HomeMy WebLinkAbout1986/05/22 - Agenda Packet - Adjourneda •.
Lions Park CommaitF Ceuta.
9161 Base Line Road
Rancho Cucamonga. California
Alburned Netting
May 22. 1986 - fi 00 p.m.
1. Pledge of Allegiance to Flag.
2. Roll Calls Mikels _. Buquet _. Ring _.
Dahl _. and Wright _.
■. CDMSOT CALMM
The following Consent Calendar item is epacted to ha
routine and nom- controversia:. It will he acted up" by
the Council without discussion.
1. Approval of 19th Street and Base Line Road
Beautification Concepts.
7
5
0
CITY OF RANCHO CUCAMONGA
STAFF REPORT
DATE: May 21, 1986
T0: Mayor and Members of the City Councils
FROM: Lloyd B. Hubbs, City Engineey„%,� u,(�
BY Laura Psomas, Landscape Desi7ner�
SUBJECT: 19TH STREET AND BASE LINE ROAD BEAUTIFICATION
Presented for Council rnvlew are the proposed landscape design
treatments for portions of both 19th Street and Base Line Road.
Beautification of 19�h Street is proposed for selected parkway areas
between Sapphire Street to the west and Hermosa Avenue to the east.
Base Line beautification will target primarily those parkways which are
bare between Hellman Avenue to the east and Marine Avenue to the west.
These concepts were approved by the Planning Comalssion on May 14, 1986.
DESIGN
In the more extensive 19th Street beautification, the typical condition
being treated is the concrete parkway adjacent the 'back -up' residential
wall. As 19th Street is part of State Route 30, parkway design is
dictated by rigid Caltrans requirements concerning sight line distances
and tree girths. The proposed design respects these requirements by
using low flowering ground covers combined with Crepe Myrtle trees
(Lagerstroemia indica) and Mayten trees (Maytenus boaria) where
permitted. Sidewalks will ',jog' to give a meandering quality.
Base Line Road is the smaller of the two projects, primarily focused on
filling in bare parkways. The suggested street trees are the Sweet Gum
(Liquidambar styracifla) and the Red Ironbark (Eucalytpus sideroxylon)
which will strengthen the street image as tney are already extensively
used along Base Line Road. Colorful shrubs, ground cove-, and vines
will similarly reinforce existing parkway landscaping.
The construction cost projection for 19th Street Beautification is
$244,150. Base Line Road Beautification is projected to cost $91,487.
Both projects are to be funded with beautification funds.
Bidding on beautification project construction documents will likely
occur one to two (2) months after Council approval.
W
CITY COUNCIL STAFF REPORT
19th Street & Base Line Road Benutification
May 14, 1986
Page 2
RECOMMENDATION: Staff recomends that the City Council review and
approve the Notification concepts for both 19th Street and Base Line
Road.
ye ectfull su ltted,
LIoy . Hobbs
City Engineer
LBH:LP:jr
�• .Mw a.lP -u T:
T
BASELAE RC4D
197H STREET
TYPICAL LANDSCAPE TREATMENTS
µ;� 3 :. z
CITY OF RANCHO CUCAMONGA
STAI•F REPORT
DATE: May 22, 1986
TO: City Council and City Manager
FROM: Lloyd Hubbs, City Engineer
SUBJECT: CIRCULATION ELEMENT REVIEW
INTRODUCTION:
s repor s prepared at the request of the Council to obtain an
overview of the status of traffic flow in the City and its relationship
to the Circulation Element of the General Plan.
As was discussed previous.y, the City is experiencing rapid growth which
affects the street system in two ways:
First, construction impacts are constantly crippling the street system
through lane closures, street closures, and signal system disruption.
Archibald Avenue, which is dust now reaching completion, is only one
very dramatic example of the many impacts of construction.
Second, we are in the early stages of urbanization when the growth in
traffic as a percentage is the greatest and the psycologica. impacts of
change are the most acute.
When fully operational, the street system currently functions with very
few problems. Where problems do exist, such cs at Foothill and
Archibald Avenue and Foothill and Vineyard Avenue, projects are in
process to deal with them.
We are only beginning the process of urbanization and unfortunately no
matter what growth scenario is adopted 'levels of service' will decrease
as traffic increases. The level of development proposed in the General
Plan is intensely urban and the resulting traffic will mirror that
condition.
In order to focus your review, staff has chrsen to crient tnis report
around five policy scenarios:
o Limit Pace of Development
o Reduce Residential Densities
o Discourage Employment Intensive Commercial &
Industrial Development
o More Actively Encourage Alternative Forms of
Transportation
o Inerea9e Resources for Systems Development and
Operations
5
I will discuss each option in more detail as we proceed, but I can state
now that a controlled rate would partially mitigate the construction
impacts and somewhat dampen the psycological shock of development; but,
in the long run, would have 14ttle or no effect on overall traffic
congestion.
LAND USE AND CIRCULATION:
It is important to understand that land use and circulation are
Intimately tied together and interact at several levels. The imnst
important interactions are the general level of traffic generation and
the location of particular uses as they relate to the hierarchy of
streets. Density and intensity of development drive the demend for
street capacity and the existence of maior traffic arteries tend to
promote and are most compatible with commerical, industrial and higher
density residential uses.
