- intersections. Avenue north north of existing&new family beyond in NW&NE of inter- multi-family quadrant with access to future intersection. section. residential. BRT station. Alt. loc. Locations on intended to Foothill. facilitate route jog up Etiwanda. V-25 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Table V-1 Prospective BRT Station Locations Summary Recommendations CROSS EXISTING EXISTING DEVELOPMENT STREET LOCATION DEVELOPMENT POTENTIAL RECOMMENDATION COMMENT(S) EB WB EB WB Neither existing development nor potential future land uses are Predominantly single family likely to support a and limited multi-family Vacant lands in NW quadrant BRT station at or housing,with very limited cut NE to SW by utility in the vicinity of commercial and mini-storage corridors; comer could support this intersection. in SE quadrant. Major neighborhood commercial. Even major Near Side drainages and utility corridors Future development will not No BRT station redevelopment in East Avenue N/A (east of bisect area at and around provide major commercial or recommended at this the SE quadrant, int.) intersection. Southerly employment center intersection. which is extension of East Avenue development. Most future constrained by uncertain. Existing residential likely to be single existing development provides little family and medium density development and support for a BRT station at residential. limited still this intersection. developable land. Also too close to Etiwanda and prospective Fontana BRT station. V-26 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study 4. BRT System Design Recommendations The BRT bus system is comprised of three major components: rapid transit buses, BRT-specific stations, and bus running or travel ways. To the extent that the subject Foothill West BRT corridor and the other BRT routes being developed by Omnitrans necessarily rely on a high level of standardized design and construction, there is every indication that Omnitrans will work with affected jurisdictions to assure compatibility with the community. Recommendations regarding each of these major components are discussed below. BRT Station Design Based on consultations between the City and Omnitrans, station architecture is subject to some degree of local input and control; therefore, serious consideration should be given to customizing City-specific designs that contribute to the unique character and aesthetic being developed along the Foothill Boulevard �I corridor within the City. In consideration of current traffic and roadway improvements, and continuing opportunities for development along the Foothill Boulevard corridor, it is recommended that side-running BRT stations be used along the City's segment of this BRT corridor for the foreseeable future. A major component of the Omnitrans sbX station is expected to be the uniform I application of the sbX logo. Other design considerations for the stations include „ ' rvotwuwvnnino. canopies, seating/benches, windscreens, bike racks, water fountains, and fare v Mm."..uimanmm collection/ticketing equipment. Omnitrans r.w wuxinc xwE ax"a�rx".wrtw.xri staff has acknowledged to the City Council that the City will have the opportunity to provide input on station designs that are responsive to City design concerns. As a part of our consideration of design �vw" .'%MIN�Ii.x development, we have researched a suite �"��.�"��: '�r of considerations that may guide how the BRT stations should be integrated with existing and future development. In addition, we have considered a variety of " supporting land uses, activities, and technologies, including core mixed-use, convenience commercial services and gathering places (activity nodes). BRT services should also enhance the social experience by providing broadband wi-fi and stations in proximity to coffee shops and cafes with tables where riders can socialize and pick up something to drink, eat, or read before or at the end of their trip. V-27 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study The BRT station designs developed by Omnitrans are clean and modem looking with a kind of fractal geometry of angular supports holding tilted sheets of polycarbonate and/or glass, which also enhance visibility and safety. In some instances, stations appear to include full transparent panels on the street side. The station design should facilitate maintenance and long-term appearance. However, the degree to which the somewhat narrow Omnitrans canopies will provide effective shelter is questionable. If the designs terminate the canopy closer to the curb and provide more of a continuous canopy, as well as side panels, the stations will provide better protection from wind and rain. Presumably, tinted and PV-mounted roof panels will also provide much needed shade during the summer. Passenger circulation and access are primary station design issues that must be considered in the context of the intersection, crosswalks, signalization, and adjoining sidewalks and land uses. Station and circulation layout should channel and segregate boarding and alighting passengers to the greatest extent - practicable. Circulation dead-ends should also be avoided. Boarding areas should be of sufficient size to allow rapid boarding and alighting, and with minimal waiting lines. Careful consideration should be given to station and wayfinding signage so that appropriate BRT station access and departure routes are easy to find and follow. Finally, adequate visibility, lighting, and shelter are essential to provide a safe and pleasant BRT experience. Passengers should be able to see and be seen from locations within the station and from outside space. As noted above, the design of the BRT station can have significant effect on the economic vitality of the area of influence. A 1 new BRT station provides an opportunity to diversify and enhance public transit, and create a livable community at the same time. Station designs that effectively link transit service to the adjacent land uses maximize the development potential of surrounding lands. It is important to note that the inclusion of routes in BRT systems that combine feeder service and line-haul (trunk) service reduces the need for large parking lots and parking structures, thereby freeing land at accessible - locations for development. Recommended BRT Running Way While dedicated bus-only lanes may be a part of the long-term BRT system improvements along the subject segment of Foothill Boulevard, rider demand warranting their development may not be sufficient for many years to come. Therefore, for the near to mid-term, it is recommended that the City and Omnitrans plan for the implementation of BRT that relies upon mixed-flow lanes. Accommodating and shared by all roadway vehicles, mixed-flow lanes will require minimal investment. With the implementation of Transit Signal Priority (TSP) and queue jumping lanes, intersection delays can be greatly reduced. Reliance on mixed-flow lanes also provides optimal flexibility to accommodate utility, maintenance, and other work in the roadway. V-28 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Alternatively, sharing lanes means that bus travel is not independent of, and is affected by, other vehicles and general traffic conditions. This can reduce route speeds and affect system reliability; however, given current and long-term improvements on Foothill Boulevard, BRT service should be able to operate at high levels of timeliness and reliability. As overall traffic volumes increase, along with BRT ridership, incremental alterations in BRT bus travelways should be considered and included in future master planning and Capital Improvement Programs for this roadway. Recommended BRT Vehicles The quality of design and maintenance of BRT buses enhances the attractiveness of using the BRT system, and indirectly can affect the desirability of a neighborhood and its development potential. BRT buses are streamlined, open, and spacious in design that attracts ridership and can also be used to support brand (sbX) identity. Advanced BRT bus design also reduces adverse noise and pollution impacts and improves the overall environment along the Foothill Boulevard corridor. As noted above, the Omnitrans BRT system utilizes 60-foot articulated buses that will operate on compressed natural gas. The functional design adopted by Omnitrans and the quality design and amenities should serve the City and subject route well. Special attention must be paid to how boarding and alighting are facilitated, with expected increased use by seniors and others that may be physically challenged. Bicycle carrying capacity should also 6e a priority and should enhance BRT ridership. In addition to electronic message boards, Omnitrans should be encouraged to include audible announcements of upcoming station and other critical information. Finally, BRT buses should be served by Wi-Fi that can allow riders to access the Internet anywhere along the route. Recommended Service Frequency Service frequency determines how long passengers must wait for service. Tailoring service frequency to the market served is one of the most important elements in planning and operating a BRT system. While many high-frequency bus routes have 15-minute headway (time between buses), it may be advisable to have higher frequency at least during the AM and PM peak hours. A ten-minute headway would seem reasonable for peak periods of the day. Lower frequency of 15 to 20 minutes could be permissible during off-peak periods; however, higher frequency is better to acquire and hold onto new riders. Ultimately, Omnitrans and the City will need to assess demand for service on an on-going basis and ramp up bus frequency as demand warrants. Capacity Preservation Recommendations As noted throughout this study, it is felt that a step-by-step, measured approach to implementing BRT on the Foothill Boulevard corridor is advisable. The City can greatly influence how future development proceeds but cannot control the market or ignore the substantial existing development already affecting traffic volumes and patterns. The goal should be to incrementally bring BRT services on line and ramp up services and infrastructure as modal use and land use patterns evolve. As shown on Table II-2, major intersections along the Foothill Boulevard corridor are operating at Level of Service (LOS) B to LOS D, with PM peak hours operating at worse LOS than AM peak periods. This study speaks to the way in which existing development opportunities along the corridor can be realized that support BRT and other transit, and that reduce vehicle traffic. Section V-B'of this study discusses the demographics of today's transit riders and what this growing segment can mean for the efficient and balanced implementation of BRT services along the Foothill Boulevard corridor. V-29 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study SCAG/RANCHO CUCAMONGA COMPASS BLUEPRINT DEMONSTRATION PROJECT FOOTHILL BOULEVARD BRT CORRIDOR STUDY CONTRACT NO. 12-001-B02 • • • VI. TRANSIT-ORIENTED LAND PLANNING AND DESIGN Introduction: Transit-Oriented Development Overview This section of the Foothill Boulevard BRT Corridor Study differs somewhat from the preceding sections, in that it heavily relies on graphics and illustrations to convey the issues associated with TOD development planning and design. The discussion begins with a purpose statement and overview of transit-oriented development, followed by a discussion of,principles and how these can be applied to three opportunity sites. The goal of this section is to clarify the role various design principles have in realizing effective, efficient and attractive TOD development. Design principles addressed include: connectedness or connectivity, development density and intensity, diversity of use and quality design. The interactive roles of land use and transportation are explored and build off the success of earlier TOD developments. One of the most important concepts of TOD design is that of the "public realm", where social • interaction takes place and where the sense of neighborhood or community is forged. The public realm is the shared space or community commons, which should be created at an intimate scale and enhanced to provide a pleasant and comfortable environment for sitting, talking and dining. It is this public realm that creates the coherent and cohesive nature of successful TOD design. VI-1 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study PRINCIPLES OF TRANSIT- ORIENTED RANSITORIENTED DEVELOPMENT PURPOSE The purpose of transit-oriented development is to bring a critical mass of people and activities close to well-served transit stops so people who want or need an efficient alternative to the private car can use the bus. Several fundamental conditions are necessary for a successful TOD project: • Connectivity — you can get from "here" to "there" easily; home, work, shop and social are connected by a network of sidewalks, paths, lanes, and streets ; you can drive, take the bus, bike or walk. Density — lots of people live close by; the housing choices fit the needs and desires of a variety of people in the community. • Intensity—most needs can be met close by; everyday shopping and services are right there and you are part of the action. • Design —the place looks and feels good, solid and soft (like home) at the same time; the transit, the sidewalks, the trees, the buildings all contribute to a whole that is hip and dynamic. The"transit'part also has requirements • It must be safe, convenient, pleasant, efficient, and reliable • It goes where those who live nearby want to go • It is viewed as a viable alternative to the car A!i , , Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study TRANSIT-ORIENTED DEVELOPMENT OVERVIEW 1 PURPOSE (cont.) LAND USE AND DESIGN Transit-oriented developments are based upon land use policies that promote diverse uses and higher densities combined with high design standards for the public realm. More people and more diverse uses in close proximity are essential for successful transit oriented development. • Land use: The immediate area around a transit station supports the activities needed by people who use the BRT (coffee shops, incidental shopping, food, retail and entertainment, as well as parking). A synergy of uses in a fine-grain, walkable neighborhood DENSITY of stores, services, and workplaces. People/Acres Land use: The allowable density and floor area ratio should be FAR increased compared to other areas within the community. This Floor area/Lot size brings more density and intensity, and is an economic incentive for developers to undertake the costlier buildings typical of TOD. TOD Design: The public realm should be beautiful and rewarding to the Must be pleasant, pedestrian; a place where one is glad to spend time. safe, and rich in Design: The buildings should be "active" at the ground level and ' aesthetics the walls more or less transparent. This enhances safety (eyes on the street), it evokes pedestrian/building interaction, and it offers service/food businesses a window to prospective customers. • Design: The ground floor of buildings should be adaptable to changes in use over time so the framework of the neighborhood remains, but the businesses can adapt and evolve. r �j' r r Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study TRANSIT-ORIENTED DEVELOPMENT OVERVIEW PURPOSE (cont.) TRANSIT ORIENTED DEVELOPMENT ALONG FOOTHILL BOULEVARD Foothill Boulevard in Rancho Cucamonga is already beautiful. The recent upgrades to medians and parkways (street trees, paving and monuments) along Foothill Boulevard sets a standard of care and design that expresses pride in the City. The design elements and composition convey a handsome, coherent pattern along the corridor. r However, historic patterns of development with buildings setback deep onto parcels remove the pedestrian from Foothill Boulevard, and undermine the integration of activity and density necessary for successful BRT and TOD. HISTORIC PATTERN of development does b ,� not support BRT BUILDINGS and USES isolated � %`� ilio As the technology of cars has advanced, people have increased their reliance on cars, and our built environment has been shaped exclusively by - a car-dictated life style. Though for the brief time between car and door we are all pedestrians, the path is without interest, diversion, opportunity to interact. Re-establishing a network of pathways that reward pedestrians with activities, people and beauty is critical to successful transit systems and transit-oriented development. A community with transit requires connectivity, density, diversity and design. V 1-4 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study TRANSIT-ORIENTED DFVFLOPMENT PRINCIPLES PRINCIPLE 1 CONNECTIVITY Connectivity allows one to get from here to there via a selection of different paths and modes. Connectivity is essential to TOD because people using transit must experience the connection from home to bus or work to bus as convenient, reliable, interesting and safe. Connectivity applies to paths within a transit-oriented development as well as between the TOD and the greater community. TOD's are not islands; they are a series of urban villages along Foothill Boulevard. The network of pathways that creates connectivity includes traditional streets and lanes as well as back ways and short cuts—all of which give the resident the feeling that they belong and "own" their neighborhood - you know how to get around. Over time people develop paths that are convenient and to their liking. Connectivity includes: • Entry/connecting streets • Internal streets • Non-motorized short cuts e�G B O FUTURE xeU��DING (replaces"pad") NEW COMMERCIAL K / BUILDING ENTRY �yEcft \ STREETS connect Foothill � _ Boulevard and G stores and TOD EXISTING BUILDING INTERNAL PAD STREETS UILDING connect adjacent P D projects CONNECTING STREET (former entry drive) Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study TRANSIT-ORIENTED DEVELOPMENT PRINCIPLES PRINCIPLE 1 CONNECTIVITY J Entry/connecting streets and Internal streets In historic patterns of development, the entry is flanked by isolated pads separated from the main stores by 250 — 400 feet. There is no connection between the main street and the stores, and even when lined by trees, the driveway is no place for a pedestrian or biker. In TOD, the entry must be a " street lined with stores to animate the environment for both cars and people. Similarly, to create the pedestrian environment necessary for connectivity, internal streets should not be simply driveways that connect adjacent developments or buildings within a development. They should be designed as streets that function equally well for pedestrians, bikes, NEV as well as cats. In this way they help reduce local traffic on Foothill Boulevard, and they create the fine-grain network of connectivity. WK 1 `.' SENIOR •., 6 HOUSING i . C'arJ25 10 . . 4 BRT people cars SHOPS SHOPS _ people & cars s" � Tena Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study PRINCIPLES OF TRANSIT-ORIENTATED DEVELOPMENT PRINCIPLE 1 CONNECTIVITY Connectivity and Parking Another part of adapting to compact, mixed-use development, or transit- oriented development, is adjusting parking requirements. As workplaces and shops become more integrated with where people live, the 300-to-400 square feet of land devoted to a parked car will become more valuable. Shared parking, or park-once-and-walk, frees up land for more revenue- producing use. But simply bringing uses together is not enough, the pedestrian realm must be enhanced so once out of the car, one can get around in environment with continuity of storefronts, access to workplaces and home tied together by a safe, convenient and beautiful integrated network of paths. Simply creating a beautifully landscaped walkway between "pad buildings," however, is not connectivity; it will not by itself entice someone out of their car. Pedestrians are fickle, and the public realm devoted to them must also serve real needs—social and commercial. It is common in a TOD to park cars toward the center of a development with buildings lining streets — internal and external. This helps create continuity, a defined slow- speed realm, and creates the "street life" that has been sacrificed in recent development patterns. As this pattern is implemented at BRT stops along Foothill Boulevard, the major intersections will express the street life and activity that accompanies density and intensity. Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study PRINCIPLES OF TRANSIT-ORIENTED DEVELOPMENT PRINCIPLE 2 DENSITY The word "density" generally means more people. This idea, also called "intensification" is often resisted by communities in the early stages of TOD Density developing a full spectrum of connectivity and housing choices. Policy- 16 — 40 DUA makers and the Rancho Cucamonga community must be comfortable with the positive contributions that transit and TOD make to the community, RES which may be summarized as follows: zsTGRv x, - Transit-oriented mixed-use development is not for everyone. But for some, TOWNHOUSE tLoand perhaps for many of us at certain stages in our lives, being near "the action" is desirable; this is important to old and young alike. Diversity of housing alternatives reflects the diversity of our society. E RESIDENTU 6TWOSTORY i TOWNHOUSE OVER PARKING _ i 2 STORY 1 1 TOWN USE i DEN 1STORY WOOD FRAME TOWNHOUSE WIOFFICE More housing choices: RES RES The detached SFR remains the dominant housing type developed today, RES RES even as household make-up has diversified, morphed and splintered. OFFICE OFFICE Besides the well-documented growth of"millennials" and"boomers" there PARI(ING OR are other trends that indicate that denser housing choices are desirable as RSTAI` part of a strong, diverse community. Responding to these demographic RESIDEWK OVER OFFICE 8 RKWGORRETAII changes along with transit alternatives will generate BRT ridership and Density/intensity acceptance of connectivity, density and diversity within the community. where"the action" is _ with more Building types that mix uses vertically increase both density and diversity housing choices and help shape the pedestrian realm. stores&offices pedestrian " amenities ���� Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study PRINCIPLES OF TRANSIT ORIENTATED DEVELOPMENT PRINCIPLE 3 DIVERSITY OF USES LEGEND . Internal Parking n o� ( . Corner Prominence - F - d 1 � N ' ■ Retail F . Office over retail 8 plaza - r G at comers E Residential over commercial . Internal reets > _ . Three story Residential u I I L rwtnanourar 1Lite al tFn=ets -- - swa�at . a�e.oawiegr. 0M_ i _. HIGHWAY - -- Compact and transit-oriented developments are based upon the idea of bringing together the parts that make up our lives—home, work, shopping and social. The scale of these developments and the integration of uses is best characterized as "urban villages." The density and intensity of uses reverses the pattern of isolated, single-purpose buildings. TOD includes a tableau of mixed and related uses connected by sidewalks. Land use: To accommodate diverse and intense activity, land use regulations should be more permissive in terms of uses, and more selective in terms of requiring conditional use permits. HOME, SHOP. Flexible and diverse commerce: To make more dense development _ WORK, SOCIALIZE desirable to residents, the immediate area around the BRT station should be developed for a fine-grain mixture of housing types (studios, one- and two- ALL CLOSE BY bedroom units) AND commercial space that can serve a coffee shop, a small office, specialty retail stores, nail and hair salons, dry-cleaners, a green grocer, specialty wine/beer store, and personal business services that are not even in existence yet. Instead of zoning for specific isolated uses, compact development permits the overlapping of functions; it can be a bit messy at times, but it is more convenient and offers more opportunity for interaction. VI9 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study PRINCIPLES OF TRANSIT ORIENTATED DEVELOPMENT PRINCIPLE 3 DIVERSITY OF USES LEGEND . Internal Parking . Corner Prominence . Retail HOME, SHOP, WORK, SOCIALIZE . Office over retail&plaza at corners ALL CLOSE BY . Residential over commercial Three story _ F Residential F . BRT Stop e� .� - tem - -Sr�� — �_— rs HIGHWAY - E /Y oil r ' Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study PRINCIPLES OF TRANSIT-ORIENTED DEVELOPMENT PRINCIPLE 3 DIVERSITY OF USES Enrichment of social experience: Compact and diverse development that was common in small downtowns two generations ago still serves as a model for urban villages with the integration of commerce and social exchange. This pattern is especially relevant today when time 1 has shrunk and space has expanded leaving only small islands of social experience in our towns and cities. (Starbucks thrives on the need for social encounters more than on the need for caffeine.) The public realm in transit-oriented development is the stage setting for a rich public social life. Buildings: The design and composition of buildings also must adapt and provide flexibility to accommodate the needs of diverse uses within the TOD,where buildings should: • Create ground floor volume with ground-to- 2"d floor heights of 14'. • Increase variety at the ground level by designing the storefront module as multiples of 6'(12', 18', 24'and 30'). • Encourage retail and food as the primary uses along a sidewalk. • Require continuity of storefronts to enrich visual communication between inside and outside. Limit blank walls to 24'. • Compose and animate the facades of multi-use buildings to tell the story of what goes on inside. • Allow/encourage home-offices and live/work developments. • Allow regulated signage in second floor home office windows. • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study DESIGN PRINCIPLES FOR TRANSIT- ORIENTED DEVELOPMENT CONNECTIVITY, DENSITY, DIVERSITY AND THE PUBLIC REALM. The following design principles are intended to help shape the Foothill Boulevard corridor in ways that support the Bus Rapid Transit system currently under consideration. The principles will contribute to an . integrated approach to design and development that over time will make transit efficient, convenient and pleasant, and will contribute to the economic strength, sustainability and social cohesion of Foothill Boulevard. In general, the design principles are in line with what is called "compact development" or "transit-oriented development." Both terms describe an approach to development that emphasizes connectivity, density of population, and diversity of uses within new and in-fill projects along travel paths with access to alternative modalities of mobility and a rich, safe and beautiful public realm. It is important to recognize that the people who are drawn to a TOD belong to demographic groups that are large and have significant economic clout. Recent trends show that seniors who are downsizing may want to be less dependent on the car and enjoy the activity in a pedestrian-friendly mixed- use neighborhood. For "millenials" the appeal is similar — being able to integrate the social, work and shopping aspects of their lives, and not have to support a car. (Also see the discussion of life-style segmentation in Section II-D of this report.) As the principles of density and diversity shape new developments, design becomes increasingly important. Not necessarily because things should simply be "pretty" but because the public realm increasingly influences the lives of people in these compact mixed-use centers. VI-12 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study SPECIFIC PRINCIPLES PEDESTRIAN EXPERIENCE THE PEDESTRIAN For both BRT systems and transit-oriented developments, success hinges on the pedestrian. We are all pedestrians at some point during the day. Whether simply walking from our parked car or we are on our daily route, a successful transit system must be designed for the pedestrian experience. When we walk, we are part of the public realm, but heretofore the public realm has been designed primarily for the driver. ENHANCE THE PUBLIC REALM The "public realm" is the space where we share our lives in public. The -- public realm is not just the public rights-of-way—streets, alleys, sidewalks and parkways, it also includes the facades of buildings, plazas, parking areas, "open space". Regulatory documents (General Plan, Specific Plan, - Development Codes) already extend the influence of the City onto private property; these documents recognize the shared impact of private developments. The purpose of the Design Principles described herein is to create a shared public realm that is functional, legible, coherent, attractive and expressive of the values of Rancho Cucamonga. The public realm complements the density and diversity necessary for successful transit systems by creating an environment that rewards being part of the community. BRT AND TOD DESIGN PRINCIPLES The Foothill Boulevard corridor BRT Design Principles start where Omnitrans Bus and Station Guidelines leave off. The Omnitrans Guidelines focus on making the buses and stops pleasant, convenient and reliable. For the BRT system to be successful, similar principles must apply to the public and private r realms surrounding the BRT stops. The goal is = rw�,r,.ti - to create a pleasant experience for the rider from home-to-bus-to-work. The diversity of the BRT-oriented urban village will help assure loyal ridership. VI-13 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study SPECIFIC PRINCIPLES PEDESTRIAN EXPERIENCE (cont.) am Parkside III - CENTENNU�G I� 11 THE PEDESTRIAN EXPERIENCE For both these TOD Design Principles and the Omnitrans Guidelines, the pedestrian experience is the starting point. The overall experience for a prospective BRT rider must be a reliable service that is pleasant, convenient, connected and interesting. Likewise for every pedestrian — Rancho Cucamonga resident, visitor, bus rider, worker, shopper — the experience of the public realm is an essential element of a successful community. It is as a pedestrian that we are most aware of the impact of the public realm on our well-being. IT TAKES TIME A BRT system requires considerable time to become firmly established in a community, therefore, the proposals that follow are intended to guide development over time, and do not imply an instantaneous materialization. Nonetheless, each and every decision made by traffic and civil engineers, architects and landscape architects will enhance or detract from the pedestrian experience. Following the Design principles can influence the incremental as well as broad, full-seep changes along the corridor. VI-14 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study SPECIFIC PRINCIPLES PEDESTRIAN EXPERIENCE (cont.) DESIGN PRINCIPLES AT DIFFERENT SCALES There are essentially three scales at which these design principles apply, the eye-level sidewalk scale, the street scale, and the highway scale. Because so much depends on the pedestrian experience and how it relates to the success of a BRT system, we first address the area immediately adjacent to a BRT stop. OMNITRANS has devoted considerable time and effort to make their part of the experience pleasant; it is in the hands of the City and private developers to continue that commitment. IT ALL STARTS WITH THE PEDESTRIAN EXPERIENCE AT A BRT STOP Among the many elements and issues related to a good BRT stop, the following stand out: • BRT system that operates efficiently and reliably • Protect the pedestrian from traffic • Make the stop identifiable for pedestrian,biker and driver Create an environment that is interesting and facilitating �j�7 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study SPECIFIC PRINCIPLES PEDESTRIAN EXPERIENCE (cont.) PROTECTION: Pedestrians and bicyclists are vulnerable near traffic; to be a safe setting at BRT stops, include the following elements: • Street lights, monuments and bollards arranged at the stops to contribute to pedestrian safety. • Where possible, large "urban" street trees that have stout trunks and large shade canopies should be placed as part of the overall station design. Specific species that are distinctive and majestic are a symbol of sustainability within the urban fabric, and reinforce the continuity of the rich pedestrian realm all the way to stepping on the bus. The trees must be setback from the curb so branches do not interfere with buses and trucks. • IMF its 9 Source: Omnitrans Design Guidelines Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study SPECIFIC PRINCIPLES PEDESTRIAN EXPERIENCE (cont.) IDENTIFIABLE PLACES Big trees Banner al Bollards Bench Bike park \ / Paving l IKE PARKING `• BOLLARDS ,9 - SYMBOLIC PAVING r. E i NNER 8 LIGHT I° NDRAIL or TREE IDENTIFIABLE PLACE: Along Foothill Boulevard, Rancho Cucamonga has already implemented a pattern of street trees, enhanced paving and monuments that clearly show a community that cares about its image, and have _ m improved the experience for bicyclists and I I R4CK pedestrians. At BRT stops, these elements should be NCH concentrated and accentuated. Z VENDING A street light with banners, active route and time 100'1` display, bollards that identify the actual door locations, and site-specific paving or monument when designed together will convey the c importance of the BRT stop along Foothill I Boulevard. • A specific species of urban canopy trees — for ° shade,protection and identity. 4 • - RAYPUP / VI-17 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study SPECIFIC PRINCIPLES PEDESTRIAN EXPERIENCE (cont.) J1-- .. SAFE INTERESTING ............ •••••• CONNECTED —�� •. PEDESTRIAN EXPERIENCE AS ONE APPROACHES A BRT STOP THE SIDEWALK SCALE The BRT system is one of the elements of connectivity within the greater metropolitan area, and each stop is the gateway into the local fabric of the street and neighborhood. The sidewalk is the next link in the overall network of connectivity. So in addition to street trees and pedestrian protection, sidewalks leading to the BRT should follow these principles: • Link the BRT with plazas, buildings, and parking • Define the public realm by connected buildings - no large gaps • Be adjacent to accessible stores with significant transparency and interest—no long blank walls b'I-IS Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study SPECIFIC PRINCIPLES BUILDINGTO-SIDEWALK EXPERIENCE Buildings, their placement, scale and design are the essential elements that define the public realm and create the pleasant and interesting pedestrian experience. Buildings within transit-oriented developments and within close proximity of the BRT stations should follow these principles: • Place buildings at the back edge of sidewalks("build-to" the sidewalk as opposed to"setback"from the sidewalk) • Have a regular rhythm of storefront piers (multiples of 6'works well; 12', 18', 24', and 30'are all workable store widths in creating a dense and diverse pedestrian commercial area) • Have a horizontal element at between 12— 14 feet above the sidewalk to suggest the "pedestrian scale." A"belt cornice" is the traditional means of creating vertical scale. Also to provide adequate volume for ground level retail, the second floor should be at about 14' so the cornice lends legibility to the fagade. • Extend over the sidewalk with awnings, canopies or arcades. CANOPY COBE STREET TREES STREET i PEO. LIGHTS CANOPY /A 4S BOLLARDS. --.. 16 40 TRASH.ETC MODULE PARALLEL PARKING , - w i CURB CAFE TABLE •' PEDESTRIAN ZONE "Plq�i STIffET FROM CARS • The store windows themselves can contribute to the pedestrian scale. With a bulkhead at about two feet, and a header at about eight feet, the human eye is right in the middle of the glass panel. V11-19 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study SPECIFIC PRINCIPLES BUILDING-TO-SIDEWALK EXPERIENCE (cont.) These elements together create a legible framework for the fagade. Of course styles and tenants change over time, but a building that will endure should have legible structure, rhythm and proportions. r y �r v y�� a'ti �r ° — ._ i rr;v�%i�fi. r;� .aim Sfk � id�g � i ;�.� i'-• THE PEDESTRIAN EXPERIENCE —OPEN SPACE The next element of the successful sidewalk scale and pedestrian realm is properly-sized open space. Plazas, piazettes, and outdoor rooms require the sidewalk and buildings to make accommodations to the"build-to" line. The successful outdoor pedestrian space should provide the following: • protection from cars • shade from trees, awnings, and arbors • partial enclosure by walls and overhead elements • a view of street activity; plazas are part of the street scene, not isolated from "the action" • connection to stores, parking and the sidewalk VI-20 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study SPECIFIC PRINCIPLES PLAZA EXPERIENCE OUTDOO TING PARTIAL s SENSE OF PLACE - PLAZA, PIAZZA, PIAZETTE Generally bigger is not better for creating a lively "place." We, as individuals, are the measure of"placeness." It is the individual who feels safe, connected, welcomed, so bigger may undermine the sense that an outdoor area seems to "fit." A too-big plaza conveys a feeling not unlike peering into a large empty restaurant. Too many people is better than too much space. The "places" created suggest that one can linger; outdoor places provide for the social interaction that is essential to a lively and diverse "street life." These places may simply be a bulge in the sidewalk where one can step out of the way of other walkers/shoppers, or it may be a line of outdoor tables where one can stop and have a coffee or sandwich, or it may be a semi- formal piazza with benches, an arbor, perhaps a fountain — all of which suggest that "open space" is intended as a public place and available for a longer"break." These "outdoor rooms" may be along streets, in alleys or lanes, or slipped in between buildings entries. In any case, they are part of the network that is the fine-grain pedestrian life in the public realm. VI-21 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study SPECIFIC PRINCIPLES STREETSCALE es•-Bo's •I hTREE� STREET LIGHTS callovv $0, &BANNERS 1 TREES Q ss•�s•acT DEFINED • UILDINGS X• I' STRET LIGHT •�.- _ 6 BANNERS . PARALLEL f V PARIGNG 7'A'WIDE SEATING AREA TRAVELLANES NARROW _ 3 BIKE LANE NARROW WIDE • . & TRAVEL LINES SIDEWALK +r MIN. PARALLEL i. PARKING J MIMING BIKE LANE ME THE STREET SCALE DESIGN PRINCIPLES The next scale that these TOD Design Principles are intended to influence is the street. To link the BRT and TOD to the greater neighborhood, and to accommodate a range of mobility choices, the street should be viewed as a linear space that is enlivened and defined by flanking buildings, sidewalks, trees, lights and signs. The street section (from building to building) is critical in creating the scale that brings pedestrians and vehicles in parity. Current standard engineering practice in street design emphasizes efficiency and safety based upon the needs of vehicles, and often "driven" by fire and trash trucks. The unintended consequence is that the street becomes intimidating to the pedestrian and bicyclist. The recent movement toward "Complete Streets" is an effort to define the public realm to include a desirable pedestrian experience. In TOD the street design itself should follow these principles: • be as narrow as possible. This is a traffic calming strategy as well as an aesthetic consideration • provide parallel parking. The parked cars protect pedestrians from traffic and provide dispersed parking. • accommodate bicycles • be framed by vertical elements - street trees, lights, banners • sidewalks wide enough for protection, movement and seating • be lined by buildings with storefronts • Provide enhanced pedestrian street-crossing to encourage flowing movement and enliven both sides of a street VI-22 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study SPECIFIC PRINCIPLES HIGHWAY SCALE to HA VFIV AVE HIGHWAY SCALE At the scale of highways like Foothill Boulevard, the speed and volume of vehicular traffic does not support meaningful pedestrian orientation for buildings. Along highways, the design of TOD is concerned with identifying the development as a dynamic, hip, "happening place." The windshield impression needs to express identity, activity and density; the resident wants to be able to say "I live in those cool buildings at Milliken Avenue and Foothill Boulevard." The TOD must show the driver that once within the TOD, the pedestrian experience is rich-, it's worth going there to experience and perhaps to live. Though not a pedestrian scale, the streetscape needs to be inviting and expressive of activity. The buildings need to have a "street presence," and the overall development needs to express its specialness along the highway corridor. TOD Design principles at the highway scale • Bring the building to the street. The "build-to" concept applies to the. highway as well as the street, even though actual pedestrian access is limited along highways. When buildings are separated from the highway by parking lots, the message is that cars are welcome, but pedestrians are on their own. • Animate facades to express life and variety within. • Shape the building to create plazas or other "people places" at BRT stops and comers. These outdoor rooms are both functional and symbolic - they convey "importance" and people oriented activity at the highway and street scales. VI-23 • • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study SPECIFIC PRINCIPLES PARKING DEMAND Perhaps the most challenging aspect of making the BRT system successful • is finding the balance between too much and not enough parking. It is • generally agreed among planners and traffic engineers that the historical • pattern of commercial development does not take into consideration joint- use or shared parking. a Multi-Family Residential Parking Demand • In California, valuable research has been conducted on the travel behavior • of those living near transit-oriented development. Analyses of TOD resident transit use within one-quarter mile of transit services looked at 20 to 60 acre multi-family developments and found that most residents were . young professionals, singles, retirees, childless households, and immigrants • from foreign countries. These residents also needed less dwelling space • compared to other households, and were drawn to TOD-type residences by convenience and finances. Also relevant and important for TOD success is w that most TOD residents worked "downtown" and in other locations with convenient transit service. An analysis of twelve housing projects near Bay Area Rapid Transit (BART) stations in the San Francisco area found that occupancy rates averaged 1.66 people and 1.26 vehicles per household. These results were • compared with an analysis of the overall average household size and . vehicle ownership in the same census tract and found that household • occupancy averaged 2.4 people and 1.64 vehicles. While 48 percent of all households had fewer than two vehicles, about 70 percent of TOD resident had fewer than two vehicles. . Several years' analysis, including extensive study of transit use and TOD development in California, clearly indicate the potential to reduce parking by 23 percent in multi-family developments within or in proximity to a transit station. These efficiencies are best realized in TOD development by providing a variety of household types, as mentioned above. It is also • apparent that with changing economics and demographics, more and more . residents are choosing to live within or near transit services. "Statewide Transit-Oriented Development Special Study Parking and TOD: Challenges and Opportunities",California . Department of Transportation,2002. z "Vehicle Trip Reduction Impacts of Transit-Oriented Housing",Robert Cervero,University of California, Berkeley G. B. Arrington,PB Placemaking,2008. VI-24 Terra Nova/SCAG/Rancho Cucamonga • Foothill Boulevard Corridor BRT Study . SPECIFIC PRINCIPLES PARKING DEMAND r Parking for Commercial Uses There has generally been a lack of systematic analysis of the parking demand effects of incorporating office and retail commercial in mixed-use and especially transit-oriented development. More research has been conducted on the common problem of providing too much parking for both • office and retail commercial within a TOD. It must be realized, however, that numerous factors affect commercial parking demand, including S residential densities, employee demographics, retail sales volumes, employee densities, and types of adjacent land use. Some of the TOD-style developments that have been analyzed indicate that convenient access to . transit can substantially reduce office and retail parking demand. • Mixed Land Uses and Shared Parking The mix of residential, office and commercial uses can be optimally integrated in a TOD in a manner that makes shared or reciprocal parking • possible and can reduce overall parking demand for such developments. A This sharing of parking by different land uses is possible because peak • activity and parking demand periods can differ between land uses. This integrated land use and parking approach generates parking demand that is substantially less than that typically called for by each of the individual . land uses. This frees up valuable land for other on-site uses. • As implied above, there are important issues of land use management that must be addressed to make shared parking effective and adequate to serve all users. First, it is critical that the various mix of TOD land uses have differing peak activity periods and associated parking demand. Such • complementary land uses might include offices (a daytime use) adjacent to . a dinner house or movie theater (evening uses) which share parking but during different times of the day. VI-25 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study r SPECIFIC PRINCIPLES PARKING DEMAND Another characteristic of an effective mix of TOD land uses is one that provides retail and personal commercial service that may have a typical daytime peak activity period but which can tap into a substantial pedestrian market of residents, and office and other employees that take advantage of • these commercial services before, during or at the end of the work day. • This type of land use mix can realize market synergies that draw from a wider geographic area without a commensurate increase in parking demand. • The bottom line is that thoughtfully matched and integrated land uses in • TODs can significantly reduce the total parking demand for these uses, including residential. Examples show that an overall reduction in parking i demand can be realized through thoughtful TOD planning and use management. A conservative rate of reduction of about 25 percent could • significantly affect the quality, appeal and amenities of TOD projects. Table VI-1 Commercial Parking Reductions at Selected TODs TOD Land Use Parking Reduction • Pacific Court(Long Beach, CA) Retail 60% . Uptown District (San Diego, CA) Commercial 12% Rio Vista West (San Diego, CA) Retail/Commercial 15% Pleasant Hill (CA) Office 34% Pleasant Hill (CA) Retail 20% • Dadeland South (Miami, FLA) Office 38% • City of Arlington (VA) Office 48%-57% Lindbergh City Center(Atlanta, GA) Speculative Office 19% Lindbergh City Center(Atlanta, GA) Retail 26% Portland (OR) Suburbs* General Office 17% • Portland (OR) Suburbs* Retail/Commercial 18% * Based on maximums specified in Metro's Title 2 Regional Parking Ratios. • VI-26 • • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study • • SPECIFIC PRINCIPLES • CONCLUSION • These TOD design principles are generally intended for new • developments, however, changing economics, land values and lifestyles • may make smaller in-fill properties as well as existing properties ripe for • repurposing or redevelopment based upon positive pedestrian experience, • and add to connectivity, density and diversity. Development along Route • 66 has been in constant evolution; as new technologies, new lifestyles, new travel options emerged, development patterns adapted. Likewise now as • the bus rapid transit system is introduced new opportunities and patterns • will emerge. These principles can help guide that ongoing evolution and • renewal process. • • • • i • • • • • • • • • • • • • • • • • • • VI-27 • • i Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study TRANSIT-ORIENTED DEVELOPMENT OPPORTUNITY SITES SITE PLANNING PRINCIPLES The City of Rancho Cucamonga has identified 13 sites along Foothill Boulevard as candidates for development following the principles of compact or transit-oriented development. (Section II-D of this report describes each of the opportunity sites.) In this section we are focusing on three such opportunity sites (#13, #2, and #9) because together they i represent a cross-section of issues related to TOD — size of parcel, surroundings, and importance to the overall City. The approach we have taken to each illustrates principles that are transferrable to other sites, whether identified as "opportunity sites" or not. BASE LINE RD � x z a s i MTHILL BLVD t LEGEND OPPORTUNITY SITE _ . OPPORTUNITY SITE Nl<NP OPPORTUNITY SITE r = Y VI-28 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study OPPORTUNITY SITE #13 CONTEXT AND DEVELOPMENT OPPORTUNITY The vacant parcels at Foothill Boulevard and Milliken Avenue offer the most immediate opportunity for introducing the principles of transit- oriented development along the BRT route. The intersection, already important in terms of traffic, will have BRT stops, and already has both jobs and housing nearby (the hospital, apartments to the north and senior complex to the NE.) Furthermore, Site #13 along with Site #12 across Milliken Avenue, and Site #11 across Foothill Boulevard to the west, are all currently vacant so a "conceptual prototypic " site development plan can be freer in illustrating the principles of connectivity, density, diversity and design. ' We have focused our conceptual mixed use site design on the westerly half of Opportunity Site #13, though we also include an overall land use plan for all three sites. It is important to realize that true mixed-use TOD projects must be placed selectively; they won't work everywhere. LEGEND eResidential - . . . Medium Density © Mixed Use PROPOSED LAND USE LEGEND Single-Family = I ^ Multi-Family OPPORTUNITY PPO ki Retail L 7 Medical Center Senior Housing EXISTING LAND USE V 1-29 I� Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study OPPORTUNITY SITE #13 SITE PLANNING PRINCIPLES This westerly half of OS #13 represents the best opportunity for a near-term transit-oriented development. It has connectivity, nearby existing and future potential ridership, and is of a size that would make an impact on Foothill Boulevard and the success of the BRT system. Applied to OS #13, the first principle ofTOD success, connectivity,requires SITE INFOMATION that a midblock internal street connect the medical center and the senior Parcel size: 5 AC housing to Foothill Boulevard. This entry-connecting street can be Dimensions 560'x 400' developed with ground floor pedestrian-responsive uses on both sides, and Land Use: Retail Office residential uses above. Along the existing entry street off Milliken Avenue, Residences there is a development opportunity for supplementing the medical center Total Units: 85 approx. with additional medical offices. This existing street should be continued F.A.R. : 0.54 Parking: 200 westward across Milliken Avenue to begin the internal street circulation that accommodates local vehicular traffic, alternative vehicles (NEV and bicycles) and is pedestrian friendly. With the BRT proposed for the easterly side of Milliken Avenue, the comer at Milliken Avenue or the new mid- block street can be shaped to provide opportunities for retail and food surrounding a BRT-responsive plaza similar to what exists at the NE comer of Haven Avenue and Foothill Boulevard. The new building fronting on Foothill Boulevard will have a mix of uses — commercial/retail, parking and residential. To emphasize the pedestrian scale, retail should be focused at the corners by having the buildings create plazas. The retail uses then wrap around the comer to create more pedestrian-scale streetscapes. The buildings at Milliken Avenue comer should be sized to express the importance of the development at the highway scale. LEGEND EW Stre'' . Existing Internal Parking r • � -1 Corner Prominence �' ■ Highway-scale building e Tal . Retail&plaza at corners I I I I I I I I I I I I IL 11 I I I 11 l l l>— �I . Access to parking ¢ I1IIIIIIiIII� )IIII IN •t = F Residential over parking Y (III 111 1111 I 1�, _ G Residential over medical � \ Si •. H Residential over retail • • \ . Buildings at sidewalks . BRT Stop • Foothill Boulevard �-*�-�_"yAlt_� •�.r_r_ streetscape Foothill Blvd. VI-30 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study UPI'ORTUNITY SITE #13 SITE PLANNING PRINCIPLES H - ) — F f 0 e ogre 01Aa. RES RES � �- RES RES OFFICE 4 OFFICE Building-to-street relationship—Foothill Boulevard: _ PARKING OR The buildings along Foothill Boulevard will define the highway scale of RETAIL this TOD. The buildings will have pedestrian access at the comers, RESIDENTIAL OVER OFFICE however, the street length will have parking for the residences above. This 8 PARKING OR RETAIL type of building, called "podium" is typical of mid-rise mixed-use buildings. Because the building along Foothill Boulevard is at "highway" scale, direct pedestrian access is unlikely. However, the design of the LEGEND ground level fagade should express the rhythm and pattern of commercial . Internal Parking activity. The true pedestrian scale will begin at the comer plazas and . extend northward along the streets. Garner Prominence . Highway-scale building . Foothill Blvd. ` Retail&plaza at corners H . Access to parking F Residential over parking - • � �, _ \M��' 3 G Residential over medical _ H Residential over retail = . Buildings at sidewalks Z --- . w EAN Internal Street BRT Stop . Foothill Boulevard Building-to-street relationship— existing E/W internal street: _J streetscape On the south side of the existing UW internal street (between the medical center and the proposed TOD) a mixed-use building with medical offices on the ground floor and two-floors of residential above would reinforce the potential jobs-housing balance, and begin the process of introducing TOD principles. If offices have direct outdoor access, place the building at sidewalk, if offices have an internal corridor allow landscape buffer between building and sidewalk. VI-31 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study OPPORTUNITY SITE #13 SITE PLANNING PRINCIPLES LEGEND ■ Internal Parking . Corner Prominence . Highway-scale building 0 . Retail&plaza at corners . Access to parking F Residential over parking �— y G Residential over medical F H Residential over retail - Buildings at sidewalks. Mitpke - _ 9 eAve. & BRT Stop Foo�� ■ Foothill Boulevard ` streetscape 'P%.. Building-to-street relationship—Milliken Avenue: The intersection at Foothill Boulevard and Milliken Avenue is important at both the highway scale and the pedestrian scale. At both scales connectivity across Milliken Avenue is important. As the buildings wrap the corner, a plaza with vertical element would signify that this intersection is important in the City. Around the plaza, retail or food establishments should create pedestrian interest, activity and scale. In addition, visual and pedestrian access to the interior parking is essential to support the principle of -- connectivity. An example of this pattern exists at the plaza on the NE corner of Foothill Boulevard and Haven Avenue. Beyond the comer plaza along Milliken Avenue, the building should define the pedestrian scale by being placed at a build-to line (back of sidewalk). Building Types: Compact mixed-use developments require stacking uses; the building types in TOD are typically 3 — 5 stories high. Structural loads and fire resistive requirements may require more sophisticated building systems. The discussion below briefly describes building types common in TOD. VI-32 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study OPPORTUNITY SITE #13 SITE PLANNING PRINCIPLES Building type A—Foothill Boulevard: RES RES To accommodate the density and diversity appropriate to the TOD principles, the building along Foothill Boulevard should be three-story RES RES f wood-frame above a concrete podium. This concrete deck is required as OFFICE OF ICE separation between office or residential above parking. (Note: the podium PARKING OR should be set at about 14' above the ground so the ground level can serve RETAIL retail;office or parking. This type of flexibility is part of the sustainable and RESIDENTIAL OVER OFFICE ed approach roach to development. 