*Recorded by: Andrew Bursan *Date: 1/24/2024 Continuation Update DPR 523L (1/95) *Required information
17.63.050 Corona Register – Landmark listing criteria.
Criterion A, 1. Though the subject road is greater than 50 years old, ECORP found no indication that the road is of exceptional importance.
Criterion A, 2. Though the subject road is reflective of road development in Corona, archival research failed to indicate anything significant or unique about its development history. The road was not the first or last of its type, and similar types exist throughout the region. Furthermore, research did not indicate that the subject road is associated with more specific events or patterns of development that have historical significance at the local level.
Criterion A, 3a. Though the subject road is reflective of transportation development in Corona, archival research failed to indicate anything significant or unique about the road’s development history. The road was not the first or last of its type, and similar types exist throughout the region. Furthermore, research did not indicate that the subject road is associated with more specific events or patterns of development that have historical significance at the local level.
Criterion A, 3b. As stated in the NRHP and CRHR evaluation above, the road is not associated with the lives of persons significant in Corona’s past.
Criterion A, 3c. As a conventional two-lane suburban section line road, indistinguishable from multiple similar roads in Riverside County, Buena Vista Avenue does not embody the distinctive characteristics of a type, period, or method of construction, represent the work of a master, possess high artistic values, or represent a significant and distinguishable entity whose components may lack individual distinction.
Criterion A, 3d. The subject road is a commonplace street in Corona, and there is no evidence that it reflects special elements of the city’s cultural, social, economic, political, aesthetic, engineering, architectural, or natural history.
Criterion A, 3e. Research found no evidence to suggest that the subject road is the work of a notable builder, designer, or architect.
Criterion A, 3f. The subject road represents a typical example of its type and does not exemplify one of the best remaining architectural styles or types in a neighborhood, nor does it contain outstanding elements of architectural design, detail, materials or craftsmanship of a particular historic period Criterion A, 3g. The subject road is not in a unique location Criterion A, 3h. The subject road is not a potential source of archeological or paleontological interest.
Criterion A, 3i. There is no evidence that the subject road contains a natural setting or feature that strongly contributes to the well-being of the people of Corona.
Criterion A, 4. Though Buena Vista Avenue possesses integrity of location, the road has gone from a circa 1920s one-lane dirt road to a two-lane paved road with bike lanes. In addition, the setting has completely changed from heavily agricultural land to completely developed with single-family suburban tract homes. Therefore, the change in road design and surroundings have resulted in a lack of integrity of setting, design, materials, workmanship, feeling, and association.
Regardless of integrity, due to lack of historical significance, Buena Vista Avenue does not meet NRHP or CRHR eligibility criteria as an individual resource or as part of any known or suspected historic district; the resource is not listed on any Certified Local Government historic property register.
Criterion C. The subject road is not a reconstructed improvement.
Criterion D. The subject road is not a site, improvement, or natural feature that is intended to be primarily commemorative.
State of California The Resources Agency Primary #
DEPARTMENT OF PARKS AND RECREATION HRI#
CONTINUATION SHEET Trinomial
*Recorded by: Andrew Bursan *Date: 1/24/2024 Continuation Update DPR 523L (1/95) *Required information
B12. References (continued):
City of Corona. 2021. 2020–2040 General Plan - Housing Element 2021-2029. November 3, 2021 _____. 2018. History of Corona, https://www.coronaca.gov/government/departments-divisions/library-recreationservices/library/heritage-room/history-of-corona. Accessed December 6, 2023.
Cleland, Robert G. 1941. The Cattle on a Thousand Hills: Southern California, 1850-1870. Huntington Library, San Marino, California.
Freel, G. S. 2011. The History of Corona. Corona Public Library, Corona, California.
Gunther, J. D. 1984. Riverside County, California, Place Names: Their Origins and Their Stories. Rubidoux Printing Co., Riverside, California.
Jackson, W. Turrentine. 1998. Roads and Highways. In The New Encyclopedia of the American West, edited by Howard R. Lamar. Yale University Press, New Haven, CT.
Johnson, Hildegard Binder. 1990. Towards a National Landscape. In The Making of the American Landscape, edited by Michael P. Conzen. Routledge, New York.Koerper, H. C., P. Langenwalter II, A. Schroth. 1991. Early Holocene Adaptations and the Transition Problem: Evidence from the Allan O. Kelly Site, Agua Hedionda Lagoon. In Hunter-Gatherers of Early Holocene Coastal California, edited by J. M. Erlandson and R. H.