Another important factor to keep in mind is that Rancho Cucamonga is
only a part of a larger region which is experiencing intensive growth.
We cannot insulate ourselves from this growth, neither do we control
it. Base Line Road is known lovingly in Upland as the Alta Loma Freeway
and the City of Claremont is convinced that ouch of their traffic
problems stem from growth in the City of Rancho Cucamonga.
Our circulation impacts will be dramatically affected by the intensity
of development in the County Sphere, Fontana and Ontario. A good
example is the regional shopping center. This use is an intense
regional traffic attractor. It has been placed at I -15, Foothill
Bouluvard ead Day Creek Boulevard for maximum accessibility. This
accessibility can as easily be obtained by slight movements of the
center into Fontana or development of the alternative site at the
speedway in Ontario. Both these alternative locations will impact our
ciruulation system dramatically with an accompanying s1 ntftcant loss is
tax revenues. In the case of O.I.C. that particular oca o.: for the
Center would likely hays a greater impact on our circulation than the
proposed Hahn Center.
The ties between land use, economics and circulation are deep and
complex. None of these factors can be considered in isolation.
What is a Circulation Element?
Our Circu'ation Element is comprised of three key aspects:
o The Vaster Plan of Streets
o Transit Policies
o Access Policies
2
The Master Plan of Streets outlines uh
requ remen s which guice irevelopment t
Plan (see attached) proposes a hierr ;c
local streets to 94 -foot major divide
traffic. The Rancho Cucamonga pion
intersections for special treatment.
Avenue incorporates 12 lanes of traf
intersection. This includes four thr
left turn lanes and a right turn lane
intersection is as big as is practi
Milliken and Foothill and Day Creek
other critical intersections are the
analysis.
e location, size and right -of -way
�f the street system. The Master
by of streets varying from 36 -foot
d highways carrying six lanes of
additionally details sevrral key
Foothill Boulevard and Haven
fic movement in each lag of the
ough lanes in each direction, two
in each direction This size of
cal and is basically repeated at
Boulevard and Foothill. Several
subject of our on -going traffic
The second aspect of circulation is the area of transportation and
transit alicies In regards to the Rancho Cucamonga Circulation
rT—em s was a key factor. Rancho Cucamonga developed its General
Plan at the height of the 'ene•gy crisis' and to the latter stages of
environmental movement. Concentration at that time was focused
intensely on alternative modes of transportation. These included
everything from light rail to buses, carpools, vanpools, and bicycles.
The plan was consciously developed to encourage alternative modes of
transportation The General Plan EIR points out:
'Even if the Circulation Element's objectives of a
17 percr^ diversion from automobiie to public
transit, on average, and a 21 percent diversion
during peak hours are satisfied, projectLd traffic
volumes may require intersection widening .
'It should be noted that implementation of a number
of the mitigation measures (e.g. Foothill Freeway
construction; network modifications; Transportation
Systems Management (TSM) have been assumed in the
preceding impact analysis, and if they are not
accomplished, those impacts would be greater °.
It has always been the stated opinion of the Engineering Division that
the transit assumptions were overly optimistic and in the absence of
significant activity nodes and congestion they would likely never be
met.
The current density of the Genral Plan reflects a conscious attempt to
encourage alternative modes of transportation.
Access Policies are a key aspect to optimizing the operation of the
street system. Freeways are named not because they are free of tolls
but because they are free of •affic signals, driveways and bothersome
cross streets. Strict access controls make freeways the highest type of
traffic carrier and therefore attract the highest volumes of traffic. A
7
f
f
9f I III
0
t% U
11
;
I . 1
U
c_pp LL
fa V
ru
w
K
R
a
s
s
Lo
•
•
•
•
o
•
•
•
s
x
cr
U
J
U
^
:E
f
Iii C
1�
_
_ � _ _
i
T•- � h _
�I
w r t h
�-
� t -
r�
U
v1
Ir.
r `
r
s••
I
r
f 3 t -
r q�
s.
4_ 4 -
t!
•. :. •' -
:�•
I f-
L h =
r q
z!
L
�..•___._
_
�•�.
z
v
y
I_
W
o
a
m
U
O
w
u
U
a
freeway lane of traffic can carry 2500 cars per hour, while a heavily
traveled lane to a signalized intersection will carry less than 900 cars
per hour.
The goal of traffic engineering to a large extent is to make an
intensively utilized city street mimic a freeway. This is done by
minimizing friction producin2 driveways, limiting unsafe__left turn
movements, and concen ifng access aE sinaT.ze t oe se
ss g5aTs mare then spaces —ina ey can De coordinated affir traffic
'platooned'.
The access policies of the Circulation Element implement these goals by
strictly controlling driveways and median island breaks on such critical
streets as Foothill Boulevard, Base Line Road, Haven Avenue, Milliken
Avenue and Day Creek Boulevard. These controls are absolutely necessary
to optimize the safety and efficiency of a heavily taxed system.
TRAFFIC FORECASTING
Traffic forecasting is somewhat better than weather forecasting, but is
only as good as its assumptions about development of the City.