8 PARKING OR RETAIL fPP Building type B—Mid-block street: lo' RES At the mid-block intersection, commercial and retail uses at ground level RES start the pedestrian connectivity that will continue along the entry street and 0 internal street frontages. These buildings are commonly three-story and 14' RETAIL wood frame. To allow flexibility and volume at the ground level, the second floor should be at 14'. RESIDENTIAL OVER RETAIL Building type C—across from medical center: Depending upon the market demand for medical offices, this building type o' OFFICE could either accommodate residential over office/retail, or be exclusively RETAIL office/retail use. OFFICE OVER RETAIL VI-33 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study OPPORTUNITY SITE #13 DESIGN PRINCIPLES }id lVIM Ms q_:, ✓ }� r Building-to-street relationship—Entry street: From Foothill Boulevard the entry street and its buildings express the principles of TOD. The mid-block entry street is a car-and-pedestrian scale with 3-story buildings on both sides. The buildings are placed at the "build- to" line (back of sidewalk) and will have ground level pedestrian-related retail/commercial uses. At the corner, the buildings should have prominence and also welcome pedestrians. Internally the street should be pedestrian friendly: buildings at the sidewalks, activity and interest at ground level, narrow travel lanes and parallel parking, canopy street trees and residences overlooking the street ("eyes on the street.") r . , VI-34 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study OPPORTUNITY SITE #9 CONTEXT AND DEVELOPMENT OPPORTUNITY OS #9 is a small in-fill parcel. It is bordered on the east and south by single-family residences. It is across Foothill Boulevard from BRT stops on Etiwanda Avenue, and it is across Etiwanda Avenue from an existing neighborhood/community-scale commercial center. This site is not suitable for commercial development because access - directly from Foothill Boulevard will be limited, and the site is surrounded by single-family homes. However, the site could support a transitional medium density residential development. This is the kind of site that developers overlook because a profitable "yield" is difficult unless height and density requirements are in line with TOD principles. Because of its proximity to a BRT stop and stores, it has value as a small- scale TOD with medium density residential and home-occupation as a permitted uses. LEGEND OPPORTUNITY Single-Family Multi-Family Retail — PPORTUN17 tiSITE #9 VI-35 l ; Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Condor BRT Study OPPORTUNITY SITE #9 SITE PLANNING PRINCIPLES The primary access for a residential development will be from Etiwanda Avenue, however, an emergency egress will probably be required onto Foothill Boulevard. The main E/W drive and carport parking will be opposite the existing commercial drive and will serve as a buffer for the homes to the south. Orienting the buildings will vary to respond to the adjacent conditions: The easterly buildings will step down in height and allow solar orientation for PV panels. The westerly buildings are turned to a north-south access to reduce exposure to noise, to provide view corridors and to optimize the yield. The row-house arrangement requires special care in the design of the areas between buildings — both those that serve cars/garages, and the lanes where front doors are located. Home occupation units should be limited to those traits facing the side street. LEGEND Foothill Blvd. . Step building down when IF adjacent to existing homes _ . Residential scale and rhythm created by gable ends > J� . Mixed use-homecip occupation in units facing ;" "0Etiwanda Ave. 3 I ■ PV solar panels on w south-facing roofs and 1 carports SITE INFOMATION Parcel Size: 4.92 AC Dimensions 670'x 320' Land Use: Residential Building-to-street: Limited mixed use The frontage on Foothill Boulevard east of OS #9 is residential in character Home Occupation and scale. To the south, adjacent are also single-family homes. By Density: 1orienting the long axis of the easterly buildings in an east-west direction, approx.Total Units: 855 approx.ox. F.A.R. : 0.85 and stepping the buildings down (A) to two-story at the east end, a Parking transition is created from existing homes to the taller in-fill buildings. Garage: 1/ unit Orienting the buildings toward the westerly end so the gable ends face Open: .75/ unit Foothill Boulevard will create a residential-scale and rhythm (B) even Total though the buildings are three-story. For the building facing Etiwanda Provided: 150 Avenue, units with home occupations have a front door accessible to the sidewalk. VI-36 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study OPPORTUNITY SITE #9 DESIGN PRINCIPLES Public Realm: Along a major boulevard like Foothill Boulevard, it is difficult to define the public realm at a residential scale. However, regularly 8 9 spaced street trees and a block wall along the street create the boundary ® _ between private and public realms, and the wall somewhat mitigates traffic noise. Building design: For the easterly building fronting on Foothill Boulevard, and the building facing Etiwanda Avenue, front porches will extend the home toward the street expressing the residential character. For the buildings where gable ends face Foothill Boulevard, the porch can wrap the corner of the building addressing both the street and the landscaped courtyard. The porches create an in-between semi-private/public realm. In addition, the gable ends of the buildings should be animated with awnings, 2-STORY overhangs, and stepbacks. TOWN USE Building type C: The building type will be wood-frame, three story. The DEN upper two floors are a two-bedroom townhouse; the ground floor has a 3-STORY WOOD FRAME garage in the back and a flexible space with bathroom off the front entry to TOWNHOUSE WIOFFICE accommodate limited live/work. Sustainable design: For buildings that are oriented with the long east-west axis, the south-facing roofs optimize solar orientation for PV panels. On buildings with the long axis north-south, PV panels are also effective. Carports can also be designed for PV arrays. Solar thermal panels provide the quickest payback when they provide domestic hot water as well as space heating in a hydronic system. Pedestrian realm: Because this is a residential development, the walls and fences along the street serve as a boundary between the public and private realms. The "pedestrian realm" is internal to the development, and not public. Trees are crucial in the driveways and courtyards between buildings; they provide privacy between facing units, shade, visual relief, and add value to the marketing efforts of the developer. VI-37 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study OPPORTUNITY SITE #2 CONTEXT AND DEVELOPMENT OPPORTUNITY As a contiguous extension of the Village Square mixed-use development, OS #2 fits the purpose of transit-oriented development: live-work-shop all within walking distance, and is BRT convenient. The site can be developed with a mix of housing, office/work place, small and specialty retail and a business-oriented hotel uses. The residential development is essential to increase density within one- quarter mile of the Foothill Boulevard BRT stops, and is in keeping with the development to the north and west. Furthermore, significant employment opportunities in retail, services and government all exist within easy walking distance. To express the "activity and civic center" that the intersection of Haven Avenue and Foothill Boulevard represents, a new three-story building should front on Haven Avenue, and create a small plaza as it turns onto Civic Center Drive. The hotel as well should have Haven Avenue exposure. The residential buildings along Civic Center Drive should continue the pattern of three-story buildings, with home occupation live/work uses permitted. To allow the kind of intensity of development desirable at this location, a shared parking program between the new development and the existing restaurant should be developed. To support the principle of connectivity, Civic Center Drive should be extended westward over the channel, at a minimum for pedestrians and bicycles. 4 3 LEGEND � ■,7, Single-Family I1 Multi-Family 4 �ki Retail OPPORTUNIT L! Office/Civic SITE #2 4 VI-38 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study OPPORTUNITY SITE #2 SITE PLANNING PRINCIPLES The existing three-story multi-family residences to the west establish a clear, coherent building-to-street pattern. To the north, east and south of the parcel, however, there are different scales and types of buildings. Just to the north of this site are one-story commercial buildings, and at the corner, the grade drops dramatically. Across Haven Avenue at the southeast corner of Haven Avenue and Foothill Boulevard, the existing four-story office building is a crisp box set back from the street and behind tall trees. City Hall, while dignified and handsome, does not have a strong presence on Haven Avenue, and does not create a public space facing the street. Its inner courtyard is effective, but the street presence does not match its importance. Finally, to the south, across Civic Center Drive is a blank canvas—a rectangular parcel extending a block and a half. The conceptual site plan below places a business-oriented hotel at the north edge of OP #2 to be close to existing retail and restaurants at the Haven Avenue — Foothill Boulevard intersection. The hotel slab—building is oriented with the rooms facing NE/SW to minimize exposure to traffic noise, limit the visual on Haven Avenue, and offer some relief to the orthogonal relationship of all other buildings in the vicinity. The suggested three-story building facing Haven Avenue (D) may be mixed use with residential over office, or be exclusively office use except for some retail surrounding a plaza at the comer. A modest plaza at this intersection is part of the pedestrian connection between residences to the west and offices across Haven Avenue. Three-story residential buildings (B) are proposed to wrap the southeast comer of the site and reflect the scale of existing apartments to the east. The proposed units are designed as live/work with ground floor home-occupation and a townhouse unit above. SITE INFOMATION Parcel Size: 7.1 AC Land Use: Retail Office Residences Business Hotel Total Units: 26-50 approx. 120 hotel rooms F.A.R. : 0.60 Parking: 220 (shared) VI-39 • ✓ Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study OPPORTUNITY SITE #2 SITE PLANNING PRINCIPLES A parking strategy including joint-use with the restaurant to the north, tuck- under garages, and even structured parking should be part of the overall development. -� NOr -XI:i or P of LEGEND O' OV' e. I I �` O`1 I I I I 1 i 111111 tf} p. Hotel B Live/work townhouses. pa —�iii11111iio Retail/food at plaza I O q 5i tt ,y O 1 x, O Ol p Three story office or I I + laz O O _ residential over offices Er Garages I E;ol O O� O . oIp n O F.? Shared parking O 10 10 I Civic Center Drive VI-40 • Terra Nova/SCAG/Rancho Cucamonga ✓ Foothill Boulevard Corridor BRT Study OPPORTUNITY SITE #2 SITE PLANNING PRINCIPLES Building-to-street relationship along Haven Avenue: Two factors argue against retail along Haven Avenue in the suggested site plan: the setback to existing buildings along Haven Avenue is deep, making pedestrian access difficult, and retail exists at both the northeast and southwest corners of Haven Avenue and Foothill Boulevard. The surrounding civic and office uses suggest that ground floor offices could be successful. The building frontage should be designed with windows for daylight and to animate the fagade, but would provide no pedestrian access from the meandering sidewalk along Haven Avenue. However, at the comer of Haven Avenue and Civic Center Drive the building should create a small plaza and then be set at the back of the sidewalk along Civic Center Drive. This location could be a successful restaurant for workers in the corporate and government offices across Haven Avenue as well as residents a . , to the west. The corner location is good for the tenant, and expresses activity in the public realm. LEGEND Building-to-street relationship along Civic and internal road: The residential buildings will front Civic Center Drive and turn the comer. pry Hotel to resemble the existing buildings on the west side. :B Live/work townhouses Retail/food at plaza Three story office orn11 I �'�I ',. res Three ��-1 �IF , ai �I' 3 Es Garages i VI-41 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study OPPORTUNITY SITE #2 DESIGN PRINCIPLES Public Realm — sidewalks: The public realm for this site includes all street frontages, plazas and interior parking. The pedestrian experience will be different along each frontage as well as within the site. Along Haven Avenue the sidewalk is meandering, and buildings are well back from the street. Street trees and landscape similar to the improvements on Foothill Boulevard are appropriate here. As the sidewalk turns west along Civic Center Drive, the proposed building should create a plaza — a stopping point and transition from arterial/commercial to local/residential. The a _ existing and suggested three-story residential buildings enliven the street, .� ' _ ^Q "•1 but a porous boundary between the public sidewalk and the private v entrances is important to create an in-between realm. Because the suggested units are configured to allow live/work on the ground floor, the individual entries are nuanced: front doors should be visible, but the access should be nuanced. Individual gates, front yards, Itrees and porches together convey welcome, but maintain the residential Ixi'y�'®➢�lu}i{9.pOltDiOi_- ( 1.��'ai . character of the street. This pattern will be similar to the existing three- story apartments to the west. Small corner plaza: The scale of this plaza is important to play several roles. First, it will be a symbol of commercial activity at a high-value 2-STORY secondary intersection. It will also be a welcoming place for local residents TOWN usE and workforce to get coffee or lunch, and it will serve as a transition from high volume traffic to the slower traffic on Civic Center Drive. DEN 3-STORY WOOD FRAME Building types: TOWNHOUSE W/OFFICE Residential: This building type will be wood-frame, three story. The ground floor has a garage in the back, and in front, a flexible space with bathroom can serve as a home-occupation functional space. Stairs lead OFFICEfrom the entry up to a two-level townhouse— living—kitchen on the second floor and bedrooms on the third. OFFICE Office: This building is proposed as three-story, either wood frame or steel ` frame depending upon whether the market will support Class A office OFFICE space in this location. Hotel: A proposed six-story internal corridor slab building typical of franchise business, suite or extended stay hotels. V 1-42 APPENDIX A SOUTHERN CALIFORNIA ASSOCIATION OF GOVERNMENTS AND CITY OF RANCHO CUCAMONGA RANCHO CUCAMONGA SPECIFIC PLAN BRT CORRIDOR STUDY SCAG COMPASS BLUEPRINT DEMONSTRATION PROJECT CONTRACT NO. 12-001-B02 Land Use and Planning Documents Analysis & Recommendations Evaluating the General Plan Land Use and Community Mobility Elements, Foothill Boulevard Specific Plan, Development Code, Visual Improvement Plan and Omnitrans BRT Plans I 1 L J Terra Nova Planning & Research, Inc.® 42635 Melanie Place, Suite 101 Palm Desert, CA 92211 Phone: 760-3414800 In Association with: Interactive Design Corporation Urban Crossroads VisionScape Imagery August 3,2012 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis SCAG/RANCHO CUCAMONGA COMPASS BLUE PRINT DEMONSTRATION PROJECT FOOTHILL BOULEVARD BRT CORRIDOR STUDY CONTRACT NO. 12-001-1102 TABLE OF CONTENTS Page Introduction 3 • Omnitrans BRT Program and Foothill Boulevard 4 Rancho Cucamonga General Plan Policies 8 General Plan Land Use Element 8 Summary of General Plan Land Use Perspective 14 General Plan Community Mobility Element 15 Summary General Plan Community Mobility Perspective 22 Foothill Boulevard Specific Plan and City Development Code 23 Visual Improvement Plan 40 An Expanded Aesthetic 41 • 2 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis SCAG/RANCHO CUCAMONGA COMPASS BLUE PRINT DEMONSTRATION PROJECT FOOTHILL BOULEVARD BRT CORRIDOR STUDY CONTRACT NO. 12-001-1102 INTRODUCTION This preliminary report documents our review and evaluation of four regulatory documents controlling development along the Foothill Boulevard corridor, including the General Plan, Foothill Boulevard Specific Plan, Development Code and Visual Improvement Plan. It also includes a review of relevant portions of the Omnitrans System-Wide Transit Corridor Plan for the San Bernardino Valley and the sbX E Street BRT Plan. Our efforts identify and document regulatory provisions that affect land use and transportation planning along the corridor that may affect the implementation of the Omnitrans BRT route, stations and other facilities. We also identify opportunities for enhanced pedestrian and bicycle facilities along the corridor. Finally, we have reviewed the Foothill Boulevard Visual Improvement Plan and assess the design guidelines and improvement concepts that may affect or may need to be updated to bring into conformance with the design analysis associated with future BRT facilities, and enhanced bike lanes and pedestrian improvements. This report and our forthcoming review meeting will satisfy Tasks 2.1 through 2.6 of this project. Project Area Description The project area consists of the entire length of Foothill Boulevard through the City, from Grove Avenue on the west to East Avenue on the east. The focus of the design concepts will be at the two entry gateway areas and the eight activity centers. The westerly gateway is the area from Grove Avenue to the railroad overpass. The eight activity centers are located in the areas of the major cross streets that intersect with Foothill Boulevard. They are Vineyard Avenue, Archibald Avenue, Hermosa Avenue, • Haven Avenue, Milliken Avenue, Rochester Avenue, Day Creek Boulevard, and Etiwanda Avenue. The easterly gateway is the intersection at East Avenue. For purposes of this analysis we have extended our research to one mile north and south of the Foothill corridor, taking into consideration land uses that may directly or indirectly support the planned BRT system. 3 Terra Nova/SCAGBancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis OMNITRANS BRT PROGRAM AND FOOTHILL BOULEVARD This discussion represents our initial effort documenting our review of the various resources relevant to the ongoing effort to establish a successful bus rapid transit (BRT) corridor along Foothill Boulevard through the City of Rancho Cucamonga. The project area is located in the northwest portion of the San Bernardino Valley. A BRT connection to much of the urbanized valley and points beyond (particularly Los Angeles County)will ultimately be provided as the overall BRT Transit Corridor Plan is developed. As part of our initial work effort, pertinent documents describing the planned or proposed transportation infrastructure in and around the City of Rancho Cucamonga along Foothill Boulevard have been reviewed. Documents that have been reviewed include: • System-Wide Transit Corridor Plan for the San Bernardino Valley(Omnitrans,2010) • City of Rancho Cucamonga General Plan Community Mobility Chapter (City of Rancho Cucamonga, 2010) • Bus Stop Design Guidelines(Omnitrans,2006) Station Design Powerpoint Presentation(Omnitrans, 2012) Both the City of Rancho Cucamonga and Omnitrans have included the Foothill Boulevard BRT corridor in their long range planning efforts. The corridor as envisioned is very similar for the two agencies, however there are slight differences. The Omnitrans System-Wide Transit Corridor Plan envisions a corridor along Foothill Boulevard with no deviations. The City of Rancho Cucamonga vision includes a deviation at the eastern end of the City that would bypass the Foothill Boulevard / I-15 Freeway interchange area and would instead pass through the Victoria Gardens area of the City. The Omnitrans plan also includes a station at Grove Street and a Station at Etiwanda Avenue that are not included in the City of Rancho Cucamonga plan. Conversely, the City of Rancho Cucamonga plan includes 2 stations within the Victoria Gardens area that are not included on the Omnitrans plan. As discussed, below, we are recommending that the city consider a minor modification to the eastern portion of the route to align it with Etiwanda and also reconsider the appropriateness of a station at the Etiwanda/Foothill intersection. Most of the station locations proposed in the City General Plan are at the intersection of major roadways at approximately 1 mile spacing. The City General Plan Mobility Element also delineates Foothill Boulevard as a truck route and also proposed the development of Class II bike lanes along this roadway. Although all of the arterial roadway cross-sections include provisions for bike lanes, it likely that some potential cyclists interested in accessing the BRT system using their bicycles will be discouraged by the relatively high traffic volumes along these roadways unless better accommodated. All of the north-south streets at the proposed station locations are also truck routes, which would offer a further impediment to bicycle access. The General Plan also includes many policies intended to facilitate the use of alternative modes of transportation. Examples include providing dedicated parking for electric vehicles, extending multi-use trails such as the Pacific Electric Trail, and multiple policies related to accommodating transit, bicycles, and pedestrians. 4 Terra Nova/SCAGBancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis The Omnitrans documents that were reviewed as a part of this initial resource review included general recommendations and guidelines regarding transportation amenities and strategies to enhance the success of the BRT system. Two broad categories of strategies / amenities are evident; ways to enhance access to the BRT system, and ways to enhance the competitive nature of the BRT system when compared to the automobile oriented system. In each case, users and other occupants of the transportation system will be asked "To what extent are we willing to accommodate the BRT system to ensure its ultimate success?" Methods of enhancing access include providing adequate station areas with amenities that are conducive to an efficient and enjoyable BRT experience, as well as providing local access to the stations for all modes of transportation, with a particular emphasis on alternative modes such as pedestrian, bicycle, and even less traditional modes such as neighborhood electric vehicles (NEVs). The issue of enhancing the competitive nature of the BRT system involves choices that are potentially even more difficult. An exclusive BRT facility typically requires dedicating a travel lane in each direction to the BRT system, implying a reduction in capacity for competing modes of transportation, particularly the automobile. Less intrusive strategies include partially exclusive facilities, where BRT is favored only where it does not impact other modes of transport, or non-exclusive BRT, which relies primarily on station spacing and system management strategies to achieve BRT goals. Omnitrarts System Design Concepts The transit authority has considered the various design parameters that are integral to an effective BRT system, including available on-street travelways and separate and mixed-flow lanes, lane separators, signal prioritizing and others. Equally important is the siting and design of BRT station, which include median (double-loaded) and parkways sited facilities. The functionality of each station and how it fits into the surrounding urban context must address the following design objectives: • Location which is integrated and has linkages with adjacent land uses • Distinctive image that emphasizes motion and technology and responds to the architectural environment as a whole • Sense of place provided at stations • Protection from the sun, wind and rain • Accessibility for persons with disabilities and services incorporated into the design of the station • Sense of security for patrons • System and neighborhood information available at stations • Design modularity to respond to individual site conditions, such as narrow sidewalks, and for flexibility in expansion • Ease of maintenance and parts replacement • Rapid boarding and alighting through raised platforms, low floor vehicles, fare prepayment or smart cards • Sustainability considerations 5 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis BRT Station Design Station architecture is subject to some degree of local input.and control and serious consideration should be given to customizing RC-specific designs that contribute to the unique character and aesthetic being developed along the Foothill corridor within the City. A major component of the sbX station is expected to be the uniform application of the sbX logo. Other design considerations for the stations include canopies, seatingibench, windscreens,bike racks, water fountains and fare collection equipment. For purposes of the next phase of design development, we anticipate possibly expanding upon this suite of considerations and also providing design concepts that show how the stations should be integrated with existing and future development. Waddition, we envision development of a variety of supporting land uses and activities and technologies, including broadband wi-fi, convenience commercial services, including coffee shops and cafes with tables and gathering places where riders can socialize and pick up something to drink, eat or read. BRT Issues and Opportunities For purposes of this analysis, we have taken a broader view of the Foothill Boulevard corridor, including the areas within 1 mile north and south of Foothill Boulevard. Our consideration includes the local street network, along with the previously presented arterial roadway system. The local street system is an important aspect of the overall transportation network within the project area. The following issues and opportunities should be considered in the next phases of this project: • The available plans require reconciliation of competing modes of travel to present a unified vision that will allow for ongoing planning and a concerted effort to provide the necessary station facilities. • The planned station locations are generally located at major roadway intersections, and further refinement to build upon opportunities to better utilize land that is currently vacant and / or underdeveloped should be possible. • There is an identified need for better correspondence between land use patterns, especially residential and employment but also commercial, and the effectiveness and efficiency of BRT travel; is there or can we create an adequate market for BRT use. • Another opportunity is the possible relocation of stations away from major intersections to locations where additional available roadway capacity may afford an opportunity for partially exclusive BRT strategies such as queue jumper lanes. • The local roadway system may provide an opportunity to establish enhanced networks of facilities that emphasize alternative modes of transport, including bicycles and NEVs. These issues and opportunities lead to questions that can be put to decision-makers and other involved local citizens to gauge the degree of support for various strategies. Possible questions include: • Would you support increased development density in the vicinity of BRT station locations to enhance ridership and system success, recognizing that this could (but not necessarily) also lead to an increase in traffic? • Would you support dedicating travel lanes to exclusive BRT use if this could be done without changing or violating the City's current LOS standard? 6 Tena Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis • Would you support dedicating travel lanes to exclusive BRT use if this would require changing or violating the City's current LOS standard? • Would you support shared use of travel lanes such as right turn lanes to allow BRT vehicles to "queue jump"past automobiles? • Would you be willing to support identifying designated bicycle and / or NEV routes on selected local streets? • Would you support dedicating space in public or private property within or near station locations to provide amenities such as bicycle lockers, showers, or other facilities to support the BRT system? All of these questions must be asked within the context of information about what these questions mean for the operation of Foothill Boulevard. As a prelude to soliciting input on these and other relevant questions, we envision an information packet that describes BRT systems and how they operate. These and other questions to be developed in consultation with City staff will be used to gather input from a wide range of stakeholders during the next phase of this project. Integrated Design Analysis Working with Omnitrans and City Planning and Public Works staff, we will pursue an integrated approach to BRT travelway and station design and development. This will include an assessment of the best possible travelway layout and design, optimum and most efficient station siring and design (including architectural design options), and adjoining land use planning that complements, and supports the demand for and use of the BRT system. Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis RANCHO CUCAMONGA GENERAL PLAN POLICIES We began our analysis with and proceed from the most general to the most specific. Therefore, our first consideration has been relevant elements of the General Plan, and specifically and primarily the Land Use Element (Chapter 2: Managing Land Use, Community Design and Historic Resources) and Community Mobility Element (Chapter 3). We have also identified other General Plan drivers that may affect corridor BRT development policy and plans. General Plan Land Use Element GP Land Use Element: Vision Statement As noted, the Land use Element is embedded in Chapter 2: Managing Land Use, Community Design and Historic Resources. The enhancement of the Foothill corridor for BRT and other alternative modes of transportation are discussed through out the chapter and include the following from the Vision statement: "We encourage the retention, rehabilitation, and development of a diverse housing stock that caters to residents in all stages of their lives." "We maximize the industrial economic development power of our rail and highway connections. The Foothill Boulevard, State Route 210, and I-15 corridors are the core of our commercial development and provide both jobs for our families and revenues for our community services. Our economic base maintains a mix of cultural, residential, industrial, and local and regional commercial uses with stable development." "Foothill Boulevard (Route 66) is the historic thread that ties our community together. We must continually revitalize the corridor while telling the story of the past and balancing preservation. This will be done through the adaptive reuse of buildings, strong architectural design, and public art. "We are dedicated to a sustainable balance in land use patterns (residential, business, educational, agricultural, recreational, open space, and historic uses) and supporting transportation." Comments on Vision Statement Relevant portions of the vision statements in the Land Use Element clearly support an integrated view of land use, including diversity of housing, as well as the commercial and other services and employment centers. This perspective can be well supported in the various components of the BRT corridor planning effort, tying together the land uses that are in proximity to one another, and that also support the use of a well-designed BRT system. The vision statements also support the view of the corridor as an important part of the history of the community. In this regard, however, and as indicated elsewhere in the General Plan and the Visual Improvement Plan(VIP), the emphasis on the "Route 66" theme can be limiting from both a placemaking and marketing perspective. Alternatively, a broader conceptualization of the corridor from a "making history" and enhanced community design aesthetic can diversify the corridor without unnecessarily limiting its iconic place in the community. 8 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis Before citing and responding to relevant land use policies, we should first point out that the General Plan discusses the importance of optimizing infill development and in integrating land use with transportation planning. This includes recognizing the desirability of walkable neighborhoods, which can also include the "districts" planned and partially developed along the Foothill corridor, and walkability along the length of the corridor itself. The General Plan identifies the appropriateness of"Well-planned infill [that] can create cultural, social, recreational, and entertainment opportunities, gathering places, and bring vitality to historic roadway corridors (e.g., Foothill Boulevard) and [adjoining] neighborhoods." Our planning efforts are directly geared to help accomplish this goal. Integral to this concept is a land use and transportation plan that: "provides greater transportation options, such as walking and transit, particularly through infill and Mixed Use development. For example, residents living in a new Mixed Use development should not only be able to walk a few blocks to grab a bite to eat or get a cup of coffee, but also to access a transit line." The General Plan also identifies Foothill Boulevard as a focus area of land use and associated planning. The diversity of lot sizes and existing and approved development has also been noted. Issues associated with the buildout of the corridor include the desirability of mixed-use development, focusing commercial development and BRT transit facilities at major intersections, and improving the "visual feel" along the corridor. However, the vision for this area is not as well described as it might be. Specifically, reference is made to the 'concentration of community- and regional-serving uses east of haven Avenue, while neighborhood-serving uses are [to be] focused on the western portion." Regional commercial is typified in the area by Victoria Gardens, and while this project is envisioned and partially built out as a mixed- use development, it is distinctly different from the type of"walking corridor" we envision along Foothill itself. The "vision" for Foothill Boulevard also looks to the: " Design [of] new development in such a way as to accommodate both transit and automobile access." While this statement may, on the face of it, sound inclusionary, it in fact can undermine the effort to bring an effective BRT route to this corridor. Remaining roadway capacity should be viewed as an opportunity to diversify the modes of travel, including transit that can use the corridor. This cannot be accomplished by also fully facilitating the automobile, which is an inefficient user of roadway capacity (see Complete Streets principles). General Plan Land Use Policies The following Land Use Element policies have been identified as most relevant to the BRT corridor plan, are cited and are briefly discussed below. The policies and one goal are in Italics, with our comments in plain text and noted as 'comment". Policy LU-2.1: Plan for vibrant, pedestrian-friendly Mixed Use and high density residential areas at strategic infill locations along transit routes. Discussion: Based on a comprehensive land use analysis, the General Plan identifies 9 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis areas that are appropriate for Mixed Use development. Generally, these areas are located along Foothill Boulevard, although other limited areas designated for Mixed Use development are located within the southern industrial section of the City. The General Plan allows considerable latitude in terms of the mix of uses and development density/intensity to encourage excellence of design, integrated uses, and sustainability in Mixed Use development. Comment: This policy provides authority to the concept of medium and high-density development along the corridor and will be relied upon to rationalize the land use development concepts we are developing. Policy LU-2.2: Require new infill development to be designed for pedestrians and automobiles equally, and to provide connections to transit and bicycle facilities. Discussion: While the development pattern of Rancho Cucamonga demands significant automobile usage to get from one use to another, the General Plan seeks to achieve a more balanced mix of transportation choices as the City evolves. Consequently, the General Plan expands the potential for Mixed Use development in key areas. Development of higher-density housing mixed with a variety of commercial and civic uses, and public spaces, with convenient access for pedestrians, bicycle riders, and transit users will have positive impacts on air quality, mobility, and other general quality of life measures. Comment: This policy is internally inconsistent, giving equal weight to transit and pedestrianibicycle users, while doing the same for the automobile. As noted above, automobiles are the least efficient users of roadway capacity, reduce capacity that can be made available to transit and bicycles, and also can adversely affect pedestrian facilities and use along the parkways and at crossings. Consideration should be made to revising this and related policies that ignore these contradictions, which will frustrate the implementation of an effective BRT system. Policy LU-3.1: Encourage the creation and maintenance of regional employment, cultural and retail destinations, as well as a full range of amenities and services to support residents of Rancho Cucamonga. Discussion: The Rancho Cucamonga community currently enjoys a wealth of various employment, cultural, entertainment, and retail destinations. The General Plan recognizes that the City will need to continue to attract and maintain a balanced mix of uses, a range of amenities, and high-quality development to adequately meet the needs of the growing population base. Comment: Pursuant to this policy, the development of new and differentiated land uses along Foothill can greatly diversify the corridor with a mix of housing and commercial and possibly additional office development that places jobs near housing, and also creates scaled down retail destinations that support dining, entertainment and other complementary commercial uses. 10 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis Policy LU-3.2: Encourage a mix of retail, service, industrial and manufacturing, and professional uses that create diverse, well paying employment opportunities. Discussion:A diverse employment base that includes different business sectors allows for a diverse workforce and income levels. This diversity allows for competitive salaries and rewarding employment opportunities for all levels of society. Further, a diverse employment base maximizes job opportunities for Rancho Cucamonga residents. The General Plan establishes a comprehensive set of land use designations that allows flexibility and responsiveness to market conditions and supports a diversity of businesses. Comment: This policy is essentially the same as LU-3.1, but reveals the city's predisposition to professional jobs, which are typically higher paying, result in household (or at least local employees) with greater discretionary income, and have a more beneficial impact on the local economy. The corridor already supports a wide range of jobs, and an appropriate mix of multi-family housing can provide higher end condominiums and quality apartments, as well as more affordable dwelling units, which in tum and further diversify the neighborhoods along and near the corridor. Policy LU-3.8: Implement land use patterns and policies that incorporate smart growth practices, including placement of higher densities near transit centers and along transit corridors, allowing Mixed Use development, and encouraging and accommodating pedestrian movement. Discussion: Smart growth emphasizes accessibility, meaning that the activities people use frequently are located close together. Its practices integrate transportation and land use decisions by encouraging more compact, Mixed Use development within existing urban areas and along transit lines, such as Omnitrans bus routes and possible future Bus Rapid Transit lines. Higher density development along transit corridors could lead to fewer automobile trips as residents opt for transit use, particularly along Foothill Boulevard and Haven Avenue. Comment: This policy is directly responsive to SB 375 and other state mandates that tie land use to transportation and the reduction of VMTs and associated GHG and other emissions. The emphasis on pedestrian movement, especially in the absence of trying to add more cars, is also welcome and consistent with needed design concepts to support BRT and other non-car modes of travel. The Foothill BRT corridor concept should bank on this policy. GOAL LU-4: Establish a pedestrian friendly Foothill Boulevard corridor that facilitates transit use and provides a range of commercial destinations to serve both local and regional needs. Comment: This goal can play directly into the BRT concept for the corridor. What might be added to this would be to also establish a land use pattern and bicycle and pedestrian-friendly... and that also provides a range of residential developments and commercial destinations... The point is that the strategy needs to be an integrated one that supports development of a balanced mix of residential and commercial development. 11 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis Policy LU-4.1: Provide new Mixed Use development opportunities along the Foothill Boulevard Corridor to allow residential, commercial, and civic uses, and to accommodate both transit and automobiles. Discussion. A key focus of the Foothill Boulevard planning concept is the design of an attractive, pedestrian-oriented corridor that promotes the use of walking, biking, and transit, and that supports the potential for higher-density mixed commercial and residential uses throughout the corridor. Comment: Comments on the above referenced goal also apply to this policy. It is uncertain what additional "civic" uses are intended. Branch libraries, senior centers and similar civic uses could certainly help to support a diverse corridor. Here too, it is fortunate that an attempt is not made to shoehorn the automobile into the policy. Appropriately scaled commercial that does not require the use of an automobile will be an essential part of our commercial concepts along the corridor and at or near transit stations. Policy LU-4.2: Concentrate community-and regional-serving uses on Foothill Boulevard (east of Haven Avenue), providing a range of commercial, office, residential, restaurant, and entertainment-related uses. Discussion: Eastern Foothill Boulevard (east of Haven Avenue) will focus more on community and regionally focused retail and commercial service land uses. There will be some opportunities to integrate residential, commercial, office, and medical uses. These uses are meant to work together to create an environment that is pedestrian friendly, but also accommodates transit, bicycle, and automobile use. Comment: This portion of the planning area already has substantial community-serving commercial development east of Haven Avenue, including a Home Depot sited on lands designated General Commercial, although this can also be construed as a regional commercial use. While there may be opportunities for mixed-use development in conjunction with BRT stations this area has limited opportunities but should not be discounted for this purpose. Policy LU-4.5: Continue to reinforce the identity of the intersection of Foothill Boulevard and Haven Avenue by supporting development projects that are comparable to the quality of the Civic Center and County Courthouse complex, Terra Vista Town Center, and the adaptive re-use of the historic Virginia Dare Winery. Discussion: The intersection of Foothill Boulevard and Haven Avenue is an important area of the City due to the civic uses of the City Hall and Courthouse complex, the re-use of the Virginia Dare Winery, the Town Square Mixed Use project, and the Terra Vista Town Center Shopping Center. Comment: All four comers of the Foothill/Haven intersection are already fully developed. The principle opportunity identified in the General Plan is the potential adaptive re-use of the Virginia Dare building, which is currently an office center. Given the high levels of employment in the immediate vicinity, the substantial institutional uses (City Hall, courts, churches, etc.) and the substantial residential development at the southwest comer, there is a valuable opportunity to further diversify this node on the corridor. Such diversification might include a fine arts museum in the Virginia Dare building. 12 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis Policy LU-4.6:Accommodate land uses that support the activity centers envisioned in the Historic Cucamonga sector, as identified in the Foothill Boulevard Specific Plan. Discussion: Creating identifiable centers is important in placemaking. Building on the City's historic routes is a viable way to create meaningful places with appropriate land uses. See the Historic Resources section of this Chapter for more information regarding historic districts. Comment: While the historic resources discussion touches on an arts/cultural center, it references this in the context of Victoria Gardens. This development is already a "place", while the downtown portion of the corridor is more limited and currently most distinguished by the civic center area. We believe that serious consideration should be given to the adaptive re-use of the Virginia Dare Winery building as a fine arts museum. This would preserve this historic building and further the design concepts that are emerging along the corridor, would strengthen the desirability and placemaking along the corridor, and optimize synergistic opportunities already at the node of Foothill and Haven. We will speak more to this in future documents and design concepts. Policy LU-5.1: Create a central business hub at the intersection of Foothill Boulevard and Haven Avenue, extending south to 4th Street, with higher-intensity office, commercial, and public/quasi public uses. Discussion: To accommodate more office and professional uses in Rancho Cucamonga, Haven Avenue, between Foothill Boulevard and the City's southern boundary, is planned as the City's office district. The proximity to transportation, including the freeways, Metrolink, and the proposed Bus Rapid Transit system will benefit workers as well as reducing the need for the automobile for commuting. Comment: The business hub concept seems to be well underway at the subject comer and along South Haven. The status of the parcel at the southwest corner of Civic Center Drive and Have Avenue would be good to know. The General Plan designation on this parcel appears to be Office with a Haven Avenue Office Overlay. Regardless, we have been collecting data one mile north and south of Foothill, and this corridor could be an important market for Foothill commercial, residential and BRT development. Policy LU-5.4: Promote a pedestrian friendly corridor where employees can walk to restaurants, commercial services, and other amenities in the area. Discussion: Haven Avenue is planned to accommodate a more pedestrian friendly environment with retail and dining opportunities within walking distance so that employees and visitors can walk to amenities. Comment: While this policy appears to refer specifically to Haven Avenue, it could easily apply to the Foothill corridor and perpendicular streets that feed to it. Enhanced bicycle access would also extend the market to Foothill. It is our intent to evaluate and, to the extent practicable, enhance bicycle use along Foothill as part of an overall multi-modal approach that will broaden activity along the corridor. Policy LU-9.4:Ensure that infill development is sensitive and compatible with the design and scale of all adjacent historic properties. Discussion: Every act of construction is an opportunity to repair, enhance, or embellish a district. The best way is to create infill development that is sensitive to and inspired by the existing conditions. This includes materials, scale, and massing. 