Colten, pp. 81-88. Perspectives in California Archaeology, Volume 1. Institute of Archaeology, University of California, Los Angeles.
Kostof, Spiro. 1992. The City Assembled: The Elements of Urban Form Through History. Bulfinch Press, Boston, MA.
Monkkonen, Eric H. 1988. America Becomes Urban: The Development of U.S. Cities & Towns, 1780-1980. University of California Press, Berkeley, CA.
Buena Vista
Avenue
ECORP: N:\2023\2023-213 Ontario Avenue Widening at Lincoln Ave\MAPS\Cultural_Resources\Ontario Ave CRM.aprx/CRM_DPR_LOCATION_Letter (2022)-mwilliams 12/12/2023 DPR 523J (1/95) *Required Information
0 250 500 1,000 Meters
0 1,000 2,000 4,000 Feet
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*Map Name: Corona South, CA and Corona North, CA *Scale: 1:24,000 *Date of Map:1994 (p.r.1997), 1975
Primary #
HRI #
Trinomial
State of California - The Resources Agency
DEPARTMENT OF PARKS AND RECREATION
LOCATION MAP
ADDENDUM TO THE CORONA GENERAL PLAN TECHNICAL UPDATE EIR FOR THE WEST ONTARIO AVENUE WIDENING
PROJECT
CITY OF CORONA
Appendix
August 2024 Page 25
Appendix D. Ontario Avenue Widening Vehicle
Miles Traveled (VMT) Analysis Memorandum
3750 University Avenue | Suite 225 | Riverside, CA 92501 | (949) 308-6300 | Fax (949) 859-3209 www.fehrandpeers.com
Memorandum
Date: July 17, 2024
To: Paul Mittica, Mark Thomas
From: Paul Herrmann, P.E.
Shane Russell
Subject: Ontario Avenue Widening Vehicle Miles Traveled (VMT) Analysis Memorandum OC23-0995
Fehr & Peers has completed a Vehicle Miles Traveled (VMT) assessment for the proposed Ontario Avenue widening (Project) in Corona, California. The Project is proposing an amendment to the adopted City of Corona General Plan (2020). This assessment compares VMT generated by the proposed Project to VMT generated by the City’s previously adopted General Plan to determine if the Project would substantially increase VMT. This VMT analysis is consistent with requirements of Senate Bill 743 (SB 743), the Office of Planning and Research’s (OPR’s) Technical Advisory on Evaluating Transportation Impacts in CEQA (2018), and the Corona Vehicle Miles Traveled Analysis Guidelines (City’s VMT Guidelines) (2019), and the Corona General Plan Technical Update Draft Environmental Impact Report (Corona GPU DEIR) (2019).
Project Description
The Project proposes to widen Ontario Avenue in the City of Corona. The Project limits extend from Oak Avenue to Buena Vista Avenue. The Project will be implemented as follows:
• Widen Ontario Avenue from Oak Avenue to Lincoln Avenue from four to five lanes; one additional through lane proposed going eastbound (three through lanes total) and a merging lane going westbound (two through lanes total)
• Widen Ontario Avenue from Lincoln Avenue to Conejo Street from two lanes to three lanes going eastbound (three through lanes total)
• Widen Ontario Avenue from Buena Vista Avenue to Glenhaven Drive from two to three lanes going westbound (three through lanes)
Paul Mittica
July 17, 2024
VMT Assessment
Fehr & Peers prepared VMT forecasts to evaluate scenarios with and without the Project using the County’s travel demand forecasting model, as described below in the modeling methodology.
Fehr & Peers coded the Project into the model roadway network to measure Citywide VMT with and without the Project under baseline and General Plan Buildout conditions.
VMT forecasts were prepared using the Origin/Destination (OD) Method (consistent with the way VMT was presented in the Corona GPU DEIR) and using the Boundary Method (consistent with the recommended method in the City’s VMT Guidelines for transportation infrastructure projects).