Development of the Master Plan of streets begins with a basic grid of
mile, half -mile and quarter mile arterial and collector streets and a
lard use plan. That land use plan designates precise land uses such as
Medium Residential 4 -14 dwelling units (du's) or Medium -High residential
14 -24 (OU's). These broad ranges give a great deal of latitude in
,judgment as do such categories as General Industrial and Industrial
Park. Thera are tremendous differences in traffic generated by 24 units
Per acre as opposed to 14 units. There is also a vast difference
between a Genrral Dynamics and a P1: -N -Sav warehouse. In modeling we
generally pick mid -level assumptions and then note the sensitivity of
assumptions and monitor impacts as development occurs. These
assumptions are usually good withii 10 to 15 percent. Attached for your
information are typical traffic generation rates which begin the
modeling process.
A traffic model begins by breaking the City into zones and developing
trip tables of traffic generated in each zone. This analysis is
primarily relevant for the peak hours of the day. Trips are segregated
by such types as home to work, none to shopping, home to school, and
home to other, etc. Trips are distributed by attraction factors and
shortest travel p,th. These assumptions are based on facts related to
normal patterns of behavior and existing travel patterns to this City
and similar cities. Once the traffic is assigned to the street system
the streets can be sized.
Residential
Single Family
ER, VL, L LH
H
Hulti Far "ily
H
MH, H
Commercial
Neighborhood.Comnercial
General Ccmmercial
Office
Industrial
Industrial Park
General Industrial
Heavy Industrial
Civic Center
TRIP'GENERATION RATES
Number of Trips
Per day 24 hrsj in Peak hour
10 per dwelling unit
6 v n u
6 » x x
7
0.91 per dwelling unit
0.55 "
O 55 " v n
0.70 x n x
57 per 1000 sq. ft. 5.7 per 1000 sq. ft.
21 to 27 per 1000 sq. ft. 2 1 to 2.7 per 1000 sq. ft.
18 per 1000 sq ft. 7.79 pe- 1000 q. ft.
0 per 1000 sq. ft. 0.78 per 1000 sq. ft.
13 " " 1.31 " "
8 " 0.91 " 0 "
�t�". "� , r: -•. »Y � =..: T 11
i
a
x
.1
a
In sizing our street syst
and practicality. We
developed streets as Vi
Street, Hellman and Turn
Creek Boulevard and Foot(
practical. In the case
Line and 19th Street, Et
and Victoria Park Lane
aesthetic reasons. All
Division will be a future
EXISTING TRAFFIC ANALYSIS
m we were constrained by existing conditions
basically accepted County widths for such
eyard - Carnelian, Archibald, Case Lino, 19th
r. New streets such as Haven, Milliken, Day
III Boulevard they have been made as large as
I such streets as Hellman Avenue between Base
wands Avenue north of Base Line, ERst Avenue
have been constrained for historical, and
of these in the opinion of the Engineering
problem.
Traffic Engineers over the years have developed the concept of 'Levels
of Service to discuss the operations of a street network. These levels
progress from Level A to F corresponding roughly to levels of delay and
frustration. These levels are described in the accompanying table. As
a part of our recent traffic studies, critical Intersections throughout
the City were reviewed during peak hours. The results of this analysis
(attached) indicates that all intersections with the exception of Base
Line and Carnelian, Foothill and Vineyard and Archibald and Foothill are
operating above Level C and in most cases at A and B.
Excluding consideration of construction impacts the City is relatively
free of congestion and our accident rates are below state averages.
FUTURE TRAFFIC PROJECTIONS
It is traditional to design your street network to function at level of
service D during peak periods such as the morning 7 -9 a.m. and evening
4 -7 p.m. The remaining portio,is of the day will then operate at the
relatively free flowing levels above C. The accompanying .,neral Plan
analysis shows most of the City operating at D and levels at
buildout. Early result; of our ongoing studies excluding assumptfon
about transit usage show most of the City operating at level F during
peak hours.
It is safe to say that at buildout of the City traffic will be
characteristic of a highly urbanized comunity, i.e. Irvine, Costa Mesa,
Santa Ana, or Anaheim. During peak hours heavy congestion will :;cur
particularly south of Foothill Boulevard and at the freeway
interchanges. Congestion will tend to push volumes out into other areas
making full use of the street network. This congestion will reduce as
you proceed northerly and should significantly reduce above the Foothill
Freeway.
WHAT TO 007
As r viosul noted staff has indentified five basic policy options for
Cou�e�l consideration:
SQL
SOURCE: Based on National Academy of Sciences, Highway Capacity blenual, 1965, and
i'fi-e"b -it Final Report for update of the manuaL
I
/3
.t. r.
TABLE 3.6-6 LEVELS OF HIGHWAY S.:RVICE INTERPRETATION
Delay Range Volume to
Level of
(Sec. per Capacity
Service
Description
Vehicle) Ratio
A
Excellent operation. All approaches to
0-16 0-60%
signalized intersection appear qr e
open, turning movements are eaa_y
made, and nearly all drivers find freedom
of operation. No vehicles wait longer
than one red traffic signal Indication.
B
Very good operation. Many driven begin
16-22 60 -70%
to feel somewhat restricted within
platoons of vehicles. This represents
stable flow. An approach to a sigueltzed
Intersection may occasionally be fully
utilized, and a substantial number of
cycles are approaching full use.