13 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis Comment: We certainly endorse this policy. However, there appear to be limited "historic properties" along the corridor with the exception of the Virginia Dare building. We also hope to broaden the concept of Foothill beyond the "Route 66" concept and iconography to include the modem and vibrant downtown being conceptualized. Policy LU-9.5: Establish Mixed Use areas as higher intensity "urban centers" where there is sensitive integration of land uses, convenient modes of transportation, and a focused "sense ofplace" that emanates from the architectural and landscape design. Discussion: Rancho Cucamonga has a well-established pattern of suburban and rural development. The City has the opportunity to enhance this pattern with the development of more urbanized centers of activity within suitable locations. This General Plan provides detailed land use and design guidance for each of the Mixed Use areas, which are envisioned as concentrations of activity at carefully selected locations within the City. Comment: Our conceptualization is crystallizing along the lines of a "string of pearls" that are connected by a multi-modal transportation corridor that facilitate BRT use, as well as pedestrians and bicyclists. The dominance of the automobile has not yet conquered the corridor and adequate car (and truck) access can be assured but the General Plan appears to recognize the opportunities to optimize BRT and other alternative modes of travel. The establishment of new and the expansion of existing mixed-use development on the corridor will be directly responsive to SB 375 mandates and can substantially reduce vehicle miles traveled. The pearls and string can and should provide a diverse set of "urban centers" or neighborhoods connected by thoughtfully rendered parkways supporting pedestrian and bicycle use. Summary General Plan Land Use Perspective Every community faces the dilemma of respecting the past and accommodating the present and future. In the case of Foothill Boulevard (Historic Route 66) the character of the corridor has always been one of movement, not destination. In the early years the businesses were located to serve travelers, not adjoining residents and even new development follows the 'community commercial model' as opposed to the more intimate neighborhood model. The road has always been a "corridor" but now is an opportunity through the BRT and associated planning process to make it a "Main Street. The opportunities that exist today to shape the future are based on a new model of movement— not the traveler, but the neighboring resident and employee, and the commuter; it is not the private vehicle the "corridor" must now accommodate, but the mix of transit, pedestrians, cars, bikes. While it may be thought that pedestrians are only really relevant at the intersections, the increasing value and importance of walking encourages a more extensive consideration of the pedestrian corridor as well. The success of this enhanced and diversified "Main Street' today and for decades to come will be the ability to serve as not only a conduit, but also an extended and connected series of dynamic neighborhoods with a context for commerce, and as an iconic "brand" for the city. But this new brand must reflect the vastly different forces that are shaping the demographics and commerce. Commerce and residents must coexist for the broadband mobility to work. And the methods of movement must incorporate not only the car but especially the BRT system, as well as bicycle and pedestrian mobility. 14 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis Of course, the evolution of Foothill Boulevard is still related to movement and linkages, but today's movement is vastly different (bicycles, golf carts and NEVs, smart cars, cars, buses and especially the proposed BRT system), and the linkages must also evolve. This new broadband mobility must also be matched by broadband wi-fi with the BRT stops being hotspots that offer full range access to the internet and the bus time of arrival, capacity etc. We will elaborate this concept in our next phase of planning. General Plan Community Mobility Element Vision Statement The General Plan Community Mobility Element Vision Statement sets forth three guiding principles addressing modes of transportation, economic development and a sustainable balance in land use patterns. The stated principles include: "We emphasize development of a balanced, integrated, multi-modal circulation system which includes sidewalks, bikeways, streets, equestrian and hiking trails, and mass transit. The system is efficient and safe, and connects neighborhoods to jobs, shopping, services, and active and passive open space." "We maximize the industrial economic development power of our rail and highway connections. The Foothill Boulevard, State Route 210, and Interstate 15 corridors are the core of our commercial development, providing both jobs for our families and revenues for our community services. Our economic base maintains a mix of cultural, residential, industrial, and local and regional commercial uses with stable development." "We are dedicated to a sustainable balance in land use patterns (residential, business, educational, agricultural, recreational, open space, and historic uses) and supporting transportation. Vision Statement Relevance The GP Community Mobility Element Vision Statement identifies all modes of transportation as important to social cohesion, and economic development and prosperity. The last also references a "sustainable balance in land uses that also supports transportation. The subject Foothill Boulevard Corridor BRT study emphasizes the integration of future BRT along the full length of the corridor and its linkage with the Victoria Gardens development. The commercial importance of the corridor is also emphasized. Also, the extent to which land use patterns support the transport system is cited. 15 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis These guiding principles are general in nature but seem to endorse the vision of a BRT route and associated facilities along the length of Foothill Boulevard. The integration of BRT into this discussion and/or greater emphasis on mass transit appears warranted. This is especially true in light of the emphasis on connecting to industrial and industrial land uses in the corridor area. Greater emphasis could also be made to explicitly supporting mixed-use development that places residential development in proximity commercial services along the corridor. Therefore, the third guiding principle could be re-written along the following lines and may be worth considering: "We are dedicated to a sustainable balance of land uses located in proximity to alternative modes of travel, with particular emphasis on bus and bus rapid transit, which better connect residents to employment centers and commercial services." Metro Gold Line Consideration has also been given to the General Plan discussion of the Metro Gold Line and its possible extension closer to the City. While this interconnection to Rancho Cucamonga is a worthwhile effort for purposes of further integrating interregional systems, its relevance to the subject Foothill corridor BRT system is limited. One of the goals of municipal planning is to achieve an optimum balance between jobs and housing. In this regard, the City is jobs rich in areas ranging from general and specialty retail, professional and institutional land uses, to a major commitment in industrial development. As the General Plan notes, the Metro Gold Line is best suited for travelers who wish to leave the City for destination to the west, including downtown Los Angeles. A future MGL station at Foothill and the Pacific Electric right of way would be well suited for that purpose. To this extent, a future connection to the MGL via a Foothill BRT system would complement one another but are not integral to the success of either system. The Bike Plan Class II Bike Lanes continue to be planned on Foothill Boulevard and Haven Avenue. However, these are also routes identified for Bus Rapid Transit, as well as being major traffic arteries and truck routes. As planning proceeds for the Bus Rapid Transit corridors, it may not be possible or desirable to retain the bike lanes on these two streets. The Bicycle Plan provides various alternative and adjacent bike routes to Foothill Boulevard and Haven Avenue in the event that future conditions would preclude retaining the bike lanes on those streets — including Class II Bike Lanes on Arrow Highway and Church Street, a Class I Bike Path along the Deer Creek Channel, and a Class II/Class III Bike Lane/Street on Hermosa Avenue. While "The Bike Plan" states that the vision of a Class II bike lane along Foothill Boulevard may be incompatible with the planned BRT system, every effort should be made to find ways to preserve both through thoughtful and innovative and flexible design. Bicycle access along this roadway will be important to the success of the "destination neighborhoods" concept that is being explored and that we feel is a highly desirable outcome of this planning effort and the success of the future.BRT system. 16 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis Walkability Improvements and Pedestrian Amenities The General Plan Mobility Chapter says very little about sidewalks and related pedestrian mobility, and there is even less discussion regarding the integration of pedestrian facilities in commercial areas or along major corridors such as Foothill Boulevard. Reference is made to "street-adjacent sidewalks" and to the need for wider sidewalks. Other amenities are briefly mentioned but is such general terms that the discussion provide little guidance. Policies call for minimum four-foot sidewalks but these are generally consider the absolute minimum and are not standard for most communities. Our conceptualization of multi-modal access along Foothill Boulevard will advocate wider sidewalks with separation from the curb wherever possible. Sidewalk and other pedestrian-related issues are further discussed below. General Plan Roadway Designation Foothill Boulevard is designated a "Major Divided Arterial" in the GP Community Mobility Element, and two configurations for this roadway are delineated in the GP, both of which call for three travel lanes in each direction. However, while portions of the corridor do provide a total of six travel lanes, major portions provide only two lanes in each direction. At some locations, especially along the western portion of the corridor, the roadway narrows down to one travel lane, although additional lanes will probably be captured as development and redevelopment occurs. The eastern portion of the route is also planned on roads that are down to two lanes and in some cases one travel lane in each direction. These include Victoria Gardens Lane and Church Street. Where Church Street changes to Miller Avenue, and just west of Dolcetto Place, only one travel lane in each direction is provided. This is also true for southbound East Avenue. The number of travel lanes available has a significant impact on the "rapid" portion of the BRT system, which relies upon dedicated or "claimed primary" BRT lanes. The fewer lanes available, the less efficient is the BRT route and the more affected it is by other traffic on the roadway. This is probably less of an issue in the vicinity of Victoria Gardens and points east. General Plan Transit Component The City General Plan recognizes BRT as an important component of the City's mass transit system, enhancing bus transit with more frequent service, fewer stops, and higher average speeds when compared to traditional bus service. Higher-capacity buses are also typical with hydraulic systems that lower bus floor to match with sidewalks and/or station platforms for quick boarding that also meets the needs of ADA users. As noted above, BRT buses frequently travel in dedicated BRT lanes and may have priority access and signal preference over other vehicles. The General Plan Transit Plan identifies the subject Foothill Boulevard corridor as a Bus Rapid Transit route and provides for BRT stations about every mile and at major intersections. The plan also calls for a Transit Center at the intersection of Day Creek Boulevard and Victoria Gardens Lane, in proximity to the southwest comer of Victoria Gardens and a short distance north of Foothill. The planned Transit Center would necessarily be located at the northwest comer of this intersection and within an existing Victoria Gardens parking lot. Possible Adjustments to the Foothill Transit Route As noted above, the Foothill BRT corridor route shown on the GP Transit Plan calls for the eastern last leg of the route to proceed east along Church Street/Miller Avenue, and then to proceed south on Eastern Avenue and thence east on Foothill. This route bypasses an area of substantial commercial services and employment centers (mostly retail)between Day Creek Boulevard and Etiwanda Avenue. 17 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis We recommend that the City consider changing this portion of the route to bring the BRT south along Etiwanda, where it can directly serve a large area of existing and planned commercial development and the associated employment centers around the comer of Etiwanda and Foothill. General Plan Mobility Policies The following Community Mobility Chapter(Circulation Element)policies have been identified as most relevant to the BRT corridor plan, are cited and are briefly discussed below. The policies and one goal are in Italics, with our comments in plain text and noted as "comment". Policy CM-1.1: Provide a safe and efficient street system in the City to support mobility goals, all transportation modes, and the goals of the Managing Land Use, Community Design, and Historic Resources Chapter. Discussion: The Managing Land Use, Community Design, and Historic Resources Chapter focuses on coordinating land use and transportation decisions. The Chapter also addresses pedestrian accommodations in land use planning. Comment: This policy tries to cover it all and as a result doesn't really address any of the mobility issues in a meaningful way. As noted elsewhere, pedestrian issues are only discussed in very general terms in the General Plan (well, it is a "general plan" after all), and walkability to and from a BRT station is essential to attracting users. Not only must such access be safe and efficient, it needs to be attractive and enlivening. Parkway and streetscape design plays an essential part in making the walking experience, whether to the ultimate destination or the BRT system, a desirable experience. Policy CM-1.2: Provide an integrated network of roadways that provides for convenient automobile, transit, bicycle, and pedestrian circulation movement around the City. Discussion: This policy recognizes that not all streets need to serve all transportation modes, but that certain streets may also need to fully allow for the efficient and convenient use by travel modes other than the automobile. Comment: This is an important policy for the proposed BRT corridor. The discussion says more and something different than the policy itself and could be more pointedly worded. For Foothill Boulevard, the BRT system can be the essential element to the type of people movement that directly supports the desired mix of land uses. The BRT system can support this concept much better than the accommodation of the automobile and this should be a high level consideration in the planning of the BRT system along this corridor. Policy CM-1.5: Implement street design standards. Modified standards may be applied where appropriate on arterial corridors relating to transit, bicycle facilities, sidewalks, and on-street parking to be context sensitive to adjacent land uses and districts, and to all roadway users, including transit, bicycles, and pedestrians. Discussion: This policy applies to both public and private roadways. Private roadways may be constructed with slightly reduced standards pursuant to the Development Code. The standards for various roadway types have been established to accommodate the forecast traffic volumes and functions of the existing and future roadways. 18 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis Comment: This policy is essential to the corridor-specific design considerations that must be given to Foothill Boulevard. Again, this is a very general policy and along the subject roadway a hierarchy of priorities needs to be established with sound rationalization. Yes, we can accommodate through-traffic with emphasis on the automobile, but the corridor itself will suffer. This is not necessary in light of the relative focus of community and regional commercial on the east side and in proximity to regional transportation links, and neighborhood serving commercial on the west and in proximity to adjoining residential neighborhoods (their market). Specific to the goal of designing for an effective, efficient and used BRT system, we will prioritize design considerations in consultation with City staff and other stakeholders. Policy CM-2.1:Facilitate bicycling and walking citywide. Discussion: The Community Mobility Chapter supports alternative transportation options, including bicycling and walking that are sustainable modes and contribute to a Healthy RC. Comment: As discussed throughout this analysis, the implementation of this policy is integral to the success of a BRT system on this corridor. Foothill should be viewed as a destination and not just a way of getting somewhere else. Optimum access to the existing community and regional centers is well provided by I-10 and 1-15, as well as via the 210 Freeway. Facilitating biking and walking along and adjacent to the Foothill Boulevard corridor will directly support the success of the BRT system without adversely affecting commercial activities along this roadway. Policy CM-2.7: Require new developments of more than 100 employees (per building or per tenant/company) to develop Transportation Demand Management programs to minimize automobile trips and to encourage use of transit, ridesharing, bicycling, and walking. Discussion: Transportation Demand Management programs are aimed at reducing auto driver trips through the use of other modes, and thereby achieving a more balanced transportation system and reducing vehicular emissions. Comment: This is a very ambitious policy and establishes a low threshold requiring businesses to implement TDM programs. However, it very much supports the concept of the subject BRT system and non-motorized access to BRT stations. The effective implementation of the BRT system will not only reduce auto traffic, it will also enhance internal (intra-corridor) land use synergies and facilitate the concept of a string of distinct neighborhoods (pearls) along the corridor. Policy CM-3.1: Consult with regional transit operators to maintain and improve the coverage and frequency of transit service in the City. Discussion: Continue to work with Omnitrans, Metrolink, and other transit providers to increase access to the public transit network. The outcome should be a system that provides a true alternative to single-occupant vehicles. 19 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis Comment: We have already had very productive discussions with Omnitrans staff regarding their plans for the sbX BRT system and specifically how it will be implemented along Foothill Boulevard in RC. The discussion portion of this policy again de-emphasizes the auto in support of transit, which will serve this planning effort. Policy CM-3.2: Support Omnitrans' expansion of Bus Rapid Transit (BRT) into Rancho Cucamonga, along Foothill Boulevard, with stops at all major north-south streets, and with direct routing via Victoria Gardens. Discussion: Foothill Boulevard is an ideal corridor to expand BRT services. Many of the City's higher residential densities and major commercial retail centers are located on or near Foothill Boulevard. This corridor connects many regional destinations located throughout San Bernardino County. This General Plan envisions additional Mixed Use development along Foothill Boulevard and supports creating a more pedestrian friendly environment for this corridor. Comment: As with Policy 3.1, this policy directly supports BRT system development along Foothill Boulevard and the transit plan also reflects this concept. Note that we are recommending the relocation of the last north-south leg of the route east of I-15 to be placed along Etiwanda Avenue instead of East Avenue. Also as previously noted, the BRT system may be an effective means of accessing Victoria Gardens for the closer in market; however, the three major regional freeways should be expected to serve the bulk of the community and regional traffic to this destination center. Here again, the discussion confuses Foothill as a regional link or travel corridor, when the new emphasis should be on intra-corridor land use synergies. Yes, the route will take travelers through the portion of the corridor located in RC but the creation of distinct shopping, employment and living neighborhoods will also make the corridor an attractive and desirable destination one different from but as effective as Victoria Gardens. This will further strengthen and diversify the City economy and extend its position as a commercial powerhouse in the region. Policy CM-3.4: Consult with Omnitrans to establish and maintain transit hubs at Victoria Gardens, Chaffey College, the Metrolink Station, and other locations as appropriate to facilitate use of transit and transfers between transit services. Discussion: Victoria Gardens, Chaffey College, and the Metrolink Station are some of the major activity centers in Rancho Cucamonga that can support transit services. Comment: Although beyond the scope of this analysis, secondary transit routes and stops will be important to the success of the primary BRT route along Foothill Boulevard. Clearly, efficient transit access to these major destinations can be facilitated by thoughtful secondary route locations. The concept of relocating the Metrolink station should also be given serious consideration, the current location being les than optimal for overall system integration. Policy CM-3.6:In addition to requiring private development to provide transit amenities, consult with regional transit operators to provide attractive and convenient bus stops, including shade/weather protection, seats, transit information, and bus shelters as appropriate. 20 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis Discussion: Providing transit amenities will provide a more pleasurable experience for transit riders and encourage new users. Comment: This is an essential policy mandate and one that is getting thoughtful consideration by the project team. Again, the idea of these stations along Foothill Boulevard is making the stations and the lands around them destinations, not just transfer spots. To the extent practicable, these stations should be designed as integral parts of the surrounding lands and land uses, which will be a guiding principle of our design efforts. Policy CM-3.7: Continue to develop and maintain a citywide bicycle network of off-street bike paths, on-street bike lanes, and bike streets to provide connections between neighborhoods, schools, parks, civic center/facilities, recreational facilities, and major commercial centers. Discussion: The Bikeways Plan, Figure CM-6, will be the basis for implementing a system of Class I, Class II, and Class 111 bike paths. The Trails Implementation Plan will be updated to maintain consistency with the General Plan. Comment: What might be added to this policy are the connection between Class I, II and II bike paths and non-motorized access to the BRT stations. Biking is on the rise and the climate in RC is conducive to its expanded use beyond recreation. Other GP policies support bike use and bicycle access should be viewed as an integral part of the overall BRT strategy. Policy CM-3.12: Continue to require that the siting and architectural design of new development promotes safety,pedestrian-friendly design, and access to transit facilities. Discussion: Rancho Cucamonga will continue to ensure that project site planning incorporates the needs of the pedestrian by providing designated walkways from parking lots to buildings, between buildings, and to adjacent uses where appropriate. Comment: This type of policy should be a given to most urban design situations. The design concepts were are working on and briefly discuss herein rely heavily on safe and efficient pedestrian access between BRT stations and adjacent land use While the auto and support facilities are not the "enemy", they can be significant barriers to the perceived safety of pedestrians and bikers, and can affect BRT use. The same is true of architectural design both at the stations and in more broad applications. Policy CM-3.14: Enhance pedestrian and bicycle access to local and regional transit, includingfacilitating connections to transit. Discussion: Bike racks and lockers at transit stations and bike racks on busses allow bicyclists to connect to bus and rail services, increasing mobility. Pedestrian walkways and shortcuts that connect to transit stops can increase transit use. Comment: This policy is also a given and reinforces the idea that transit users need to feel safe and a considered part of the multi-modal mix, not just an after thought or add-on that is not well integrated with the roadway, or surrounding parking or land uses. The level of station support for bicycles needs further consideration given the potential demand for these facilities and the space they require. 21 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis Policy CM-4.1: Continue to implement traffic management and traffic signal operation measures along the arterial roadway to minimize delay and congestion for all modes, without adversely impacting transit, bicycles, and pedestrians. Discussion: The City will provide traffic management and traffic signal operation measures and promote safe and efficient traffic signal timing at all existing signalized intersections. Maximizing traffic flow efficiencies at major intersections decreases congestion on roadways. Comment: This policy will be critical to the effective implementation of the BRT system along the corridor. Priority signalization and signal control will allow the BRT buses to maintain headway, which must put the "rapid" in BRT. Not all modes may benefit from this essential management and control protocol. The after thought in the policy seems to emphasize a bias toward the auto, which will need to be either reversed or neutralized to along Foothill Boulevard to make this BRT route efficient and desirable for use. Policy CM-4.2: Continue to design and operate arterials and intersections for the safe operation of all modes of transportation, including transit, bicyclists, and pedestrians. Discussion: If users do not feel safe, they will not take advantage of alternative transit systems. With Rancho Cucamonga's wide streets and high speed traffic flows on certain streets, it is especially important to be aware of the potential harm that could come to transit riders, bicyclists, and pedestrians. Comment: Yes, safety is an essential aspect of systemdesign regardless of the mode of transportation. The discussion recognizes that wide streets can frustrate pedestrians and compromise safety. They can also require extended green time at crosswalks that can reduce green time along the mainline (east- west). The thoughtful adaptation of Foothill Boulevard to BRT can have multiple benefits in terms of reducing auto traffic volumes, while affecting traffic calming and a pedestrian and bike-friendly feel along the corridor. Summary General Plan Community Mobility Perspective The General Plan Community Mobility Chapter does a good job of coordinating City planning with regional transportation planning being conducted by Omnitrans and SANBAG, which sets the stage well for development and implementation of the BRT system along Foothill Boulevard. This street is identified as a core area of commercial development but is also recognized as an area where higher density residential development is and should be supported. Finally, Foothill Boulevard directly supports and is in proximity to major corporate and institutional (civic, courts, medical, etc.) offices, as well as substantial areas of industrial development, all of which constitute major employment centers. While some portions of the General Plan identify the opportunities for enhancement of existing land uses and development of new "districts" along the corridor, a unifying concept for this roadway is still lacking. There is also a pervasive bias toward the automobile, which can be at the expense of and efficient and effective BRT system. The subject BRT and land planning effort is an opportunity to take the General Plan, Specific Plan and Omnitrans BRT pians to the next level and provide guidance for an integrated planning effort that creates a corridor that is a destination rather than simple a means of moving people through the community. 22 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis The chapter's discussion of"The Bike Plan" states that the vision of a Class II bike lane along Foothill Boulevard may not be possible or may be precluded by the planned BRT system. Our planning effort will make every effort to contradict this conclusion through thoughtful and innovative and flexible design. We believe that bicycle access along this roadway will be important to the success of the "destination neighborhoods" concept that is being explored and that we feel is a highly desirable outcome of this planning effort and the success of the future BRT system. That the General Plan Community Mobility Chapter places too great an emphasis on Foothill Boulevard as a major through street and even assigns a "truck route" status to this roadway seems to conflict with the existing land use pattern along the roadway, and the other aspirations for development along and in the vicinity. The General Plan also does not appear to take adequate advantage of the numerous alternative routes available to carry through traffic and that destined for the city's community and regional shopping destinations. More emphasis in this regard could be given to I-10, I-15, SR 210 freeway, as well as Base Line Road Foothill Boulevard Specific Plan and City Development Code Introduction The discussion and preliminary evaluation of these two planning documents has been combined based on our understanding that the Specific Plan has been largely reorganized and repurposed in the City's new Development Code as set forth in Section 17.38 of the Code. Nonetheless, there has been value in reviewing the Specific Plan to trace the evolution of the City's thinking regarding the four planning subareas that comprise it. Therefore, the following discussion first reviews the Specific Plan in general terms then moves on to the Development Code and its applicability, and opportunities and constraints as they relate to the proposed BRT route along Foothill Boulevard. Foothill Boulevard Specific Plan The Foothill Boulevard Specific Plan was development about 25 years ago in 1987. Since that time, much has changed along the corridor and at least two significant land development cycles have occurred along the corridor and throughout the City and the region. Emphasis is placed on its importance as a commercial corridor, and the later realized Victoria Gardens center as a part of this commercial push was already anticipated. Four planning subareas were identified in the Specific Plan, including Bear Gulch, Vineyard, Old Cucamonga and Etiwanda. These planning subareas, which are identified as "districts" in the Development Code, which implements the 1987 Specific Plan, were envisioned as "activity centers" located primarily at major intersections. There are meant to have individual identities with a stronger urban character than was to be found at the time elsewhere in the City. Specific Plan Architectural Design: The focus of the Specific Plan was on four major planning components, including community design and architecture, circulation, land uses and implementation. Architectural design was assumed to borrow from existing "architectural determinants" and was strongly recommended as the drivers for design. This rather narrow perspective had the potential to place unnecessary and undesirable limitations on urban and architectural design within these planning subareas. 23 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis Circulation Planning: The Specific Plan called for a six-lane roadway along the entire length of Foothill Boulevard, with an emphasis on transportation systems management, divided roadway design and access restrictions and consolidation, and adequate side street access. However, the Specific Plan also identified Foothill as an integral part of the regional roadway system, which places an unnecessary burden on this roadway and limits it potential for adjoining mixed-use neighborhood development. The Specific Plan did recognize this conflict, however, and the subject planning effort may serve to help to resolve at least some of these conflicts. Specific Plan Land Use Planning: With a defined planning area of approximately 560 acres, development was dominated by strip commercial mixed with small scale office development and constituted about 22% of the planning area. The area was also comprised primarily of a variety of small lots of diverse ownership, which made lot consolidation essential for Plan implementation. The planning area lacked character and was fragmented in appearance without a unifying set of characteristics. It also lacked community activity centers that might facilitate a more unified development of this important and valuable corridor. Right up front, the Specific Plan declares itself as an effort to establish the corridor as a viable regional commercial area. At the time of its drafting, this was the conventional thinking of how commercial development should be planned. It was also indicative of the high degree of regional competition for retail dollars and associated revenues that has driven the fiscalization of land use planning in many communities. Fortunately, other important alternatives, including the concentration of regional commercial near I-15 has taken some of the pressure off of the Foothill corridor. The planning subarea concept has evolved although in a somewhat conventional way but important opportunities remain to realize truly innovative and effective mixed-use development in conjunction with BRT stations planned along the corridor that can achieve the original concept of a series of diversified neighborhoods. Implementation One of the major implementation measures of the Specific Plan was to be lot consolidation to assemble development sites of adequate size to achieve the goals of the plan. The City Redevelopment Agency was seen as the driving force for implementation, including facilitating a variety of financing for roadway and infrastructure development, and as a means of providing incentives to attract the desired type and scale of development. Most recently, the purpose, applicability, development regulations and development standards for the four Specific Plan subareas have been integrated into the City's new Development Code and are identified as Section 17.38.060 Foothill Boulevard Overlay Zoning District. City Development Code We have reviewed the City Development Code on two levels, the first being an overview of permitted uses and intensities, as well as development standards and guidelines. The second part of the this review has been to consider the Foothill Boulevard Overlay Zoning Districts and to identify any particular constraints and opportunities relevant to developing land use and planning concepts at identified "opportunity sites" that will best support the development and use of the BRT system. Specific sections are cited and observations made on how they may affect the proposed BRT project. 24 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis Section 17.130.020 Site Plan Design A. Existing Site Conditions. Existing site conditions such as mature vegetation, slopes, drainage courses, rock outcroppings, and views should all be considered as possibilities for inclusion in the project. Use of valuable existing site elements will assist in formulating a focused design theme, such as: 1. Standards i. Preserve existing, mature trees where the drip-line is outside of the proposed building footprint unless it can be demonstrated that other development standards cannot be met(e.g. parking). ii. Provide a buffer where a non-residential development adjoins residential property by not exceeding the height of the residential structure, providing additional setback at a ratio equivalent to the additional height and/or providing a landscape buffer. 2. Guidelines i. Relate the location of site uses with adjoining properties to avoid possible conflicts and take advantage of mutual potentials. Comment: This is almost a meaningless statement. The term "compatible" is too vague; elsewhere there is a statement about linking parking areas on adjacent properties, and linking pedestrian access. What are "mutual potentials"? This should more emphatic so developers know they are part of the whole, and must make contributions to the whole. The difficulty is that past piecemeal strip development has been implemented without adjacency requirements, which precludes or makes difficult implementing design remedies. Recommendation: In the development standards and guidelines we will recommend, specifics will be given that provide concrete guidance regarding the relationship of the building type and anticipated uses with those existing or planned on adjoining lands. ii. Consider street setbacks on adjacent properties. While variety is generally desired, the street must function as a whole and the setbacks must relate. Comment: Once again, this "prescription" is really not one and is too vague. If the goal is the street, then establish a "build-to" line so that each part contributes to a clear whole. This approach requires a definitive statement that better defines the streetlbuilding relationship, which may vary with differing types of development. In some instances, the building facade and its articulation may be integral to the development of the "public realm" portion of the development, as in the case of sidewalk dining and cafes. Recommendation: In the development of recommended standards and guidelines, we will describe potentially adjoining uses and will concretely state what the role of the building is in defining and contributing to the public realm. This approach will more clearly define the relationships and better assure that future development proposals optimize the relationship of the building and its use to the adjoining public realm,whether it is on the street or within the context of a mixed-use project. iii. Preserve existing, mature trees as a focal point. 25 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis B. Building Orientation. Placement of the buildings shall be done in a manner compatible with surrounding existing and planned uses and buildings. Comment: Once again, this is a statement that communicates no real meaning. What does compatibility mean? If it is left to the developer to define then no "code" is needed because none really exists to impose on thee development. Recommendation: Again, we will describe and illustrate concepts of building orientation that are concrete and can provide meaningful guidance to the future development plan. The following standards and guidelines apply: 1. Standards i. Arrange buildings to create plazas; Comment: It is essential that we define what a "plaza" is. Most developers refer to leftover space as plaza or simply plunk down a comer cutback or open area without consideration to how it will function and what its relationship will be to the buildings and the streets that delineate it. This is how we end up with graphically pleasing plans that lack functionality when built. Frequently, these "plazas" are out of scale, have no or little relationship to their edges and adjoining uses, and end up not inviting but distancing the retail or other activity from the street. Recommendation: Historic or CNiJ typologies should be cited in development standards and guidelines so that the purpose (people gathering), the size (anticipated usage related to location within streetscape and development—generally smaller is better), and the orientation and access. Plaza needs to be spatially defined and also fluid, and should have boundaries that "hold" or "embrace" the space; providing a sense of enclosure without being cut off or claustrophobic. These characteristics also importantly serve to communicate the change in "space" when one crosses an imaginary threshold that defines the plaza as opposed to the rest of the open space adjacent to it. A serious explanation of an acceptable plaza should be included so the end result is an actual place. ii. Create direct and logical pedestrian connections between public sidewalk and the primary entries of each occupied building on the site. Comment: This is well-intended but too general and therefore essentially meaningless in the context of development at the street or along a corridor. There are larger design issues that should address building siting within the context of sidewalks along public streets or those connecting parking lots with the buildings they serve. Recommendation: The logic of pedestrian connections will be more thoroughly defined and may also be illustrated. So too will be the relationship of the building to the public street and hence the associated pedestrian access. Building an interesting and even enticing connection between the street and the building must not always be direct, but can be somewhat circuitous if the way finding is clear. This can provide a change in space and atmosphere between the public realm and the environment created by the development. We will attempt to illustrate this and will better define the range of relationships that should be addressed in mixed-use development along the corridor and in differing situations. 26 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis iii. Provide additional setback, as needed, to protect solar access of adjacent properties. Comment: This is not really a standard and will only be an obstacle to effective site planning and architectural design unless the "solar access" is better defined. Recommendation: Solar access is important on several levels, including providing sunshine onto a plaza or courtyard where outdoor use is being encouraged. It can also be associated with the assurance that opportunities for day-lighting of interior space is not limited or precluded. Finally, and where most typically thought to apply, solar access is that which allows the installation of solar thermal or electric panels to capture and use as a renewable resource. We will define the various aspects of solar access that must be considered both for adjoining properties but especially within new, integrated development. Clarity of descriptions and supporting illustrations will help to assure that both internally and on adjoining lands solar access is effectively respected and protected. 2. Guidelines i. For multiple buildings, vary placement to avoid parking areas that dominate streetscape. Comment: This is too vague to provide guidance. There are numerous examples of this "principle" being applied in a manner that chops up and well proportioned development site into a master site plan with buildings that do note relate well to one another, and one which results in convoluted and even hazardous parking lots and circulation. Recommendation: If the circumstance calls for the placement of buildings that to create a street frontage with parking in the rear, state it. If the desire is to provide more room along the public street space and maintain more expansive views by interspersing building pads, state that. A more important consideration, and one we will elaborate upon in our design concepts, is the integration of parking with buildings, points of access and the street. Also important will be determining the real parking demand and not simply applying the Code, ULI or other standards that may result in a level of parking that is only needed once or twice a year. Finally, we will elaborate on how new and existing development can optimize a plan and program of reciprocal parking within the context of thoughtful site planning that places parking at convenient locations and also is attractive to visitor who access the site on foot, by bike or from a transit station. ii. Avoid "strip-commercial" appearance where buildings are plotted in a straight row with parking along entire street frontage. iii. The setback from streets and adjacent properties should be directly proportionate to the scale of the proposed building. Comment: Once again, if street frontage is desired and dictated by the use then define the "build-to" line and state the minimum and maximum building heights. Minimum heights should be set because without enough heft to or presence along the street frontage, the amorphous street corridor dominates the spatial and ordering experience. Recommendation: Along Foothill Boulevard, the height at major intersections might be a minimum 40-foot (3 stories) and a maximum of 70-foot high (six stories). If this is the case, then the comer configuration must be defined (chamfered a la Barcelona, re-entrant corner) and all four corners should be the same to create the spatial identity of the intersection. This is a very effective place-making strategy where it can be executed. 27 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis iv. Setback larger buildings to balance the scale and protect solar access. Comment: This is a sterotypical planning recommendation that has resulted in development that provides little relationship between buildings and the street. Such a general rule leads to monotonous site plans that are found all over Southern California and which have homogenized the treatment of the public street. To the extent some areas of SoCal have high summer temperatures and shade is at a premium, larger buildings along the street can be an asset and not a detriment. Recommendation: If the boulevard experience/identity is sought then there should be opportunities for more building siting along the street. This would be especially useful along the west end of the corridor where on the north side of the street low density residential is prevalent and relatively close by. In such an instance, whether existing or planned for the future, buildings along the street can enhance the commercial boulevard feel while better buffering nearby residential. v. Place buildings to provide the most aesthetic public views. Comment: This is also a gratuitous and meaningless statement; aesthetic views of what? The built environment is not the aesthetic enemy of the community. Recommendation: On the contrary, more attention needs to be paid to the quality of building design, and quality design does not necessarily translate into significant (or any) additional building costs. But quality design does require the employ of better architects, land planners and landscape architects. This is not to say that view corridors to mountain views or other natural and scenic amenities are not desirable. In the present case, the corridor is also already recognized as an "urban space" and as such warrants true urban design principles, not conventional suburban sliced white bread that seems to evade or escape the built environment. C. Access/Circulation. The access and circulation of a development should be designed to provide a safe and efficient system,both on and off the site. The following standards and guidelines apply: 1. Standards i. Minimize the vehicular crossings of primary pedestrian pathways between the public sidewalk and the primary entry to buildings. Comment: This standard is unclear and appears to try to address the potential for on-site drive lanes to cross the pedestrians' primary route of access to the building. If this is the intent then further elaboration is warranted to better clarify. Recommendation: There is little question that access consolidation along Foothill Boulevard will be essential to preserving roadway capacity along the road for all users and especially the BRT system. And yes, it will also be important to the creation of a pedestrian experience that feels safe, enjoyable and well served by thoughtful streetscape treatments, including sufficiently wide sidewalks, landscape and other buffers between curb and sidewalk. Depending on the location of BRT stations, it may be necessary to provide protected pedestrian access to median-sited stations that serve BRT traffic in both directions. In this case, the BRT stop must be consciously designed as a pedestrian-friendly "gateway", and visual/amenities clues need to be a part of the stations design, whether they are on the street or on private property. 28 Terra Nova/SCAGBancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis ii. Create safe, continuous,pedestrian routes between the public sidewalk and primary building entrances Comment: This standard is meant to be obligatory but is difficult to implement in many instances. One problem is the conventional thinking of many retailers that parking needs to be in the front of the building for both perceived accessibilityand as an advertisement of the business. Recommendation: With the creation of the expanded urban environment along the corridor there will be more opportunity to provide direct access to the building for pedestrians regardless of the point of origin (car,BRT bus, on foot or by bike). Consolidated access drives will help and side and rear parking will also allow for less travel lane/sidewalk conflicts. A greater emphasis on buildings fronting the street will also avoid this issue. iii. Where feasible, share access with adjoining properties. New developments shall connect to existing access points when available. iv. Align access with existing driveways, intersections, or median openings. v. Provide two means of ingress and egress, not including emergency only access. vi. Avoid dead-end parking aisles. vii. Access points must conform to the City's access control policies and standards. viii. Maintain adequate sight lines for motorists at intersections and driveways. ix. Incorporate emergency vehicle access / fire lanes into the access/circulation plan rather than considering emergency access separately. D. Pedestrian System. Project should provide a safe, comprehensive and connected pedestrian system. The following standards apply: 1. Standards i. Include a connected pedestrian circulation system and accompanying plaza and patios as an integral part of a unified site design. Comment: Once again, this type of directive is too vague and does not provide meaningful guidance much less serve as a development "standard". Such a directive will not be applicable in many instances and if forced can result in a gratuitous and wasteful use of lot area that is infrequently or never used. Recommendation: Plazas and patios need to be described and defined. Concrete examples and some form of true standard needs to be developed if this is to be a design standard for general application. We will provide definitions of this type of design element and will provide criteria for when and where their application to the design may be warranted. ii. Provide for the safe and orderly transition of vehicular and pedestrian traffic by means of clearly identifiable and attractive walkways. Comment: This is largely a repetition of an earlier "standard" but seems to be emphasizing clarity and attractiveness of pedestrian paths and vehicle lanes. If so, OK. Recommendation: Please see our recommendation under item ii. of "Building Orientation. It should also be incorporated into the concept of breaking up large parking areas into defined "parking courts." Perhaps two double-loaded bays by 14 cars (140' x 140' — 50 cars), for instance. Then perhaps the in-between area can incorporate a pedestrian passage that also serves as the detention area (think walkway over cobble or striped pavement). Also, as noted before, consideration should be given to reducing the parking requirement; establish maximum parking count, not a minimum. 29 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis iii. Clearly delineate on-site pedestrian walkways with special pavement, landscaping, and lighting. iv. Connect the on-site pedestrian system and open space with the areawide pedestrian and open space network. Section 17.132.030 Commercial, Office, and Industrial Development The majority of design standards and guidelines for commercial, office, and industrial development are provided in Chapter 17.130 (General Design Provisions). This Section contains only those provisions that are unique to commercial, office, and/or industrial development. A. Special Site Design Provisions 2. Guidelines i. For commercial projects, give special attention to creating pedestrian scale and an inviting place for pedestrians to shop. Comment: This statement is too vague. "Pedestrian scale" is generally thought of as the height of buildings, but the real issue is the vast and amorphous space that surrounds the buildings; a good example is the inappropriately scaled "plaza" at the northeast comer of Haven and Foothill. Scale, enclosure and threshold, as well as other design considerations are, essential to the effective creation of this type of space. Recommendation: The real issue is to create a defined/experiential outdoor realm (room, plaza, piazza, piazzetti, corridor, mews, lane). The buildings then serve the purpose of defining the edge of those outdoor realms, and their height should not be so important because the experience of the pedestrian is densified at the pedestrian realm (8' wide x 12 — 16' high). The buildings can be 3 to 6 stories high if the facades are articulated correctly, and the pedestrian realm is interesting—there is some action there, some reason to be there in the first place. ii. Site amenities, such as walls, hardscape, street furniture, trash enclosures, lighting, and monument signs, should be designed as part of the total architectural package for the project. iii. Integrate signs into the architectural program. B. Parking Areas. The following standards and guidelines apply: 1. Standards i. Screen parking areas from public view with mounding, landscaping, low walls, grade differentials, and building orientation. ii. For parking areas, include one tree for every three parking stalls for shade. Comment: This is problematic and of questionable efficacy in any event. This prescribed density is very high, and trees in the middle of parking areas are brutalized by a lack of surrounding soil and the typical excessive over-trimming by landscape maintenance crews. Even if properly maintained, at this density there is substantial expense in the form of maintenance and water demand. 