Modeling Methodology
Per the City’s VMT Guidelines, VMT forecasts were prepared using the most appropriate travel demand forecasting model, the Riverside County Transportation Model (RIVCOM). Western Riverside County Council of Government’s (WRCOG) developed RIVCOM as a subarea model from the Southern California Association of Government (SCAG) model, which is consistent with Connect SoCal 2020, SCAG’s 2020 Regional Transportation Plan and Sustainable Communities Strategy (RTP/SCS). RIVCOM uses a model base year of 2018 and future year of 2045 and is the most appropriate model for VMT analysis of the Project as it contains the most recent land use and roadway information.
Fehr & Peers reviewed the model base year and future year roadway network and SocioEconomic Land Use Data (SED) within the City Limits. The 2045 SED was updated to account for all pending and approved development projects in the City of Corona, as directed by City staff.
As recommended in the RIVCOM model documentation, model assignment parameters were set to run up-to 10 loops with a minimum convergence criterion of 0.01.
Origin/Destination (OD) Method VMT
The OD method for calculating VMT sums all weekday VMT generated by trips with at least one trip end in the study area and tracks those trips to their estimated origins/destinations. The OD method is completed after the final loops of assignment in the travel demand model (after person trips have been converted to total vehicle trips). Origins are all vehicle trips that start in a specific traffic analysis zone, and destinations are all vehicle trips that end in a specific traffic analysis Paul Mittica
July 17, 2024
zone. OD VMT is typically presented as total VMT or as total VMT per Service Population (VMT/SP) (SP is the sum of population and employment within an area).
Consistent with the analysis prepared for the Corona GPU DEIR, cumulative OD VMT forecasts (with and without project) were prepared for the following areas:
• City of Corona,
• City’s Sphere of Influence (SOI)
• Total City + SOI
OD VMT forecasts are presented in Table 1.
Boundary Method VMT
The Boundary Method is the sum of all weekday VMT (volume on each roadway segment times the segment length) on a roadway network within a designated boundary. Boundary method VMT estimates VMT by multiplying the number of trips on each roadway segment by the length of each segment. This approach consists of all trips, including those trips that do not begin or end in the designated boundary and is another way to summarize VMT. This is the only VMT method that captures the effect of cut-through and/or displaced traffic.
The boundary utilized in the assessment below is the Corona City Limits Boundary as recommended in the City’s VMT Guidelines. Because the Project resides near the edge of the City Limits Boundary, additional boundaries based on the average trip length to the Project location were applied consistent with OPR’s recommendation. To provide a complete assessment of the Project’s effect on VMT, the average trip length boundary (5.6 miles) and double the average trip length boundary (11.2 miles) are also presented.
Fehr & Peers used StreetLight Data to determine the average trip length of trips on Ontario Avenue at the Project location. Streetlight data uses anonymous in-vehicle navigation system data and some cell phone location-based services data that can be aggregated together to obtain trip estimates and trip lengths.
Boundary VMT forecasts were prepared for the following scenarios (as shown in Table 2):
• Model Base Year (2018) No Project (without widening)
• Model Base Year (2018) Plus Project (with widening)
• Future Year (2045) No Project (without widening)
• Future Year (2045) Plus Project (with widening)
Paul Mittica
July 17, 2024
• Notice of Preparation (NOP) Year (2023) No Project (without widening) – Interpolated between model base year (2018) and future year (2045)
• NOP Year (2023) Plus Project (with widening) – Interpolated between model base year (2018) and future year (2045)
Conclusion
The Project would widen Ontario Avenue and add approximately 0.74 lane miles of additional capacity. Fehr & Peers prepared VMT forecasts using two methodologies to evaluate the Project’s potential to induce VMT.
The OD VMT forecasts within the City and SOI decrease by a small margin, indicating that the Project improves an existing bottleneck and makes travel slightly more efficient for Corona residents and employees. The Boundary VMT forecasts are incrementally higher with the Project, indicating that the Project would contribute to improving regional travel through Corona.