C
Good operation. Occasionally driven
22 -28 70-80%
may hive to wait through more than one
red signal Indication, and back -ups may
develop behind turning vehicles. bloat
drivers feel somewhat restricted. This
level is typically associated with urban
design practices.
D
Fair operation. Cars are required to
28 -35 e9-90%
welt !trough more than one traffic cycle
during short peaks. There are no
longstanding traffic queues.
E
Poor operation. Some longstanding
35-40 90 -100%
vehicular queues develop on critical
approaches to intersections. Deioya may
be up to several signal cycles.
F
Forced Row. Represents jammed
40 or greater Over 100
conditions. Backups tram locations
percent
downstream or on the cross street may
restrict or prevent movement of vehicles
out of the Intersection approach lanes;
the•efore, volumes are not predictable.
Potential for stop and go type traffic
now.
SOURCE: Based on National Academy of Sciences, Highway Capacity blenual, 1965, and
i'fi-e"b -it Final Report for update of the manuaL
I
/3
.t. r.
a
,
,
a
(t
,
,
,
.
000
,0
§
\
;
§E
§ §
!
"
" ;";
=E
°!§
00
0
000
■�l :a § ;,���, : ;_ ;_..,,
§ 0 00000
) §� ;m § ; ; ■ ■„ 00a
j\ § =§]! ;! „ ! ;° N §..0 000 0 „
§a2
(\
�u |; `�, ° „ ^ :nl,..��„ 0„
§� }� >! ^§ §§B ® ■,� °■; 00000,
§��2�!\, ■, §; 0000000
r
w
{]!! §f!r!!t(, = ■r t!ƒ
}`)........... : |
§ t{! , |
= l2�I;!,!
! ! ;
i / w..
. . IL L . . . 0
76
TABLE 0
ROADWAY VOLUME/CAPACITY
(V /C) RATIOS
Number of
Through
Projected Capacity"
Street
Segment
Class'
Lanes
ADT Vol me (Vah /Day)
V/C
Vineyard
4th - Foothill
Sec.
4
28,000
26,000
1.1
Hallman
4th- FoothI I
Sec.
4
8,000
23,000
0.3
Archibald
4th- Foothill
Art.
4
22,000
28,000
0.8
Turner
4th - Foothill
Sec.
4
5,000
23,000
0.2
Haven
4th - Foothill
Art.
6
60,000
43,000
1.4
Milliken
4th- Foothill
Art.
6
40,000
43,000
0.9
Rochester
4th -6th
Art.
4
6,000
26,000
0.2
6th -Arrow
Art.
4
17,000
26,000
0.7
Arrow- Foothill
Art.
4
10,000
26,000
0.4
Foothill
Haven -
3vore Frwy.
Art.
6
40- 57,000
43,000
09. -1.3
Arrow Rto.
Vineyard
Archibald
Art.
4
11,000
26,000
0.4
Haven -
Devore Frwy.
Art.
4
16,000
26,000
0.6
7th Street
Rochester -
Devore Frwy.
Art.
4
29,000
28,000
1.0
6th Streat
vineyard -Haven
Sec.
4
25,000
26,000
1.0
Haven - Rochester
Art.
6
20,000
43,000
0.5
4th Street
Vineyard -
Davore Frwy.
Art.
6
',BOB ,
43,000
0.4
"'Sec." - Secondary
• "Art." • Arterial or major diviued
e
'Level of Service "D"
F,
Source= DKS
Associates, 1980
h;
y
u
•
0J
/b
K,
TABLE
3.6 -7
�
..
I
VOLUME/CAPACITY RATIOS
AT LEVEL OF SERVICE "D"
THROUGH
PROJECTED
STREET
SEGMENT
CLASS
LANES
ADT
CAPACITY
WC
Etiwanda
Highland- Umbrella Loop
Col
2
8,400
12,500
1.0
Etiwanda
Victoria- Highland
Col
2
12,100
12,000
1.0
Etiwanda
Base Line - Victoria
Col
2
14,000
12,000
1.2
Etiwanda
Miller -Base Lino
Sec
4
21,000
23,000
0.9
Umbrella
Loop
Day Creek -East
Sec
4
21,SC0
23,000
0.9
Umbrella
Loop
East - Summit
See
4
12,000
23,000
0.5
Umbrella
Loop
Summit- Cherry
See
4
12,000
13,000
0,5
East
Umbrella Loop - Highland
Sec
4
19,600
23,000
0.8
East
Highland - Victoria
Sec
4
19,800
23,090
0.9
East
Victoria -Base Line
Sec
4
21,300
23,000
0.9
'ilghland
Day Creek - Etiwanda
Col
2
10,500
12,000
0.18
Highland
Etiwanda -East
Col
2
8,000
12,000
0.7
Paso Line
Day Creek -I -15
Art
6
80,000
43,000
0.7
Miller
Victoria- Etiwanda
Art
6
36,300
43,000
0.9
Foothill
I- 15- Etiwanda
Art
6
30,100
43,000
0.7
Arrow
Etiwanda- Hickory
Art
4
10,000
26,000
0.4
Day Creek
24th -Route 30
Art
8
23,500
43,000
0.5
Day Creek
Route 30 -Hasa Line
Art
f
46,000
43,000
1.1
Day Creek
Base Line- Foothill
Art
6
52,800
43,090
1.2
/b
K,
244 Uk5 MWIAILS +++ 73AFBB6 okowil
+ts RAh-A arsM aS CITY•VI05 TFAFFIC STUDY a4♦
TOTAL wt1M AND 5 JWJCAPACITY RATIO AT SIMY ARE
INTUSECTIQI SERI NMTHBOMD WMISOUND
WC LEVEL LEFT Tim BIGHT LEFT M RIGHT