30 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis Recommendation: If trees are to be an integral part of the parking lot design, their spacing should be a function of the species to be used and not subject to a standard fits all sizes approach. A more valuable and timely alternative is to provide shading (which is the point) through the provision of shade structures that integrate solar photovoltaics. In this way, the shade structure will do it job with minimal maintenance and no water demand, and will generate a revenue stream for the project owners. By applying tree-shaded parking in proximity to the building, where solar access will be less in any event, the trees can serve to soften and complement the building. 2. Guidelines i. Distribute parking evenly throughout a site instead of concentrating all in one large parking lot. Comment: This is such a general statement that its application is hard for developers to apply or planners to judge. The amount of parking aside, the placement of parking is defined by the needs of the business employees and the convenience of the shopper. Just a cursory review of commercial and industrial area parking shows that adherence to such a general guideline can yield a wide range of undesirable results. Recommendation: As we have noted before, it is better to define the limits of parking both in terms of maximum number of spaces and in general locations. For instance, how many spaces should go in a "car court", how many in front of the building, how many in back or on the side, and how many overall. ii. Consider the types of users desired and plan the project accordingly rather than trying to maximize building floor area. iii. Parking areas should not be the dominant element in the overall design of a project and should be designed to minimize visual disruption. Comment: "Don't do this" is not really a guideline, and such a vague prescription/prohibition is simply not realistic. Most site planning parking strategies almost always dominate the site because conventional office and commercial developers insist that there be substantial parking on the street-side (typically the entry-side) of the building. The Victoria Gardens with its faux Main Street is an alternative, but for something like this to work, the development off Foothill has to be based upon a two- sided entry street drive where the storefronts face the entry drive, not Foothill, and not the parking areas. Recommendation: as noted elsewhere, we will provide draft parking planning standards and guidelines that are responsive to the mixed-use development opportunities we will be conceptualizing during the next phase of this project. These will provide concrete design standards and guiding principles that will be explicit. iv. Parking areas should be screened from streets through a combination of mounding, landscaping, low-profile walls, and grade separations. v. The design of parking areas should also minimize auto noise, light and glare, and ambient air temperature. This can be accomplished through the use of sound walls, general location, use of well- designed lights, and landscaping throughout the parking lot. D. Pedestrian Orientation 1. Guidelines i. Colonnades or loggias and other covered walkways or structures that provide shade to pedestrian spaces shall be utilized whenever possible. 31 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis Comment: This is stated as a standard rather than as a guideline. In the low desert areas such a recommendation may be OK but is this really important to development in RC? Will the determination of "whenever and possible"? Would this be applicable to all pedestrian walks serving in-line stores greater than 40 feet and facing all compass points. Recommendation: Rather than attempting to dictate architectural design, the guidelines would better serve if they defined the problem, if there really is one, and better describe a variety of design concepts that can be adapted to a variety of architectural styles. If there is room for such structures there is also room for trees that can serve the same purpose. We will specifically address this issue in concrete but appropriately open option terms in our conceptual design standards and guidelines. ii. At street level, the use of building materials and building details that relate to human activity shall be required where appropriate. Comment: It is not clear what this means. There is some implied concem, either aesthetic or functional, but what the intent is and what "human activity" is being referred to is unclear. Recommendation: We will develop general design standards and guidelines that address the issue of building materials and their application. There may be issues of building protection, quality of facade articulation, etc. that should also be considered and we will do so. iii. Convenient pedestrian circulation shall be provided throughout all projects to connect public streets, parking areas, and public transit facilities with buildings and pedestrian open spaces. iv. Open spaces shall be integrated with pedestrian walks and defined by landscaping and other elements to create a sense of place. v. Where possible, open spaces shall be accessible to the public. vi. Street Furniture. Benches, light standards, kiosks, drinking fountains, trash receptacles, and other street furniture in on-site open spaces shall be designed in a coordinated fashion to enhance the appearance and function of the site and open space. Pedestrian areas shall be highly visible and well lit. Section 17.132.040 Foothill Boulevard This section establishes parameters within which the community character for the entire Foothill Boulevard Corridor can be created. To do so, a number of issues and design concepts have been previously explored. However, at the core of all discussion and investigation has been the attempt to define community character in an accurate, comprehensive, and pragmatic manner. The Community Design Guidelines are primarily focused on the creation of aesthetic character. The purpose is to create a visual environment that evokes a distinctive and unifying image, which is unique to Rancho Cucamonga. To accomplish this task, the Foothill Boulevard Corridor must first distinguish itself from other major thoroughfares in nearby communities and, second, it must serve as a visually unifying concourse that links the entire community of Rancho Cucamonga. Lastly, it is important to have a design statement for the Foothill Boulevard Corridor with each contributing community design element skillfully orchestrated to promote a contiguous, cohesive, community design image. Comment: The first principles should not be aesthetic, but rather definition of the corridor itself. The use of the term�"comdor" is instructive because it means an enclosed linear passageway. For a traffic corridor in strip center sub-urban design, the vertical curb is the defining element, later supplemented by street trees, streetlights, and"pad"buildings. But nowhere is the vertical edge of the corridor established because it staggers back-and-forth from big box (set back>300 feet), parking areas with low shrubs and trees (a soft edge which is not of interest, but pleasant), pad buildings (set back 30 feet), monument 32 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis signs and older big pole signs, and interspersing of low utilitarian buildings from years ago when the ROW was 80' feet. Recommendation: To create identity, the corridor should read like a defined, linear space. The fill-in efforts with street trees and banners along the parking lots is OK, but at the development entries and especially the intersections, the first priority should be to create a strong vertical definition of the edge of the public realm. The buildings should be placed at a "build-to" line, should have a height of parapet a minimum of about 36 feet, and should be long enough to read as more than one small retail outlet. A. Applicability. The provisions of this section shall apply to all Foothill Boulevard Districts, unless otherwise specified herein. Any addition, remodeling, relocation, or construction requiring a building permit within any Foothill Boulevard District is subject to Site Development, Minor Design Review or Major Design Review. B. Image Enhancement Features. Community image is related to the way people experience the City - - driving through it, observing its natural qualities and the character of it's buildings, walking through commercial areas, and visiting specific destinations. The best communities have the following memorable image enhancement features: 1. A clear sense of arrival through a distinct change in landscape, hardscape, built areas, or special entrance monumentation features. Comment: Again, as with much of the standards and guidelines, these seem to anticipate more of the large-scale neighborhood and community scale retail outlet and less of an intimate, mixed- use development that is more desirable if one is trying to create an intimate urban environment. The use of hardscape is often a replacement for integrated design if it is not a part of and derived from the design of the buildings and the site plan. Signage is also a poor tool for creating areas of distinction and can lead to an unsightly visual clutter. Recommendation: Clearly, different buildings or developments should differentiate from one another but hardscape is generally .an ineffective (but common) approach to providing identification. This is due to the plan-view conceptualization of development, the mistakes of which do not become evident until the project is built. Once visitors are on the corridor, the visual diversity provided by great buildings and effective landscape treatment will help create a destination; people will realize that they are where they want to be and will be interested in taking in more of the full Foothill Boulevard experience. 2. A civic, commercial, or cultural public urban open space, which defines the activities, history, commerce, or natural/manmade features which the community as a whole values. Typical public urban open spaces consist of plazas, courtyards,urban paseos, market streets, historic landmarks, and public parks. Comment: This concept should be developed much more, citing examples along Historic Route 66 that already exist and how they do or don't function in the way desired. Recommendation: It is our intent to provide a description and illustrations of urban design elements that should be integral to the BRT stations and the planned mixed-use projects that provide the character-defining aspects of these developments and of the Foothill corridor. Identifiable districts, as set forth elsewhere in the development Code and originating in the Specific Plan, will be elaborated in our design phase. The overall design concepts, including the ideas for site planning and architecture, are where the "aesthetic"may help define the district. 33 Tena Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis 3. A clear organization of streets, and landmarks which gives people a sense of direction and orientation. The extent of confusion in traffic circulation, and the amount of congestion increasingly figures in people's perceptions of cities. Comment: Wayfinding appears to be the issue and along the corridor this should be made clearer by distinctive urban design elements. Recommendation: Perhaps a "landmark" is created that is a meaningful urban-scale element, and the nearby buildings cue off the landmark in some way. Iconic buildings, towers and other elements can help in this regard. We will consider the need for and appropriateness of BRT station flags or banners that alert users to the approach on the stations, while closer in we hope to elaborate on Omnitrans designs for the E Street leg of the sxB station and provide design concepts that allow the RC stations to be distinguished from others along the route. The development of new and the enhancement of existing opportunity sites should incorporate buildings of height and scale, as well as distinctive architecture that they too serve as landmarks that contribute to the creation of the tied string of"pearls concept we hope to develop. 4. A sense of uniqueness. This quality can be derived from a single feature, a district-wide theme reflecting ethnic or historical themes, or an event, which is staged in a special place each year. 5. A sense of place in a shared past which gives people a sense of belonging. C. Community Design Vocabulary. In an effort to provide a unique community image for the Foothill Boulevard Corridor, a variety of existing or proposed image enhancement elements will be provided or enhanced and designed to increase corridor identity. Vocabulary of these image giving elements include the following: 1. Activity Centers. Activity Centers are points of intersection at major streets or landmarks along the Foothill Boulevard Corridor. As such, they are points of concentrated activity, which give identity to individual subareas. Major Activity Centers located contiguous to the Foothill Boulevard Corridor include the areas surrounding the following intersections: i. Foothill Boulevard at San Bernardino Road ii. Foothill Boulevard at Vineyard Avenue iii. Foothill Boulevard at Archibald Avenue iv. Foothill Boulevard at Hermosa Avenue V. Foothill Boulevard at Haven Avenue vi. Foothill Boulevard at Milliken Avenue vii. Foothill Boulevard at Rochester Avenue viii. Foothill Boulevard at Day Creek Boulevard . ix. Foothill Boulevard at Etiwanda Avenue X. The Activity Center at Foothill Boulevard and San Bernardino Road is a more rural, informal, village design concept. The specific design of the intersections for the Activity Centers between Vineyard and Etiwanda Avenues is within the Foothill Boulevard/Route 66 Visual Improvement Plan. 34 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRIT Study Planning Document Analysis Comment: This section is emblematic of the weakness of the Development Code in setting forth and defining and illustrating the terms that will create the desired".boulevard" effect. It is not enough to simply state that the desired effect is "activity centers". These need to be conceptualized, characterized and described. Recommendation: The first step is to define and densify the intersections so that there is some activity that in fact can be "centered" upon. What the Code implies here is the intersection and the related mixed-use development around it. But what is not stated is that in addition to the buildings and businesses, a "CENTER" of activity needs to be created that is recognizable, memorable, alive, and connected. This section of the Code should take a stab at identifying the distinctive stylistic elements, color, material, or other element that makes one such center different from another. As a pictorial example, imagine that the colors of identifiable and regularly applied elements from east to west go from yellow, green, blue, and violet. Each element within the complex of that area has the color as an underlying theme — you say to your friend I'll meet you at Foothill and Vineyard, you know it's the one with blue buildings or banners (the blue district). While this is an example that . may be too bold for RC, it illustrates how such a concept would add to the festive character and color code location along the corridor. 2. Suburban Parkway Transitions. It is recognized that the Foothill Boulevard Corridor will not become a totally pedestrian-oriented environment. Therefore, the five pedestrian-oriented activity centers listed above, will be linked together by "suburban parkway" transition areas. These parkway transition sections will consist of informal landscape treatments dominated by drifts of London Planes, California Sycamore, and Purple Plum trees. Other parkway characteristics include rolling turf berms and meandering/undulating sidewalks, which are designed, to complement informal landscape treatments. The parkway transitions will include enhancement areas that have specialtreatments with accent pavement in the travel lanes, median island, and sidewalks; street furniture, and accent trees. The specific design of the parkway transitions and enhancement areas is within the Foothill Boulevard/Route 66 Visual Improvement Plan. FIGURE 17.132.040.2 PARKWAY TRANSITIONS Private Development Setback une _ � I Ir 77 iG' PropertyLme Iitii (fllrl -- r I,'— . . d YIi R I it ,i film Primary Par6vry Tree I 'Mounded Turf (European Sycamore)— Accemrree roothi118oUlevafd 6'Meanderinq SiaewalM (Fbwerirg Plum) Suburban Parkway Zone 75'ParkwayTransition Zone 45'Urban Activity Zone 35 Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis Comment: This statement gives the wrong impression, one that implies that there will be discontinuity of sidewalks or other pedestrian paths. The net available area for sidewalk and landscaping appears to be the same. The schematic indicates that the sidewalk and parkway landscaping encroaches into private property, thereby requiring an easement on private land to secure adequate area for the pubic realm. Presumably, this issue is not universal but occurs in certain areas of the corridor. Also please see our comments on the Visual Improvement Plan. Code Pages 17.132-49 2. Building Orientation. Placement of the buildings shall be done in a manner compatible with surrounding existing and planned uses and buildings. The setback from streets and adjacent properties is directly proportionate to the scale of the proposed building and those around it. Larger buildings will require more setback area for a balance of scale and for the protection of solar access to the proposed building and adjacent sites. Lastly, placement of the building should provide the most aesthetic public views. i. Orient/screen all auto-related facilities (i.e., working bays, storage, etc.) from public view. ii. Buildings shall orient their public entrances toward Foothill Boulevard as much as possible. Comment: This approach or directive in many cases may not be realistic and may be misleading to regulators and the development community. These directives can establish a front-back dilemma that in many cases will not be satisfactory to the tenant or the shopper. This is where entry drive orientation or public plaza orientation should be explored on a case-by-case basis both in terms of the proposed site plan and use. 3. Access/Circulation. The access and circulation of a development should be designed to provide a safe and efficient system, both on and off the site. Points of access shall be designed in conformance with the City's access regulations. The circulation system shall be designed to reduce conflicts between vehicular and pedestrian traffic, minimize impacts on adjacent properties, combine circulation and access areas where possible, and provide adequate maneuvering areas. Points of access shall not conflict with other planned or existing access points. Pedestrian walkways shall connect every building with public sidewalks. 4. Parking Areas. Parking areas should not be the dominant element in the overall design of a project and should be designed to minimize visual disruption. Parking areas should be screened from streets through combinations of mounding, landscaping, low profile walls, and grade separations. The design of parking areas should also minimize auto noise, lights and glare, and ambient air temperature. This can be accomplished through the use of sound walls, general location, use of well-designed lights, and landscaping throughout the parking lot. Utilize the concept of "tuck under" parking where it is not visible from Foothill Boulevard or from any other side street. i. Whenever possible, locate site entries on side streets in order to minimize pedestrian/vehicular conflicts. When this is not possible, design the Foothill Boulevard site entry with appropriately patterned concrete or pavers to differentiate it from sidewalks. 36 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis ii. Parking access points, whether located on Foothill Boulevard or side streets, should be located as far as possible from street intersections. iii. Design parking areas so that pedestrians walk parallel to moving cars. Minimize the need for the pedestrian to cross parking aisles. iv. Driveways and parking areas should be separated from adjacent sidewalks or landscaped areas by a curb not less than 4 inches high. v. All parking spaces shall be clearly outlined on the surface of the parking facility. In activity center locations, locate parking areas to the rear of the buildings. vii. Link individual project parking areas with on-site driveways, which are clearly identified and easily recognized as connectors. viii. New development projects shall delineate on all submittal plans where the vehicular connection to adjacent sites are located. The applicant must also demonstrate provisions for access easement for such vehicular movements to adjacent properties consistent with an approved master plan. ix. As a condition of approval, the applicant may be required to combine parking facilities and access to serve more than one individual project. x. Within suburban parkways, parking areas should be designed in a manner, which links the building to the street sidewalk system as an extension of the pedestrian environment. This can be accomplished by using design features such as walkways with enhanced paving, trellis structures, and/or landscape treatments. 9. Transit Improvements. Transit improvements such as bus shelters, bus pullouts, and bus pads shall be provided if determined necessary by the Director of Engineering Services and Planning Director in consultation with the local transit provider. Comment: This is the only reference to transit or bus shelters in the entire Code. While the General Plan clearly anticipates the need for such facilities, the Development Code does not and should provide both standards and design guidelines for these facilities. Recommendation: Specific to the sbX BRT plans developed and being further elaborated by Omnitrans acd SANBAG, we will provide concrete siting criteria, design standards and development concepts for the future BRT facilities along the corridor. These will be developed in consultation with Omnitrans and the City Public Works Department and should set the standard for future BRT station development. K Building Design 2. Scale. The mass and scale of the building needs to be proportionate to the site, open spaces, street locations, and surrounding developments. No matter what the scale of a building, setbacks and overall height should provide an element of openness and human scale. Multi-story buildings should be set back toward the center of the site or be designed in a stepped style. 37 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis Comment & Recommendation: This is a very important issue as it relates to the creation of an urban space along at least portions of the Foothill corridor. The balancing of scale and openness is always a difficult passage and one that cannot be adequate addressed through a single, monolithic standard or guideline. There is a fundamental disconnect between what we consider "human scale" and what is "urban scale." The human scale is measured by how a single individual relates to a single building. In the prevailing low-building ethos of SoCal suburbia, we are wrongly concerned that a tall building is evil and not human scale. This is primarily a function of tall buildings being stand-alone anomalies, as opposed to a tall-building composition (think downtown Orange) where the taller buildings (3-stories is tall?) define a public realm that is definitely pedestrian-scale, and the pedestrian realm (12'w x 12- 16'high) is interesting. Generally, regulations want to limit height because height doesn't or is preconceived to not fit into an overall "district" or public realm, so we are concerned that the building will overwhelm the person. However, in order to create the "pedestrian experience" and the "urban setting", the buildings must be designed at a "roadway scale" or a "plaza scale." When buildings are designed along a major street or within a commercial center if the emphasis is on the parity of man-to-building (as suggested in "human scale") is the criterion, the buildings will be too diminutive to define the space of the roadway or plaza. The sensibilities of"human scale" need to be adapted to the urban corridor to emerge along the Foothill corridor. To address this need for a broader perspective, there needs to be three scales used to define the appropriate massing for buildings to create the desired "pedestrian experience." These three scales are, from large to small: Roadway Scale: the person in a vehicle, or on foot for that matter, needs to recognize that a significant vertical mass is creating both the destination and the boundaries to the roadway. In this circumstance, the typical, conventional commercial development is composed of a few pads along the roadway with parking behind, and extending to the core of the development comprised of 26 — 36 foot high commercial boxes at the rear of the development. The height and mass of the pad buildings provide no sense of"scale" to the roadway; there is no sense of a "public realm". Rather the spatial experience as viewed from the street and sidewalk is an amorphous and porous bubble that weaves in and out of the center, punctuated by an "entry statement" then a "pad" then a stretch of parking, then another "pad". There is no single or collective element that can hold its own with the typically broad roadway, which continues to dominate the space in a characterless, amorphous manner. The vertical-to-horizontal ratio of the typical arterial (120' ROW) is 1:8. This is sometimes improved by street trees, but overall the "corridor" is really a broad river of space on a mildly undulating plain. Roadway scale requires buildings that are three to four stories tall (40 to 50 feet)within 25' of the ROW. They can be "softened" with arcades, step-backs, and ins-and-outs (articulation) of the fagade. But there must be a substantial architectural statement, a gravitas to the buildings being asked to create a sense of "corridor". What is important about these fronting buildings is that the rhythm and pattern of wall-to-window communicate an implied "place" within the building for the pedestrian that extends the outside into the structure in an organic way. The buildings need to tell a "story" of human activity whether the story is of an office worker, a teacher, a patient, a shopper, a resident—the important aspect is a sense that a person can project him/herself into the building and occupy it. This is one "downshift" in scale that is necessary. 38 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis Entry/Arrival/Destination Scale: the entry is not a sign! It does not matter if it is one a pole or a "monument". A sign is not an entry statement. A sense of arrival is created by a sequence of forms squeezing down the vehicular speed and increasing the complexity at the ground plane for motorists and others moving along the public realm. This type of scale is defined by buildings on both sides of the road, probably in most cases without direct front door access (though this does not necessarily need to be the case). The street trees follow the road, there are sidewalks on both sides, and the buildings have display windows. This is an entry that could serve pedestrians, but unless the BRT is highly used and at the intersection, it is less likely to be used by pedestrians. Connection Scale: this is what is commonly called the "pedestrian scale" but it cannot exist without the other scales that distinguishes it from roadway scale/activity, arrival scale/activity, and strolling scale/activity. This is the string that connects the pearls and needs to have an organic, scalar relationship to the other two levels of scale. 8. The Pedestrian Experience. Architecture and outdoor space along Foothill Boulevard shall be integrally designed and oriented toward the pedestrian experience. The experience should be visually diverse, stimulating, and include activities that create a sense of variety and excitement. i. Site buildings to create new pedestrian spaces that complement and expand the existing pedestrian rights-of-way along Foothill Boulevard. This is accomplished by creating plazas and allowing wider sidewalks on Foothill Boulevard. ii. Site and design buildings to minimize pedestrian/vehicle conflicts and avoid locating driveways - and service areas which interfere with the flow of Foothill Boulevard pedestrian movements. 1 iii. Site and design structures to facilitate public access across sites where important pedestrian connections occur. Mid-block passageways from rear parking lots can be created through a fully developed internal paseo system. 120' 4T 47 13' S 11' 11' 13' 1d' 13' 11' 11' S 13' ed / f f ab Major Divided Arterial (Mid-Block) 126' tir 40' 4' 68' T eae i / \ % Major Divided Arterial(Dual Lek-Turn Lanes and Right-Tum Lane) 39 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis Visual Improvement Plan Introduction & Critique Rancho Cucamonga is a rapidly diversifying community and an emerging center for corporate headquarters, while hosting world-class regional commercial, major industrial and institutional development. So, RC is a business town, but it is also a "home town", a "college town", a "baseball town" and much more. With the push to unify the Foothill Boulevard corridor via BRT and an evolution as an urban center, it can now become the sophisticated and dynamic "The Downtown" place to be in the region! The Foothill Boulevard Visual Improvement Plan was developed in the late 1990s and was adopted by the City Council in early 2002, following adoption of the Foothill Boulevard Specific Plan in 1997. The Visual Improvement Plan (VIP) takes a culturally and aesthetically monolithic view of the public realm created by the Foothill Boulevard right of way, based on the Historic Route 66 theme, stating that "it was known for its unique car culture of the mid-century, its creative highway signage, motels, trading posts, tourist traps, and service stations." With all due respect to history and America's car culture, these identifying elements alone will not "activate" the creation of a modem, 21st century urban downtown along Foothill that can support and optimize a BRT transit system. The VIP states: "The purpose of the Foothill Boulevard/Historic Route 66 Visual Improvement Plan is to develop a design specification plan that will set forth design concepts for the streetscape improvements within the public rights-of-way and entry areas along the entire length of Route 66 in Rancho Cucamonga." To the extent the VIP establishes the basis for subsequent design refinements and implementation, this Plan serves it's purpose. Fortunately, the VIP recognizes that the designs are "concepts", thereby not meant to be a straightjacket but a guiding document for subsequent design and implementation. There is no future for urban design that is stuck on nostalgia. This is an essential point in that the VIP appears to only really recognize the mid-20th century culture and aesthetic, which continues to have a cultural recognition but at a level that is substantially less than the Plan would imply. To limit the aesthetic development of the Foothill corridor to Rt. 66 themes, icons and artwork risks stunting the type of creativity and innovation that is transforming cities in Southern California and across the country. Our appeal, therefore, is for a more open and inclusive approach to improving the visual character of the corridor, one that invites diversity and sensitivity to a modern urban lifestyle that goes beyond the 1950s car culture. 40 • Terra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis An Expanded Aesthetic The Visual Improvement Plan for Foothill Boulevard does not set forth aesthetic principles that have guided its development. Rather, it has latched onto vague notions of what Historic Route 66 has meant for older generations, which are the primary market for this theme. It is more an "engineered" concept that sets forth hard design specifics such as pavement widths and tree well dimensions, paving materials and plant type prescriptions that are slavishly applied to the gateways and activity centers. The effect is more one of an interior designer applying a limited element and color palette, but in this case to a variety of development opportunities along a seven-mile stretch of roadway corridor. To the extent it espouses any aesthetic at all, it promotes highly conventional "design concepts" that have been done and over done throughout Southern California. More sliced white bread is not what is needed to create a vibrant and dynamic down town along the Foothill corridor. Rather, the best aspects of the past can be married with the new and emerging concepts of urban life and urban transportation, which area especially applicable to the subject Foothill BRT transit and urban planning effort. The dominance of the car has had a disastrous effect on the downtown, and while our love affair with automobiles will be with us for a long time to come, urban development necessarily must harken back to clean and efficient transit and offer other alternative modes of travel. Babies and Bath Water Our team will further assess the design opportunities at the two gateway locations and associated planning subareas, as well as at the other subareas and opportunities sites located along Foothill Boulevard. We will extract and extend the best elements set forth in the VIP and will expand the aesthetic perspective based upon a vision of BRT and multi-mode transportation, and on the City's stated intent to provide a true urban, mixed-use downtown environment. The following represents a brief "critique and recommend approach to the specific elements discussed in the VIP. _. Entry Gateways The City is already distinctly different from it neighbors to the west and east, and overt statements of a shift in character should reflect the rich heritage and broadened aesthetic of the new RC, with less emphasis on the old and progressively more dated Route 66 theme. The Western Gateway (Bear Gulch Area)provides an important opportunity to taken holistic approach to identifying the City's entry and the concepts we will develop can also be applied to the East Avenue gateway area as well. The Western gateway area is ready for major redevelopment, with old and inappropriate land uses for such an important and high profile location. The substantial vacant and underutilized lands provide important opportunities of scale to do more than paste on a few conventional improvements to enhance the appearance of this city gateway. Our team will explore opportunities to develop a land use concept that makes the gateway appearance integral to a district-wide plan. East Avenue has limited constraints and better "bones" on which to design an entry statement that complements existing and future development, and that takes advantage of the long-term open spaces areas, including the drainages and utility corridors, that should be integral parts of the overall gateway design concept. 41 Tetra Nova/SCAG/Rancho Cucamonga Foothill Boulevard Corridor BRT Study Planning Document Analysis Activity Centers The VIP references the eight activity centers identified in the Foothill Boulevard Specific Plan, and again indicates that each (and apparently every one) is to serve as a focal point emphasizing the Historic Route 66 character, although that "character" is never really described in the VIP. This idea should simply be dropped or substantially diminished as a part of the aesthetic treatment of these important development nodes. While beyond the scope of this assessment, it should be noted that the landscape concepts for intersections and the associated plans have the potential to create line of sight problems or traffic accessing Foothill from side streets. Landscape planning should take into account required minimum sight distances and assure that adequate visibility is preserved. As a case study, the Foothill @ Vineyard intersection, with four different corner treatments, undermines the sense that the crossing is what is important as opposed to the individual developments. VIP treatments should emphasize the parts making a coherent, identifiable whole. All four comers share the same basic underlying elements and order but have not (perhaps yet) executed the VIP concept. Future probably redevelopment at northeast corner should reflect building and corner treatment on the northwest corner using similar trees and walls. It should be noted that the prescribed treatments are very much typical of suburban, low-level retail "center" development that is pervasive across Southern California. This approach does not create the type of urban environment that attracts pedestrians or creates sidewalk activity. While many cars are seen at the intersection, there are few pedestrians and fewer bicyclists. Suburban Parkways The VIP is very much entrenched in the suburban parkway concept that dominates the region, and again emphasizes the Route 66 theme to the determent of all other opportunities. It is uncertain whether the very limited landscape palette is to be applied along the entire length of the Foothill corridor If so, it will further homogenize its appearance, result in monolithic character and may frustrate wayfinding for drivers and BRT users. As a general role, thoughtful diversification of the streetscape creates distinct and identifiable districts and planning areas that allow residents and businesses to identify with a unique _. locale along the corridor. The use of on-street Rt. 66 signage is expensive, will soon become discolored and does little to distinguish the area unless ione is flying over the street. Serious consideration should be given to limiting this type of pavement treatment to that already constructed. Foothill BRT and the VIP It should be kept in mind that Route 66 was built as part of the system of trans-continental linkages. Whereas the railroad and telegraph linked east and west coasts on a common/public system, Route 66 introduced privacy to the linkage. Private motor cars (and motels) and private conversations (phone booths) made the linkage more fine-grained. Personal, individual mobility was king and was considered an outward sign of freedom and individuality. Today the perspective for new generations of Americans is rapidly changing. The next generation of linkages is not hardwired in rail lines, roads or even airports, but rather in wireless mobile devices, broadband, social media and free-choice. Cars are less useful and even burdensome in an urban environment where land is valued for living space, commercial enterprise and parks and other open space. 42 • Term Nova/SCAG/Rancho Cucamonga i Foothill Boulevard Corridor BRT Study Planning Document Analysis Therefore, the Foothill BRT system has to offer privacy along with common/public space. In a word, the BRT has to be personal and intimate at the same time. The physical elements of the BRT system have match up with contemporary needs and expectations, to be "modern", obvious, and convey the sense that one is physically and conveniently"connected." This "connectivity"(linkage) includes transponders for the bus driver to game the signal times, Wi-Fi GPS access for a rider to know exact place and time of the bus (how much time do I have?), linkage to useful services nearby (secure bike storage, nearby NEV parking, coffee and donuts), and a rewarding public realm surrounding the BRT (the experience from house to BRT has to be better than car commute.) Comments on VIP: Of course the VIP is limited to the elements in the ROW, but I think the recommendations are relatively meaningless unless there is a commensurate effort to define the role of the private elements: buildings. Unless the role of buildings to define the "corridor"and the "intersections" or"nodes" is clearly articulated and regulated, all the pretty street scape stuff will be lost in the amorphous and"soft" edges created by the small-scale pad buildings, the street trees, and the icons. All these are too wimpy to achieve the sense of identity sought by the GP and VIP. Furthermore, the VIP is trying to dress up the parts of the corridor that do not have an impact on the economic success of the Foothill Boulevard. Foothill has the opportunity to actually achieve the goals of identity, vibrancy, relevancy but the real tools are the FAR, the "build-to" lines, the urban scale definition for intersections and secondary entry roads. 43 T H E C I T Y O F , RANCHO CUCAMONGA DATE: June 12, 2013 TO: Chairman and Members of the Planning Commission FROM: Candyce Burnett, Planning Manager BY: Donald Granger, Senior Planner Tabe van der Zwaag, Associate Planner SUBJECT: PUBLIC SCOPING MEETING FOR ENVIRONMENTAL IMPACT REPORT (EIR) DRC2012-00049 FOR DEVELOPMENT REVIEW DRC2012-00443, CONDITIONAL USE PERMIT DRC2012-00444, GENERAL PLAN AMENDMENT DRC2012-00445, DEVELOPMENT CODE AMENDMENT DRC2013-00305 AND TENTATIVE PARCEL MAP SUBTPM19454 - WALMART STORES, INC - An opportunity for the Planning Commission to receive public testimony pertaining to the environmental issues to be addressed in an EIR for a proposed 189,411 square foot Walmart Super Store on 20.2 acres of land along with a master plan for a freestanding retail pad of 4,000 square feet on .56 acres of land (Outparcel 1) and additional 58,120 square feet of commercial/office lease space on a 7.83 acre parcel (Outparcel 2), located at the northeast corner Foothill Boulevard and Mayten Avenue in the Community Commercial Development District of the Terra Vista Community Plan — APNs: 0227- 151-42, 43 and 45-48. RECOMMENDATION: Staff recommends that the Planning Commission accept public testimony pertaining to the environmental issues to be addressed in the Environmental Impact Report (DRC2012-00049) being prepared for Development Review DRC2012-00443, Conditional Use Permit DRC2012-00444, General Plan Amendment DRC2012-00445, Development Code Amendment DRC2013-00305 and Tentative Parcel Map SUBTPM19454. PURPOSE: In accordance with the applicable requirements of the California Environmental Quality Act (CEQA), the City of Rancho Cucamonga is the Lead Agency for this project, and therefore responsible for the review and consideration of the proposed project as well as addressing potential environmental impacts that may be associated with the project. In order to review such impacts the City has determined through preparation of an Initial Study prepared by the environmental consultant, Applied Planning, Inc., that an Environmental Impact Report (EIR) is required for this project and is the appropriate CEQA documentation. In compliance with the EIR preparation process, as outlined in CEQA, the EIR consultant, in consultation with Planning staff, prepared a Notice of Preparation (NOP). The NOP serves as public notification that an EIR is being prepared and requests comment and input from responsible agencies and other interested parties regarding environmental issues to be addressed in the document. In addition to the NOP, CEQA recommends conducting a scoping meeting for the purpose of identifying the range of potential significant impacts that should be analyzed within the scope of the Draft EIR. Item D-1 PLANNING COMMISSION STAFF REPORT DRC2012-00049—Walmart Stores, Inc. June 12, 2013 Page 2 PROJECT AND SITE DESCRIPTION: The proposed project is a request from Walmart Stores, Inc. (applicant). The proposed project involves constructing an approximately 189,411 square foot Walmart retail anchor store along with a Master Plan for approximately an additional 62,120 square feet of retail space on a site that totals 28.59 acres (Walmart will encompass 20.2 acres of the total project site). The project is at the northeast corner of Foothill Boulevard and Mayten Avenue, with the main drive entrance on Foothill Boulevard at Masi Drive. A second vehicle entrance is proposed on Mayten Avenue. The project will become an integral part of the Terra Vista Promenade commercial center, which includes Home Depot, Spaghetti Factory along with additional in-line and pad tenants. North of the project site are 19.25 acres zoned Medium-High (MH) Residential, which is currently entitled for Homecoming V, a 306 multi-family rental community. The site is currently vacant and there are no trees on the site. The site has been regularly cleared of brush. Presently, the site is bordered by vacant land to the north under construction with the Homecoming V project; by commercial development to the south; by commercial development to the east; and by vacant land and a senior multi-family development to the west. The current project site is designated Community Commercial in the Terra Vista Community Plan and Mixed Use on the City's General Plan. In order to achieve land use consistency with the Terra Vista Community Plan, the project includes a request to change the General Plan land use designation from Mixed Use to Community Commercial and adjust the associated General Plan language, maps and tables resulting from the land use change from Mixed Use to Community Commercial for the 28.59 acre site. The General Plan land use amendment will also necessitate the filing of a Development Code Amendment for text changes in order to achieve consistency with the removal of the Mixed Use land use designation. Following is a summary of the necessary Development Code text changes: 1. Page 17.36-10 — Remove the project area from the list of Mixed Use sites. 2. Page 17.36.11 — Remove the project site from Table 17.36.020-1 (Development Standards from Mixed Use Sites). A. Surrounding Land Use and Zoning: North - Vacant land entitled for Homecoming V (306 multi-family rental units); Medium High Residential District within the Terra Vista Planned Community (14-24 d/u acre) South - Commercial/retail uses within Masi Plaza; Industrial Park District East - Home Depot, Spaghetti Factory and auto-related uses; Community Commercial District within the Terra Vista Planned Community West - Vacant land and senior multi-family apartments; Mixed Use, Hospital, Office and Related Facilities within the Terra Vista Planned Community Item D-2 PLANNING COMMISSION STAFF REPORT DRC2012-00049 —Walmart Stores, Inc. June 12, 2013 Page 3 B. General Plan Designations: North - Mixed Use (changed to Medium High Residential with Homecoming V project) South - Industrial Park and General Commercial East - General Commercial West - Mixed Use ADVERTISING/CORRESPONDENCE: The notice for this scoping meeting appeared in the Inland Valley Daily Bulletin newspaper as a large, 1/8"' page notice on May 13, 2013. Additionally, the meeting notice was posted on the project site on seven, 4'X8' billboard type signs. The Notice of Preparation and Initial Study Part II were circulated to the attached list of CEQA agencies for the required review and comment period. Attached as Exhibit E are letters received from the Inland Empire Utilities Agency (IEUA), the South Coast Air Quality Management District (SCAQMD) and the Department of Transportation. The letters describe the agencies' various recommendations and methodologies for areas of study related to the formulation of the EIR document. PUBLIC CORRESPONDENCE: The Planning staff has received approximately a half dozen e- mails from the public expressing an interest in the Walmart Project. Some of the e-mails have expressed concerns regarding potential environmental impacts in the following areas: . Vehicle traffic • Truck traffic from deliveries • Air quality emissions from diesel trucks • Aesthetics (views of local mountains) Respectfully submitted, y Cand4Bu Planning Manager CB/DG/Is Attachments: Exhibit A - Notice of Preparation and Letter acknowledging receipt by the Governor's Office of Planning and Research State Clearinghouse and Planning Unit Exhibit B Initial Study Parts I and II prepared by Applied Planning, Inc. (with project description) Exhibit C - Agency Distribution List for NOP Exhibit D - Draft Site Plan Exhibit E - Agency letters Item D-3 CITY OF RANCHO CUCAMONGA NOTICE OF PREPARATION (California Administrative Code, Title 14, Sections 15082(a). 15103, and 15375) TO: Responsible and Trustee Agencies From: City of Rancho Cucamonga Interested Organizations and Planning Department Individuals 10500 Civic Center Drive Rancho Cucamonga, CA 91730 NOTICE OF PREPARATION OF A DRAFT ENVIRONMENTAL IMPACT REPORT The City of Rancho Cucamonga will be the Lead Agency and will prepare an environmental impact report for the following project. Project Title: Walmart in the Terra Vista Promenade Project Applicant: Walmart Stores, Inc. A copy of the Initial Study and a detailed project description is attached to this Notice. We need to know the views of your agency as to the scope and content of the environmental information which is germane to your agency's statutory responsibilities in connection with the proposed project. Your agency will need to use the EIR prepared by our agency when considering your permit or other approval for the project. Because of the time limits mandated by State law,your response must be sent at the earliest possible date, but not later than 30 days after receipt of this notice. Please send your response to Donald Granger, Senior Planner, at the address shown above. We will need the name for a contact person In your agency. Pursuant to the City's CEQA Guidelines, the City has also scheduled a project scoping meeting for 7:00 p.m. on Wednesday,June 12,2013. The meeting will be held as part of the regular Planning Commission meeting held In the City Council Chambers at: City of Rancho Cucamonga City Hall 10500 Civic Center Drive Rancho Cucamonga, CA 91730 Date: '�WL's Donald Granger Senior Planner 909-477-2750 ext. 4314 EXHIBIT A Item D-4 tat PµV sl STATE OF CALIFORNIA -91 Governor's Office of Planning and Research �£ State Clearinghouse and Planning Unit 8l'EOFr.LLtFOd� Edmund G. Brown Jr. Ken Alex Governor Director Notice of Preparation May 21,2013 To: Reviewing Agencies Re: Walmart in the Terra Vista Promenade SCH# 2013051056 Attached for your review and comment is the Notice of Preparation(NOP) for the Walmart in the Terra Vista Promenade draft Environmental Impact Report(EIR). Responsible agencies must transmit their comments on the scope and content of the NOP, focusing on specific information related to their own statutory responsibility, within 30 days of recei t of the NOP from the Lead AiZenc . This is a courtesy notice provided by the State Clearinghouse with a reminder for you to comment in a timely manner. We encourage other agencies to also respond to this notice and express their concems early in the environmental review process. Please direct your comments to: Donald Granger City of Rancho Cucamonga 10500 Civic Center Drive Rancho Cucamonga,CA 91730 with a copy to the State Clearinghouse in the Office of Planning and Research. Please refer to the SCH number noted above in all correspondence conceming this project. If you have any questions about the environmental document review process, please call the State Clearinghouse at (916)445-0613. Sincerely, C/�� 7 F CITY Orr RANCHO CUCANIONM ott Morgan Director,State Clearinghouse MAY 2 9 2013 Attachments cc: Lead Agency RECEIVED - PLANNING 1400 TENTH STREET P.O.BOH 3044 SACP,ANIENTO,CALIFORNIA 95812.3044 TEL(916)445.0613 FAX(916)323.3018 -w%%opr.ca,gov Item D-5 Document Details Report State Clearinghouse Data Base SCH# 2013051056 Project Title Walmart in the Terra Vista Promenade Lead Agency Rancho Cucamonga, City of Type NOP Notice of Preparation Description The Project proposes construction of approximately 251,531 sf of commercial/retail uses within the approximately 28.59-acre Project site and represents the buildout of the Terra Vista Promenade Shopping Center. The Project includes an approximately 189,411 sf Walman Store on approximately 20.20 acres. Various Major retail pads and restaurant/shops totaling approximately 62,120 sf are also proposed. Lead Agency Contact Name Donald Granger Agency City of Rancho Cucamonga Phone (909)477-2750 Fax email Address 10500 Civic Center Drive City Rancho Cucamonga State CA Zip 91730 Project Location County San Bernardino City Rancho Cucamonga Region Cross Streets Foothill Blvd, Mayten Avenue Lat/Long Parcel No. 0227-251-42,-43, -45-48 Township Range Section Base Proximity to: Highways 1-15, 1-210 Airports No Railways Metrolink Waterways No Schools 6 ES, 1 MS, 1 HS, 1 Priv. Land Use Vacant, Undeveloped//Zoning: Community Commercial 1 GP: Mixed Use (Mixed Use Area No. 7) Project Issues - Reviewing Agencies Date Received 05/21/2013 Start of Review 05/21/2013 End of Review 06/19/2013 Item D-6 NOP Distribution List County: �ttt� �1�r�w'l��fijl�1(i SCH# 2013051056 �enc ....1 Fish&Wildlife Region 1E Native American Heritage iGA Callrans,Dist.icl8 Regional Water Ulfallt (Annul SDUfC05 Flq--y Lawie I larnsberger Cmnm. Dan Kopulsky y Y Debbie Treadway r, Boai L R W UCC B ❑ Fish&Wildlife Region 2 13 Caltrans,District 9 Resources Agency ,telt Drongesen Public Utilities Gayle Rosandei r' Nadel)Gayou r,G Commission � 4.