Since the Project is forecast to increase Boundary VMT by only as much as 0.05%, the Project would not substantially increase VMT. In addition, since the OD VMT forecasts show a decrease in VMT and VMT/SP as compared to the adopted general plan, such that the project would not worsen the previously identified transportation impact in the Corona GPU DEIR. 3750 University Avenue | Suite 225 | Riverside, CA 92501 | (949) 308-6300 | Fax (949) 859-3209 www.fehrandpeers.com Table 1: OD VMT Analysis
Boundary Population Employment
Service
Population
Approved General
Plan (4 Lanes)
Proposed Amendment
(6 Lanes) Change in VMT
Total VMT VMT/SP Total VMT VMT/SP Total VMT VMT/SP
City of Corona 182,465 91,326 273,791 11,112,259 40.59 11,110,454 40.58 -1,805 -0.01 SOI 45,108 9,608 54,716 2,011,187 36.76 2,010,737 36.75 -451 -0.01 Total City + SOI 227,573 100,934 328,507 13,123,446 39.95 13,121,191 39.94 -2,256 -0.01 Source: RIVCOM
Table 2: Boundary VMT Analysis
Boundary
Base Year
(2018) No
Project
Base Year
(2018) Plus
Project
Change
in VMT
Future Year
(2045) No
Project
Future Year
(2045) Plus
Project
Change
in VMT
NOP Year
(2023) No
Project1
NOP Year
(2023) Plus
Project1
Change
in VMT
Citywide Boundary 4,042,000 4,042,847 0.02% 4,474,027 4,744,329 0.05% 4,171,634 4,172,751 0.03%
5.6 Mile Radius 6,783,745 6,784,960 0.02% 7,881,916 7,885,209 0.04% 6,987,110 6,988,710 0.02%
11.2 Mile Radius 16,428,395 16,434,481 0.04% 21,547,697 21,557,071 0.04% 17,376,414 17,383,109 0.04% Notes:
NOP Year (2023) VMT estimates were interpolated between Base Year (2018) and Future Year (2045).
Source: RIVCOM
8 EXHIBIT “B”
GENERAL PLAN AMENDMENT
GPA2022-0002
(SEE ATTACHED 4 PAGES)
CIRCULATION
Figure CE-1
Roadway Plan
PlaceWorks
ADDENDUM TO THE CORONA GENERAL PLAN TECHNICAL UPDATE EIR FOR THE WEST ONTARIO AVENUE WIDENING PROJECT
CITY OF CORONA
Source: City of Corona 2019.
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Figure 6 - Existing and Proposed Roadway Plan
15 CIRCULATION
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CORONA GENERAL PLAN 2020-2040 | PS-1
Public Safety
INTRODUCTION
Protecting public health and safety is a fundamental mission of the City of Corona.
While most people are familiar with the police and fire personnel who respond to emergencies, Corona engages in many less visible functions to protect people from natural and human-caused disasters. Building codes, ordinances, transportation route planning, and hazardous materials management efforts are all critical programs that protect property, life, and safety. Indeed, the City’s long-term vision cannot be fully achieved unless the public’s health and safety can be assured.
Like most California cities, Corona has an array of natural and human-caused hazards.
With the many waterways traversing the City, the risk of flooding is a concern. While the hillsides that surround the City offer scenic views, they are also subject to wildfires during summer weather or mudslides during storm events. Corona is also susceptible to earthquakes due to the fault zones crossing the city as well as geologic hazards associated with its topography and soil conditions. Activities associated with commerce and the City's transportation network all present safety hazards as well.
Consistent with its vision, the City of Corona’s efforts to protect the health and safety of the public and business community is guided by the following statement:
Corona is committed to protecting residents, businesses, and visitors from natural and human-induced hazards. The City is also committed to rebuilding from emergencies or disasters in a manner that efficiently and safety returns quality of life to Corona. Residents and visitors will feel safe in their homes, neighborhoods, and public places. Community and regional resources—public, private, and nonprofit—will work together to ensure the safety of all residents and to minimize the disruption caused by emergencies and disasters. By implementing appropriate protocols and programs, the City will become safer, more resilient, and prosperous in return.
For Corona to continue as a desirable place to live and work, the City must continue to comprehensively address the public health and safety needs of its residents, businesses, institutions, and visitors. To achieve the vision of the general plan, this public safety element therefore sets forth proactive and coordinated programs to protect against foreseeable natural and human-caused hazards. As the policies and actions are progressively implemented, the City will be increasingly less impacted by hazards, and in the process, become more self-reliant, sustainable, and prosperous.