1 Vineyrd + krAj 1.23 (F) 29 7134 6S8 1130 2557 152
2 Vineyrd + FthISly 1.17 (F) 297 1627 561 445 2732 612
3 Crrneln • Baslne .93 (E) 301 1218 425 403 2310 316
4 Frcibld + Basing 1.12 IF) 402 2132 619 SD 2705 245
5 kcibld + FthlBly 1.45 (F) 231 2604 460 338 3442 422
6kcibld +kr+'Y 1.21 IF) 379 2742 442 573 2859 79
7 trcibld + 6 th 1.05 (F) 53 2403 460 804 852 190
8 kcibld + 4 th 1.20 (F) 49 2602 80 96 2473 93
9 Naves + 19 th .70 (C) 909 1657 365 242 479 16
10 Haven + Basin@ 1.32 (F) 1153 2586 641 548 2311 260
11 "am + DO h 1.22 (F) 100 4232 S80 434 314 0
12 Him + FthiDIv 1.62 (F) 844 4256 431 32b IB32 135
13 Ham • krWry 1.47 61 761 4102 B6 112 ZM 385
14 lino + 6 th 1.34 (F) 244 2510 281 632 1347 1994
IS Navm + 4 th 1.04 (F) 77 2419 17 69 2070 134
16 M:llkm + 4 th .66 (B) 105 1459 60 46 586 Be
17 Meltkm + 6 th 1.21 IF) 381 1337 94 202 1470 555
18 Rchstr 4 7 th 1.11 IF) 1 17 1 9 1062 1314
19 M)likm + krMMy 1.20 (F) 89 2164 239 ID9 2124 57
20 Rdstr + FthBly 1.35 (F) 646 1629 141 94 30.28 302
21 Rastr + rating 1.09 (F) 909 60 496 328 2973 0
22 Dayvk + Buhr 1.14 0) 1349 982 232 160 1834 TO
23 D4yvk + Fth1BIv 1.13 61 0 0 0 0 2921 561
24 M11)km + F091v 1.43 0 2% 2179 1130 670 3192 179
25 M(l:km + Qwch .51 (A) 185 1962 310 300 93 0
26 Milkkm + Basing 1.04 (F) 124 1231 708 584 2409 439
27 ♦ .85 (D) 366 1259 88 67 1707 659
20 ♦ .17 (A) 0 868 0 0 0 0
29 • .13 IA) 0 548 41 30 0 5
30 ♦ .66 (B) 367 1043 212 147 1241 BO
31 + .75 (C) 56 1268 184 89 1262 118
32 • .44 (A) 0 531 43 30 605 175
33 ♦ .23 (A) 22 398 0 0 0 0
34 + 1.27(F) 1365 0 120 0 1526 0
35 ♦ .66 (9) 0 0 0 84 2077 0
36 ♦ .60 (B) 0 0 0 0 2733 Ili
37 + .Sb (A) 170 0 47 57 2053 0
38 4 .71 (C) 378 0 0 0 2400 0
39 + .93 (E) 0 3521 256 643 0 100
40 + .54 (A) 0 0 0 0 2004 78
41 + .60 (B) 0 323 0 0 1301 78
42 4 .79 (C) 0 635 186 123 2068 52
43 + .62 (8) 0 0 0 0 3100 87
44 • .80 10) 297 381 163 717 7734 1.2
45 + .71 (C) 716 24, 366 294 2599 92
46 ♦ .71 (C) 82 19 59 55 2974 0
47 ♦ .39 (A) 21 60 0 0 1153 112
a0 ♦ .20 IN 0 0 141 184 2654 0
49 + .53 (A) 0 0 0 0 7793 0
so 4 .63 (B) 35 207 42 32 2103 75
at + .09 (A) 26 79 84 63 50 0
52 + .44 (A) 0 0 0 17 0 2342 0
4 1NIF15ELTIQ�
sam(eavD FnsTtr4em
LEFT M RIGHT LEFT M BIGHT
IS 1450 90 177 1818 28
464 1000 236 407 2684 163
778 764 156 385 2102 190
163 1388 170 203 2322 390
296 1621 333 430 3128 193
70 1627 273 255 2055 317
124 2044 134 129 1237 29
94 2890 306 365 1513 35
30 825 124 152 614 484
211 1144 201 341 2463 486
0 1923 141 217 372 41
31 2049 320 602 7782 410
211 2057 770 387 1661 430
900 2005 323 450 ISOS 567
50 2400 515 415 1890 33
145 2051 264 290 781 60
1276 1340 183 715 2110 823
1631 30 556 835 1376 0
47 040 733 947 3009 89
230 1218 38 101 4302 464
3 45 1 0 3256 659
7 642 333 451 2366 1131
530 0 715 1009 37% 0
142 1589 93 109 3706 162
0 1346 0 0 81 150
331 854 245 335 2404 103
411 1038 733 273 1304 920
0 618 0 0 0 0
7 418 0 0 0 0
53 742 301 384 1449 371
83 876 217 310 1875 39
144 391 313 463 1004 0
0 417 686 460 0 46
0 0 0 0 2110 0
0 0 107 199 2110 1233
94 0 0 0 2165 0
0 0 0 0 7111 208
J 0 0 0 2491 161
94 2107 0 0 0 0
152 0 2bt 138 1314 0
393 254 0 0 2076 0
49 779 129 148 2013 0
101 0 0 0 2710 0
108 237 74 63 22291 271
72 181 12 14 2166 103
0 IB 93 loo 2425 77
79 42 60 87 1670 14
0 0 0 0 2009 0
0 0 0 0 2202 0
86 132 7 5 2079 46
0 59 0 0 67 26
0 0 0 0 1663 0
n nom_
o Limit Pace of Development
o Reduce Residential Densities
o Discourage Employment Intensive Commercial and Industrial
Development
o More Actively Encourage Alternative Forms of
Transp- ation
o Increase Resouces for Systems Development and Operations
For reference we've attached an Impact Analysis Summary for each of
these strategies. I would like to briefly discuss the general impacts
of each strategy.