-A RWQCB 1 lJ Fish R Wildlife Region 3 Leo Won El Caltrans,District 10 Cathleen I Indnnn Waterways Beating& 9 Tom Dumas North Coast Region(I) Charles Aunur Y r 1 ❑ Santa Monica Bay Restoration ft�� Nicole Wong 13 Fish&Wildlife Region 4 Guangyu Wang [..J Caltrans,District 11 U RWQCB 2 LjJulie Vance .Jacob Almslron Environmental Document California Coastal ❑ Slate Lauds Commission 9 Comdinalor Commission l..A Fish&Wildlife Region 5 Jennifer Deleong U Caltrans,District 12 San Franrisro Bay Region(2) Elizabeth A.Fuchs Leslie Newton-Reed rr11 Merlon Register(] lJ r, W r—� Colorado River Board I Iabilat ConseryProgram Tahoe U Conservation PrograU Taoe Regional Planning RQB C3 ��/q� Agency(TRPA) Gerald R.Zimmerman l� Fish&Wildlife Region fi Cherry Jacques Cal EPA fCfe77ntral Coast Regiou(3) �,yg�,' Gabrina Gatchel U RWQCB 4 ^0' bethDepof Conservation I Iabilat Conservation Program Air Resources Board Teresa Rod Elizabeth Carpenter I� Business. Trans 8 Flousin❑ f � g`' lJ Fish&Wildlife aeala.6 I/M �-1 Air portProjects ojncls rtes,Angeles Repion j11 ❑ California Energy Brad I lendeisou El Caltrans-Division of Jim Leiner RWQCB 55 Connnissi°O Inyo/Muno,Habitat Cooservalion Aeronautics U litKnight Program Philip Cummins ranspodatiou Projects Cre1nh al Valley Reyinn(5) Douglas Ito Q RWQCB 5F ,M U Cal Fire l..A De t of Fish 8 Wildlife M Caltrans-Planning N Dan Foster p x•70 Mike Inial Projects Central Valley Region(5) George Isaac Terri Pencovic ❑ Central Valle Flood Marine Region [[.�rr�� Mike Tollslnlp Fresno Branch Office Q Y 7W California Highway Patrol �-1 I Protection Board Suzann lkeuchi �r{{ G RWUCB SR V FJ Stale Water Resources Control Central Valley Region(5) James Herola Other Departments Office of Special Prnjecls Board Redding Branch Office MOffice of Historic d Food&Agriculture ❑ Housing&Community Regional Programs Unif EA RWgCB 6 Preservation Sandra Schubert Development Division of Financial Assistance Ron Parsons Dept of Food and Agriculture Lnhonlan Region(6) e CEgA Codinalor �� yy r ' Dept of Parks&Recreation Lj Depart.of General f luusiny Policy Division t...,1 State Water Resouices Control '^� RWQCB 6V Envifoomental Stewardship Services Beard I_aboutnn Region(F) Student Intern.401 Water Quality Victorville Branch Office Section Public School Construction y LL77�� rr—�, Dept. Of rrans)Lorlalion Celiricauon Unit C.) RVVOCB 7 'Yr.l California Department of U Dept.of General Services Division of Wale,(Dually Colorado River Basin Region(7) Resources,Recycling& Anna Gaibefl Recovery Environmental Services Section '—+ Callrans,District 1 l..l State Water Resnuces Control 01 hWQCR 8 Sue O'I_ealy Rex Jackman Board Santa Ara Reaion(8) Q Dept.of Public Health Phil Cinder r U C S.F.Bay Conservation& Jeffery Worth Caltrans,District 2 Division of Wale[Rights A RWQCB 9 Dev'L Comm. Dept.of I leallh/Drinking Water Marceliuo Gonzalez r1 San Diego Region(9) Steve McAdam r1 ❑ Caltrans,District 3 l3 Dept.of Toxic Substances 'Pa Dept.of Water ❑ Delta Stewardship Gary Arnold Cellbel 1'� CEQA Tracking Center �,•.1 Resources Resources Council Caltrans,District A Agencv Kevan Samsarn ❑ Department o!Pesticide Nadeli Gayuu (Erik Alm Regulation Other U Independent Caltrans,District 5 CEQA Coordinator — --- — hrand Game Comrm1iissions`Boards tDta1vidMurray l..J Dept.of Fish&Wildlife U Delta Protection l-..1 Caltrans,District 6 Scott Flint Commission Michael Navarro Environmental Services Division Michael Machado t.I'� Cal bans,DishtcL7 ❑ Fish& Te Region 1 ElCalEMA(Emergency Diaia Cousetvancnna Watson Y Donald Koc� Management Agencyt Appendix C Notice of Completion & Environmental Document Transrpittal 'j Mail to: State Clearinghouse,P.O. Box 3044,Sacramento,CA 95812-3044 (916)445-0613 S7H#� 0 1 J 0 5 9 5 For Hard Delivery/Street Address: 1400 Tenth Street,Sacramento,CA 95814 Project Title: Walman in the Terra Vista Promenade Lcad Agency: City of Rancho Cucamonga Contact Person:Donald Granger Mailing Address: 10500 Civic Center Drive Phone: 909-477-2750 City: Rancho Cucamonga Zip:91730 County: San Bernardino - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Project Location: County:San Bernardino City/Nearest Community: Rancho Cucamonga Cross Streets:Foothill Boulevard, Mayten Avenue Zip Code: 91730 Longitude/Latitude(degrees,minutes and seconds): _°_'_"N/ —"W Total Acres: 28.6 Assessor's Parcel No.:0227-251-42, -43,-45 through 48. Section: Twp.: Range: Base: Within 2 Miles: State Hwy N:1-15, I-210 Waterways: none Airports:none Railways:Metrolink Schools: 6elem, tmid, tins, 1pnv - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Document Type: CEQA: x❑ NOP ❑ Draft EIR NEPA: ❑ NOI Other: ❑ Joint Document ❑ Early Cons ❑ Supplement/Subsequent EIR ❑ EA ❑ Final Document ❑ Neg Dec (Prior SCH No.) � !j❑ Draft EIS ❑ Other: - ❑ Mit Neg Dec Other: tY E l ❑'TONSI " — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — Local Action Type: ❑ General Plan Update ❑ Specific Plan ❑ Reione ❑ Annexation ❑x General Plan Amendment ❑ Master Plan ❑ Prezone ❑ Redevelopment ❑ General Plan Element ❑ Planned Unit Development C❑'Use Permit ❑ Coastal Permit ❑ Community Plan iE Site Plan ❑ Land Division(SubdivaicK-etc.) ❑ Other: — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — - -- — — — — — Development Type: ❑Residential: Units Acres ❑Office: Sq.ft. Acres Employees ❑Transportation: Type Commercial:Sq.ft. 251,531 Acres 28.6 - Employees300+ ❑Mining: Mineral ❑Industrial: Sq.ft. Acres Employees ❑Power: Type MW E]Educational: ❑ Waste Treatment:Type MGD ❑Recreational: ❑Hazardous Waste:Type ❑Water Facilities:Type MGD ❑Other: — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — . Project Issues Discussed In Document: ❑x Aesthetic/Visual ❑Fiscal ❑x Recreation/Parks ❑ Vegetation ❑Agricultural Land ❑Flood Plain/Flooding ❑Schools/Universities ❑X Water Quality x❑Air Quality ❑Forest Land/Fire Hazard ❑Septic Systems ❑x Water Supply/Groundwater x❑ ArcheologicaVHistorical ❑X Geologic/Seismic ❑ Sewer Capacity ❑Wetland/Ripzrian ❑x Biological Resources ❑Minerals ❑ Soil Erosion/Compaction/Grading ❑Growth Inducement ❑Coastal Zone ❑x Noise ❑ Solid Waste Z]and Use ❑Drainage/Absorption ❑Population/Housing Balance ❑X Toxic/Hazardous ❑Cumulative Effects ❑Economic/Jobs ❑x Public Services/Facil i tiesx❑ Traffic/Circulation ❑Other: — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — Present Land UselZoning/General Plan Designation: Vacant,Undeveloped//Zoning: Community Commercial(CC)//General Plan: Mixed Use(Mixed Use Area No.7) — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — Project Description: (p/ease use a separate page if necessary) The Project proposes construction of approximately 251,531 square feet of commercial/retail uses within the approximately 28.59-acre Project site and represents the buildout of the Terra Vista Promenade Shopping Center.The Project includes an approximately 189,411-square-foot Walmart Store on approximately 20.20 acres.Various Major retail pads and restaurant/ shops totaling approximately 62,120 square feet are also proposed. Note:The State Clearinghouse wilt assign identification numbers for all new projects. if a SCH number already exists for a project(e.g.Notice of Preparation or prmious draft docutnentI please fill in. Item D-8 CITY OF RANCHO CUCAMONGA NOTICE OF PREPARATION (California Administrative Code, Title 14, Sections 15082(a). 15103, and 15375) t TO: Responsible and Trustee Agencies From: City of Rancho Cucamonga Interested Organizations and Planning Department Individuals 10500 Civic Center Drive Rancho Cucamonga, CA 91730 NOTICE OF PREPARATION OF A DRAFT ENVIRONMENTAL IMPACT REPORT The City of Rancho Cucamonga will be the Lead Agency and will prepare an environmental impact report for the following project. Project Title: Walmartjn the Terra Vista Promenade Project Applicant: Walmart Stores, Inc. A copy of the Initial Study and a detailed project description is attached to this Notice. We need to know the views of your agency as to the scope and content of the environmental information which is germane to your agency's statutory responsibilities in connection with the proposed project. Your agency will need to use the EIR prepared by our agency when considering your permit or other approval for the project. Because of the time limits mandated by State law,your response must be sent at the earliest possible date, but not later than 30 days after receipt of this notice. Please send your response to Donald Granger, Senior Planner, at the address shown above. We will need the name for a contact person in your agency. Pursuant to the City's CEQA Guidelines, the City has also scheduled a project scoping meeting for 7:00 p.m. on Wednesday, June 12, 2013. The meeting will be held as part of the regular Planning Commission meeting held in the City Council Chambers at: City of Rancho Cucamonga City Hall 10500 Civic Center Drive Rancho Cucamonga, CA 91730 Date: SA LZ-V3 Cro . ,c�,a�L Donald Granger Senior Planner 909-477-2750 ext. 4314 Item D-9 Walmart in the Terra Vista Promenade Shopping Center Initial Study (IS)/Notice of Preparation (NOP) Distribution List State Agencies State Clearingho_se,Office of Planting and Research California Deparrmeni of Transportation,District R . 0 Resources Board California Department of Fish and Game Californ a Department of .l oho6c Be\_,rage Cont ro! California integrated'Vaste Management Board U.S.Fish&, Williff,Serice Regional Agencies Santa Ana Regional water Quality Control Board South Coast Air Quality Management District Southern California Associ;:tion of Governments County Agencies County of San Bernardino,Clark of the Board San Bernardino County Associated Governments San Bernardino County Flood Control District San Bernardino County Waste Management District City Agencies City of Rancho Cucamonga.City Clerk Rancho Cucamonga Fire District Rancho Cucamonga Police Department Archibald Libra Paul A.Biane Library City of Fontana.Planning Department City of Ontario,Plantung Dcpartmen: School Districts Alta Loma School District Central School District Cuamonga School Dismct Etiwanda School District Chaffey Joint Unlon H gh School District Utilities Cucamonga Valley Mater District Inland Empire Utilities Agency Sou'hem California Edison Southern Califemia Gas Compan} Rancho Cucamonga Municipal Utility Verizon(Certified Mail) Local Organizations Native American Heritage Commission Other OmniTrans Richards, Watson G Gerslnn Item D-10 /a c d ,L.••< �ff $ '..i ���Y^R 1ss�.. Frs a*i'ttir y5 Y', ,g x s vfi s-. �yd t ,�� upj Marketu �• ` Walmart;': y I y • • • • • • INITIAL STUDY for the Walmart in the Terra Vista Promenade Project Prepared for: The City of Rancho Cucamonga 10500 Civic Center Drive Rancho Cucamonga, CA 91730 Prepared by: Applied Planning, Inc. 5817 Pine Avenue, Suite A Chino Hills, CA 91709 May 2013 Item D-12 Table of Contents Part paee I Environmental Information Form............................................................................1-1 IIEnvironmental Checklist Form.................................................................................2-1 IIIMitigation Monitoring Program...............................................................................3-1 Exhibit A Project Description Attachment A Usage Estimates (Water and Sewer) Attachment B School District Contacts Hazardous Materials Inventory Item D-13 List of Figures and Tables Figure Page 1.2-1 Project Location.......................................................................................................... 1.1-3 1.3-1 Existing Land Uses..................................................................................................... 1.1-4 1.3-2 Photo Location Key Map ..........................................................................................1.1-5 1.3-3 Photo Locations 1-4.................................................................................................... 1.1-6 1.3-4 Photo Locations 5-7....................................................................................................1.1-7 1.3-5 Existing General Plan Land Use Designations ....................................................1.1-10 1.3-6 Existing Zoning Designations................................................................................1.1-11 1.4-1 Site Plan Concept.....................................................................................................1.1-17 1.4-2 Project Architectural Elevations............................................................................. 1.1-21 1.4-3 Design Accents and Amenities ..............................................................................1.1-22 1.4-4 Landscape/Hardscape Concept.............................................................................1.1-27 Table Page 1.4-1 Project Proposed Land Uses...................................................................................1.1-18 Item D-14 Print Form ENVIRONMENTAL INFORMATION FORM (Part I - Initial Study) City of Rancho Cucamonga (Please type or print clearly using ink. Use the tab key to move from one line to the next line.) Planning Department (909)477-2750 The purpose of this form is to inform the City of the basic components of the proposed project so that the City may review the project pursuant to City Policies,Ordinances, and Guidelines; the California Environmental Quality Act; and the City's Rules and Procedures to Implement CEQA. It is important that the information requested in this application be provided in full. Upon review of the completed Initial Study Part I and the development application, additional information such as, but not limited to,traffic, noise, biological, drainage,and geological reports may be required. The project application will not be deemed complete unless the identified special studies/reports are submitted for review and accepted as complete and adequate:Theproject application willnot be scheduled.for Committees' review unless all required reports are submitted and deemed complete for staff to prepare the, Initial Study Fart 11 as required by CEQA.. In addition to the filing fee, the applicant will be responsible to pay or reimburse the City, its agents„officers,'and/or consultants_for `all; costs fors the preparation, review, analysis; recommendations, mitigations, etc.,.of any special studies or reports GENERAL • - • INCOMPLETE APPLICATIONS WILL NOT BE PROCESSED. Please note that it is the responsibility of the applicant to ensure that the application is complete at the time of submittal,, City staff will not be available to perform work required to provide missing information. Application Number for the project to which this form pertains: DRC 2011-01164, DRC 2012-00049, DRC 2012-00443 DRC 2012-00444, DRC 2012-00445, Dev. Code Amd. Project Title: Walmart in the Terra Vista Promenade Name&Address of project owner(s): Walmart Stores, Inc. 2001 Southeast 10th Street Bentonville, AR 72716 Name&Address of developer or project sponsor Walmart Stores, Inc. 2001 Southeast 10th Street Bentonville, AR 72716 Contact Person&Address: Donovan Collier-c/o Gresham Savage Nolan & Tilden I:\PLANNING\FINAL\FORMS\COUNTER\Initial Study Partl.doc Page 1 of 10 Item D-15 550 Hospitality Lane, Suite 300 San Bernardino, CA 92406 Name&Address of person preparing this form(if different from above): Telephone Number. 909-890-4499 PROJECT1 ' • DESCRIPTION: Information indicated by an asterisk(')is not required of non-construction CUP's unless otherwise requested by staff. '1� Provide a full scale(8-1/2 x 11)copy of the USGS Quadrant Sheet(s)which includes the project site, and indicate the site boundaries. 2; Provide a set of color photographs that show representative views into the site from the north, south, east, and west; views into and from the site from the primary access points that serve the site;and representative views of significant features from the site. Include a map showing location of each photograph. 3) Project Location(describe): NE Comer of Foothill Blvd. and Mayten Ave., Rancho Cucamonga, CA 4) Assessor's Parcel Numbers(attach additional sheet if necessary): 0227-251-42, 0227-151-43, 0227-151-45 through 48. •5) Gross Site Area(ac/sq. it): Approximately 28.6 AC/1,245,380 SF '6) Net Site Area(total site size minus area of public streets&proposed Approximately 2 dedications): pp y 8.6 AC/1,245,380 SF 7 Describe any proposed general plan amendment or zone change which would affect the project site (attach additional sheet if necessary): - A General Plan Amendment is proposed, redesignating the Project site land use from"Mixed Use"to "Community Commercial."Various correlating General Plan and Development Code revisions would also be required. Additionally, pursuant to original Conditions of Approval for the Terra Vista Promenade Shopping Center Master Plan, a Conditional Use Permit(CUP) is required reflecting Project modifications to the approved Master Plan.A CUP is also required for the proposed Walmart drive-through pharmacy; and to allow liquor sales as part of the Walmart grocery sales component. 8 Include a description of all permits which will be necessary from the City of Rancho Cucamonga and other governmental I:\PLANNING\FINAL\FORMS\COUNTER\Initial Study Partl.doc Page 2 of 10 Item D-16 agencies in order to fully implement the project: Anticipated permit requirements include but are not limited to: Building, Grading, Encroachment, Water, Sewer, Storm Drain, Signs, Health and Retaining Walls. Please refer also to attached Project Description. 9) Describe the physical setting of the site as it exists before the project including information on topography, soil stability, plants and animals,mature trees,trails and roads,drainage courses,and scenic aspects. Describe any existing structures on site(including age and condition)and the use of the structures. Attach photographs of significant features described. In addition,cite all sources of information(i,e.,geological and/orhydrologic studies,biotic and archeological surveys,traffic studies): The Project site is vacant and undeveloped, is devoid of notable topographic features, and does not evidence substantial terrain differentials. No protected or intrinsically valuable biologic habitat exists within the Project site. The Project area is generally disturbed by human activities(e.g., footpaths and tire tracks traverse the Project site). Notwithstanding, certain biological resources (ground-nesting birds and the burrowing owl) may be adversely affected by the Project. In this latter regard, August 2012 focused burrowing owl surveys,which included portions of the Project site, identified four burrowing owls occupying three burrows located within the Project site boundaries (Results of a Focused Burrowing Owl Survey for the Homecoming Phase 5 Project in the City of Rancho Cucamonga[LSA]August 17, 2012, page 2). The Project EIR will specifically evaluate potential imapcts to the burrowing owl and ground-nesting birds. 10) Describe the known cultural and/or historical aspects of the site. Cite all sources of information(books,published reports and oral history): I:\PLANNING\FINAL\FORMS\COUNTER\Initial Study Partl.doc Page 3 of 10 Item D-17 11. Describe any noise sources and their levels that now affect the site(aircraft,roadway noise,etc.)and how they will affect proposed uses: The Project site and surrounding areas are generally affected by vehicular-source noise emanating from area roadways. Off-site commercial and residential land uses also generate typical urban noise that is received at the Project site. The Project site is also subject to noise from occasional aircraft overflights. Ambient noise conditions will be evaluated in detail in the Project EIR. 12 Describe the proposed project in detail. This should provide an adequate description of the site in terms of ultimate use that will result from the proposed project. Indicate if there are proposed phases for development, the extent of development to occur with each phase, and the anticipated completion of each increment. Attach additional sheets)if necessary: Please refer to attached Project Description. 13 Describe the surrounding properties, including information on plants and animals and any cultural, historical, or scenic aspects. Indicate the type of land use(residential,commercial,etc.),intensity of land use(one-family,apartment houses, shops, department stores, etc.)and scale of development(height, frontage, setback, rear yard, etc.): Please refer to attached Project Description. 14. Will the proposed project change the pattern, scale, or character of the surrounding general area of the project? No. 1:\PLANNING\FINAL\FORMSICOUNTER\Initial Study Partl.doc Page 4 of 10 Item D-18 15 Indicate the type of short-term and long-term noise to be generated,including source and amount. How will these noise levels affect adjacent properties and on-site uses? What methods of soundproofing are proposed? Short-term: Construction-source noise. Mitigation provided by proper equipment operation and maintenance, and construction hours restricted per City requirements. Long-term: Operational noise sources include: traffic, truck deliveries, loading dock operations, and building HVAC systems. Mitigation is provided by site design, building orientation, and strategic screening of noise sources. '16, Indicate proposed removals and/or replacements of mature or scenic trees: No mature or scenic trees exist within the Project site. The Project does not propose uses or activities that would adversely affect any off-site mature or scenic trees. 17, Indicate any bodies of water(including domestic water supplies)into which the site drains: The Project storm water management system will connect to the municipal storm drain system. Storm water discharge to bodies of water is not required or proposed. 18 Indicate expected amount of water usage. (See Attachment A for usage estimates). For further clarification, please contact the Cucamonga Valley Water District at 987-2591. a. Residential(gal/day) WA Peak use(gaUDay) N/A b. CommerciaUlnd. (gal/day/ac) EIR Topic Peak use(gallmin/ac) EIR Topic 19, Indicate proposed method of sewage disposal. ❑ Septic Tank ❑D Sewer. If septic tanks are proposed, attach percolation tests. If discharge to a sanitary sewage system is proposed indicate expected daily sewage generation: (See Attachment A for usage estimates). For further clarification,please contact the Cucamonga Valley Water District at 987-2591. a. Residential(gal/day) b. Commeroialgndustdal(gaYday/ac) RESIDENTIAL PROJECTS: 20, Number of residential units:_ Detached(indicate range of parcel sizes, minimum lot size and maximum lot size: Attached(indicate whether units are rental or for sale units). I:\PLANNING\FINAL\FORMS\COUNTER\Initial Study Partl.doc Page 5 of 10 Item D-19 21) Anticipated range of sale prices and/or rents: Sale Price(s) $ to $ Rent(per month) $ to $ 22) Specify number of bedrooms by unit type: 23) Indicate anticipated household size by unit type: 24) Indicate the expected number of schoolchildren who will be residing within the project: Contact the appropriate School Districts as shown in Attachment B: a. Elementary. b. Junior High: c. Senior High COMMERCIAL, INDUSTRIAL, AND INSTITUTIONAL PROJECTS 25) Describe type of use(s)and major function(s)of commercial, industrial or institutional uses: Please refer to attached Project Description. 26) Total floor area of commercial, industrial, or institutional uses by type: Approximately 251,531 SF of commercial/retail uses. Please refer also to attached Project Description. 27) Indicate hours of operation: 24 hoursf7 days a week for Walmart; unknown for other unspecified tenants. 28) Number of employees: 300+/- Total: Maximum Shift. Unknown at this time. Time of Maximum Shift: Eight(8) hours I:\PLANNING\FINAL\FORMS\COUNTER\Initial Study Partl.doc Page 6 of 10 Item D-20 29Provide breakdown of anticipated job classifications, including wage and salary ranges, as well as an indication of the rate o hire for each classification(attach additional sheet if necessary): 30, Estimation of the number of workers to be hired that currently reside in the City. '31, For commercial and industrial uses only, indicate the source, type, and amount of air pollution emissions. (Data should be verified through the South Coast Air Quality Management District, at(818) 572-6283): Mobile-source emissions from Project traffic (employees, patrons, and truck deliveries). Pollutant emissions sources and their quantified impacts will be analyzed in detail in the Project EIR Air Quality Impact Analyses. ALL PROJECTS 32. Have the water,sewer,fire,and(food control agencies serving the project been contacted to determine their ability to provide adequate service to the proposed project? If so,please indicate their response. Will-serve letters will be requested. 33. In the known history of this property, has there been any use, storage, or discharge of hazardous and/or toxic materials' Examples of hazardous and/or toxic materials include, but are not limited to PCB's;radioactive substances;pesticides ane herbicides;fuels, oils,solvents, and other flammable liquids and gases. Also note underground storage of any of the above Please list the materials and describe their use, storage, and/or discharge on the property, as well as the dates of use, i known. None within the known history of the Project site. Details will be provided in the Phase I Environmental Assessment(Phase I ESA)conducted as part of the Project due diligence. I:\PLANNING\FINAL\FORMS\COUNTER\Initial Study Partl.doc Page 7 of 10 Item D-21 34 Wi//the proposed project invohe the temporary or lag-term use,storage,or discharge of hazardous and/or toxic materials Including but not limited to those examples listed above? If yes,provide an inventory of all such materials to be used ark proposed method of disposal. The location of such uses,along with the storage and shipment areas,shall be shown ark labeled on the application plans. Yes,see attached inventory and method of disposal for potential hazardoushoxic materials at Project site.. 35 The applicant shall be required to pay any applicable Fish and Game fee. The project planner will confirm which fees apply to this prejed. All checks are to be made payable to the Clark of the Board Supervisors and submitted to the Planning Commissim'Manning Director hearing. I hereby certify that the statements fumished above and in the attached exhibits present the data and information required for adequate evaluation of this project to the best of my ability,that the lads,statements,and Information presented are true and correct tot he best of my Amw/edge and belief. I further understand that additional information may be required to be submitted before an adequate evaluation can be made by the City of Rancho Cucamonga..,,"" ���� Date:5-T- i3 [� Signature:— pK j'-- lA Donovan Collier-Shareholder Title:Gresham Savage Nolan&Tilden for Welmart Stores, Inc. IN't- NNINGIFINALIFORMSTOUNTEMInkial Study Partl.dm Page 8 of 10 Item D-22 City of Rancho Cucamonga ENVIRONMENTAL CHECKLIST FORM INITIAL STUDY PART II BACKGROUND 1. Project File: DRC 2011-01184 2. Related Files: SUB TPM 19454, DRC 2012-00049, DRC 2012-00443, DRC 2012-00444, DRC 2012-00445, Dev. Code Amd. 3. Description of Project (Describe the whole action involved, including, but'not limited to, later phases of the project and any secondary, support, or off-site features necessary for its implementation. Attach additional sheets if necessary): See Exhibit"A" 4. Project Sponsor's Name and Address: Walmart Stores, Inc., 2001 Southeast 10' Street, Bentonville, AR 72716 5. General Plan Designation: Mixed Use(Mixed Use Area No. 7) 6. Zoning: Community Commercial (CC) 7. Surrounding Land Uses and Setting (Briefly describe the project's surroundings): See Exhibit"A." 8. Lead Agency Name and Address: City of Rancho Cucamonga Planning Department 10500 Civic Center Drive Rancho Cucamonga, CA 91730 9. Contact Person and Phone Number: Donald Granger (909)477-2750 10. Other agencies whose approval is required (e.g., permits, financing approval, or participation agreement): GLOSSARY-The following abbreviations are used in this report: CVWD-Cucamonga Valley Water District EIR-Environmental Impact Report FEIR-Final Environmental Impact Report FPEIR-Final Program Environmental Impact Report NPDES-National Pollutant Discharge Elimination System NOx-Nitrogen Oxides ROG-Reactive Organic Gases PM,o-Fine Particulate Matter RWQCB-Regional Water Quality Control Board SCAQMD- South Coast Air Quality Management District SWPPP-Storm Water Pollution Prevention Plan Item D-23 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 2 ENVIRONMENTAL FACTORS POTENTIALLY AFFECTED The environmental factors checked below would be potentially affected by this project, involving at least one impact that is a 'Potentially Significant Impact," "Potentially Significant Impact Unless Mitigation Incorporated,"or"Less Than-Significant-Impact"as indicated by the checklist on the following pages. (✓)Aesthetics ( )Agricultural Resources (✓)Air Quality (✓) Biological Resources (✓)Cultural Resources (✓)Geology& Soils (✓) Greenhouse Gas (✓)Hazards&Waste Materials (✓) Hydrology&Water Quality Emissions ( )Mineral Resources (✓)Noise (✓) Land Use & Planning (✓)Public Services (✓)Recreation (✓) Population&Housing (✓) Utilities& Service Systems (✓) Mandatory Findings of (✓)Transportation/Traffic (Water Supply) Significance DETERMINATION On the basis of this initial evaluation: ( ) I find that the proposed project COULD NOT have a significant effect on the environment. A NEGATIVE DECLARATION will be prepared. ( ) I find that although the proposed project could have a significant effect on the environment, there will not be a significant effect in this case because revisions in the project have been made by, or agreed to, by the project proponent. A MITIGATED NEGATIVE DECLARATION will be prepared. (✓) I find that the proposed project MAY have a significant effect on the environment, and an ENVIRONMENTAL IMPACT REPORT is required. ( ) I find that the proposed project MAY have a "Potentially Significant Impact" or 'Potentially Significant Unless Mitigated" impact on the environment, but at least one effect 1) has been adequately analyzed in an earlier document pursuant to applicable legal standard and 2)has been addressed by mitigation measures based on the earlier analysis as described on attached sheets. An ENVIRONMENTAL IMPACT REPORT is required, but it must analyze only the effects that remain to be addressed. ( ) I find that although the proposed project could have a significant effect on the environment, because all potentially significant effects 1) have been analyzed adequately in an earlier EIR or NEGATIVE DECLARATION pursuant to applicable standards, and 2) have been avoided or mitigated pursuant to that earlier EIR or NEGATIVE DECLARATION, including revisions or mitigation measures that are imposed upon the proposed project, nothing further is required. Prepared By: Date: May 20,2013 Reviewed By: Date: �Zr13 ITEM D-24 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 3 Less Than Issues and Supporting Information Sources: PotenbaYy Significam Less significant with Than Np ImpaG MNgafipn Significant Impact Inoo,paratao Impar EVALUATION OF ENVIRONMENTAL IMPACTS 1. AESTHETICS. Would the project: a) Have a substantial adverse effect on a scenic vista? ( ) ( ) ( ) (✓) b) Substantially damage scenic resources, including, but ( ) ( ) ( ) (✓) not limited to, trees, rock outcroppings, and historic buildings within a State Scenic Highway? C) Substantially degrade the existing visual character or ( ) ( ) (✓) ( ) quality of the site and its surroundings? d) Create a new source of substantial light or glare, (✓) ( ) ( ) ( ) which would adversely affect day or nighttime views in the area? Comments: a) No Impact. The City of Rancho Cucamonga sits at the southern base of the San Gabriel Mountains. Mountain views are available from most areas in the City and provide a scenic backdrop for the community. Nearby north- south roadways provide unobstructed views of the San Gabriel Mountains to the north and, from the foothills, of the lower-lying valley to the south. However, the Project site is not within a view corridor according to General Plan Figure ILLI-6. The Draft EIR prepared for the General Plan also recognizes other scenic resources, including remaining stands of eucalyptus windrows, scattered vineyards and orchards, and natural vegetation in flood-control channels and utility corridors. None of these resources exist on the Project site, nor would the Project otherwise affect any such resources at off-site locations. Based on the preceding discussion, the Project will have no effect on a scenic vista. b) No Impact. The Project site is currently vacant, disturbed property and does not contain scenic resources such as trees, rock outcroppings and unique or landmark features. Additionally, there are no officially designated, or eligible, State Scenic Highways within the City. As such, the Project will have no effect on scenic resources, including, but not Rev. 4/2012 Item D-25 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 4 Lass Than Polentia0y Significant Less Issues and Supporting Information Sources: si teMam with Than No ImDad Kbgabon Signifi.M Impact InwrDarale0 ImDad limited to trees, rocks, outcroppings, and historic buildings within a State Scenic Highway. c) Less-Than-Significant Impact. The site is located within the Foothill Boulevard Focus Area (General Plan at page LU-41, et al.), which encourages commercial and mixed uses, concentrates commercial uses at major intersections, and improves the visual feel of Foothill Boulevard, as the City's major east-west thoroughfare. Preliminary concepts for the Project (see: Initial Study Exhibit A, Project Description, Figure 1.4-2) reflect contemporary commercial architectural designs compatible with existing vicinity uses. Final design concepts for the Project are subject to City review and approval. The Project would represent an appropriate and compatible continuation of existing and anticipated commercial uses along the Foothill Boulevard corridor. The Project will also be implemented consistent with the Foothill Boulevard/Historic Route 66 Visual Improvement Plan. The Plan, in pertinent part, establishes a set of unique and unifying historic themes for streetscapes, entry areas, and rights-of-way along Foothill Boulevard/Historic Route 66 as it traverses the City. Based on the preceding discussion, the potential for the Project to substantially degrade the existing visual character and quality of the site and its surroundings is considered less-than-significant. The Project within the context of existing and proposed visual resources will be discussed in the EIR. d) Potentially Significant Impact. The Project will create new sources of lighting, which may include building-mounted, wall-mounted, and pole- mounted fixtures to properly illuminate Project entrances, walkways, and parking areas. The Project will also provide illuminated exterior signs. Site illumination proposed by the Project may result in or cause substantial light or glare, with potentially adverse impacts. Rev. 4/2012 Item D-26 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 5 Less Than Issues and Supporting Information Sources: Potentially Significant Leu significant Wigs Than No Impaa Mltigaacw Significant Impact Incorporated Impact Accordingly, a photometric analysis will be conducted as part of the Project EIR. Mitigation will be proposed for any light/glare impacts determined to be potentially significant. Sources: Rancho Cucamonga General Plan, May 19, 2010; Rancho Cucamonga 2010 General Plan Update, Draft Program Environmental Impact Report, SCH No. 2000061027 (BonTerra Consulting) February 16, 2010; Rancho Cucamonga Walmart Project Development Concept, October 2012. 2. AGRICULTURAL RESOURCES. Would the project: a) Convert Prime Farmland, Unique Farmland, or ( ) ( ) ( ) (✓ ) Farmland of Statewide Importance (Farmland), as shown on the maps prepared pursuant to the Farmland Mapping and Monitoring Program of the California Resources Agency, to non-agricultural use? b) Conflict with existing zoning for agricultural use, or a ( ) ( ) ( ) (✓) Williamson Act contract? C) Conflict with existing zoning for, or cause rezoning of, ( ) ( ) ( ) (✓ ) forest land (as defined in Public Resources Code section 12220 (g), timberland (as defined by Public Resources Code section 4526), or timberland zoned Timberland Production (as defined by Government Code Section 51104(g))? d) Result in the loss of forest land or conversion of forest ( ) ( ) ( ) (✓) land to non-forest use? e) Involve other changes in the existing environment, ( ) ( ) ( ) (✓) which, due to their location or nature, could result in conversion of Farmland, to non-agricultural use or conversion of forest land to non-forest use? Comments: a, c) No Impact. The Project site is not designated as Prime Farmland, Unique Farmland, or Farmland of Statewide Importance. Nor is the Project site or any other City properties zoned for forest lands, timberlands, or timberland production. The Project will have no effect on farmlands, forest lands or timberlands. Rev. 4/2012 Item D-27 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 6 Lass Than PotentiaAy Significant Less Issues and Supporting Information Sources: sigmfiwnt W Than No Impact Whaa6on Significant Impact IncorpaateE Impact b) No Impact. The Project site is currently General Plan-designated for "Mixed Use" development (General Plan Figure LU-2, Land Use Plan, Mixed Use Area No. 7, Foothill Boulevard & Mayten Avenue). No Williamson Act contracts are in place for the subject site. The Project will therefore not conflict with any existing agricultural zoning designations, nor affect any existing Williamson Act contract(s). d) No Impact. There are no lands within the City of Rancho Cucamonga that qualify as forest land or timberland. Therefore no impacts would occur related to the loss or conversion of forest land to non-forest use. Further, there are no areas within the City of Rancho Cucamonga that are zoned as forest land, timberland, or Timberland Production. e) No Impact. As discussed above, there are no agricultural uses, forestlands or timberlands on the site. The Project does not involve other changes to the environment which could result in the conversion of farm land or forest land to other uses. Furthermore, there are no lands within the City of Rancho Cucamonga that qualify as forest land. Therefore, there is no potential for conversion of forest land to a non-forest use. Sources: Rancho Cucamonga General Plan, May 19, 2010; Rancho Cucamonga 2010 General Plan Update, Draft Program Environmental Impact Report, SCH No. 2000061027 (BonTerra Consulting) February 16, 2010; Rancho Cucamonga Walmart Project Development Concept, October 2012. 3. AIR QUALITY. Would the project: a) Conflict with or obstruct implementation of the (✓) ( ) ( ) ( ) applicable air quality plan? b) Violate any air quality standard or contribute (✓) ( ) ( ) ( ) substantially to an existing or projected air quality violation? Rev. 4/2012 Item D-28 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 7 Leu Than Issues and Supporting Information Sources: B'�fi ' s Nna awrt r�M Inpad 146934on significant Inpan IncarpaataC In paa C) Result in a cumulatively considerable net increase of (✓) ( ) ( ) ( ) any criteria pollutant for which the project region is non-attainment under an applicable Federal or State ambient air quality standard (including releasing emissions that exceed quantitative thresholds for ozone precursors? d) Expose sensitive receptors to substantial pollutant (✓) ( ) ( ) ( ) concentrations? e) Create objectionable odors affecting a substantial ( ) ( ) (✓) ( ) number of people? Comments: a) Potentially Significant Impact. The Project is located within the South Coast Air Basin (Basin) under the jurisdiction of the South Coast Air Quality Management District (SCAQMD). The SCAQMD is locally responsible for administration and implementation of the Air Quality Management Plan (AQMP). Development of the Project could result in the production of additional criteria air pollutants which may interfere with, or obstruct, the SCAQMD's implementation of the AQMP. These potential impacts will be addressed in the EIR, and mitigation measures will be developed to address any potentially significant impacts. b-d) Potentially Significant Impact. Construction activities associated with the Project implementation are temporary sources of fugitive dust and construction vehicle emissions. Additionally, implementation of the Project would result in land uses that will generate vehicular trips and associated vehicular-source air pollutant emissions. Ongoing occupation and use of Project facilities would also result in energy consumption primarily associated with heating and air conditioning, which will also generate air pollutant emissions. Construction-source and operational-source emissions resulting from the Project may contribute to existing .and projected exceedances of criteria pollutants within the basin. Air quality impacts of the Project and mitigation measures addressing those impacts will be discussed in the EIR. The EIR will also evaluate potential impacts of increased air pollution levels on sensitive receptors, and propose mitigation Rev. 4/2012 Item D-29 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 8 Las Than Pgenuapy Significant Less Issues and Supporting Information Sources: significant cam Than Np ftad A9tpt. Significant Impact In=paatw Impaa measures, or alternatives to the Project, to reduce or avoid any potentially significant impacts. e) Less-Than-Significant Impact. No objectionable odors are anticipated to result from Project operation on a long-term basis. Temporary, short-term odor releases are potentially associated with Project construction activities. Potential odor sources include, but are not limited to: asphalt/paving materials, glues, paint, and other architectural coatings. Construction- related odor impacts are controlled and minimized by established requirements for a material handling and procedure plan which identifies odor sources, odor-generating materials and quantities on site, and isolation/containment devices or mechanisms to prevent significant release of odors. Further, it is expected that any associated odors would quickly dissipate and would not adversely affect vicinity properties. The potential for the Project to create objectionable odors is therefore considered less- than-significant. Sources: Rancho Cucamonga General Plan, May 19, 2010; Rancho Cucamonga 2010 General Plan Update, Draft Program Environmental Impact Report, SCH No. 2000061027 (BonTerra Consulting) February 16, 2010; Rancho Cucamonga Walmart Project Development Concept, October 2012. 4. BIOLOGICAL RESOURCES. Would the project: a) Have a substantial adverse effect, either directly or (✓) ( ) ( ) ( ) through habitat modifications, on any species identified as a candidate, sensitive, or special status species in local or regional plans, policies, or regulations, or by the California Department of Fish and Game or U.S. Fish and Wildlife Service? b) Have a substantial adverse effect on riparian habitat ( ) ( ) ( ) (✓) or other sensitive natural community identified in local or regional plans, policies, or regulations or by the California Department of Fish and Game or US Fish and Wildlife Service? Rev. 4/2012 Item D-30 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 9 Less T an Issues and Supporting Information Sources: Potentially Sign,fi, ma Hp Significant Mitigation Significant Impact Impact 11nmoo rateE Impact C) Have a substantial adverse effect on federally ( ) ( ) ( ) (✓) protected wetlands as defined by Section 404 of the Clean Water Act (including, but not limited to, marsh, vernal pool, coastal, etc.) through direct removal, filling, hydrological interruption, or other means? d) Interfere substantially with the movement of any native ( ) ( ) (✓) ( ) resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors, or impede the use of native wildlife nursery sites? e) Conflict with any local policies or ordinances ( ) ( ) ( ) (✓) protecting biological resources, such as a tree preservation policy or ordinance? f) Conflict with the provisions of an adopted Habitat ( ) ( ) ( ) (✓) Conservation Plan, Natural Community conservation Plan, or other approved local, regional, or State habitat conservation plan? Comments: a) Potentially Significant Impact. The Project site is currently vacant, largely disturbed by human activities, and has been substantially altered from its natural state. The site is devoid of any substantive natural habitat and, in general, has no significant biological resource value. Notwithstanding, certain biological resources (ground-nesting birds and the burrowing owl) may be adversely affected by the Project. In this latter regard, August 2012 focused burrowing owl surveys, which included portions of the Project site, identified four burrowing owls occupying three burrows located within the Project site boundaries.' Nesting birds in general and the burrowing owl, specifically, are federally protected under the Migratory Bird Treaty Act (MBTA). Additionally, the burrowing owl is a protected California Species of Concern (CSC). Accordingly, a biological resources investigation will be conducted for the site. The results of the study, along with any necessary mitigation measures, will be presented within the Project EIR. ' Results of a Focused Burrowing Owl Survey for the Homecoming Phase 5 Project in the City of Rancho Cucamonga (LSA Project No. LEW1201A)(LSA)August 17, 2012, page 2. Rev. 4/2012 Item D-31 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 10 Lass Than Issues and Supporting Information Sources: Potentially Significant T-; No Significant Mitigation Significant Impact Impact Incorporated Impact b) No Impact. The Project site is not located within a sensitive biological area, or a designated conservation or habitat area (General Plan Figure RC-4). No riparian habitat or other sensitive natural community exists within the Project site or in the Project vicinity. Implementation of the Project would not substantively affect any riparian habitat or other sensitive natural community. c) No Impact. No federally-protected wetlands areas exist within the Project site or in surrounding areas. This environmental concern is thus not applicable to implementation of this proposal. The Project will have no impact on wetlands habitat. d) Less-Than-Significant Impact. The Project site is urbanized and is bordered by roadways and other urban development. As such, the potential for native wildlife species to use the Project site as a migratory corridor is unlikely. The Project site does not serve as, nor is it designated as, a native wildlife nursery. Nor does the Project propose or require uses or activities that would affect off-site nursery resources. The potential for direct or indirect impacts on wildlife dispersal or migration to result from Project implementation is therefore considered less-than-significant. e, f) No Impact. There are five (5) conservation areas and two (2) designated habitat areas located within the City of Rancho Cucamonga, none of which encompass the Project site. Additionally, although the City of Rancho Cucamonga's tree preservation ordinances regulate the removal of western sycamore and oak trees, no protected tree species exist on the Project site. Nor does the Project propose or require uses or activities that would affect off-site species. No other local or area-wide preservation or conservation plans or policies are applicable to the subject site. The Project's potential for impacts in regard to local policies or ordinances protecting biological resources; or Rev. 4/2012 Item D-32 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 11 Leu Than Issues and Supporting Information Sources: Gotenbally Significant Len significant with Than No I.,, Mfigafion Significant Impa- Incorporated Iwad any other conservation plans or policies is therefore considered less-than- significant. Sources: Rancho Cucamonga General Plan, May 19, 2010; Rancho Cucamonga 2010 General Plan Update, Draft Program Environmental Impact Report, SCH No. 2000061027 (BonTerra Consulting) February 16, 2010; Rancho Cucamonga Walmart Project Development Concept, October 2012. 5. CULTURAL RESOURCES. Would the project: a) Cause a substantial adverse change in the (✓) ( ) ( ) ( ) significance of a historical resource as defined in § 15064.5? b) Cause a substantial adverse change in the (✓) ( ) ( ) ( ) significance of an archeological resource pursuant to § 15064.5? C) Directly or indirectly destroy a unique paleontological (✓) ( ) ( ) ( ) resource or site or unique geologic feature? d) Disturb any human remains, including those interred ( ) ( ) (✓) ( ) outside of formal cemeteries? Comments: a-c) Potentially Significant Impact. There are no known historic structures, archaeological resources, or paleontological resources located within the Project site nor would the Project affect any known offsite resources of historical, archaeological, or paleontological significance. Notwithstanding, historic, archaeological, or paleontological resources may persist onsite in a buried context, and could be disturbed during new development activities proposed by the Project. It is further noted that the Project's proposed General Plan Land Use Amendment will require consultation pursuant to SB 18 Tribal Consultation mandates. To ensure avoidance of adverse impacts to any cultural resources that may be encountered in the course of development activities, a cultural resources investigation will be conducted for the site. The results of the Rev. 4/2012 Item D-33 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 12 ELeas Tnan Issues and Supporting Information Sources: Potantla0y si9nificar Less Sipniicant With Tnan No Impact Mitlgaficn Significant Impacl Incorp.ataE Impact investigation, along with any necessary mitigation measures, will be presented within the Project EIR. d) Less-Than-Significant Impact. The likelihood of encountering human remains in the course of Project development is minimal. However, as required by California Health and Safety Code Section 7050.5, should human remains be found, no further disturbance shall occur until the County Coroner has made a determination of origin and disposition pursuant to Public Resources Code Section 5097.98. The County Coroner must be noted of the find immediately. If the remains were found to be prehistoric, the coroner would coordinate with the California Native American Heritage Commission as required by State law. Based on compliance with these existing regulations, the Project's potential to disturb human remains is considered less-than-significant. Sources: Rancho Cucamonga General Plan, May 19, 2010; Rancho Cucamonga 2010 General Plan Update, Draft Program Environmental Impact Report, SCH No. 2000061027 (BonTerra Consulting) February 16, 2010; Rancho Cucamonga Walmart Project Development Concept, October 2012. 6. GEOLOGY AND SOILS. Would the project: a) Expose people or structures to potential substantial adverse effects, including the risk of loss, injury, or death involving: i) Rupture of a known earthquake fault, as ( ) ( ) (✓) ( ) delineated on the most recent Alquist-Priolo Earthquake Fault Zoning Map issued by the State Geologist for the area or based on other substantial evidence of a known fault? Refer to Division of Mines and Geology Special Publication 42. i) Strong seismic ground shaking? ( ) ( ) (✓) ( ) iii) Seismic-related ground failure, including (✓) ( ) ( ) ( ) liquefaction? iv) Landslides? ( ) ( ) ( ) (✓) b) Result in substantial soil erosion or the loss of topsoil? ( ) ( ) (✓) ( ) Rev. 4/2012 Item D-34 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 13 Less Than powvally Significant Leaa Issues and Supporting Information Sources: significant cam rha� NO Impap M6gafion Significant Impact Inmrpaa.d Impact C) Be located on a geologic unit or soil that is unstable, (✓) ( ) ( ) ( ) or that would become unstable as a result of the project, and potentially result in on- or off-site landslide, lateral spreading, subsidence, liquefaction or collapse? d) Be located on expansive soil, as defined in Table (✓) ( ) ( ) ( ) 18-1-B of the Uniform Building Code (1994), creating substantial risks to life or property? e) Have soils incapable of adequately supporting the use ( ) ( ) ( ) (✓) of septic tanks or alternative wastewater disposal systems where sewers are not available for the disposal of wastewater? Comments: a, i) Less-Than-Significant Impact. There are no known active or potentially active faults traversing the Project site. The site is not located within an Alquist- Priolo Zone or an earthquake hazard zone, as mapped by the City. On this basis, the potential for the Project to expose people or structures to potential substantial adverse effects, including the risk of loss, injury or death involving rupture of a known earthquake fault is considered less-than-significant. a, ii) Less-Than-Significant Impact. The Project site is located in a region known to be seismically active and strong seismic ground-shaking is anticipated during an earthquake. Faults within the City include the Cucamonga Fault, Red Hill Fault, and the Etiwanda Fault Scarp. Each of these faults could generate an earthquake of a magnitude that could damage the improvements that are developed within the site. The probability of an earthquake affecting the area depends on the magnitude of the earthquake and the distance from the site to the epicenter. The California Building Code requires construction methods that minimize the effects of earthquakes on structures. As part of the City's standard review and approval of development projects, any new development must provide a geotechnical study for review and approval by the Building & Safety Official; and comply with the requirements of the approved geotechnical report, and applicable provisions of the Uniform Building Code (UBC) and California Building Code (CBC). Compliance with these requirements reduces potential strong seismic ground-shaking impacts to levels that are less-than-significant. Rev. 4/2012 Item D-35 Initial Study for Walmart in the Terra Vista Promenade Project City of Rancho Cucamonga Page 14 Lm Tnan Issues and Supporting Information Sources: Potentiaay Slpnik eu Sw,fi.nt WM Tnan No Ingap IAtigaI Signd m Impam Inwrpor' Impact a, iii) Potentially Significant Impact. Liquefaction and seismically-induced settlement or ground failure are generally associated with strong seismic shaking in areas where groundwater tables are at relatively shallow depths (within 50 feet of the ground surface) and/or when the area is underlain by loose, cohesionless deposits. During a strong groundshaking event, saturated, cohesionless soils may acquire a degree of mobility to the extent that the overlying ground surface distorts. In extreme cases, saturated soils become suspended in groundwater and become fluid-like. The Project site is located in an area mapped as having the potential for regional seismic settlement(General Plan Figure PS-3). Should such conditions, or other adverse/unstable soils or subsurface conditions exist at the Project site,, they would be considered potentially significant impacts. On this basis, potential liquefaction hazards, or other potentially unstable or adverse soils or subsurface conditions are preliminarily identified as potentially significant, and will be further addressed in the Project EIR. Mitigation measures will be proposed for those impacts determined to be potentially significant. a, iv) No Impact. The Project site evidences an approximate 2.5 percent north-to- south trending gradient, but is otherwise an essentially level property and as such is not internally susceptible to landslide. Adjacent properties also present little topographic relief. Further, the site is not located within a landslide hazard area, as presented at General Plan Figure PS-3, "Geotechnical Hazards." As such, the potential for landslides or mudflows does not exist in the Project vicinity. b) Less-Than-Significant Impact. The City of Rancho Cucamonga is within a designated Soil Erosion Control Area (Exhibit 4.7-4 of the General Plan EIR). The Rancho Cucamonga area is subject to strong Santa Ana wind conditions from September to April, which generates blowing sand and dust, and creates erosion problems. C i onstruction activities associated with the Project will temporarily expose underlying soils, thereby increasing their Rev. 4/2012 Item D-36 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 15 Lass Than Issues and Supporting Information Sources: Sinitic y MVg b nt Than Nc Significant MiVgab, Significant Impact Impact InwraaaleE Imgad susceptibility to erosion until the Project is fully implemented. Potential erosion impacts incurred during construction activities are mitigated below the level of significance through the Project's mandated compliance with a City-approved Storm Water Pollution Prevention Plan (SWPPP) and compliance with SCAQMD Rules that prohibit grading activities and site disturbance during high wind events. At Project completion, potential soil erosion impacts in the area will be resolved, as pavement, roads, buildings, and landscaping are established, overcovering previously exposed soils. The Project involves construction of conventional commercial facilities and supporting site improvements within an essentially level area of the City. The Project does not propose to significantly alter existing topography. Any required cut/fill within the Project area will establish suitable building pads and facilitate efficient site drainage. Based on the preceding, potential impacts associated with erosion or changes in topography are considered less-than-significant. c, d) Potentially Significant Impact. Liquefaction and seismically-induced settlement or ground failure are generally associated with strong seismic shaking in areas where groundwater tables are at relatively shallow depths (within 50 feet of the ground surface) and/or when the area is underlain by loose, cohesionless deposits. During a strong groundshaking event, saturated, cohesionless soils may acquire a degree of mobility to the extent that the overlying ground surface distorts. In extreme cases, saturated soils become suspended in groundwater and become fluid-like. The Project site is located in an area mapped as having the potential for regional seismic settlement (General Plan Figure PS-3). Should such conditions, or other adverse/unstable soils or subsurface conditions exist at the Project site, they would be considered potentially significant impacts. On this basis, and pending review and analysis of the Project preliminary geotechnical assessment, potential liquefaction hazards, or other potentially unstable or adverse soils or subsurface Rev. 4/2012 Item D-37 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 16 Lass Than Potentially Si,,ficant Leu Issues and Supporting Information Sources: Significant WiN Than No Impact Mitigation Than Impact Incorporateol Impact conditions are preliminarily identified as potentially significant, and will be further addressed in the Project EIR. Mitigation measures will be proposed for those impacts determined to be potentially significant. e) No Impact. The Project site will be provided sewer services. No septic tanks or other alternative wastewater disposal systems are proposed. Thus, there is no potential for adverse impacts due to soil limitations relative to septic tanks or alternative waste water disposal systems. Sources: Rancho Cucamonga General Plan, May 19, 2010; Rancho Cucamonga 2010 General Plan Update, Draft Program Environmental Impact Report, SCH No. 2000061027 (BonTerra Consulting) February 16, 2010; Rancho Cucamonga Walmart Project Development Concept, October 2012. 7. GREENHOUSE GAS EMISSIONS. Would the project: a) Generate greenhouse gas emissions, either (✓) ( ) ( ) 0 directly or indirectly, that may have a significant impact on the environment? b) Conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of greenhouse gases? (✓) ( ) ( ) ( ) Comments: a, b) Potentially Significant Impact. The Project's contribution to greenhouse gas emissions may be potentially significant, and will be evaluated as part of the EIR Air Quality Analysis. Potential impacts, together with any necessary mitigation measures, will be presented in the Project EIR. Source: Rancho Cucamonga Walmart Project Development Concept, October 2012. Rev. 4/2012 Item D-38 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 17 Less Than Issues and Supporting Information Sources: Potentially Significant LessSignificant with Than No Impact Mltigaton Significant Impad IncorpvateE Impact 8. HAZARDS AND WASTE MATERIALS. Would the project: a) Create a significant hazard to the public or the O O (✓) ( ) environment through the routine transport, use, or disposal of hazardous materials? b) Create a significant hazard to the public or the (✓) ( ) ( ) ( ) environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment? C) Emit hazardous emissions or handle hazardous or ( ) ( ) (✓) ( ) acutely hazardous materials, substances, or waste within 1/4 mile of an existing or proposed school? d) Be located on a site which is included on a list of ( ) ( ) ( ) (✓) hazardous materials sites compiled pursuant to Government Code Section 65962.5 and, as a result, would it create a significant hazard to the public or the environment? e) For a project located within an airport land use plan or, ( ) ( ) ( ) (✓) where such a plan has not been adopted, within 2 miles of a public airport or public use airport, would the project result in a safety hazard for people residing or working in the project area? f) For a project within the vicinity of a private airstrip, ( ) ( ) ( ) (✓) would the project result in a safety hazard for people residing or working in the project area? g) Impair implementation of or physically interfere with an O O (✓) ( ) adopted emergency response plan or emergency evacuation plan? h) Expose people or structures to a significant risk of ( ) ( ) (✓) ( ) loss, injury or death involving wildland fires, including where wildlands are adjacent to urbanized areas or where residences are intermixed with wildlands? Comments: a) Less-Than-Significant Impact. During the normal course of construction activities, there will be limited transport of potentially hazardous materials (e.g., gasoline, diesel fuel, paints, solvents, fertilizer, etc.) to and from the Project site. The Project is required to meet all City Hazardous Materials Management Plans and regulations addressing transport, use, storage and disposal of these materials. The City participates in a countywide interagency coalition, which is considered a full service Hazardous Materials Division that is more comprehensive than any other in the State. Rev. 4/2012 Item D-39 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 18 Less Tian Issues and Supporting Information Sources: pota"dally si°wt m Len No significant MiGgadan Significant Impact Impact Inrgrpawed Impact The City has an Emergency Operations Plan that meets State and Federal requirements and is in the process of updating the approved 2005 Local Hazard Mitigation Plan. The Project does not propose uses or activities that would require atypical transportation, use, storage, or disposal of hazardous or potentially hazardous materials not addressed under current regulations and policies. Mandated compliance with existing regulations, as identified above, also reduces the potential for risk of accidental explosion or release of hazardous substances. b) Potentially Significant Impact. As yet unknown hazards or hazardous conditions could exist within, or proximate to, the Project site. In conjunction with preparation of the EIR, A Phase I Environmental Site Assessment (Phase I ESA) will be prepared to determine if there are pre- existing potentially adverse on-site or off-site hazards or hazardous conditions that could affect the Project, its occupants, or patrons. Results of the Phase I ESA, together with any required mitigation, will be presented in the EIR. c) Less-Than-Significant Impact. The Project is not located within one-quarter mile of an existing or proposed school. The Project proposes conventional commercial/retail uses, and does not include elements or aspects that will create or otherwise result in hazardous emissions, and does not propose or require substantive handling of hazardous or acutely hazardous materials, substances, or waste. Pre-packaged materials such as paint, solvents, glues, fertilizers, either sold by the Project retail uses or used during construction and maintenance are subject to extensive local, State, and federal regulations, and are not considered sources of potentially significant hazardous materials or hazardous emissions. d) No Impact. The Project site is not on a list of hazardous materials sites compiled pursuant to Government Code Section 65962.5. This concern is thus not applicable to the Project. Rev. 4/2012 Item D-40 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 19 Less Than Significant Lass Potentially Issues and Supporting Information Sources: Signincant Wim Than Np Impact WigMit Significant Impact Incorporated Impact e, f) No Impact. The Project site is not located within a height-restricted area of Ontario International Airport Land Use Compatibility Plan; and the Project buildings are outside the Airport Area of Influence of the Ontario Airport Land Use Plan. Further, the Project is not located within two (2) miles of any airport. Ontario International Airport, the closest airport/airfield, is located approximately four (4) miles southwesterly of the Project site. Therefore, the Project will not result in aircraft-related safety hazards for future occupants of the Project site. Moreover, it is noted that the Project does not propose activities or uses that would otherwise affect airports or airport operations. g) Less-Than-Significant Impact. The Project does not propose designs or require activities that would interfere with any identified emergency response or emergency evacuation plan. Temporary alterations to vehicle circulation routes associated with Project construction are addressed through City-mandated construction traffic management plans. On-going coordination with the local fire and police departments during construction will ensure that potential interference with emergency response and evacuation efforts are avoided. The City's Emergency Operation Plan, which is updated every three years, includes policies and procedures to be administered by the City of Rancho Cucamonga in the event of a disaster. Because the Project includes at least two points of public street access and is required to comply with all applicable City codes, including local fire ordinances, no adverse impacts are anticipated. The potential for the Project to impair implementation of, or physically interfere with, an adopted emergency response plan or emergency evacuation plan is therefore considered less-than-significant. h) Less-Than-Significant Impact. The Project site is not located within a Fire Hazard Severity Zone according to General Plan Figure PS-1.The Project area has been largely urbanized, and there are no wildlands adjacent to the Project area. Moreover, the Project site and surrounding areas are currently provided fire protection and emergency response services by the Rev. 4/2012 Item D-41 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 20 Less Than Potentially sign,fiwnl Less Issues and Supporting Information Sources: Signifiwm Wm Than No Impact Mitipati n Significant Impact Incorpmatetl Impact Rancho Cucamonga Fire District. Development fees and taxes paid by the Project act to offset its incremental demands for fire protection services. The potential for the Project to expose people or structures to a significant risk of loss, injury or death involving wildland fires is considered to be less- than-significant. Sources: Rancho Cucamonga General Plan, May 19, 2010; Rancho Cucamonga 2010 General Plan Update, Draft Program Environmental Impact Report, SCH No. 2000061027 (BonTerra Consulting) February 16, 2010; Rancho Cucamonga Walmart Project Development Concept, October 2012. 9. HYDROLOGY AND WATER QUALITY. Would the project: a) Violate any water quality standards or waste discharge (✓) ( ) ( ) ( ) requirements? b) Substantially deplete groundwater supplies or interfere ( ) ( ) (✓) ( ) substantially with groundwater recharge such that there would be a net deficit in aquifer volume or a lowering of the local groundwater table level (e.g., the production rate of pre-existing nearby wells would drop to a level which would not support existing land uses or planned uses for which permits have been granted)? C) Substantially alter the existing drainage pattern of the (✓) O O ( ) site or area, including through the alteration of the course of a stream or river, in a manner, which would result in substantial erosion or siltation on-or off-site? d) Substantially alter the existing drainage pattern of the (✓) ( ) ( ) ( ) site or area, including through the alteration of the course of a stream or river, or substantially increase the rate or amount of surface runoff in a manner, which would result in flooding on-or off-site? e) Create or contribute runoff water which would exceed (✓) ( ) ( ) ( ) the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff? f) Otherwise substantially degrade water quality? (✓) ( ) ( ) ( ) g) Place housing within a 100-year flood hazard area as ( ) ( ) ( ) (✓) mapped on a Federal Flood Hazard Boundary or Flood Insurance Rate Map or other flood hazard delineation map? Rev. 4/2012 Item D-42 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 21 Less Than Potendany Signifiwnl Leu Issues and Supporting Information Sources: Slgnifiwm W19, Than No Irnpatl OUga6on Significant : S� Incorporated 1W.d h) Place within a 100-year flood hazard area structures ( ) ( ) ( ) (✓) that would impede or redirect flood flows? i) Expose people or structures to a significant risk of ( ) ( ) (✓) ( ) loss, injury or death involving flooding, including flooding as a result of the failure of a levee or dam? j) Inundation by seiche, tsunami, or mudflow? ( ) ( ) ( ) (✓) Comments: a, c-f) Potentially Significant Impact. The Project will be developed and operated in compliance with all applicable City and California Regional Water Quality Control Board (Santa Ana Region) regulations and water quality standards. Stormwater conveyance and drainage services to the subject site are provided by the City of Rancho Cucamonga Department of Public Works. Impervious surfaces created by the Project will result in decreased natural absorption rates and an increased volume of surface runoff. Additionally, runoff from the Project area may include oils from paved areas and other chemicals which may contribute to degradation of offsite surface waters: Compliance with applicable existing National Pollution Discharge Elimination System (NPDES) permitting requirements and associated Water Quality Management Plan (WQMP) requirements would ensure that the Project does not result in substantial additional polluted runoff. Design, construction, and operation of the Project stormwater management system, and development and implementation of the MSWMP will be realized consistent with applicable City and California Regional Water Quality Control Board (Santa Ana Region) requirements. Further analysis of potential impacts in regard to stormwater management and stormwater discharge quality will be included in the Project EIR. Mitigation measures will be incorporated to address any potentially significant impacts. b) Less-Than-Significant Impact. The Project would not contribute to groundwater depletion, nor discernibly interfere with groundwater recharge. Water is provided throughout the City by the Cucamonga Water District (CWD, District). Groundwater which may be consumed by the Project and the City of Rancho Cucamonga, as a whole, is recharged pursuant to the Rev. 4/2012 Item D-43 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 22 Lass Than Issues and Supporting Information Sources: Pok"M1a"Y s�gvim ht Tha Na significant Mitigation Significant Impact I"Ipad Inwwataa Impad District's policies and programs. The Project will not affect designated recharge areas. Direct additions or withdrawals of groundwater are not proposed by the Project. Further, construction proposed by the Project will not involve substructures or other intrusions at depths that would significantly impair or alter the direction or rate of flow of groundwater. Based on the preceding discussions, the Project's potential impacts to groundwater availability, quality, or recharge capabilities, are considered less-than-significant. g, h) No Impact. The Project does not propose the construction of housing, nor does the site lie within a 100-year flood hazard zone. Specifically, the Project site is located within a "minimum hazard area," as shown in Figure PS-5, "Flood Hazard Zones," of the General Plan. As such, no placement of structures in a 100-year flood hazard zone would occur as a result of Project implementation, and no impact would occur relative to potential placement housing or other structures within a mapped 100-year flood hazard area. i) Less-Than-Significant Impact. The site is not located within a dam inundation area, as shown in Figure PS-6 of the General Plan. As such, no significant impacts would occur relative to potential flooding due to failure of a levee or dam. j) No Impact. The Project site is not located near any bodies of water or water storage facilities that would be considered susceptible to seiche. Nor is the Project site located proximate to coastal waters, and as such, is not subject to tsunami hazards. No volcanoes are identified on the Project site, and the Project site has not historically been affected by volcanism. Impacts related to tsunami, seiche, or volcanic hazards will not affect the Project. Sources: Rancho Cucamonga General Plan, May 19, 2010; Rancho Cucamonga 2010 General Plan Update, Draft Program Environmental Impact Report, SCH No. 2000061027 (BonTerra Consulting) February 16 2010• Rancho rY t Cucamonga Walmart Project Development Concept, October 2012. Rev. 4/2012 Item D-44 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 23 Less Than Potentially Signi nt Tftan No Issues and Supporting Information Sources: Signlfi ant Impact Mitigation Significant Impact Incorparaleo Impaq 10. LAND USE AND PLANNING. Would the project: a) Physically divide an established community? (✓) ( ) ( ) ( ) b) Conflict with any applicable land use plan, policy, or (✓) ( ) ( ) ( ) regulation of an agency with jurisdiction over the project (including, but not limited to, a general plan, specific plan, local coastal program, or zoning ordinance) adopted for the purpose of avoiding or mitigating an environmental effect? C) Conflict with any applicable habitat conservation plan ( ) ( ) ( ) (✓) or natural community conservation plan? Comments: a) Potentially Significant Impact. The Project involves the construction of conventional commercial/retail facilities on property that is currently vacant. No established communities exist within the subject site, nor does the Project propose elements or activities that would disrupt or divide an established community. On this basis, the Project would not discernibly disrupt or divide the physical arrangement of an established community. Notwithstanding the preceding discussion, the Project may sufficiently alter local economic or market conditions to the extent that other similar competing uses and related physical improvements could be adversely influenced. Such potentially adverse physical changes resulting from economic or social effects of projects are within the scope of CEQA considerations. On this basis, the potential for the Project to affect local economic or market conditions to the extent that physical blight could occur is initially considered to be a potentially significant impact. Accordingly, an economic impact study will be prepared to analyze the possibility of physical changes resulting from potential economic or social effects of the Project. The results of this economic study will be presented in the Project EIR, together with mitigation measures for any impacts determined to be potentially significant. Rev. 4/2012 Item D-45 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 24 ess Tnan Issues and Supporting Information Sources: Potenua 1, Significant Less Signifiwn, W'� Tnan No 1mpad Mi4gaGon Significant Impact IncorporaleE Impact b) Potentially Significant Impact. The Project site is zoned, "Community Commercial." The General Plan Land Use designation of the Project site is "Mixed Use." Specifically, the site is located within Mixed Use Area #7, "Foothill Boulevard and Mayten Avenue." Each Mixed Use Area on the Land Use Plan has a specific intent, and the designation includes guidance tailored to the individual area. For Mixed Use Area #7, the General Plan states further: The relatively large vacant site should provide a combination of restaurants, entertainment, retail, hospitality, office,.and residential opportunities within an urban village setting. Commercial uses should be located along Foothill Boulevard, with retail buildings fronting the boulevard to create a more pedestrian-friendly street frontage. Large-scale retail business and "big box" buildings are allowed so long as they accommodate automobile, pedestrian, and transit modes of transportation. Smaller retail and restaurant buildings are encouraged to be grouped continuously along the street, while individual building pads separated by large parking areas are discouraged (General Plan, page LU-30). The Project site plan concept generally reflects certain of the attributes noted above, e.g., location of the "big box" Walmart in an area served by transit, roadways, and pedestrian walkways; and orientation of smaller retail uses along the site's Foothill Boulevard frontage. However, a range of entertainment, retail, hospitality, office, and residential opportunities is not proposed under the Project. Rather, a general mix of commercial retail uses is proposed, such as is allowed under the General Plan "Community Commercial" Land Use designation. Accordingly, in order to implement the Project, a General Plan Land Use Amendment is requested, re-designating the Project site from "Mixed Use" to "Community Commercial." Associated revisions to General Plan exhibits and text will also be required. The requested General Plan Land Use Amendment and associated General Plan exhibit/text revisions will also trigger necessary correlating Rev. 4/2012 Item D-46 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 25 ess Than Issues and Supporting Information Sources: Dote^ any sigfip°` Ta; rNoSignificant A4ugat Significantct '^pam Incorporat. Impact Development Code revisions. Accordingly, a Development Code Amendment (DCA) is required to ensure Development Code consistency with the General Plan as amended. The site is also located within the approved Terra Vista Community Plan, which is planned for a mix of residential and commercial uses, with a large concentration of commercial and office uses along Foothill Boulevard and Haven Avenue. Additional plans which guide the development of the site include the Foothill Boulevard/Historic Route 66 Visual Improvement Plan and the Foothill Boulevard Focus Area. Uses proposed by the Project are permitted, or conditionally permitted, under the site's existing land use designations. The EIR will discuss the context of the Project within approved and anticipated plans, and will evaluate the Project for consistency with the requirements set forth within applicable land use plans. c) No Impact. As shown at General Plan Figure RC-4, the Project site is not located within an area mapped as containing sensitive biological resources. Moreover, no conservation plans are applicable to the site. As such, the Project will not conflict with the provisions of an adopted Habitat Conservation Plan or Natural Community Conservation Plan. Sources: Rancho Cucamonga General Plan, May 19, 2010; Rancho Cucamonga 2010 General Plan Update, Draft Program Environmental Impact Report, SCH No. 2000061027 (BonTerra Consulting) February 16, 2010; Rancho Cucamonga Walmart Project Development Concept, October 2012. Rev. 4/2012 Item D-47 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 26 ess Than P Issues and Supporting Information Sources: siat1si i1, Significant Less gnifican wile Than No Impad MLtig:U. Significant Inpad Inc«p«ate0 Impact 11. MINERAL RESOURCES. Would the project: a) Result in the loss of availability of a known mineral ( ) ( ) ( ) (✓) resource that would be of value to the region and the residents of the State? b) Result in the loss of availability of a locally important ( ) ( ) ( ) (✓) mineral resource recovery site delineated on a local general plan, specific plan or other land use plan? Comments: a) No Impact. The site is not designated as a State Aggregate Resources Area (General Plan, Figure RC-2 and Table RC-1). Nor does the Project propose or require uses or activities that would affect off-site mineral resources. The Project will have no impact on the availability of known mineral resources of value to the region or the State. b) No Impact. The site is not designated as a valuable mineral resource recovery site (General Plan, Figure RC-2 and Table RC-1). Nor does the Project propose or require uses or activities that would affect recovery of off-site mineral resources. The Project will have no impact on the availability or recovery of locally important mineral resources. Sources: Rancho Cucamonga General Plan, May 19, 2010; Rancho Cucamonga 2010 General Plan Update, Draft Program Environmental Impact Report, SCH No. 2000061027 (BonTerra Consulting) February 16, 2010; Rancho Cucamonga Walmart Project Development Concept, October 2012 12. NOISE. Would the project result in: a) Exposure of persons to or generation of noise levels in (✓) ( ) ( ) ( ) excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies? b) Exposure of persons to or generation of excessive (✓) ( ) ( ) ( ) ground borne vibration or ground borne noise levels? Rev. 4/2012 Item D-48 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 27 Less Than Less Issues and Supporting Information Sources: PotBn°a"t Significant nt Than No Significant W936on Significant Impact Impact Incorporaleol Impad C) A substantial permanent increase in ambient noise (✓) ( ) ( ) ( ) levels in the project vicinity above levels existing without the project? d) A substantial temporary or periodic increase in (✓) ( ) ( ) ( ) ambient noise levels in the project vicinity above levels existing without the project? e) For a project located within an airport land use plan or, ( ) ( ) ( ) (✓) where such a plan has not been adopted, within 2 miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels? f) For a project within the vicinity of a private airstrip, ( ) ( ) ( ) (✓) would the project expose people residing or working in the project area to excessive noise levels? Comments: a-d) Potentially Significant Impact. Construction of the Project will temporarily increase localized noise levels, and occupation of Project facilities will establish long-term stationary operational noise sources. These noise sources could adversely affect any nearby sensitive receptors. Further, Project traffic, including delivery truck operations, may increase noise levels along affected roadways, with potentially adverse effects at receiving land uses. A Project-specific Noise Impact Study will be prepared to examine noise associated with implementation and operations of the Project. Project-related noise impacts will be discussed in the EIR. Mitigation measures will be proposed for impacts determined to be potentially significant. e, f) No Impact. Ontario International Airport, the closest airport/airfield, is located approximately four (4) miles southwesterly of the Project site. While occasional aircraft overflight is expected, no excessive aircraft- related noise is anticipated to affect the Project area. Moreover, it is noted that the Project does not propose activities or uses that would cause or otherwise affect airport-related noise impacts. In this latter regard, CEQA importantly addresses potential impacts of the Project on the environment, not impacts of the environment on the Project. Rev. 4/2012 Item D-49 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 28 ess Than Issues and Supporting Information Sources: Pptan a„Y Sig It nt Than No Significant gation Significant Impact Inpaq Incprpuat. ImDad Sources: Rancho Cucamonga General Plan, May 19, 2010; Rancho Cucamonga 2010 General Plan Update, Draft Program Environmental Impact Report, SCH No. 2000061027 (BonTerra Consulting) February 16, 2010; Rancho Cucamonga Walmart Project Development Concept, October 2012 13. POPULATION AND HOUSING. Would the project: a) Induce substantial population growth in an area, either ( ) ( ) (✓) ( ) directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)? b) Displace substantial numbers of existing housing, ( ) ( ) (✓) ( ) necessitating the construction of replacement housing elsewhere? C) Displace substantial numbers of people, necessitating ( ) _ ( ) ( ) (✓) the construction of replacement housing elsewhere? Comments: a) Less-Than-Significant Impact. Official local and regional population projections are predicated upon buildout of the City in accordance with the General Plan. While the Project proposes a GPA (Land Use) re-designating the subject site from "Mixed Use” to "Community Commercial," the resulting development intensities would be similar to, and would not exceed, development intensities anticipated under the adopted General Plan. Therefore, buildout of the site as proposed has been anticipated within the population projections of the City and regional agencies. Moreover, the 'r Project does not propose new residential development and would not directly or substantially contribute to population growth within the City. As such, the Project's potential to exceed official regional or local population projections and/or induce substantial growth directly or indirectly is considered less-than-significant. b, c) No Impact. The Project will be implemented on properties which are currently vacant. The Project does not involve or propose the displacement Rev. 4/2012 Item D-50 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 29 Len Than Issues and Supporting Information Sources: Potenualy' Sign,Nem Tan No pp 9 significant Impact Wgagon significant Impact Incorpwted Impact of any onsite or offsite housing stock. No impacts relating to displacement of housing or people will result from the Project. Sources: Rancho Cucamonga General Plan, May 19, 2010; Rancho Cucamonga 2010 General Plan Update, Draft Program Environmental Impact Report, SCH No. 2000061027 (BonTerra Consulting) February 16, 2010; Rancho Cucamonga Walmart Project Development Concept, October 2012. 14. PUBLIC SERVICES. Would the project result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for any of the public services: a) Fire protection? (✓) ( ) ( ) ( ) b) Police protection? (✓) ( ) ( ) ( ) C) Schools? ( ) ( ) (✓) ( ) d) Parks? ( ) ( ) (✓) ( ) e) Other public facilities? ( ) ( ) (✓) ( ) Comments: a, b) Potentially Significant Impact. New development proposed by the Project would result in increased demands for fire and police protection services. The San Bernardino County Sheriffs Department currently provides police protection services to the Project site. Fire suppression and emergency response services are provided by the Rancho Cucamonga Fire District. The EIR will address the Project's potential incremental demands on police and fire protection services, and evaluate whether those demands would result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, or the need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts. Mitigation measures will be proposed for impacts determined to be potentially significant. Rev. 4/2012 Item D-51 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 30 Less Than Issues and Supporting Information Sources: Potentially Significant Less Potentially WO Than Np Impad MbWbon Significant Impact Incorporated Impact c, d) Less-Than-Significant Impact. Employment opportunities created by the Project may result in increased secondary impacts to school and park facilities. Increased student population could result from requests for Intra- District Transfers from employees of the Project wanting to enroll their children in schools closer to their place of employment. The Project will pay required school impact fees, and will not contribute substantially to the resident population base using school and park facilities. These secondary effects of the Project are considered to be less-than-significant impacts. Context of the Project relative to existing and proposed parks and school facilities will be discussed in the EIR. e) Less-Than-Significant Impact. Development of the Project would require established public agency oversight including, but not limited to, plan check and permitting actions by the City Planning Division, City Utilities Division, City Engineering Division, City Building and Safety Division, City Public Works Services Division, San Bernardino County Sheriffs Department, and the Rancho Cucamonga Fire District. These actions typically fall within the currently assigned responsibilities of these agencies, and are paid for via plan check and inspection fees assessed of the Project. Other public facilities, to include libraries within the City, would not be noticeably affected by the Project. That is, the Project proposes commercial/retail uses that would not substantively increase the resident population, and so increase demands for library services. Based on the preceding discussions, the Project is considered to have a less-than-significant impact on other public facilities. Context of the Project relative to existing and proposed "other ' public facilities will be discussed in the EIR. Sources: Rancho Cucamonga General Plan, May 19, 2010 Rancho Cucamonga 2010 General Plan Update, Draft Program Environmental Impact Report, SCH No. 2000061027 (Bon Terra Rev. 4/2012 Item D-52 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 31 Lass Than Issues and Supporting Information Sources: Potentially Sigmficanl Less S;gNfi.n, wth Than Hp JWacl Mitigatlpn Significant IMad ImrWaW Impact Consulting) February 16, 2010; Rancho Cucamonga Walmart Project Development Concept, October 2012. 15. RECREATION. Would the project: a) Increase the use of existing neighborhood and ( ) ( ) (✓) ( ) regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated? b) Does the project include recreational facilities or ( ) ( ) ( ) (✓) require the construction or expansion of recreational facilities, which might have an adverse physical effect on the environment? Comments: a) Less-Than-Significant Impact. The Project does not propose elements (e.g., residential development) that would result in increased resident populations and associated increased demands for neighborhood and regional parks or other recreational facilities. As such, the Project's potential to increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial deterioration of the facility would occur or be accelerated is considered less-than-significant. b) No Impact. The construction of recreational facilities is not included in the Project proposal, nor will the Project require the construction or expansion of recreational facilities. As such, the Project will have no impact in this regard. Sources: Rancho Cucamonga General Plan, May 19, 2010 Rancho Cucamonga 2010 General Plan Update, Draft Program Environmental Impact Report, SCH No. 2000061027 (Bon Terra Consulting) February 16, 2010; Rancho Cucamonga Walmart Project Development Concept, October 2012. Rev. 4/2012 Item D-53 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 32 ess Than Issues and Supporting Information Sources: significant wpm Potentialy Significant Lau Than No Impap N gab Si ca IMao IZroa"aw In,80 16. TRANS PORTATION/TRAFFIC. Would the project: a) Conflict with an applicable plan, ordinance or policy (✓) ( ) ( ) ( ) establishing measures of effectiveness for the performance of the circulation system, taking into account all modes of transportation including mass transit and non-motorized travel and relevant components of the circulation system, including but not limited to intersections, streets, highways and freeways, pedestrian and bicycle paths, and mass transit? b) Conflict with an applicable congestion management (✓) ( ) ( ) ( ) program, including, but not limited to a level of service standards and travel demand measures, or other standards established by the county congestion management agency for designated roads or highways? C) Result in a change in air traffic patterns, including ( ) ( ) (✓) ( ) either an increase in traffic levels or a change in location that result in substantial safety risks? d) Substantially increase hazards due to a design feature ( ) ( ) (✓) ( ) (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? e) Result in inadequate emergency access? ( ) ( ) (✓) ( ) f) Conflict with adopted policies, plans, or programs ( ) ( ) (✓) ( ) regarding public transit, bicycle, or pedestrian facilities, or otherwise decrease the performance or safety of such facilities. Comments: a, b) Potentially Significant Impact. The Project will increase vehicular traffic along area roads resulting in the potential to cause conflicts with applicable measures of efficiency and/or conflicts with the applicable congestion management plan. A comprehensive Traffic Impact Analysis (TIA) will be prepared to examine Project trip generation and distribution and resulting potential impacts to area transportation and circulation systems. Mitigation measures addressing any potentially significant Project-related traffic impacts will be identified in the EIR. c) Less-Than-Significant Impact. The Project does not propose elements or aspects that would affect air traffic patterns. The airport located nearest the Rev. 4/2012 Item D-54 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 33 Less Than Potentlally significant Leas Issues and Supporting Information Sources: Potensignifica win hanFIM1,11 ImpactWgOon Significant Incorpp ated Impact Project site is Ontario International Airport, approximately four (4) miles to the southwest. No other public or private airstrips have been identified in the vicinity of the Project, and as such, the potential for the Project to result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks, is considered less-than-significant. d, e) Less-Than-Significant Impact. The Project does not propose elements or aspects that would intrinsically increase transportation/traffic hazards or restrict emergency access. In conjunction with the approval of building permits, the City will review all Project designs and, plans to assure compliance with all applicable emergency access and safety requirements and thereby preclude or resolve any potential emergency access concerns. Traffic improvement design(s) and emergency access considerations will be discussed as a.matter of course-within the TIA and EIR. f) Less-Than-Significant Impact. The Project does not propose elements or aspects that would inherently conflict with adopted alternative transportation policies. On a long-term basis, the Project may result in increased demand for public transportation as increased retail opportunities become available onsite. The Project will accommodate a mix of automobile, pedestrian, and transit modes of transportation. In this latter regard, location of the Project along Foothill Boulevard provides access to proximate Omnitrans bus services. Location of the Project along Foothill Boulevard also allows for potential service by Bus Rapid Transit (BRT) contemplated along the entire length of Foothill Boulevard within the City Iimits.2 Serving transit agencies (in this case Omnitrans) routinely review and adjust their ridership schedules to accommodate public demand. The need for transit-related facilities, including but not limited to bus shelters and 2 See also: www.citvofrc.us/cityhall/planning/current projects/foothill boulevard bus rapid transit (brt) study asp Rev. 4/2012 Item D-55 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 34 Potentially Significant Less Lass Than Issues and Supporting Information Sources: Sgnifica MCI, Than No Impact InMitigabon Significana Impact mrperated Impact bicycle parking, will be coordinated between the City and the Project Applicant, with input from transit providers as applicable, as part of the City's standard development review process. Based on the preceding discussions, the potential for the Project to conflict with adopted policies supporting alternative transportation is considered less-than-significant. Context of the Project within existing and proposed alternative transportation systems will be discussed in the EIR. Sources: Rancho Cucamonga General Plan, May 19, 2010 Rancho Cucamonga 2010 General Plan Update, Draft Program Environmental Impact Report, SCH No. 2000061027 (Bon Terra Consulting) February 16, 2010; Rancho Cucamonga Walmart Project Development Concept, October 2012. 17. UTILITIES AND SERVICE SYSTEMS. Would the project: a) Exceed wastewater treatment requirements of the ( ) ( ) (✓) ( ) applicable Regional Water Quality Control Board? b) Require or result in the construction of new water or ( ) ( ) (✓) ( ) wastewater treatment facilities or expansion of existing facilities, the construction of which could cause significant environmental effects? C) Require or result in the construction of new storm ( ) ( ) (✓) ( ) water drainage facilities or expansion of existing facilities, the construction of which could cause significant environmental effects? d) Have sufficient water supplies available to serve the (✓) ( ) ( ) ( ) project from existing entitlements and resources, or are new or expanded entitlements needed? e) Result in a determination by the wastewater treatment ( ) ( ) (✓) ( ) provider, which serves or may serve the project, that it has adequate capacity to serve the project's projected demand in addition to the provider's existing commitments? f) Be served by a landfill with sufficient permitted ( ) ( ) (✓) ( ) capacity to accommodate the project's solid waste disposal needs? g) Comply with Federal, State, and local statutes and ( ) ( ) (✓) ( ) regulations related to solid waste? Rev. 4/2012 Item D-56 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 35 Less Than Issues and Supporting Information Sources: poten°a:ly SigWN M Leas m Significant AGtigalion Signil"M Impact Impact Incorpwatetl Impact Comments: a) Less-Than-Significant Impact. Wastewater generated by the Project would be conveyed by City/Cucamonga Valley Water District (CVWD) wastewater conveyance facilities to treatment plants operated by the Inland Empire Utilities Agency (IEUA). IEUA Regional Water Recycling Plants provide tertiary wastewater treatment, producing effluent suitable for reuse in non- potable applications. IEUA Regional Plant 1 (RP-1) and Regional Plant 4 (RP-4) treatment facilities serving the City and the Project site are further described below: Regional Water Recycling Plant No. 1 (RP-1) is located in the City of Ontario near the intersection of State Highway 60 and Archibald Avenue. This facility was originally commissioned in 1948 and has undergone several expansions to increase the design wastewater treatment capacity to the current 44.0 million gallons per day (mgd) and biosolids treatment capacity equivalent to a wastewater flow rate of 60.0 mgd. This facility serves the Cities of Ontario, Rancho Cucamonga, Upland, Montclair, Fontana and an unincorporated area of San Bernardino County. Located in the City of Rancho Cucamonga, the Regional Water Recycling Plant No. 4 (RP-4) has been in operation and producing recycle water since 1997. RP-4 treats an average flow of 5 million gallons per day and is operated in conjunction with RP-1 to provide recycled water to users. The RP-4 facility is being expanded from its current capacity of 7 MGD to 14 MGD (http://www.ieua.org/facilities/rp4.html, retrieved September 27, 2012). Project-generated wastewater would be typical of commercial/retail sources, and would not require treatment beyond that provided by existing and programmed IEUA facilities. Moreover, the Project will be developed Rev. 4/2012 Item D-57 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 36 Le"Than Issues and Supporting Information Sources: Fotenllaily si want Ten Np Signifi M MNgawn SignifiwM Imapt Irtpapt In.paatea Impact and operated in compliance with the City regulations and standards of the Santa Ana Regional Water Quality Control Board (SARWQCB). Wastewater treatment demands of the Project can be accommodated within the scope of existing/programmed IEUA facilities and would not cause or result in exceedance of wastewater treatment requirements of the SARWQCB. Based on the preceding, the potential for the Project to exceed wastewater treatment requirements of the applicable Regional Water Quality Control Board is considered less-than-significant. Context of the Project within applicable SARWQCB standards, and its incremental effects on existing and proposed wastewater treatment systems will be discussed in the EIR. b) Less-Than-Significant Impact. Water service is currently provided to the Project site by CVWD. All CVWD water is treated consistent with State and federal requirements ensuring its safety and potability. Three (3) plants provide water treatment for CVWD service area customers: • Arthur H. Bridge Treatment Plant; • Royer Nesbit Treatment Plant; and • Lloyd W. Michael Treatment Plant. No additional treatment beyond that currently provided by CVWD is required to specifically meet the Project's water demands. Water service and connection fees paid by the Project and other water customers act to fund area water treatment facilities. As noted previously, wastewater conveyance facilities are provided by the City and CVWD, with wastewater treatment services by the IEUA. The Project will pay sewer connection and service fees, which act to fund City, CVWD, and IEUA improvement plans, operations, and maintenance. The IEUA, as a regional wastewater treatment provider, will determine when and in what manner treatment facilities will be constructed and/or upgraded Rev. 4/2012 Item D-58 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 37 Less Than Issues and Supporting Information Sources: Potenfially Si9WfiM ac Than No Significant m1b'fion Significant Im act Impact Inco,ppated Impaq p to meet increasing demands of areawide development, including the incremental demands of the Project. Based on the preceding discussion, the Project's potential to require or result in the construction of new water or wastewater treatment facilities or expansion of existing facilities, the construction of which could cause significant environmental effects, is considered less-than-significant. Context of the Project within existing and proposed water treatment systems will be discussed in the EIR. c) Less-Than-Significant Impact. Project-specific management and conveyance of storm water is adequately and appropriately addressed through connection to existing storm water management systems. As discussed at Checklist Section 9, "Hydrology and Water Quality," all proposed connections to, or modifications of, storm water drainage systems will be reviewed and approved by the City and the SARWQCB. The potential for the Project to require or result in new or expanded storm water drainage facilities, the construction of which could result in adverse environmental effects, is considered less-than-significant. Context of the Project within existing and proposed stormwater management systems will be discussed in the EIR. d) Potentially Significant Impact. The Cucamonga Valley Water District 2010 Urban Water Management Plan (UWMP) comprehensively addresses water demand and supply throughout the District's service area, including the City of Rancho Cucamonga. Development proposed by the Project is consistent with commercial/retail development of the area envisioned under the UWMP. As further documented within the UWMP, water supplies available to District customers are sufficient to meet all existing demands, and anticipated future demands (including the Project's demands) under normal, single-dry year, and extended drought conditions. Even in the event of water supply shortages or water emergencies, the District has in place Rev. 4/2012 Item D-59 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 38 Less Than Issues and Supporting Information Sources: Poten4aly significam Sigm6cam with Less Than No Impact MitlgOon Slgni6can! Impact Inwrpaaled Impam water shortage contingency plans which ensure provision of priority water services to all its existing and anticipated customers, including the Project. State law requires the preparation of a Water Supply Assessment (WSA) for commercial projects that propose more than 500,000 square feet, or that would employ 1,000 or more persons. Because the Project proposes the construction of up to 249,267 square feet of commercial/retail uses with an anticipated employment base of approximately 300 to 350 persons, the preparation of a WSA is not required. Notwithstanding the previous considerations, water supply availability is recognized as an area of general concern to the public and decision- makers. Accordingly, Project-related water supply issues and related potential impacts will be discussed in the EIR. e) Less-Than-Significant Impact. The Project will generate additional demands for wastewater treatment services. Based on planning factors attached to the City's Environmental Information Form, general commercial uses are anticipated to generate approximately 1,900 gallons of wastewater per day/acre (Environmental Information Form, Estimated Water Use and Sewer Flows for New Development). The Project, at approximately 28.6 acres, would therefore generate an estimated 54,340 gallons of wastewater per day (0.0544 mgd). This volume is accounted for and reflected in current and programmed IEUA sewer treatment facilities planning. More specifically, as discussed in the General Plan EIR (EIR page 4.17-20), IEUA RP-4 