OPTION ONE - LIMIT PACE OF DEVELOP.,ENT
This strategy normally takes the form of limiting housing construction
or it could be equated with limiting density.
TlA s str tegy would meter growth impacts, reduce construction disruption
and allow the City to gradually learn to live with the increased
urbanization.
Growth limitation would not only dampen traffic impacts it would dampen
all other growth impacts on schools, park facilities, sewer, water and
other services
On the negative side, given the current favorable markets it would
reduce revenues, disrupt a positive business and development atmosphere,
potentially force development. into surrounding communities and possibly
jecpardize long -term favorable revenue sources.
In the long -tern there would be little impact on circulation system
operation.
OPTION TWO - REDUCE RESIDENTIAL DENSITIES
In general, reduction of the intensity of development in all categories
will relieve traffic from the street system. The question becomes one
of How 1 and Where T that can be accomplished and to what magnitude. In
an attempt to approach this complex issue, the staff analyzed total peak
hour trips based on the current land use plan and then looked at the
affects of selective density reduction. This study was quickly
assembled but gives some general indications of potential policy
actions.
Based on our most recent modeling efforts, the following is a summary of
the total future P.M. peak trips.
/D
0
FUTURE P.N. PEAK HOUR TRIP GENERATIONS
Low Density Residential 18,278 ER, VL, L, LM
Medium Density Residential 5,606 X
High Density Residential 6 874 KH, H
TOTAL RESIDENTIAL "3 44
Industrial 53,112 Industrial (all)
Office 8 Comm-real 17 900
TOTAL P.X. TRI °S lIII:77V
This table shows approximately 303 residential trips, 533 industrial,
and 173 commercial. Assuming that the City is half developed
residentially if we stopper all residential development we would effect
a 153 reduction in traffr: overall. This would not likely impact the
'level of service' significantly. This analysis although interesting
should not be taken as literal. Obviously if we stop all residential
development much of what we project in the way of commercial and
industrial will reduce and reduction would likely be more significant.
The analysis does however point out the huge impact of industry and
things like the regional center on our traffic picture.
To further explore the option of density reduction the staff tried to
identify all lands planned for Low Medium (LM), Medium High (MM) and
High (H) density residential remaining outside of the Planned
Communities. Reducing all of this zoning to Low Density (4 du /ac) would
reduce total trips by 3 1/23 (3305 Trips). This reduction would have a
negligible impact on the circulation system. Although we have not done
a detailed analysis, similar reductions in the Planned Communities it
would likely only result in an overall 103 reduction. A 103 reduction
could be perceived as significant but would not appreciably change
service levels or the urban character of the community.
OPTION THREE - DISCOURAGE EMPLO:AENT INTENSIVE COMERIIAL AND INDUSTRIAL_
The most fruitful area for traffic reduction would be the commercial and
industrial areas. This strategy would involve encouragement of li$ht
traffic generating industries and businesses or more active
implementation of General Plan policies related to alternative
transportation in the industrial trips.
Low employment generating industries would include automated warehousing
and manufacturing. Unfortunately these types of industry are
incompatible with the high tech Industrial Park Image that the City has
envisioned and begun to implement along Haven Avenue, 4th Street,
Milliken Avenue and Foothill Boulevard.
In evaluating the impact of any development strategy it might be helpful
to visualize various volume levels. Traffic volumes on most of our
major arterials are projected at levels between 45 and 55,000 Average
Daily Traffic (ADT). T"e levels exceed those current r experienced on
Euclid Avenue and Mount•,n Avenue at Interstate 10. Archbald Avenue
traffic has stabilized at about 30,000 (ADT). These levels of traffic
are intense and for those peoole experiencing them they show up in
minutes of delay. The difference between a 5- minute and 10- minute delay
is a highly subjective determ' nation. What you see when you go from a
35,000 ADT to a 55,000 ADT are Increases in these types of delay and a
lengthening of the peak hour. People begin to leave work early or stay
late to avoid sitting in traffic. In our case the delays experienced on
City streets will not be as severe as those related to the freeways.