provides a current (2010) excess capacity of 7.9 mgd and a potential excess capacity of 21.9 mgd. Wastewater generated by the Project would account for 0.7 percent (0.007) of the RP-4 currently available excess capacity, and less than 0.3 percent (0.003) of RP-4 potential excess capacity. The Project's incremental wastewater treatment demands would therefore not require or result in construction of new or expanded wastewater treatment facilities. Further, the General Plan EIR determined that wastewater treatment demands associated with the buildout of the General Plan were less-than-significant. The wastewater Rev. 4/2012 Item D-60 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 39 Leas Than PotenliallY Slpnificant Lass Issues and Supporting Information Sources: significant wim Than Na Impact Mitigafi(Dn Significant Impact Incarpprale0 Impact increment generated by the Project is reflected in this determination. The potential for the Project to. exceed current or anticipated wastewater treatment capacities is therefore considered less-than-significant. Please refer also to the discussion of RP-1 capacities and functions, presented at Checklist Item 17 (a). Context of the Project within existing and proposed wastewater treatment systems and services will be discussed in the EIR. f) Less-Than-Significant Impact. The Mid-Valley Landfill (Landfill) is the anticipated primary destination of Project-generated solid waste that is not otherwise diverted or recycled. The Landfill has a daily maximum throughput of 7,500 tons per day, with a remaining capacity of 67,520,000 cubic yards. Maximum permitted capacity of the Landfill is 101,300,000 cubic yards. The Landfill encompasses a total 498 acres, of which 408 acres are designated for waste disposal. The projected closure date of the Landfill is April 1, 2033 (CalRecycle, http://www calrecvcle ca goy/SWFacilities/Directory/36 AA 0055/Detail/, retrieved October 1, 2012). Solid waste collection and transport services within the City are provided by Burrtec Waste Industries, Inc. The City has implemented programs to ensure compliance with statewide solid waste source reduction targets of 50 percent or more. Moreover, AB 341 (Chapter 476 Statutes of 2011 fChesbro AB 3411) establishes mandated recycling for commercial uses, and would be applicable to the Project.3 Nonetheless, in order to establish a potential maximum impact scenario, a baseline solid waste generation planning factor of 25 lbs./1,000 s.f. per day has been utilized in this IS. In this latter regard, a range of commercial/retail waste generation planning factors and rates are published by CalRecycle. (see: http://www calrecvcle ca qov/wastechar/wastegenrates/Commercial htm. 3 Mandatory Commercial Recycling was one of the measures adopted in the Assembly Bill 32 Scoping Plan by the Air Resources Board(ARB)pursuant to the California Global Warming Solutions Act(Chapter 488,Statutes of 2006).The Mandatory commercial Recycling Measure focuses on increased commercial waste diversion as a method to reduce GHG emissions. It is designed to achieve a reduction in GHG emissions of 5 million metric tons of carbon dioxide (CO2) equivalents. To achieve the measure's objective,an additional 2 to 3 million tons of materials annually will need to be recycled from the commercial sector by the year 2020 and beyond, http://www.calrecycle.c gov/climate/recycling/,retrieved October 1,2012. Rev. 4/2012 Item D-61 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 40 Leu Than Issues and Supporting Information Sources: '°""wally significant hen T `10 Significant Impact Mitigation Significant Impact Incorporated Impact However, as noted by CalRecycle at the indicated website: "CalRecycle does not officially endorse any of the waste generation rates in the preceding table, and cannot validate their accuracy. However, they may be useful in providing a general level of information for planning purposes." The rate of 25 lbs./1,000 s.f./day employed here represents an upper end "shopping center" waste generation rate within the range of estimates identified by CalRecycle. At a generation rate of 25 lbs./1,000 s.f., the approximately 249,267 s.f. Project could be expected to generate up to approximately 6,200 pounds (3.1 tons) of solid waste per day. This represents 0.04 percent (0.0004) of the Mid-Valley Landfill's maximum allowable daily throughput. On a yearly basis, the Project would generate approximately 2,800 cubic yards of solid waste and would represent approximately 0.004 percent (0.00004) of the Landfills remaining (2009) capacity." Alternatively, employing the General Plan EIR target waste generation rate of 16.7 lbs./employee/day (General Plan EIR, page 4.17-10), and assuming 350 employees, the Project would generate approximately 2.9 tons of waste per day. The General Plan EIR notes however that actual employee waste generation rates for the years 2007 and 2008 (12.9 lbs. /day and 11.5 lbs. /day respectively) were well below the target rate. Based on mandated and voluntary waste diversion and recycling efforts, further reductions in employee waste generation rates are considered likely. Assuming either of the above waste generation rates (25 lbs./1000 s.f., or 16.7 lbs./employee) the Project's incremental solid waste management demands would not be substantial in the context of the Landfill's allowed daily throughput, or in relation to the Landfill's available capacity. Moreover, the solid waste increment generated by the Project is reflected in the General Plan EIR determination that solid waste management impacts Weight of household trash is estimated at 800 lbs./cubic yard, htto://www.calrecycle.w.gov/SWFAcilities/CDIfTools/Calculations.htm,retrieved October 1,2012. Rev. 4/2012 Item D-62 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 41 Less Than Issues and Supporting Information Sources: Potantially S�gniU nt TLess han No Significant MiOgabon Significant W. Impaq IncorporoteE Impaq resulting from buildout of the City would be less-than-significant (General Plan EIR, page 4.17-22). The potential for the Project to exceed current or anticipated landfill capacities is therefore considered less-than-significant. Context of the Project within existing and proposed solid waste management systems and services will be discussed in the EIR. g) Less-Than-Significant Impact. The Project will comply with applicable City and State waste diversion and recycling mandates. Moreover, the Project would implement conventional urban commercial/retail uses, and as such, would not establish uses or activities that would not or could not comply with local, State and federal solid waste management regulations. All solid waste generated by the Project will be collected and disposed of as part of the City's commercial/retail waste stream. In this latter regard, solid waste management services are provided throughout the City including collection and transfer of refuse, greenwaste, and bulky items. Recycling services are also provided. Based on the preceding, the potential for the Project to conflict with or obstruct federal, State, and local statutes and regulations related to solid waste is considered less-than-significant. Context of the Project within existing and proposed solid waste management statutes and regulations will be discussed in the EIR. Sources: Rancho Cucamonga General Plan, May 19, 2010 Rancho Cucamonga 2010 General Plan Update, Draft Program Environmental Impact Report, SCH No. 2000061027 (BonTerra Consulting) February 16, 2010; Cal Recycle; Rancho Cucamonga Walmart Project Development Concept, October 2012. Rev. 4/2012 Item D-63 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 42 ess Than Issues and Supporting Information Sources: 'ptengal'Y '?g-nn t Than No Significant Wgatl n Than Imad Impact IncorPPrateE Inpacl 18. MANDATORY FINDINGS OF SIGNIFICANCE a) Does the project have the potential to degrade the (✓) ( ) ( ) ( ) quality of the environment, substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self-sustaining levels, threaten to eliminate a plant or animal community, reduce the number or restrict the range of a rare or endangered plant or animal, or eliminate important examples of the major periods of California history or prehistory? b) Does the project have impacts that are individually (✓) ( ) ( ) ( ) limited, but cumulatively considerable? ("Cumulatively considerable" means that the incremental effects of a project are considerable when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects)? C) Does the project have environmental effects that will (✓) ( ) ( ) ( ) cause substantial adverse effects on human beings, either directly or indirectly? Comments: a) Potentially Significant Impact. The Project involves the development of commercial facilities on a commercially-designated site, amid other urban land uses within a largely urbanized area. Notwithstanding, certain biological resources (ground-nesting birds and the burrowing owl) may be adversely affected by the Project. In this latter regard, recent field surveys (LSA, August 17, 2012) indicate the presence of burrowing owls within the Project area. Necessary protection and/or relocation of protected species will be incorporated in the EIR mitigation measures. Additionally, as yet unknown cultural resources may exist within the Project area. The EIR will propose mitigation to protect important examples of major periods of California history or prehistory that may be present on the site within a buried context. No historic structures will be affected by the Project. Rev. 4/2012 Item D-64 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Project Page 43 Less Tfian Issues and Supporting Information Sources: Potendaily Slgw>�m TZ..] No Significant A4 wia Signi&ant Irtpatt Impact IncorporatL Impact b) Potentially Significant Impact. The Project has the potential to result in cumulatively considerable impacts. As discussed in the previous environmental evaluation, implementation of the Project may result in potentially significant impacts under the environmental topics of: • Aesthetics; • Air Quality; • Biological Resources; • , Cultural Resources; • Geology& Soils; • Greenhouse Gas Emissions; • Hazards/Hazardous Materials; • Hydrology/Water Quality; • Land Use (including potential urban decay); • Noise; • Public Services (Fire and Police); • Utilities and Services (Water Supply); and • Transportationlfraffic. To a certain extent, impacts of the Project, together with other known or anticipated projects in the area, will likely have a cumulative effect under all of the aforementioned environmental considerations. The EIR will identify the Project's contribution to, and context within, potentially significant cumulative environmental effects influencing the vicinity and region. c) Potentially Significant Impact. As indicated by this IS evaluation, the Project may cause or result in certain potentially significant environmental effects, resulting in potentially adverse effects to human beings. While adverse environmental effects that could affect human beings could, to some degree, be substantiated under all CEQA issue areas, Project impacts that could directly affect human beings include: • Aesthetics; • Air Quality; Rev. 4/2012 Item D-65 Initial Study for City of Rancho Cucamonga Walmart in the Terra Vista Promenade Piled Page 44 w.TIM Issues and Supporting Information Sources: s w r wpm u, I„PM uapnmse i�wc • Geology& Soils; • Greenhouse Gas Emissions; • Hazards/Hazardous Materials; • HydrologyMater Quality; • Land Use (including potential urban decay); • Noise; • Public Services (Fire and Police); • Utilities and Services (Water Supply); and • Transportation/traffic. The Project EIR will address these environmental topics and present mitigation measures for any potentially significant impacts. APPLICANT CERTIFICATION I certify that Iam the applicant for the project.described in this Initial Study. I acknowledge that I have read this Initial Study and the proposed mitigation measures. Fuller, I have revised the project plans or proposals and/or hereby agree to the proposed mitigation measures to avoid the effects or mitigate the effects to a point where clearly no significant environmental effects would occur.. AppticanPa Signature: p ZFyJ L-V"— Date; Print Name and Title: Donovan Collier-Shareholder, Gresham Savage Nolan&Tilden for Walmart Stores,Inc. Rev.4/2012 Item D-66 City of Rancho Cucamonga r; MITIGATION MONITORING PROGRAM Project File No.: This Mitigation Monitoring Program(MMP)has been prepared for use in implementing t on measures identified in the Mitigated Negative Declaration forthe above-listed projec h gram has been prepared in compliance with State law to ensure that adopted mitigation res are implemented (Section 21081.6 of the Public Resources Code). Program Components - This MMP contains the following elements: 1. Conditions of approval that act as impact mitigation measures ar co ed with the action and the procedure necessary to ensure compliance.The mitigatio conditions of approval are contained in the adopted Resolution of Approval for thyQ)r 2. A procedure of compliance and verification has been ou��for each action necessary. This procedure designates who will take action, what ar 0 be taken and when, and to whom and when compliance will be reported. �C`� 3. The MMP has been designed to pi id o yet flexible guidelines. As monitoring progresses, changes to complianc edures may be necessary based upon recommendations by those responsible or t program. Program Management - The MMP place through all phases of the project. The project planner, assigned by the Plannin shall coordinate enforcement of the MMP. The project planner oversees the MMP an rev the Reporting Forms to ensure they are filled out correctly and proper action is taken o a mi gation. Each City department shall ensure compliance of the conditions (mitigation)th�I that department. Procedures -The fQ11tt's g�SEeps will be followed by the City of Rancho Cucamonga. 1. A fee coveri and expenses, including any consultants'fees, incurred by the City in PerformirmLmom ring or reporting programs shall be charged to the applicant. 2•eAporting Form will be prepared for each potentially significant impact and its ng mitigation measure identified in the Mitigation Monitoring Checklist, attached procedure designates who will take action,what action will be taken and when,and when compliance will be reported. All monitoring and reporting documentation will be kept in the project file with the department having the original authority for processing the project. Reports will be available from the City upon request at the following address: City of Rancho Cucamonga - Lead Agency Planning Department 10500 Civic Center Drive Rancho Cucamonga, CA 91730 Item D-67 Mitigation Monitoring Program Project Page 2 3. Appropriate specialists will be retained if technical expertise beyond the City staffs is needed,as determined by the project planner or responsible City department,to monitor specific mitigation activities and provide appropriate written approvals to the project planner. 4. The project planner or responsible City department will approve, by signature and date, the completion of each action item that was identified on the MMP Reporting Form. After each measure is verified for compliance, no further action is required for the specific phase of development. 5. All MMP Reporting Forms for an impact issue requiring no further monitoring w*eedopff as completed by the project planner or responsible City department at the boltM Reporting Form. 6. Unanticipated circumstances may arise requiring the refinement o }1�n of mitigation measures. The project planner is responsible for approving any su efi tints or additions. An MMP Reporting Form will be completed by the project planner es risible City department and a copy provided to the appropriate design, construction, onal personnel. 7. The project planner or responsible City department s t a thority to stop the work of construction contractors if compliance with any aspects P is not occurring afterwritten notification has been issued. The project planner sible City department also has the authority to hold certificates of occupancies if c c with a mitigation measure attached hereto is not occurring. The project planner or r spo s le City department has the authority to hold issuance of a business license until al i n measures are implemented. 8. Any conditions (mitigation) that re ui m n toring after project completion shall be the responsibility of the City of Rancho uc ga Planning Department. The Department shall require the applicant to post anry funds (or other forms of guarantee)with the City. y These funds shall be used b to retain consultants and/or pay for City staff time to monitor and report on the itigg measure for the required period of time. 9. In those instances re 'the project monitoring, the applicant shall provide the City with a plan for monito itigation activities at the project site and reporting the monitoring results to the City n shall identify the reporter as an individual qualified to know whether the particular i ati n measure has been implemented. The monitoring/reporting plan shall conform to t6 i MP and shall be approved by the Community Development Director or Planning 'rect prior to the issuance of building permits. Item D-68 Exhibit A Project Description Item D-69 PROJECT DESCRIPTION 1.1 OVERVIEW The Walmart in the Terra Vista Promenade Project (Project) proposes construction of approximately 251,531 square feet of commercial/retail uses within the approximately 28.59-acre Project site and represents the buildout of the Terra Vista Promenade Shopping Center. The Project site is located within the City of Rancho Cucamonga, on the north side of Foothill Boulevard, southerly of Church Street/Malaga Drive, between Rochester Avenue to the east and Mayten Avenue to the west. The Project includes an approximately 189,411-square-foot Walmart Store on approximately 20.20 acres. Various Major retail pads and restaurant/shops totaling approximately 58,120 square feet are proposed within an approximately 7.83-acre parcel ("Outparcel 1") located easterly of the proposed Walmart. . An additional freestanding retail pad of approximately 4,000 square feet is proposed within an approximately 0.56-acre parcel ("Outparcel 2") located at the northeasterly comer of Foothill Boulevard at Mayten Avenue. The Project also includes on-site supporting infrastructure, parking, landscaping/hardscaping, and signs. The Project would further implement those off- site improvements necessary to ensure safe and efficient operations. The Project and its context are further described below. 1.2 PROJECT LOCATION The Project is located in the southeasterly portion of the City of Rancho Cucamonga, in San Bernardino County. Foothill Boulevard (Historic Route 66) borders the Project site to the south; Church Street/Malaga Drive comprises the site's northerly boundary; Mayten Avenue borders the Project site to the west and intersects with Foothill Walmart in the Terra Vista Promenade Project Description Initial Study—Exhibit A Page 1.1-1 Item D-70 P-9013 Applied Planning, Inc. Boulevard at the southwesterly comer of the site. Immediately to the east/southeasterly of the Project site are an existing Home Depot store, the Spaghetti Factory restaurant, and various freestanding retail and fast-food occupancies. Rochester Avenue borders the Project area to the east, and intersects with Foothill Boulevard approximately 750 feet southeasterly of the Project site. Please refer also to Figure 1.2-1, "Project Location." 1.3 EXISTING LAND USES and LAND USE DESIGNATIONS The following discussions summarize existing land use conditions in the Project vicinity and provide general context for the Project. 1.3.1 Existing Land Uses Project site and vicinity land uses are denoted in the aerial photograph presented at Figure 1.3-1, and area land uses are described in the following discussions. Ground- level photographs of existing land uses were taken during site inspections, and are presented at Figures 1.3-3 and 1.3-4. A photo location key map is presented at Figure 1.3-2. 1.3.1.1 Project Site Land Use The Project site is an irregularly shaped parcel, totaling approximately 28.59 acres. The Project site is comprised of Parcels 5, 6, 8, 9,10, and llof Parcel Map 14022 in the City of Rancho Cucamonga; and includes all or portions of current Assessor's Parcel Numbers (APNs) 0227-151-42, 0227-151-43, and 0227-151-45 through -48. The subject site is vacant and undeveloped and is devoid of notable topographic features or substantial terrain differentials. No protected or intrinsically valuable biologic habitat exists within the Project site, and the Project area is generally disturbed by human activities (e.g., footpaths and tire tracks traverse the Project site). Limited vegetation that does exist within the Project site consists of sparse areas of nonnative ruderal grasses and low shrubs. However, the site does, at present, accommodate various common nesting birds and burrowing owl individuals. In this latter regard, August 2012 focused burrowing owl surveys, which included portions of the Project site, identified four burrowing owls Walmart in the Terra Vista Promenade Project Description Initial Study-Exhibit A Page 1.1-2 Item D-71 k l •q ° � l YLlLOS ANCCEC ae IITI;JRANCHO (;UCAMONGA N�ERNARDII�O t � / ONT�S� _l. ��Mf.J/0 1r _y.v�. ; '. `, .sem♦\ / N/ 1 R` n`4`1 CHINO• J.. Li If iK r^ C)SANGA ANAL, Point Fermin \.. U ,R Ay„N li y I t�4; + t PROJECT SITE -•� I N •vrro suu Source: GoogleEarlh To .00m WiMMwer Productions ied Plannl Inc. • �^ Figure 1.2-1 applied p p Ind item -72 Project Location 1*vll?W44%15;*�e l� sphobl �� �I�♦� 1. fir' •ei `q 7r -• _ y1 K a� jai • "T 1 3 r Proposed a �e1 Multi-Family �p r Residential Uses PROJECT SITE :i f . I i es Industrial Uses MW �IzI.• N OW T.sua Source'. G le Earth',Applied Planning Inc. Figure 1.3-1 applied elied Item D-73 Existing Land Uses -I- ' nwa•rrber nVL3ervllR - _. I'�: If /MLS.bIYNp1t r'�' g Source: Naslend Engineenng.Applied Planning.Inc. !'1n Figure 1.3-2 applied Photo Location Key Map T PHOTO DESCRIPTION: LOOKING WEST FROM PHOTO DESCRIPTION; LOOKING EAST AT PROPERTY 3 MAYTEN AVE PROPERTY TOWARDS FOUNTAIN GLEN ACROSS TOWARDS HOME DEPOT. 0 v (n ye 0 PHOTO DESCRIPTION: LOOKING AT SOUTHWEST PHOTO DESCRIPTION: LOOKING NORTH AT PROPERTY CORNER OF PROPERTY AT INTERSECTION OF FOOTHILL TOWARDS MALAGA DR. BLVD AND MAYTEN AVE. Source: Nasland Engineering,Applied Planning,Inc. nn Figure 1.3-3 applied Photo Locations 1-4 O 3 PHOTO DESCRIPTION: LOOKING NORTH TOWARDS PHOTO DESCRIPTION: LOOKING NORTHEAST AT PROPERTY. PROPERTY TOWARDS HOME DEPOT. v o� PHOTO DESCRIPTION: LOOKING AT SOUTHEAST CORNER TOWARDS DISCOUNT TIRE. Source: Nasland Engineering,Applied Planning,Inc. w n Figure 1.3-4 applied Photo Locations 5-7 02013 Applied Planning, Inc. occupying three burrows located within the Project site boundaries.' Potentially affected species occurring within the Project site would be protected consistent with federal and state requirements. Elevations within the Project site approximate 1,240 feet above mean sea level (MSL), along the northerly Project boundaries, decreasing to approximately 1,210 feet MSL at the southerly edge of the Project site along Foothill Boulevard. As the site is graded and prepared for construction, approximately 44,000 cubic yards of export would be required in order to establish suitable building pads for the Project uses and provide adequate site drainage. 1.3.1.2 Vicinity Land Uses Properties located northerly adjacent to the Project site are currently vacant and undeveloped but are proposed for development pursuant to the Homecoming (Phase V) residential project. The Homecoming project proposes up to 306 residential apartments within an approximately 19.25-acre site, bounded by the proposed Walmart in the Terra Vista Promenade Project to the south, and Church Street/Malaga Drive to the north. Northerly of the Homecoming project, across Church Street, properties are developed with multi-family residential uses; across Malaga Drive are single-family residences. Initial plans submitted to the City indicate the Homecoming development will include residential units up to three stories in height. The southerly property line of the Homecoming project (the property line nearest the Project site) is defined by an approximately six-foot high wall/tubular steel view fence. An approximately 30 to 60 foot wide landscape slope extends downward and southerly from this wall/fence, acting to further define and separate the Homecoming residential project from the proposed Walmart in the Terra Vista Promenade Project. 'Results of a Focused Burrowing Owl Survey for the Homecoming Phase 5 Project in the City of Rancho Cucamonga(LSA Project No. LEW1201A) (LSA)August 17,2012,page 2. Walmart in the Terra Vista Promenade Project Description Initial Study—Exhibit A Page 1.1-8 Item D-77 ®2013 Applied Planning, Inc. Abutting the Project site to the east/southeast are various commercial/retail uses, the largest of which is the Home Depot located at the southwest comer of Malaga Drive and Rochester Avenue. Various other freestanding retail and restaurant uses are located easterly and southerly of the Project along Rochester Avenue and Foothill Boulevard, respectively. Located directly westerly of the Project site, across Mayten Avenue, are a senior housing development and vacant properties. The southerly limits of the Project site are defined by Foothill Boulevard. Southerly of the Project site, across Foothill Boulevard, are various service and commercial/retail uses. Easterly of the Home Depot Store across Rochester Avenue are single-family residential uses. Southerly of these residential uses are various commercial/retail and service uses located at the northeasterly comer of Rochester Avenue at Foothill Boulevard. 1.3.2 Existing Land Use Designations Existing General Plan Land Use and Zoning designations for the Project site and vicinity properties are depicted at Figures 1.3-5 and 1.3-6, respectively, and are described below. 1.3.2.1 Project Site Land Use Designation The Project site is designated "Mixed Use' (Mixed Use Area No. 7, Foothill Boulevard & Mayten Avenue) under the City General Plan Land Use Plan. As described in the City General Plan: The Mixed Use designation recognizes that portions of Rancho Cucamonga are evolving into more urban places, and that the community desires the creation of new, more sustainable development forms. Mixed Use development approaches offer.opportunities for people to live close to work or near transit stops, to walk to neighborhood stores and parks, to enjoy indoor and outdoor entertainment close to home, and to experience exciting pedestrian districts (Rancho Cucamonga General Plan, Managing Land Use, Community Design, and Historic Resources, page LU-15). Walmart in the Terra Vista Promenade Project Description Initial Study-Exhibit A Page 1.1-9 Item D-78 r ,¢ ---� m _ t Project Site -- t _ t t t c m Low(2.0-4.0 du/ac) Mixed Use (0.25- 1.0 FAR) Low Medium(4.0-8.0 du/ac) Industrial Park (0.40-0.60 FAR) Medium (8.0- 14.0 du/ac) General Industrial (0.50- 0.60 FAR) Medium High (14.0-24.0 du/ac) Flood Control/Utility Corridor Community Commercial (0.25- 0.35 FAR) parks — General Commercial(0.25- 0.35 FAR) N ft NOT TO Sc E Source: City of Rancho Cucamon a"Applied Plannin Inc. nn Figure 1.3-5 applied Existing General Plan Land Use Designations Item D-79 LM d i y L t . 9y o Oma` K P Ghurch Street MH (� a MHO `� f Project Site j r' 11 Foothill Boulevard' c O d 3 Sebaslian Way m 3 ® Community Commercial (CC) General Commercial (GC) Low Density Residential (L) Recreational Commercial (RC) 0 Low Medium Density Residential (LM) Open Space (OS) Medium Density Residential (M) Flood Corridor (FC) Medium High Density Residential (MH) JEW Park (P) High Density Residential (H) Industrial Park (IP) Cl Mixed-Use, Hospital (MHO) General Industrial (GI) N •o.roscu¢ Source: Cityof Rancho Cu. .o a'Applied Plannin Inc. f", n Figure 1.3-6 applied Existing Zoning Designations Item D-80 02013 Applied Planning, Inc. The Project site and other properties located northwesterly of Rochester Avenue and Foothill Boulevard, extending westerly to Haven Avenue and northerly to Baseline Road/Southern Pacific Rail Road alignment, are located within the Terra Vista Planned Community. The Terra Vista Community Plan (approved by the City in 1983) establishes land use designations and development standards for all properties within its boundaries, and in this respect is the effective "zoning" for the affected area. General attributes and objectives for the Terra Vista Planned Community are expressed in the Terra Vista Community Plan (Community Plan): The planned community of Terra Vista, encompassing1,321 acres below the San Gabriel Mountains west of San Bernardino (Figure I-1), would be the heart of the City of Rancho Cucamonga. The community is designed not only to provide high-quality environments for its own residents, but also to provide a mix of commercial, recreational, and cultural activities that would make Terra Vista an important, multi-faceted asset to the entire City of Rancho Cucamonga (Terra Vista Community Plan, page I-1). Current zoning of the Project site identified in the Community Plan is "Community Commercial' (CC). As described in the Community Plan document: The Community Commercial areas of the Terra Vista Planned Community are intended to accommodate department stores or other uses requiring large consolidated floor areas, tenant stores (either freestanding or within enclosed pedestrian malls), drug stores, supermarkets, financial institutions, restaurants, entertainment facilities, and community-oriented service establishments (Terra Vista Community Plan, page IIl-26). Walmart in the Terra Vista Promenade Project Desorption Initial Study—Exhibit A Page 1.1-12 Item D-81 02013 Applied Planning, Inc. In order to accommodate the Project, a General Plan Amendment (Land Use) is proposed, re-designating the Project site from "Mixed Use' to "Community Commercial."z As described in the General Plan: The Community Commercial designation allows for a development of larger retail, entertainment, and commercial service business centers, generally as part of a cohesive and coordinated shopping destination of retail and service-oriented businesses that serve the entire community. Community areas typically include larger retail uses, theaters, restaurants, professional and medical offices, and community facilities. Community Commercial centers encompass sites from 10 to 50 acres in size, with buildings or collections of buildings containing 100,000 square feet or more of floor area. Design of Community Commercial centers includes well-designed pedestrian connectivity between uses and parking areas (General Plan, page LU-14). Commercial retail uses and their configurations proposed by the Project are consistent with, and are allowed under the proposed Community Commercial General Plan Land Use designation, and are permitted or conditionally permitted under the site's Community Commercial designation established under the Community Plan. All development within the Project site would conform to applicable provisions and requirements of the City General Plan, City Development Code, and Community Plan. 1.3.2.2 Vicinity Land Use Designations Northerly adjacent to the Project site, and extending to Church Street/Malaga Drive, properties are designated Medium High Density Residential (MH, 14.0 - 24.0 du/ac) as part of the Community Plan. These properties also comprise a portion of the City General Plan "Mixed Use Area No. 7." MH-designated properties northerly adjacent to the Project site are currently vacant, but are planned for development of up to 306 2 Various correlating General Plan and Development Code revisions would also be required. Additionally, pursuant to original Conditions of Approval for the Terra Vista Promenade Shopping Center Master Plan,an amendment to existing Conditional Use Permit(CUP)95-11 is required. Walmart in the Terra Vista Promenade Project Description Initial Study—Exhibit A Page 1.1-13 Item D-82 02013 Applied Planning, Inc. apartments pursuant to the proposed Homecoming V at Terra Vista project. Consistent with the proposed residential land uses, a General Plan Amendment (Land Use) is proposed by the Homecoming V at Terra Vista project, re-designating that site as "Medium High Residential." Farther to the north across Church Street, properties are designated for residential uses (Medium Density Residential [M, 8.0-14.0 du/ac] and MH) under the General Plan with corresponding residential land use designations (M, MH, and High Density [H, 24.0-30.0 du/ac] under the Community Plan. Northeasterly of the Project site, across Malaga Drive, properties are designated for Low Medium Density Residential Uses under the General Plan and with corresponding Low Density (2.0 — 4.0 du/ac) and Low Medium Density Residential (4.0 — 8.0 du/ac) land use designations under the Community Plan. Abutting the Project site to the east, properties are designated "General Commercial" under the General Plan, and "Community Commercial' under the Community Plan. As noted previously, these properties are currently developed with a Home Depot Store, and various other free-standing commercial/retail and restaurant uses. Rochester Avenue to the east defines the easterly limits of the Community Plan. Easterly of the Home Depot Store, across Rochester Avenue, properties are designated Low Density Residential with corresponding Low Density Residential zoning designation. At the northeasterly corner of Rochester Avenue at Foothill Boulevard is an area designated for Community Commercial Land Uses under the General Plan. Corresponding zoning of these properties is Community Commercial. Westerly of the Project site, across Mayten Avenue, properties are designated Mixed- Use under the General Plan, and Mixed-Use, Hospital (MHO) under the Community Plan. Existing development within this area includes a senior housing development and various medical uses. t Foothill Boulevard along the southern boundary of the Project site is also the shared boundary between the Terra Vista Community Plan (located northerly of Foothill Walmart in the Terra Vista Promenade Project Description Initial Study—Exhibit A Page 1.1-14 Item D-83 02013 Applied Planning, Inc. Boulevard) and the Industrial Districts (located southerly of Foothill Boulevard). Opposite and southeasterly of the Project site, across Foothill Boulevard, properties are designated as "Industrial Park" and "General Commercial" under the General Plan. As described in the General Plan: The Industrial Park designation accommodates master-planned concentrations of light industrial, research and development businesses, green technology, and general and medical office uses. The designation also allows for limited convenience goods and services for employees and visitors. Industrial Park uses are typically labor intensive, meaning that the number of employees per acre is higher than uses involving mostly manufacturing or warehousing. The Industrial Park designation applies to major traffic corridors in the City, including 4th Street, Haven Avenue, Arrow Highway, and Foothill Boulevard, near the largest concentrations of civic and commercial activity (General Plan, page LU-17). Corresponding zoning of these properties is "Industrial Park." As described in the City Development Code, Industrial Park land uses are . . ."for industrial firms seeking, an attractive and pleasant working environment and a location which has prestigf'iyalue. The district allows light industrial uses, office and administration facilities, research and development laboratories, and limited types of warehousing, as well as support businesses and commercial service uses' (Development Code, page 17.26-3). Southeasterly of the Project site, at the southwestern comer of Foothill Boulevard at Rochester Avenue, properties are designated General Commercial under the General Plan. General Commercial land uses are described below: The General Commercial designation applies to properties along major activity corridors. This designation provides for a wide range of community-oriented and regional-oriented commercial businesses, including businesses that cater to tourists traveling on Historic Route 66 Walmart in the Terra Vista Promenade Project Description Initial Study-Exhibit A Page 1.1-15 Item D-84 Q2013 Applied Planning, Inc. (Foothill Boulevard). Rather than perpetuate the linear "strip" configuration along arterial highways and parking-lot-dominated commercial centers that represent development approaches of the past, the General Commercial designation emphasizes cluster approaches and buildings pulled close to the roadway, with reciprocal access provided between commercial developments (General Plan, page LU-14). These properties are zoned "General Commercial." As described in the City Development Code, General Commercial land uses are . . . "for general commercial activities and services of a more intensive nature, including but not limited to major shopping facilities, major service-oriented uses, major financial, and corporate headquarters that are designed to serve the city or the region as a whole and are typically located primarily along major transportation routes" (Development Code, page 17.26-2). Properties in this area are currently developed with a variety of commercial/retail and service uses. 1.4 PROJECT ELEMENTS 1.4.1 Site Preparation The Project area would be grubbed, rough-graded, and fine graded in preparation of building construction. Any debris generated during site preparation activities would be disposed of and/or recycled consistent with the City's Source Reduction and Recycling Element (SRRE). Existing grades within the Project site would be modified to establish suitable building pads and to facilitate site drainage. The current grading plan concept indicates that approximately 44,000 cubic yards of earth would be exported from the Project site. 1.4.2 Development Concept The proposed configuration and orientation of the Project land uses are illustrated at Figure 1.4-1. A summary of Project facilities is presented at Table 1.4-1. Walmart in the Terra Vista Promenade Project Description Initial Study-Exhibit A Page 1.1-16 Item D-85 I II •`. ...::.., IRm a rwn P 1` , , w' • .. IeYn•w A r ^r�ra saafu. A' • a, yp x SX t x x � wf � WALAIAR��972-04 wLC �1 uwa R' maoo. m m s "r q � 6' 11 # TOTAL T 11k411 W. �' ,. I +I• .:a#� III .� c. rc+iF}�I,r �- N iil i,® 9 ii. FF" •12930 4Q. 'NA 't' , 3 lj 2M ACRM OD I � _._ Y" 11��'`: � �. 1•I 114'iA11 .IW ;I q ]- lei Y :n ,y� .L• .. l: II o' l ��LrSi RNAI ,a zlst GAs siAnO Exrs1. stgKs �I. '� ��[ _ . } t•13 ` {` IIIII�(HO ESM» i0 REYAIx PEUAI ••\f _ U �s R.PA..pR 'i.L�"'s Elaskr t+citit,..... !rwiFiY.x I _ P Source: Nasland Engineering P"n Figure 1.4-1 a p p l i e d p l�l 1111111 Conceptual Site Plan r. PII 02013 Applied Planning, Inc. Table 1.4-1 Walmart in the Terra Vista Promenade Project Proposed Land Uses Land Use Parcel Acreage Building Area(s.f.) Walmart 20.20 189,411 Major A 12,020 Major B 7.83 20,300 Major C 20,400 Restaurants/Shops" 5,400 Retail 0.56 4,000 TOTALS 28.59 251,531 Source:Walmart in the Terra Vista Promenade Site Plan Concept Notes:"Buildings/pads identified as restaurants/shops may be constructed as either or a combination of both of these use types. Notwithstanding, the analysis presented here assumes these areas are occupied in their entirety by restaurant uses. This establishes a likely maximum impact scenario in terms of traffic generation and related vehicular-source air quality and noise impacts. As indicated at Figure 1.4-1 and summarized at Table 1.4-1, the scope of development and mix of uses proposed by the Project are further described to include: • A new Walmart to be constructed in the westerly portion of the Project site. The major retail anchor for the Project is a Walmart store of up to 189,411 square feet. The proposed Walmart store would offer a complete array of general merchandise and fresh groceries. The EIR analysis (including, but not limited to, analysis of potential noise, air quality, traffic, and light and glare impacts) assumes the store would operate 24 hours per day year round, to include truck deliveries. Trucks would enter the Walmart site via the Project's proposed northerly Mayten Avenue driveway, and would be routed directly to trucks docks at the rear (northerly face) of the proposed Walmart. Truck turnaround areas would be provided adjacent to the loading docks, allowing trucks return via their entry path, and exit via the same northerly Mayten Avenue driveway. The proposed Walmart would include an indoor and outdoor garden center; a drive-thru pharmacy connected to the interior walk-up pharmacy; an optical center; a photo lab center; a fast-food tenant; a full grocery with deli and bakery; Walmart in the Terra Vista Promenade Project Description Initial Studd-Exhibit A Page 1.1-18 Item D-87 02013 Applied Planning, Inc. and a "site-to-store department." Additionally, the Walmart would include all necessary and appurtenant structures and facilities for the sale of general merchandise, groceries, and alcoholic beverages; and would contain such additional components as truck docks and loading facilities, outdoor sales facilities, and outdoor bale and pallet storage. • Three (3) additional retail "Majors" (A, B, C) and smaller pad accommodating restaurants/shops would be developed in the northeasterly portion of the Project site. Approximately 58,120 square feet of retail space would be provided to accommodate a range of major retailers and a smaller "restaurants/shops" use. It is noted here that the proposed Restaurants/Shops spaces may be configured to accommodate either or both types of uses. The analysis presented here, however, assumes these areas are occupied in their entirety by restaurant uses. This establishes a likely maximum impact scenario in terms of traffic generation and related vehicular-source air quality and noise impacts. The site plan concept configures these uses as four inline tenants, sequentially from west to east: Major A: 12,020 square feet; Restaurant/Shops: 5,400 square feet; Major B: 20,300 square feet; and Major C: 20,400 square feet. Specific tenants have not yet been identified for these retail spaces. • A freestanding retail pad totaling 4,000 square feet is proposed at the northeasterly corner of Foothill Boulevard at Mayten Avenue. Tenancy of this retail use has not yet been identified. • Supporting Improvements and Site Amenities. The Project would also provide supporting improvements and site amenities as required under the City Development Code or as otherwise specified by the City. Such improvements amenities include, but are not limited to: vehicle parking and drive aisles with coordinated linkage to enhanced pedestrian walkways, traffic controls, landscaping/hardscaping (perimeter and interior), outdoor seating areas, bike Walmart in the Terra Vista Promenade Project Description Initial Study—Exhibit A Page 1.1-19 Item D-88 02013 Applied Planning, Inc. racks, decorative lighting, perimeter screenwalls, and screening of exterior features (trash bins, outdoor storage) as required by the City. 1.4.3 Architectural/Facilities Design Concepts Representative architectural elevations of the proposed Walmart are presented at Figure 1.4-2. Other buildings and facilities proposed by the Project would incorporate compatible architectural styles and elements. Design accents and amenities concepts proposed by the Project are illustrated at Figure 1.4-3. The Project would be designed and implemented consistent with applicable commercial development standards articulated within the Terra Vista Community Plan, as amended (see: Terra Vista Community Plan, page V-20 et seq.). The Project would also conform to applicable design standards, policies and programs presented in the City General Plan (Chapter 2: Managing Land Use, Community Design, and Historic Resources), the City Municipal Code (Title 17, Development Code), and the Foothill Boulevard/Historic Route 66 Visual Improvement Plan. New buildings proposed by the Project reflect a contemporary commercial architectural style evidencing articulated surfaces and roof lines, and employing varied exterior finish materials. 1.4.4 Utilities Systems Improvements and Modifications As elements of the Project, public utility systems, including water and sanitary sewer systems would be modified or extended to serve the Project facilities. Such modifications may include, but are not limited to: new service connections, service/distribution line upgrades, and realignment(s) of existing service/distribution lines. The Project does not propose, nor does it require, construction of major new water or wastewater infrastructure systems. Certain aspects and attributes of infrastructure improvements and modifications incorporated in the Project are summarized below. Walmart in the Terra Vista Promenade Project Description Initial Study—Exhibit A Page 1.1-20 Item D-89 �,. �.� .. �, mow . NULL .� A 'ffRr Ihil' two rn: 'F...F.9AI.. , 77 Si3O., rim .Y.. ;ssFDtc.e Lre �iczeir^w. N 3 O 0 e ., •"6b'i�a SSID.}VSi.L ��& -w�� Kry ekn WWI =mom_ I .. � 1 Source. Perkowitz f Ruth Architects l �^ Figure 1.4-2 applied Project Architectural Elevations Impart BoA6n! WaA IIgM Fhrture tYaaaau Matal TaEk and Benenas-MF1060 tNaUSffiU 9 �'�u Wa Wausau Meta I Bench MF�209 Tree Grata R97I8-A �Y Neenah e 02013 Applied Planning, Inc. 1.4.4.1 Water Supply and Delivery Water supplies available to the project are considered adequate to meet all potable and non-potable requirements. It is anticipated that the Project would connect to existing water service lines located in Mayten Avenue. To specifically ensure that adequate fire flows are available to all Project uses, on-site water delivery improvements would be provided consistent with Fire Department requirements, and recommendations provided in the Project Water Supply Evaluation (Water Supply Evaluation, Walmart Stores, Inc., Walmart #1922-04 - Rancho Cucamonga, CA (Telgian Corporation) November 23, 2011). 1.4.4.2 Stormwater Management Proposed stormwater management system concepts and Water Quality Management Plan (WQMP) elements are identified in the Project Hydrology Report, and Project WQMP. All Project stormwater management system and WQMP improvements would be designed, constructed, and maintained consistent with City requirements, the San Bernardino County's Municipal Stormwater Management Program, and the intent of the NPDES Permit for San Bernardino County and the incorporated cities of San Bernardino County within the Santa Ana Region. Additionally, the Project would implement construction stormwater management improvements and practices consistent with City-mandated Storm Water Pollution Prevention Plan (SWPPP) requirements. The overall management of developed storm waters within the Project site would be accomplished through an on-site system of inlets, surface drainage systems, catch basins and on-site detention basins. Before exiting the developed Project site, storm waters would be treated by implementation of physical features (e.g., landscape infiltration areas) and best management practices (BMPs) identified in the Project WQMP. It is anticipated that the on-site storm water management system would connect to the existing storm drain located in Foothill Boulevard. Walmart in the Terra Vista Promenade Project Description Initial Study—Exhibit A Page 1.1-23 Item D-92 02013 Applied Planning, Inc. In total, the Project SWPPP, on-site stormwater management system concept, and WQMP ensure that post-development stormwater discharge rates and volumes do not exceed pre-development conditions; and further that any stormwater discharges from the Project site meet or exceed water quality performance standards established by the City and the Santa Ana Regional Water Quality Control Board (SARWQCB). 1.4.4.3 Wastewater Conveyance and Treatment The Project would implement on-site wastewater conveyance systems, with proposed connection to the existing sanitary sewer located in Mayten Avenue. Wastewater generated by the Project would be conveyed by City/Cucamonga Valley Water District (CVWD) wastewater conveyance facilities to treatment.plants operated by the Inland Empire Utilities Agency (IEUA). 1.4.4.4 Other The Project site is also provided natural gas, electrical, and communications services. All modification of, and connection to, existing services would be accomplished consistent with City and purveyor requirements. 1.4.5 Access/Circulation/Parking Primary access to the Project site would be via the site's main signalized driveway onto Foothill Boulevard. The Project also proposes an additional driveway onto Foothill Boulevard located westerly of the main entrance, and two driveways onto Mayten Avenue serving the westerly portions of the Project site. The northernmost driveway onto Mayten Avenue would provide and facilitate delivery truck access. Driveways would have sufficient curb radii to accommodate trucks servicing the site and individual parcels. As reviewed and approved by the City, the Project's access and internal circulation plan would ensure that trucks can maneuver to/from their destinations without affecting parking or other traffic flows throughout the site. The Project would also improve abutting roadway rights-of-way cross-sections consistent with City requirements, including but not limited to: roadway lanes/paving, Walmart in the Terra Vista Promenade Project Description Initial Study-Exhibit A Page 1.1-24 Item D-93 02013 Applied Planning, Inc. curb and gutter, sidewalks and landscaping. Project improvements along Foothill Boulevard will be designed and constructed consistent with requirements of the City's Route 66 Design Guidelines. In addition to these roadway improvements, on-site parking would be provided adjacent to the proposed Project's uses, pursuant to the City Zoning Ordinance, or as otherwise specified by the City of Rancho Cucamonga. The Project site plan concept indicates that a total of 1,281 parking spaces would be provided, allocated as 948 spaces for the proposed Walmart, and 333 spaces for the remainder of the Project uses. 1.4.5.1 Construction Traffic Management Plan It is also recognized that temporary and short-term traffic detours and traffic disruption could result during Project construction activities, including implementation of access and circulation improvements noted above. Accordingly, the Project Applicant would be responsible for the preparation and submittal of a construction area traffic management plan as required by the Planning Director and Traffic Engineer. The required construction area traffic management plan would identify traffic control for any street closure, detour, or other disruption to traffic circulation. The Plan also identifies construction vehicle access routes, hours of construction traffic, traffic controls and detours. The Plan and its requirements would be provided to all contractors as one component of building plan/contract document packages. 1.4.6 Walls/Screening A retaining wall of up to nine (9) feet in height is proposed along the Project site's northerly boundary. This wall would retain northerly adjacent slopes, and would act to define and separate the Project from residential land uses proposed for the northerly adjacent property (the proposed Homecoming Phase V residential project). The Project would also provide screening of other Project elements (e.g., refuse storage areas, outdoor storage areas, loading docks) consistent with City requirements. Walmart in the Terra Vista Promenade Project Description Initial Study-Exhibit A Page 1.1-25 Item D-94 02013 Applied Planning, Inc. Screening shall be architecturally compatible with other Project elements. Final design of all walls and screening elements are subject to City Design Review processes. 1.4.7 Landscape/Hardscape Concept Figure 1.4-4 presents the Project landscape/hardscape concept. As indicated, the Project would incorporate perimeter and interior landscaping and streetscape elements, acting to generally enhance the Project's visual qualities. Proposed landscaping includes varied trees, shrubs, and ground cover. Design accents, including all landscape/hardscape designs and features, are subject to City review and approval. 1.4.8 Lighting All Project lighting would be designed and implemented in a manner that precludes potential adverse effects of light overspill consistent with City Municipal Code requirements. All decorative and security lighting plans would be submitted for required City review and approval prior to, or concurrent with, application for building permits. 1.4.9 Signs On-site signs proposed for the Project would be designed and implemented consistent with the master sign program initially approved for the shopping center site. Further, all Project signs would be designed and implemented consistent with provisions of the City Development Code, Chapter 17.74, Sign Regulations for Private Property. All Project signs will be designed as an integral part of the Project pursuant to a Project Master Sign Program. The Master Sign Program would be submitted for required City review and approval prior to, or concurrent with, application for building permits. Walmart in the Terra Vista Promenade Project Description Initial Study-Exhibit A Page 1.1-26 Item D-95 , n.wrrts♦aa O � a } t J '1 A f` rq� q♦ 4 i SiMFGi I r T% } ti 1 1 1Ir � 5 r • rD 01 r�m� �7.