Each member of the Council will have to form their own opinions; from my
own perspective once you reach traffic volumes of 40,000 ADT the
envirament has been degraded to •n extent that increases become
sometbing you live with in an urban environment None of the reduction
in density that we have talked about, or shift in commercial and
industrial development, would reduce the traffic on Foothill Boulevard,
Haven or Milliken below a 40,000 ADT. Given almost anv development
scenario, the traffic environment will be urban in charscter somewhat
more intense but not dissimilar to Upland's Euclid and Mountain Avenues
and Foothill Boulevard through Claremont. Leaving an intense industrial
area adjacent to a major international airport will not be unlike
leaving the Irvine Industrial Complex and L.A.X. area.
OPTION FOUR - MORE ACTIVELY ENCOURAGE ALTERNATIVE FORMS OF
TRANSFORTAIION
The General Plan Circulation Element calls for intensive efforts in the
industrial area to encourage transit and ride.haring. Rancho Cucamonga,
Fontana and the Ontario Industrial complex will be one of the major
industrial areas in the state. The future holds a massive employment
base that promises choked freeways and the kinds of extended congestion
you see on the Newport Freeway in Irvine, Orange and along the 51
Freeway in Anaheim and Santa Ana. This intense employment concentration
promises congestion but also provides opportunities for innovative use
of alternative modes of transportation.
It is the great irony of Southern Californtu that we like to live remote
from our work and drive miles on choked freeways. This pattern has
given rise to a dispersed development pattern that weds us to our
automobiles. It is generally recognized in the transportation planning
arena that altenative transportation modes require intensive land use
densities to support. Nowhere in the world is there a transit system
capable of supporting itself, including New York City. Only where
densities of housing or employment exist and congestion is great do
people begin to consider alternative modes. The Ontario airport area
will likely provide a level of employment density which would support
alternative forms of transportation
�)Q
The General Plan calls for intense efforts to effect ride share
programs. We should continue to pursue those efforts but they are
likely most effective on a regional basis and will be led by SANBAG and
ONNITRANS.
Theoretically if you could induce every worker to carpool, you could
reduce industrial traffic dramatically. Unfortunately, high gas prices
and massive congestion have not to date had much iepact on travel
patterns.
planned development and the other is the ultimate size of the planned
system. The first aspect is best represented by Milliken Avenue.
Milliken Avenue is a key element in the Circulation Element but does not
exist above 6th Street. Until Milliken is completed most planneJ
community traffic will be forced to Haven Avenue. Traffic on Haven
Avenue will begin to increase rapidly until the street is taxed to
capacity. At the point where Haven Avenue begins to break down we will
need to attempt to coaplete Milliken Avenue. This will require
construction of a bridge over the Santa Fe Railroad at a cost of $4 to
$5 Million. He should begin to plan for that expenditure.
Other key elements similar to tilts are:
Widening of 19th Street
Day Creek Boulevard
Interchange Improvement at I -15 and Foothill
Removal or widening of Foothill Boulevard
bottleneck at the S.P. Railroad Crossing Bridge w/o
Baker
Construction of the 7th Street Interchange with I -15
Construction of the Foothill Freeway
Outside of the City we should support the Ontario Airport ground access
plan which will improve all interchanges along I -10 and extends Haven
Avenue to Route 60.
Beyond development of the existing planned system. Council can consider
widening fo the following fully developed streets:
o Vineyard Avenue
o Archibald Avenue
o Base Line west of Haven
o Etiwanda Avenue
o victoria Park Lane
ai
All of these projects would be costly and disruptive but would help with
the overall problem. With the exception of Etiwanda Avenue it would be
staff's opinion that widening of the streets can easily be delayed until
the problems become severe and the need becomes more obvious, if in fact
the need should become overwhelming.
It is interesing to note that the original freeway system adopted by the
state included a north /south freeway at approximately Campus Avenue.
This was deleted but would likely be quite effective.
System Development is a subject we consider each year as a part of the
Capital Program. It is at this time that it is apppropriate to judge
what elements are most needed. This year's program is attached for your
review.
A final key element to System Development is traffic operations. You
will note that this year is the first year we have been in a position to
look at such traffic operational improvements as signal coordination.
Other aspects that assist capacity and safety are the replacement of
stop signs with signals and individual intersection improvements such as
those planned at Vineyard and Foothill and Archibald and Foothill.
The current ongoing traffic study is doinv detailed analysis of some 20
intersections and will recommend selective widening needs. We can then
begin to implement those improvements in future years.
Traffic could be better accoamodated through this high growth period
with a more intensive concentration of manpower and resources on the
development of the system. This could include funding of the Foothill
Freeway. The mobilization of these resources would require some level
of revenue generation including increased fees, taxes or charges.
Things being discussed in relationship to the Foothill Freeway involve
developer fees, local option fuel tax and a local option sales tax. All
of these options involve a regional approach to problem solving and
active participation at the County and State levels. A strong option to
enhance revenues would be a statewide increase in the gas tax.
I should point out that our current revenues exceed our ability to
produce projects and the active state of development has taxed
Engineering resources to the extent that it is very difficult to get
timely service and competent people anywhere. With the exception of
funding the freeway we are hard pressed to maintain our capital program
as it stands. Much of this is due to the large amounts of fee generated
revenues we currently enjoy (Systems Development Fee $1.8 Million,
Drainage Fee $800,000, Beautification Fees $800,000).
CONCLUSION:
s gas een a lengthy exploration whien I'll make up for by not
reading It at the meeting. There are many actions the Council can
implement to mitigate the 'traffic problem'. They likely include
portions of each of the options discussed. The one thing I doubt can be
done is to turn back the tide of urbanization. Rancho Cucamonga has
as
fallen in the 'Path of progress' and is only among the most recent
beneficiary or victim of a process with a long history in California.
The location as a transportation hub and the magnitude of regional
industrial land sake urbanization inevitable.
You may, however, through various techniques affect the timing with
which the impacts occur, and strive to operate a system as e'ificiently
as possible.
Rcspectfully su itted,
J,
Lloyd . Hubbs
City Engineer
LBH /Jr
Attachment,
CIRCULATION ELEMENT -
MAJOR POLICY OPTIONS
IMPACT ANALYSIS SLMIARY
OPTION 1: LIMIT PACE C DEYELOPKXT
Policy Impacts:
o Reduces construction activity
o Slows increase in traffic
o Slows impact on City services
- Schools
- Sewers
- Water
- Parks
o Reduces workload and allows more time for analysis of specific
projects
o Slower pace could allow community to better absorb the affects
of urbanization
o Could create a negative development climate and increase
political Pressure from the auilding and business community
0 Could discourage or impede desirable commercial and industrial
development that is dependent on market growth
o May discourage desirable revenue producing development from
locating in our area
r Will not significantly effect build -out traffic congestion or
volumes
o Overall reduction in City revenues
OPTION 2: REDUCE RESIDENTIAL DENSITIES
Popov Impacts:
,. 0 Potential for reduction of traffic impacts at buildout of the
city
i� 0 Encourages more expensive housing
k'
r.
�� �Yi
1
o May reorient housing market away from Nora affordable types
which might reduce overall demand
o Should demand decrease the slowing of development pace would
result in Option 1 impacts
o Could create negative development climate and increase
political pressure from the building and business community
o Could discourage or impede desirable commercial and industrial
development that is dependent on market growth
o Could force desirable commercial to other areas
o Reduces opportunities to encourage alternate forms of
transportation
e Will conflict with SCAG regional and City General Plan housing
goals
o May not create balanced housing opporcunities for the future
o Will tend to concentrate single - family housing along major
traffic arteries furthering the walled community appearance
OPTION 3: OISCOORAGE E PLOYIEMT INTENSIVE COMMERCIAL AND INDUSTRIAL
DEVELOPMENT
Policy ILTact:
o Reduction of indu -trial traffic congestion
o Lowe- Industrial property values
o Reduce viability of development of alternative modes of
transportation
o Conflicts with current planning goals and objectives promoting
a high -tech office environment
o Increase heavy truck traffic
o Generally degrade the Image of the industrial area
o Create incompatibility with Ontario Industrial Center
05
OPTION 4: MORE ACTIYELY ENCOURAGE ALi0MATIYE FORMS Of TRANSPORTATION
Policy Immacts•
a Significant potential for traffic congestion reductions
o Reduces impact on energy m,d air quality
o Best promoted in areas of higher density
n Mill likely require government controls on parking standards,
work hours, and enforce ride sharing (effective programs
require regional controls)
o Transit systems normally require extensive staff and equipment
operational subsidies for operation - potential uudget Impacts
o Policies tend to limit mobility provided by individual vehicles
OPTION 5: INCREASE RESOURCES FOR SYSiM OEi'ELOPMENT AND OPERATION
Policy Impacts:
o Increased fees, taxes and/or charges accelerate or enhance
system development
o Increased commitment of staff resources to Capital Program
o Need for mor6 community involvement at State and Regional
levels to develop funding options and to promote regional
improvement, i.o., Foothill Freeway
o Increased housing cost if fees or development extractions
Increases
o Does not address the perception or actuality of urbanization
o Strategy will take several years to implement and will not
attain rapid recogn'tion by public
'1
Y
y -1 I-7 1� —�
city of rancho Cucamonga
`r
i+
s
CIRCULATION SYSTEM
1980 DAILY TWO -WAY
TRAFFICS COUNTS
DECEMBER 1980
07 G:
1985 ANNUAL I 1980 A.D.T. I 2
tAFFIC REPORT
city of rancho cucamonga
1985 TRAFFIC COUNTS
DAILY TWO -WAY
m
1 1985 ANNUAL 1 1985 A.D.T. 3
`TRAFFIC REPORT
0
4
0
0
0
city of rancho cucamonga
W919
4
3
0
c.
0
0
0
2
YEAR
1985 ANNUAL I TRAFFIC GROWTH I 5
TRAFFIC REPORT
i
0
0
0
0
f-
c
a
S
0
city of rancho Cucamonga
YEAR
YEAR
30
1985ANNUAL I TRAFFIC GROWTH I 6
TRAFFIC REPORT
city of rancho cucamonga
30 4Y 34,000
t-
0
a
2 20
5(
40
0
30
0
0
0
20
10
1
i m
CARNELIAN STREET
0 BASE LINE ROAD
1980 190 20 0
2010
1985 ANNUAL
LAFFIC REPORT
YEAR
TRAFFIC GROWTH 7
i