✓ .,�:r :.' 7`.�,c.1K+3;>:L 'v.3''rT{ � �. r _ o .,« 1 1 it H Ii li 1♦ 1♦ fl 1♦ ♦ b ♦ �: S-LO im e j r s -� FOOTHILL BLVD- ROUTE 66 _ - -- - - Source: Grounded Landscape Amthitecture and Planning l'1n Figure 1.4-4 a p p l i e d p h n n !'!'19 IIl9 Landscape/Hardscape Concept 02013 Applied Planning,Inc. 1.4.10 Loading and Deliveries As part of its operations, the proposed Walmart building would also include truck doors and loading facilities at the rear of the store, among other necessary features. As illustrated in Figure 1.4-1, two delivery docks, (one for groceries and one for general merchandise), are proposed for the Walmart store. These docks would be located along the store's northerly (rear) elevation. Truck deliveries may occur 24 hours per day, and would consist of both semi-trucks (larger deliveries would be accomplished by way of 3 + axle tractor-trailer combinations with trailers up to 53 feet in length), and small to medium size (two-axle) trucks. Currently, the applicant anticipates the Walmart store would receive approximately eighty-seven (87) deliveries per week, 45 by semi-trucks and 42 by two-axle trucks. Because no tenants have been identified for uses on outparcels 1 or 2, no specific data regarding anticipated deliveries is available. The EIR will evaluate a likely maximum number of total truck deliveries to the Project Site. An approximate 12 to 14 foot grade differential between the Project site and northerly adjacent areas acts to shield and buffer light and noise associated with loading dock activities. Moreover, the docks would be recessed below grade and would be constructed to allow trailers to seal to the docks, thereby directing the unloading noise into the store, rather than onto neighboring uses. The loading dock areas would also be screened pursuant to City Development Code requirements (Article IV, Chapter 17.48, D. 2 Screening of Commercial Loading Docks and Refuse Areas) acting to further reduce potential fugitive light/noise impacts. Proposed trash compactors and pallet storage areas associated with the Walmart store would be similarly screened pursuant to City requirements. Specific tenants have not been identified for the remainder of the Project's tenants. However, the locations of loading areas for the proposed Majors would be similarly located along the northerly (rear) facing elevations, as indicated in the Project Site Plan Concept (Figure 1.4-1) at the rear of the proposed Majors. Walmart in the Terra Vista Promenade Project Description Initial Study—Exhibit A Page 1.1-28 Item D-97 02013 Applied Planning, Inc. 1.4.11 Energy Efficiency/Sustainability 1.4.11.1 General Energy-saving and sustainable design features and operational programs incorporated in the Project are summarized below. Because tenants are not currently under contract for the Project's proposed secondary retail and restaurant uses, the majority of the features and design elements and programs described in this Section are specific to the Project's proposed Walmart store. Notwithstanding, the Project in total would meet or surpass all requirements and performance standards established under the Building Energy Efficiency Standards contained in the California Code of Regulations (CCR), Title 24, Part 6 (Title 24, Title 24 Energy Efficiency Standards). Energy and Resource Conservation Lighting: • The entire store would include occupancy sensors in most non-sales areas, including restrooms, break rooms, and offices. The sensors automatically turn the lights off when the space is unoccupied. All lighting in the store would consist of T-8 fluorescent lamps and electronic ballasts, resulting in up to a 15-20 percent reduction in energy load. • All exterior building signage and many refrigerated food cases would be illuminated with light emitting diodes (LEDs). In refrigerated food cases, LEDs perform well in the cold and produce less heat than fluorescent bulbs - heat which must be compensated for by the refrigeration equipment. LEDs also contain no mercury or lead. • LED technology is up to 52 percent more energy efficient than fluorescent lights. Walmart in the Terra Vista Promenade Project Description Initial Studd-Exhibit A Page 1.1-29 Item D-98 02013 Applied Planning,Inc. • Total estimated energy savings for LED lighting in the store's grocery section is approximately 59,000 kWh per year, enough energy to power five single family homes. • The store would include a daylight harvesting system, which incorporates more efficient lighting, electronic continuous dimming ballasts, skylights and computer controlled daylight sensors that monitor the amount of natural light available. During periods of higher natural daylight, the system dims or turns off the store lights if they are not needed, thereby reducing energy use. This program would help the store save a substantial amount of energy. Dimming and turning off building lights also helps eliminate unnecessary heat in the building. Heating Ventilation and Air Conditioning (HVAC) Systems: • The store would employ energy efficient heating (HVAC) systems surpassing industry baseline standards and California Title 24 requirements. In this regard, current designs for Walmart stores incorporate HVAC systems which are rated as among the industry's most energy efficient. Dehumidification: • The building would include a dehumidifying system that allows Walmart to operate the store at a higher temperature, use less energy, and allow the air conditioning/refrigeration systems to operate more efficiently. White Roofs: • The store would utilize a white membrane roof instead of the typical darker colored roof materials employed in commercial construction. The white membrane roof's higher reflectivity helps reduce building energy consumption Walmart in the Terra Vista Promenade Project Description Initial Study-Exhibit A Page 1.1-30 Item D-99 02013 Applied Planning, Inc. and reduces the heat island effect, as compared to buildings utilizing darker roofing colors. Refrigeration: • Walmart uses non ozone-depleting R407a and R410a refrigerants for refrigeration equipment and air conditioning, respectively. • Refrigeration equipment is typically roof-mounted proximate to refrigerated cases. This reduces the amount of copper refrigerant piping, insulation, and minimizes the potential for refrigerant leaks and attendant demands for refrigerant recharging. Any roof-mounted equipment would be appropriately screened in order to minimize potential visual and noise impacts. Heat Reclamation: • The proposed Walmart store would reclaim waste heat from on-site refrigeration equipment to supply approximately 70% of the hot water needs for the store. Central Energy Management System • Walmart employs a centralized energy management system (EMS) to monitor and control the heating, air conditioning, refrigeration and lighting systems for all stores from Walmart's corporate headquarters in Bentonville, Arkansas. The EMS enables Walmart to constantly monitor and control the expanded store's energy use, analyze refrigeration temperatures, observe HVAC and lighting performance, and adjust system levels from a central location 24 hours per day, seven days per week. Energy use for the entire store would be monitored and controlled in this manner. Walmart in the Terra Vista Promenade Project Description Initial Study-Exhibit A Page 1.1-31 Item D-100 @2013 Applied Planning, Inc. Water Conservation • Walmart would install high-efficiency urinals that use only one-eighth (1/8) gallon of water per flush. This fixture reduces water use by 87 percent compared to the conventional one gallon per flush urinal. The 1/8 gallon urinal also requires less maintenance than waterless urinals. • All restroom sinks would use sensor-activated one-half (1/2) gallon per minute high-efficiency faucets. These faucets reduce water use by approximately 75 percent when compared to mandated 1992 EPA Standards. • During use, water flows through turbines built into the faucets to generate the electricity needed to operate the motion sensors. • Water efficient restroom toilets would be employed in the Walmart restrooms. The fixture uses 20 percent less water compared to mandated EPA Standards of 1.6 gallon per flush fixtures. o The toilets utilize built-in water turbines to generate the power required to activate the flush mechanism. These turbines save energy and material by eliminating electrical conduits required to power automatic flush valve sensors. • It is estimated that Walmart's water conservation measures could save up to 530,000 gallons of water annually at this store. Material and Finishes Cement Mixes: • The store would be built using cement mixes that include 15-20 percent fly ash, a waste product of coal-fired electrical generation, or 25-30 percent slag, a by- Walmart in the Terra Vista Promenade Project Description Initial Study-Exhibit A Page 1.1-32 Item D-101 02013 Applied Planning, Inc. product of the steel manufacturing process. By incorporating these waste product materials into its cement mixes, Walmart offsets the greenhouse gases emitted in the cement manufacturing process. • The store would use Non-Reinforced Thermoplastic Panel (NRP) in lieu of Fiber Reinforced Plastic (FRP) sheets on the walls in areas where plastic sheeting is appropriate, including food preparation areas, utility and janitorial areas, and associate break rooms. NRP can be recycled, has better impact resistance and, like FRP, is easy to keep clean. • The store would employ a plant-based oil extracted from a renewable resource as a concrete form release agent (a product sprayed on concrete forms to allow ease of removal after the concrete has set). This release agent is nonpetroleum-based, non-toxic, and a biodegradable agent. For the store's exterior and interior field paint coatings, Walmart would use low volatile organic compound (VOC) paint. • Paint products required for the Project would be primarily purchased in 55 gallon drums and 275 gallon totes, reducing the number of one gallon and five gallon buckets needed. These plastic buckets are filled from the drums and totes and then returned to the paint supplier for cleaning and reuse. • Exposed concrete stores are used "to reduce surface applied flooring materials," eliminating the need for most chemical cleaners, wax strippers and propane- powered buffing. Recycled Building Materials: • Construction of the store would use steel containing approximately 90-98 percent recycled structural steel, which utilizes less energy in the mining and manufacturing process than does new steel. Walmart in the Terra Vista Promenade Project Description Initial Study—Exhibit A Page 1.1-33 Item D-102 02013 Applied Planning,Inc. • All of the plastic baseboards and much of the plastic shelving employed in the store would be composed of recycled plastic. Construction and Demolition (C&D) Recycling: • Walmart would employ a Construction and Demolition (C&D) program at this location in order to capture and recycle as much of any metals, woods, floor and ceiling tiles, concretes, asphalts and other materials that may be generated as part of Project implementation. Walmart would work with the serving waste management company (Burrtec Waste Industries, Inc.) to fully research all available C&D recycling facilities in the area, and its C&D program would seek to include the widest possible range of materials recovery options. Throughout the course of Project construction, any demolished concrete or asphalt, concrete truck wash out, and scrap and broken block would be removed and recycled/disposed of consistent with the City's adopted Source Reduction and Recycling Element (SRRE), thereby maximizing reuse of building materials and minimizing recyclables placed within landfills. 1.4.11.2 Landscaping Landscaping throughout the Project area would be provided consistent with City of Rancho Cucamonga requirements, and recognizing competing demands for limited water resources, and the Project's urban context. Drought-tolerant plants would be used, where appropriate, reducing water consumption and power demand related to water delivery/irrigation systems. 1.4.11.3 Pedestrian Walkways Project walkways and pedestrian crosswalks would be provided consistent with City of Rancho Cucamonga requirements, allowing for patrons to walk rather than drive between commercial uses within the Project site, as well as between the Project site and adjacent areas. Walmart in the Terra Vista Promenade Project Description Initial Study-Exhibit A Page 1.1-34 Item D-103 02013 Applied Planning, Inc. 1.4.11.4 Bicycle Racks Consistent with City of Rancho Cucamonga requirements for Shopping Center development, bicycle racks would be provided on-site, facilitating bicycle use by Project employees and customers. The provision of lockers as a safe repository for helmets and biking gear would further facilitate and encourage use of bicycles. 1.4.11.5 Location Location of the Project proximate to major roadways within an urban context also results in traffic/transportation efficiencies. That is, the Project's multiple commercial/retail facilities are readily accessible and proximate to customers and patrons, generally reducing vehicle miles traveled (VMT) and associated consumption of resources. 1.4.11.6 Transit Facilities The Project would accommodate a mix of automobile, pedestrian, and transit modes of transportation. In this latter regard, location of the Project along Foothill Boulevard provides access to proximate Omnitrans bus services. Location of the Project along Foothill Boulevard also allows for potential service by Bus Rapid Transit contemplated along the entire length of Foothill Boulevard within the City limits.' Serving transit agencies (in this _case Omnitrans) routinely review and adjust their ridership schedules and routes to accommodate public demand. The need for transit- related facilities, including but not limited to bus shelters and bicycle parking, would be coordinated between the City and the Project Applicant, with input from transit providers as applicable, as part of the City's standard development review process. 3 See also: www.cityofrc.us/citvhall/planning/current projects/foothill boulevard bus rapid transit (brt) study asp Walmart in the Terra Vista Promenade Project Description Initial Study—Exhibit A Page 1.1-35 Item D-104 02013 Applied Planning, Inc. 1.5 PROJECT OBJECTIVES The primary goal of the Project is the development of the subject site with a productive mix of commercial/retail uses. Complementary Project Objectives include the following: • To capitalize on the site's location along Foothill Boulevard, proximate to existing commercial/retail facilities within the Terra Vista Promenade Shopping Center; • To create a mix of interdependent commercial/retail uses that complement existing development within the Terra Vista Promenade Shopping Center; • To take advantage of available infrastructure; enhance and improve local infrastructure systems to the benefit of the Project and surrounding areas; and to maximize access opportunities for the convenience of patrons; • To provide a commercial/retail development that meets the current unmet demand for goods and services from consumers residing in the trade area and future residential developments; • To provide a commercial/retail shopping center that serves the local market area and beyond, and to attract new customers and retailers into the City of Rancho Cucamonga; • To provide goods and services at a local site, thereby reducing the number of trips currently being made to shop for these same goods and services outside the City of Rancho Cucamonga; • To provide a convenient source of grocery and food items to serve the local community; Walmart in the Terra Vista Promenade Project Description Initial Study—Exhibit A Page 1.1-36 Item D-105 02073 Applied Planning, Inc. • To provide convenience-oriented retail sale of food, beverage, and related products and convenience-oriented services to the currently underserved area; • Improve and maximize economic viability of the currently vacant and underutilized Project site and area through the establishment of a new commercial center; • Maximize and broaden the City's sales tax base by providing local and regional tax-generating uses and by increasing property tax revenues; • Expand and provide new retail options, with updated, modem and energy efficient buildings, proximate to local consumers by providing daytime and nighttime shopping opportunities in a safe and secure environment; and • Create additional employment-generating opportunities for the citizens of Rancho Cucamonga and the surrounding communities. 1.6 PROJECT DISCRETIONARY ACTIONS, PERMITS, CONSULTATION Discretionary actions, permits and related consultation(s) necessary to approve and implement the Project are summarized below. 1.6.1 Discretionary Actions CEQA Section 15124 states in pertinent part that if "a public agency must make more than one decision on a Project, all its decisions subject to CEQA should be listed . . ." Requested decisions, or discretionary actions, necessary to realize the Project include, but may not be limited to the following: • Certification of the EIR. Certification of the Project EIR is requested, to include the adoption of Facts, Findings and a Statement of Overriding Considerations; and adoption of the EIR Mitigation Monitoring Program. Walmart in the Terra Vista Promenade Project Description Initial Study—Exhibit A Page 1.1-37 Item D-106 02013 Applied Planning, Inc. • Approval of a General Plan Amendment (Land Use).The Project proposes a General Plan Amendment (Land Use), re-designating the Project site from "Mixed Use" to "Community Commercial." The requested Community Commercial Land Use designation would allow the Project's proposed mix and configuration of commercial retail uses. The proposed Community Commercial General Plan Land Use designation is consistent with the site's existing Terra Vista Community Plan "Community Commercial" zoning. • Approval of a Development Code Amendment. The proposed General Plan Amendment noted above would trigger various correlating revisions to the City Development Code. Accordingly, a Development Code Amendment (DCA) is required to ensure Development Code consistency with the General Plan as amended. • Approval of a Conditional Use Permit. The Community Plan requires approval of a CUP for all "shopping center' uses. CUP 95-11 approved a master site plan for the existing Terra Vista Promenade shopping center. The CUP Conditions of Approval specifically state that after approval of Phase 1 (the Home Depot and associated development on the eastern portion of the shopping center), the remainder of the master site plan is shown in concept only and a modified CUP application must be submitted for review and approval for any modifications to the conceptually approved Master Plan. Accordingly, a CUP reflecting modifications to the Master Plan is requested as part of the Project entitlement process. • Approval of a New Conditional Use Permit. Additional CUP approval is specifically requested for the proposed Walmart drive-thru pharmacy and grocery with alcohol sales.4 Other CUP approvals may be requested at a future ^ The Walmart proposes sale of beer, wine, and liquor, which is subject to CUP approval, per use determination DRC2010-00494 for the Terra Vista Community Plan. Walmart in the Terra Vista Promenade Project Description Initial Study—Exhibit A Page 1.1-38 Item D-107 02013 Applied Planning, Inc. date by other Project tenants based on proposed occupancies not known at this time. All such future or additional CUP requested would be considered independently by the City. • Site Plan and Design Review approval of final Project designs. • Review, approval and permitting of Project signs. Signs would be designed and implemented consistent with the previously adopted master sign programs for the Terra Vista Promenade Shopping Center site. 1.6.2 Consultation and Permits CEQA Section 15124 also states that the EIR should, to the extent known, include a list of all the agencies expected to use the EIR in their decision-making (Responsible Agencies), and a list other permits or approvals required to implement the Project. Based on the current Project design concept, anticipated permits necessary to realize the proposal would likely include, but are not limited to the following: • Permitting through the Regional Water Quality Control Board (RWQCB) pursuant to requirements of the City's National Pollutant Discharge Elimination System (NPDES) Permit; • Permitting through the South Coast Air Quality Management District (SCAQMD) for certain equipment or land uses that may be implemented within the Project area; • Lot Line Mergers/Adjustments will be required to provide adequate and appropriate commercial lot configurations within the Project site; and • Various construction, grading, and encroachment permits allowing implementation of the Project facilities. Walmart in the Terra Vista Promenade Project Description Initial Study—Exhibit A Page 1.1-39 Item D-108 Attachment A Item D-109 ATTACHMENT "A" CITY OF RANCHO CUCAMONGA ESTIMATED WATER USE AND SEWER FLOWS FOR NEW DEVELOPMENT (Data Provided by Cucamonga Valley Water District February 2003) Water Usage Single-Family 705 gallons per EDU per day Multi-Family 256 gallons per EDU per day Neighborhood Commercial 1000 gal/day/unit(tenant) General Commercial 4082 gal/day/unit (tenant) Office Professional 973 gal/day/unit (tenant) Institutional/Government 6412 gal/day/unit(tenant) Industrial Park 1750 gal/day/unit (tenant) Large General Industrial 2020 gal/day/unit (tenant) Heavy Industrial (distribution) 1863 gal/day/unit (tenant) Sewer Flows Single-Family 270 gallons per EDU per day Multi-Family 190 gallons per EDU per day General Commercial 1900 gal/day/acre Office Professional 1900 gal/day/acre Institutional/Government Industrial Park 3000 gal/day/acre Large General Industrial 2020 gal/day/acre Heavy Industrial (distribution) 1863 gal/day/acre Source: Cucamonga Valley Water District Engineering & Water Resources Departments, Urban Water Management Plan 2000 I:\PLANNING\FINAL\FORMS\COUNTER\Initial Study Partl.doc Page 9 of 10 Item D-110 Attachment B Item D-111 ATTACHMENT B Contact the school district for your area for amount and payment of school fees: Elementary School Districts Alta Loma 9350 Base Line Road, Suite F Rancho Cucamonga, CA 91730 (909)987-0766 Central 10601 Church Street, Suite 112 Rancho Cucamonga, CA 91730 (909)989-8541 Cucamonga 8776 Archibald Avenue Rancho Cucamonga, CA 91730 (909)987-8942 Etiwanda 6061 East Avenue P.O. Box 248 Rancho Cucamonga, CA 91739 (909)899-2451 High School Chaffey High School 211 West 5th Street Ontario, CA 91762 (909)988-8511 (:\PLANNING\FINAL\FORMS\COUNTER\Initial Study Partl.doc Page 10 of 10 Item D-112 'i R$nclio Cucamonga Walrnart Storeq 1922 t?otentiallHaiartlousilVlaLerlals;lnyentory_ Chemical Name Estimated Quantity(Max Stored) Disposal/Dispositlon Helium 1464 CF Propane Maintained Onsite 60 Gallons Maintained Onsite Refrigerant(Could be R407a, R4D4a) 500lbs Maintained Onsite Lead Acid Batteries(Used Car Batteries) 120 gallons(Sulfuric Acld) Recycled Operational Equipment Batteries 145 gallons(Sulfuric Acid) Maintained Onsite Carbon Dioxide(If they have a Food Service Area) 476 CF Maintained Onsite Waste Corrosive Liquids 60 gallons(12 Buckets) Permitted disposal Facility Waste Flammable Liquids 60 gallons(12 Buckets) Permitted disposal facility Waste Flammable Solids 60 gallons(12 Buckets) Permitted disposal facility Waste Toxic Solids 60 gallons(12 Buckets) Permitted disposal facility Waite Toxic Liquids 60 gallons(12 Buckets) Permitted disposal facility Waste Oxidizing Liquids 60 gallons(12 Buckets) Permitted disposalfacility Waste Aerosols 55 gallon drum(1 Drum) Permitted disposal facility Waste Misch Pharmacy Drugs (Loose ,expired, damaged) 10lbs Permitted disposal facility Waste Pharmacy Empty Bottles SO lbs Permitted disposal facility Item D-113 Walmart in the Terra Vista Promenade Shopping Center Initial Study(IS)/Notice of Preparation(NOP) Distribution List State Agencies State Clearinghouse,Office of Planning and Research California Department of Transportation,District 8 Air Resources Board California Department of Fish and Game California Department of Alcoholic Beverage Control Califomia Integrated Waste Management Board U.S. Fish&Wildlife Service Regional Agencies Santa Ana Regional Water Quality Control Board South Coast Air Quality Management District Southern California Association of Governments County Agencies County of San Bernardino,Clerk of the Board San Bernardino County Associated Governments San Bernardino County Flood Control District San Bemardino County Waste Management District City Agencies City of Rancho Cucamonga,City Clerk Rancho Cucamonga Fire District Rancho Cucamonga Police Department Archibald Library Paul A. Biane Library City of Fontana, Planning Department City of Ontario,Planning Department School Districts Alta Loma School District Central School District Cucamonga School District Etiwanda School District Chaffey Joint Union High School District Utilities Cucamonga Valley Water District Inland Empire Utilities Agency Southern California Edison Southern California Gas Company Rancho Cucamonga Municipal Utility Verizon Local Organizations Native American Heritage Commission Other OmniTrans Richards,Watson&Gershon EXHIBIT C Item D-114 A- �A � . i:�i:i:: :: MOW/xG,"'R.f,.4fRfYT4 .,,.��..� . . . roan K. '.:iti`:�YiuYiiYit'iuSi::. '� m'. v Y. 1 Y•/4� I..y`ii 'UI.� �R 1' S Sn y: •M{I A 1 Lµ � 'tir•ddT �+ a � 3rd- YAunA —Q YAne „rac ��.. % _'' p WALMARr 1822-04 ''+ umT Y n..m c m.00 v 5 A ../ rr �t� TDTAI BULDNO AREA IF' IMM BF. FF-pp,50 1•' Q ` °,� 1 2020 ACRES v _ - Illli ,� � � �. @— JS".P;,.� p�•�� ® IQ� a~® � N o � -I `r. � I , � t a r re ♦®'N r �. l rrr ...r rr.., ie.__rr �nV T•7•T,/ r..... r.w, i — i a m•.r s w. � �,.,1"� .�. �f9 eqt� -. : S ��� � 1 yy� ® ��8 .tea iia+' — 2w .�+-� "r' :•c j'--'- ' �I�; 'i 4v ® `f.'. ® ® ® � ® 9 ® r.�1lr ® I o r• � _ �:. ,r . r r.:: : _-n rj-'=r-r 5'1. , 41 ,r r 1 e r 5T.GAS sTAnON� Elnsf sI `<` ro RdAW ®M f� �OT A DART) TO FEYDART)4N - O NEYAI AI ,w.m.,.•q .- (HOL A (HOI PART) �.mi j': - , 1 - _ � ;}ywrxv....„Ai.. .... ziti kiikn•:i?`."':� ..:... 1 11' �.— 1 kyr•-�••;;y:::•:s... �.G.:. _:_a: 0 �— A-_.�• �' iVORLL OpIIF/NC 0 '- _— _ •..�r"_��-.�.. 1 I� Source: Nosland Engineering l'1n Figure 1.4-1 a p p l i e d a I1 Il I i lConceptual Site Plan 6075 Kimball Ave, Chino, CA 91708 P.O. Box 9020 . Chino, Hills, CA 91709 TEL (909) 993-1600 . FAX(909) 993-9000 Inland Empire Utilities Agency wwwieua.org A MUNICIPAL WATER DISTRICT May 29; 2013 Donald Granger City of Rancho Cucamonga Planning Department 10500 Civic Center Drive Rancho Cucamonga, CA 91730 Subject: Walmart in the Terra Vista Promenade Initial Study Dear Mr. Granger: The Inland Empire Utilities Agency (IEUA) Planning Department has reviewed the above referenced subject and has the following cotnments/recommendations: • The project is located within 2.0 miles of an existing IEUA Recycled Water Line. We recommend that, if it is consistent with the City's Planning and the Cucamonga Valley Water District, you should consider use of recycled water in this development. • At present it appears that the development will provide additional wastewater flow to existing IEUA sewer lines. Please continue to notify IEUA of any additional connections to our Regional Sewer System. • The Regional Water Board recently adopted a new Municipal Separate Sewer Storm System (MS4)permit, requiring developments to include low impact developments (LID) features to capture and treat a major portion of the run-off/stormwater on site. If you have any questions, please feel free to contact me at (909) 993-1634 or by email at ehurst@ieua.org Regards, C1 TY OF H,4NCt0 GE1C#3fVIOEdGA Elizabeth Hurst JUN 0 3 2013 Inland Empire Utilities Agency RECEIVED - PLANNING EXHIBITE -Smart- Thinking in Terms of Tomorrow Item D—t 16 South Coast Air Quality Management District 21865 Copley Drive, Diamond Bar, CA 917654178 (909) 396-2000 • www.agmd.gov CITY OF RANCHO CUCAMONGA May 31, 2013 Donald Granger JUN 0 3 2013 City of Rancho Cucamonga City Hall 10500 Civic Center Drive Rancho Cucamonga, CA 91730 RECEIVED _ PLANNING Notice of Preparation of a CEQA Document for the Walmart in the Terra Vista Promenade Project The South Coast Air Quality Management District(SCAQMD)appreciates the opportunity to comment on the above- mentioned document. The SCAQMD's comments are recommendations regarding the analysis of potential air quality impacts from the proposed project that should be included in the draft CEQA document. Please send the SCAQMD a copy of the Draft EIR upon its completion. Note that copies of the Draft EIR that are submitted to the State Clearinghouse are not forwarded to the SCAQMD. Please forward a copy of the Draft EIR directly to SCAQMD at the address in our letterhead. In addition, please send with the draft EIR all appendices or technical documents related to the air quality and greenhouse gas analyses and electronic versions of all air quality modeling and health risk assessment files. These include original emission calculation spreadsheets and modeling files not Adobe PDF riles). Without all files and supporting air quality documentation, the SCAQMD will be unable to complete its review of the air quality analysis in a timely manner. Any delays in providing all supporting air quality documentation will require additional time for review beyond the end of the comment period. Air Quality Analysis The SCAQMD adopted its California Environmental Quality Act(CEQA)Air Quality Handbook in 1993 to assist other public agencies with the preparation of air quality analyses. The SCAQMD recommends that the Lead Agency use this Handbook as guidance when preparing its air quality analysis. Copies of the Handbook are available from the SCAQMD's Subscription Services Department by calling(909) 396-3720. The lead agency may wish to consider using land use emissions estimating software such as the recently released CalEEMod. This model is available on the SCAQMD Website at: http://www agmd gov/ceqa/models.html. The Lead Agency should identify any potential adverse air quality impacts that could occur from all phases of the project and all air pollutant sources related to the project. Air quality impacts from both construction (including demolition, if any)and operations should be calculated. Construction-related air quality impacts typically include, but are not limited to, emissions from the use of heavy-duty equipment from grading;earth-loading/unloading, paving, architectural coatings, off-road mobile sources(e.g.,heavy-duty construction equipment)and on-road mobile sources (e.g., construction worker vehicle trips, material transport trips). Operation-related air quality impacts may include, but are not limited to, emissions from stationary sources(e.g., boilers), area sources(e.g.,solvents and coatings),and vehicular trips(e.g., on-and off-road tailpipe emissions and entrained dust). Air quality impacts from indirect sources, that is, sources that generate or attract vehicular trips should be included in the analysis. The SCAQMD has developed a methodology for calculating PM2.5 emissions from construction and operational activities and processes. In connection with developing PM2.5 calculation methodologies, the SCAQMD has also developed both regional and localized significance thresholds. The SCAQMD requests that the lead agency quantify PM2.5 emissions and compare the results to the recommended PM2.5 significance thresholds. Guidance for calculating PM2.5 emissions and PM2.5 significance thresholds can be found at the following intemet address: http://www.acimd.o:ov/cega/handbook/PM2 5/PM2 5 html In addition to analyzing regional air quality impacts the SCAQMD recommends calculating localized air quality impacts and comparing the results to localized significance thresholds(LSTs). I ;T'c ran ha „gA,A Item D-117 Donald Granger -2 May 31, 2013 recommended regional significance thresholds as a second indication of air quality impacts when preparing a CEQA document. Therefore, when preparing the air quality analysis for the proposed project, it is recommended that the lead agency perform a localized significance analysis by either using the LSTs developed by the SCAQMD or performing dispersion modeling as necessary. Guidance for performing a localized air quality analysis can be found at http://,A-ww.agmd.gov/cega/handbook/1,ST/LST.htm], In the event that the proposed project generates or attracts vehicular trips, especially heavy-duty diesel-fueled vehicles, it is recommended that the lead agency perform a mobile source health risk assessment. Guidance for performing a mobile source health risk assessment("Health Risk Assessment Guidance for Analyzing Cancer Risk from Mobile Source Diesel Idling Emissions for CEQA Air Quality Analysis")can be found on the SCAQMD's CEQA web pages at the following internet address: http://www.aqmd gov/cega/handbook/mobile toxic/mobile toxic.html. An analysis of all toxic air contaminant impacts due to the decommissioning or use of equipment potentially generating such air pollutants should also be included. Mitigation Measures In the event that the project generates significant adverse air quality impacts, CEQA requires that all feasible mitigation measures that go beyond what is required by law be utilized during project construction and operation to minimize or eliminate significant adverse air quality impacts. To assist the Lead Agency with identifying possible mitigation measures for the project, please refer to Chapter I 1 of the SCAQMD CEQA Air Quality Handbook for sample air quality mitigation measures. Additional mitigation measures can be found on the SCAQMD's CEQA web pages at the following internet address: www.a md. ov/ce a/hand book/miti ation/MM intro.html Additionally, SCAQMD's Rule 403 —Fugitive Dust, and the Implementation Handbook contain numerous measures for controlling construction-related emissions that should be considered for use as CEQA mitigation if not otherwise required. Other measures to reduce air quality impacts from land use projects can be found in the SCAQMD's Guidance Document for Addressing Air Quality Issues in General Plans and Local Planning. This document can be found at the following internet address: http://www.aqmd.gov/prdas/aqg—uide/aqaiiide.htm]. In addition, guidance on siting incompatible land uses can be found in the California Air Resources Board's Air Quality and Land Use Handbook: A Community Perspective, which can be found at the following internet address: http://www.arb.ca.gov/ch/handbook.pdf. CARB's Land Use Handbook is a general reference guide for evaluating and reducing air pollution impacts associated with new projects that go through the land use decision-making process. Pursuant to state CEQA Guidelines §15126.4 (a)(1)(D), any impacts resulting from mitigation measures must also be discussed. Data Sources SCAQMD rules and relevant air quality reports and data are available by calling the SCAQMD's Public Information Center at(909)396-2039. Much of the information available through the Public Information Center is also available via the SCAQMD's World Wide Web Homepage Chttp://www.aqmd,gov). The SCAQMD staff is available to work with the Lead Agency to ensure that project-related emissions are accurately identified,categorized, and evaluated. If you have any questions regarding this letter, please call Ian MacMillan, Program Supervisor, CEQA Section, at(909)396-3244. Sincerely, ,o V Ian MacMillan Program Supervisor, CEQA Inter-Governmental Review Planning, Rule Development& Area Sources IM SBC130521-04 Control Number Item D-118 STATE OF CALIFORNIA—VUSNLES&TRANSPORTATION AND HOUSING AGENCY EDMUND G BROWN 1 G DEPARTMENT OF TRANSPORTATION DISTRICT 8 PLANNING 464 WEST 0 STREET,6'h Floor MS 725 SAN BERNARDINO,CA 92401-1400 Per your power! PHONE (909)383-4557 Be energy efficient! FAX (909)383-5936 �V �I+ h��y� TTY (909)383-6300 G I 1 OF RANCHO CUCAMONGA May 23, 2013 MAY 2 9 2013 (� Donald Granger Senior Planner RECEIVED - PLANNING Planning Department City of Rancho Cucamonga 10500 Civic Center Drive Rancho Cucamonga, CA 91730 Notice of Preparation of a Draft Environmental Impact Report, 08-SBD-15 PM4.51 Dear Mr. Granger, We have completed our review for the above mentioned proposal to construct approximately 251,531 square feet of commercial/retail uses within the approximately 28.59 acre Project site and represents the buildout of the Terra Vista Promenade Shopping Center. The project includes an approximately 189,411 square feet Walmart Store on approximately 20.20 acres. Various Major retail and pads and restaurant/shops totaling approximately 62,120 square feet are also proposed. The project is located close to the intersection Foothill Boulevard and Mayten Avenue in the city of Rancho Cucamonga. As the owner and operator of the State Highway System (SHS), it is our responsibility to coordinate and consult with local jurisdictions when proposed development may impact our facilities. As the responsible agency under the California Environmental Quality Act (CEQA), it is also our responsibility to make recommendations to offset associated impacts with the proposed project. Although the project is under the jurisdiction of the City of Rancho cucamonga due to the Project's potential impact to State facilities it is also subject to the policies and regulations that govern the SHS. We recommend the following to be provided: Traffic Study • A Traffic Impact Study (TIS) is necessary to determine this proposed project's near-term and long-term impacts to the State facilities and to propose appropriate mitigation measures. The study should be based on Caltrans' Guide for the Preparation of Traffic Impact Studies (TIS) which is located at the following website: htti)://www.dot.ca-.govlhq/tvp/offices/oci)/igr cega iles/tisguide.ndf "Caltrans improves mobility across California" Item D-119 f r Mr. Granger May 23, 2013 Page 2 Minimum contents of the traffic impact study are listed in Appendix"A" of the TIS guide. • The data used in the TIS should not be more than 2 years old. • The geographic area examined in the traffic study should include as a minimum all regionally significant arterial system segments and intersections, including State highway facilities where the project will add over 100 peak hour trips. State highway facilities that are experiencing noticeable delays should be analyzed in the scope of the traffic study for projects that add 50 to 100 peak hour trips. • Traffic Analysis Scenarios should clearly be exhibited as exiting, existing + project, existing + project + cumulative, and existing+ project+ cumulative+ ambient growth. • Caltrans endeavors that any direct and cumulative impacts to the State highway system be eliminated or reduced to a level of insignificance pursuant to the California Environmental Quality Act (CEQA) and National Environmental Policy Act(NEPA) standards. • The LOS for operating State highway facilities is based upon Measures of Effectiveness (MOE) identified in the Highway Capacity Manual (HCM). Caltrans endeavors to maintain a target LOS at the transition between LOS "C" and LOS "D" on State highway facilities; however, Caltrans acknowledges that this may not always be feasible and recommends that the lead agency consult with Caltrans to determine the appropriate target LOS. If an existing State highway facility is operating at less than this target LOS, the existing MOE should be maintained. In general, the region-wide goal for an acceptable LOS on all freeways, roadway segments, and intersections is "D". For undeveloped or not densely developed locations, the goal may be to achieve LOS "C". • Clearly indicate LOS with and without improvements. • It is recommended that the Synchro Analysis includes all intersections from the Project site to the proposed study areas. A PHF of 0.92 in urban areas is recommended to be used in the Synchro Analysis. • All freeway entrance and exit ramps where a proposed project will add a significant number of peak-hour trips that may cause any traffic queues to exceed storage capacities should be analyzed. If ramp metering is to occur, a ramp queue analysis for all nearby Caltrans metered on-ramps is required to identify the delay to motorists using the on- ramps and tHe §forage necessary to accommodate the queuing.- The effects-o -ramp metering should be analyzed in the traffic study. For metered freeway ramps, LOS does not apply. However, ramp meter delays above 15 minutes are considered excessive. • Proposed improvements should be exhibited in preliminary drawings that indicate the LOS with improvements. "Caltrans improves mobility across California" Item D-120 Mr. Granger May 23, 2013 Page 3 • Submit a hard copy of all Traffic Impact Analysis documents and an electronic Synchro Analysis file. We appreciate the opportunity to offer comments concerning this project. If you have any questions regarding this letter,please contact Harish Rastogi at (909) 383-6908 or myself at (909) 383-4557 for assistance. Sincerely, DANIEL KOPULSKY Office Chief Community and Regional Planning "Caltrans improves mobility across California" Item D-121 THE CITY OF RANCHO CUCAMONGA WORKSHOP OF RANCHO CUCAMONGA THE HISTORIC PRESERVATION COMMISSION AND THE PLANNING COMMISSION JUNE 12, 2013 - 7:00 PM* Rancho Cucamonga Civic Center RAINS ROOM 10500 Civic Center Drive Rancho Cucamonga, California I. CALL TO ORDER Pledge of Allegiance Roll Call Chairman Howdyshell _ Vice Chairman Fletcher Munoz_ Wimberly_ Oaxaca II. PUBLIC COMMUNICATIONS This is the time and place for the general public to address the Historic Preservation Commission or the Planning Commission on any item listed or not listed on the agenda. State law prohibits the Historic Preservation Commission or the Planning Commission from addressing any issue not previously included on the Agenda. The Historic Preservation Commission or the Planning Commission may receive testimony and set the matter for a subsequent meeting. Comments are to be limited to five minutes per individual or less, as deemed necessary by the Chair, depending upon the number of individuals desiring to speak. All communications are to be addressed directly to the Historic Preservation Commission or Planning Commission, not to the members of the audience. This is a professional business meeting and courtesy and decorum are expected. Please refrain from any debate between audience and speaker, making loud noises, or engaging in any activity which might be disruptive to the decorum of the meeting. 11 III. ITEMS FOR DISCUSSION A. PLANNING COMMISSION RESIDENTIAL DESIGN WORKSHOP DRC2013-00124 - CITY OF RANCHO CUCAMONGA-A continuation of the presentation by the Planning Department staff and workshop to discuss the City's residential design standards and guidelines; review and evaluate examples of how the standards/guidelines have been HISTORIC PRESERVATION COMMISSION AND PLANNING COMMISSION GtaG WORKSHOP FAN CUCAMONGA JUNE 12, 2013 Page 2 implemented to date; and discuss issues of concern and opportunities for improvement to ensure that residential development is consistent with the City's standards and guidelines. This action is categorically exempt from the California Environmental Quality Act (CEQA) pursuant to State CEQA Guidelines Section Section 15061(b)(3) because the report is for informational purposes and will not have a significant effect on the environment. IV. ADJOURNMENT 1, Lois J. Schrader, Planning Commission Secretary of the City of Rancho Cucamonga, or my designee, hereby certify that a true, accurate copy of the foregoing agenda was posted on June 6, 2013, at least 72 hours prior to the meeting per Government Code Section 54964.2 at 10500 Civic Center Drive, Rancho Cucamonga. If you need special assistance or accommodations to participate in this meeting, please contact the Planning Department at (909) 477-2750. Notification of 48 hours prior to the meeting will enable the City to make reasonable arrangements to ensure accessibility. Listening devices are available for the hearing impaired. INFORMATION FOR THE PUBLIC TO ADDRESS THE PLANNING COMMISSION The Planning Commission encourages free expression of all points of view. To allow all persons to speak,given the length of the agenda, please keep your remarks brief. If others have already expressed your position, you may simply indicate that you agree with a previous speaker. If appropriate, a spokesperson may present the views of your entire group. To encourage all views and promote courtesy to others,the audience should refrain from clapping, booing or shouts of approval or disagreement from the audience. The public may address the Planning Commission on any agenda item. To address the Planning Commission, please come forward to the podium located at the center of the staff table. State your name for the record and speak into the microphone. After speaking, please sign in on the clipboard located next to the speaker's podium. It is important to list your name, address and the agenda item letter your comments refer to. Comments are generally limited to 5 minutes per individual. a HISTORIC PRESERVATION COMMISSION AND PLANNING COMMISSION AGENDA P,ANCHo JUNE 127 2013 CUCAMONGA Page 3 If you wish to speak concerning an item not on the agenda, you may do so under"Public Comments." . Any handouts for the Planning Commission should be given to the Planning Commission Secretary for distribution to the Commissioners. A copy of any such materials should also be provided to the Secretary to be used for the official public record. All requests for items to be placed on a Planning Commission agenda must be in writing. Requests for scheduling agenda items will be at the discretion of the Commission and the Planning Director. AVAILABILITY OF STAFF REPORTS Copies of the staff reports or other documentation to each agenda item are on file in the offices of the Planning Department, City Hall, located at 10500 Civic Center Drive, Rancho Cucamonga, California 91730. These documents are available for public inspections during regular business hours, Monday through Thursday, 7:00 a.m. to 6:00 p.m., except for legal City holidays. APPEALS Any interested party who disagrees with the City Planning Commission decision may appeal the Commission's decision to the City Council within 10 calendar days. Any appeal filed must be directed to the City Clerk's Office and must be accompanied by a fee of$2,486 for all decisions of the Commission. (Fees are established and governed by the City Council). Please turn off all cellular phones and pagers while the meeting is in session. Copies of the Planning Commission agendas, staff reports and minutes can be found at www.CitvofRC.us NNING COMMISSION . WORKSHOP Design Standards, Guidelines, and Policy Goals for Residential Development June 12, 2013 - I�oRKshoP � N: 1 Y 1 WA, o r s =o p rpro"17s el nae n Provide the Planning Commission/Design Review Committee with : 1 . A general overview of the City's design standards and guidelines; 2. The opportunity to evaluate actual examples of how these standards and guidelines have been implemented ; and 3. Discussion of issues of concern and opportunities for improvement to ensure that development in the City is consistent with the standards and guidelines. 2 • ' t74s JBuiyl,dai,n g . � es �Eg.n• _S a � da r , s 6 Per Section 17 . 120 .030(A)(1 ) of the Development Code : 1 . Provide architectural treatment on all elevations ("360-degree architecture"); 2. At the primary building entrance, provide changes in roof form , building massing , and additional articulation to clearly identify the entry location ; and 3. Provide weather protection over each building entrance. 3 r 'Bur Ii n Des-i nG ua11 e s g g Per Section 17 . 120 .030(A)(2) of the Development Code : 1 . Provide design solutions which reflect the best of a particular style [theme], respect the community's heritage, and relate well to their surroundings [context] ; 2 . Design rear elevations to be visually attractive by articulation to the building plane and vertical variation of the roofline; 3. Avoid expanses of blank wall that are devoid of any articulation or embellishment; y b �u � ITd � ngy esig: w Gnielrnes Per Section 17. 120.030(A)(2) of the Development Code : 4. Provide accent treatment, such as changes in exterior materials and texture on all exterior wall elevations; i 5. Articulate elevations surfaces through the use of openings and recesses, which create texture and shadow patterns and provide variety to a building plane or surface; and 6. At ground level , minimize expanses of blank building walls with creative use of materials, textures, color, and/or building form . 5 ••• S' I y .tel I r . IY't rr•;; t. s-�• ot W MOEN N ■ ■ /!� \` • • • y�t 44 "J II IIII II IIIIIII II C i' '•S _ •4 Design • • La Heritage , and Context e � t a 7a' "ap Changes in Roof Form , Building Massing , and Articulation at Entry Tower element projects 'forward' Roof of the tower is 'detached' from the primary wall plane from the primary roof line This roofline is 'broken' by the tower element Setbacks of the fascia of the second story varies and are further setback Tower element supported by columns from the fascia of the garage that are sized proportionally to the tower \ �OSP . y IF 1 . , window1. Articulation 2. Inset 3. Arched entry 4. Brackets at roofline • • • A • • • N planeIlk MINT. Articulated wall i Als • note these details: 1. Chimney 2. tio covers 3. Property• r��}- 1 .� ��#��ySAr.• .•.� • ` j. 1�' ir'•�i Building4. wall materials °yor tri ti Qy KY .fie.., •����?� -_ Building Plane Articulation and Vertical Variation at Rear Elevations r 1 Vertical Variation Articulated wall plane i Also note these details: 1. Wrought iron details 2. Window shutters 3. Beltline d Avoid Expanses of Walls without Articulation or Embellishment Roof brackets Articulated wall plane Roof brackets Wood siding I ' i Corbels Accent Treatment Leaon All Elevations 1 Pot shelf Trim Shutters ,F Light fixtures II I I �y40 • . - • • • • 0 r i, vim: r ,1 NI Creative Use of Materials , Textures , Color, and/or Form at Ground Level Brackets Vertical trim Corbels A WO Stucco Trimcap Decorative light fixtures Trimcap Stone veneer Decorative garage door 7 D® the ®flowing houses . i met t, I �e standards and guidelines of the City? Per Section 17 . 120 .030(A)(1 ) of the Development Code : 1 . Provide architectural treatment on all elevations ("360-degree architecture"); 2 . At the primary building entrance, provide changes in roof form , building massing , and additional j articulation to clearly identify the entry location ; and 3. Provide weather protection over each building entrance. 18 k � D�o .theollowing houses, � � e.etKt �e � r . standards and guidelines of the City . Per Section 17. 120.030(A)(2) of the Development Code : 1 . Provide design solutions which reflect the best of a particular style [theme] , respect the community's heritage, and relate well to their surroundings [context]; 2. Design rear elevations to be visually attractive by articulation to the building plane and vertical variation of the roofline; 3. Avoid expanses of blank wall that are devoid of any articulation or embellishment; - o�uthe oll;owin � houses,�� � � eet �t �e� standards and guidelines of the City? Per Section 17. 120.030(A)(2) of the Development Code : 4. Provide accent treatment, such as changes in exterior materials and texture on all exterior wall elevations; 5. Articulate elevations surfaces through the use of openings and recesses, which create texture and shadow patterns and provide variety to a building plane or surface; and 6 . At ground level , minimize expanses of blank building walls with creative use of materials, textures, color, and/or building form . 20 " Rancho Victoria" by Crestwood Homes (East Avenue and Via Veneto Drive) Y 6r " Rancho Victoria" • (East Avenue and Via Veneto Drive) ••• •J v 5 r L " Harvest" by Beazer Homes (6thStreet and Archibald Avenue) IL " Harvest" by Beazer Homes (6thStreet and Archibald Avenue) � � 1 1 1 onton � �('� • • • � ,, �� ` - • I'I \ 'I C 1 L• �---�1 � 1 L� � - .. :�._ 1 P, � ;: ��� E ',��_-. ,,{a, � :} �wi �, r�� _ � . _ . . - - ;�� _1 �' : " Brighton at • • • • by Richmond American Homes 117V ictoria Park Lane and Long Meadow Avenue) ��'•s.ws M P���r. • 'gin,':. - IMMIUS MIN 111111, MOM MWA I EMINIUM II I WORKSHOP Conclusion of Staff Presentation i June 12, 2013 _ .x Post-Presentation. r . $'x } A n +' F d• r a Discussion • Should Staff and the Design Review Committee focus on specific architectural characteristics, features, and/or details, or continue providing equal emphasis on all the design standards/guidelines? • Is staff providing the level of technical and architectural comments necessary for the Design Review Committee to make a decision? • Should staff provide very specific design comments or more general comments in the written reports prepared for the Design Review Committee? • Should staff provide specific recommendations to the Committee or allow for more open dialogue? 28 7 N Iy� SIGN-IN SHEET RANCHO PLANNING COMMISSION MEETING R`�'1CH CUCAMGNGA JUNE 12, 2013 NAME COMPANY`_ 4) r "t ADDRESS/EMAIL /Ul U G _ Q --1S S a Wl S1 ct�vC�cc t _ % pnl k- �1�,0 7 t 1 VZ.