PUBLIC SAFETY
PS-2 | CORONA GENERAL PLAN 2020-2040
Scope of Element
California State law, specifically the Government Code § 65302(1), requires that each city prepare and adopt a safety element for the protection of the community from any unreasonable risks associated with a wide variety of natural and manmade hazards. This legislation encompasses a wide range of safety hazards commonly found in communities, including climate change hazards. This element addresses:
» Natural Hazards. Natural hazards include a range of seismic and geologic hazards, flooding hazards, wildland and urban fire hazards, and severe weather, most of which are caused by inclement weather or natural events. » Human-Caused Hazards. These include air pollution, hazardous materials, and aviation hazards that are caused by human activities. Other transportation- and public safety hazards are addressed in other elements of the general plan. » Emergency Response and Preparedness. This refers to the range of procedures, methods, protocols, and staff the City of Corona uses to response and prepare for emergencies and disasters, respond to them, and recover from them.
This public safety element is intended to: 1) recognize the local hazards associated with Corona’s environment, and 2) identify methods to manage these risks and protect people, property, infrastructure, and structures from harm.
Related Plans
Corona’s public safety element is implemented by various strategic plans that protect the community from individual hazards. Some of these plans are provided by the City; others are provided by other organizations.
» Police Department Strategic Plan. The Corona Police Department prepares an annual police strategic plan that contains an assessment of safety in Corona, staffing and resource allocation, and sets short and long-range goals for the future.
The plan is also used evaluate outcomes and progress to meet department goals. » Fire Department Strategic Plan. The Corona Fire Department prepares an annual fire department strategic plan that sets short and long-range goals for its operations, training, and other safety outcomes. These outcomes are based on best practice, periodic organizational reviews, and city needs. » Emergency Operations Plan. Corona’s EOP is intended to address the City’s planned response to extraordinary emergency situations associated with natural disasters, technological incidents, and national security emergencies. The plan addresses potential large-scale disasters requiring unusual emergency response. » Hazard Mitigation Plan (LHMP). Corona’s LHMP identifies hazards and establishes a plan to prepare for emergencies and prevent or mitigate potential impacts. The City Council adopted its 2017 LHMP, and this general plan references and is consistent with the goals, policies, and programs specified therein. » The LHMP for the City of Corona planning area was developed in accordance with the Disaster Mitigation Act of 2000 (DMA 2000) and followed Federal Emergency Management Agency (FEMA) 2011 Local Hazard Mitigation Plan guidance. The
PUBLIC SAFETY
CORONA GENERAL PLAN 2020-2040 | PS-3
LHMP incorporates a process where hazards are identified and profiled, the people and facilities at risk are analyzed, and mitigation actions are developed to reduce or eliminate risk. The implementation of these mitigation actions, which include both short-term and long-term strategies, involve planning, policy changes, programs, mitigation projects, and other activities. The County of Riverside Operational Area Multi-Jurisdictional LHMP can be found here. MJLHMP 8.7.23.pdf (rivcoready.org)
The next sections provide context for each safety hazard presented, followed by goals and policies to achieve the general plan vision.
SEISMIC AND GEOLOGIC HAZARDS
Corona’s location and underlying geology make it susceptible to seismic and geologic hazards. Corona is situated between two active fault zones—the Whittier-Elsinore Fault Zone and the San Jacinto Fault Zone. Other potentially active faults nearby include the San Jose, Cucamonga, Sierra Madre, Newport-Inglewood, and San Andreas. While the City has not experienced a major earthquake, it is prudent to plan for such to minimize potential damage to the community, injury, and loss of life. The primary seismic and geologic hazards in Corona are summarized below.
Seismic Hazards
Seismic activity has been known to cause ground displacement along a fault or within the general vicinity of a fault zone. Surface rupturing could damage or destroy infrastructure, pipelines, roads, and bridges. Much of the western portion of the city extending southeast through the SOI is within a fault zone. Two active surface faults— the Chino Fault and Glen Ivy segment of the Elsinore Fault—could produce earthquakes of 7M, causing surface ground ruptures. Areas with known surface rupture hazards are identified as Alquist Priolo Special Study Zones. Primary ground rupture can also be expected to spread out into secondary areas.
Ground shaking refers to the motion of the Earth’s surface from an earthquake. Ground shaking is responsible for the majority of damage from earthquakes and can damage or destroy buildings, structures, pipelines, and infrastructure. The intensity of shaking depends on the type of fault, distance to the epicenter, magnitude of the earthquake, and subsurface geology. The Elsinore Fault is the dominant active fault and is capable of producing a 6.8 to 7.0 M earthquake. The greatest severity of ground shaking would occur in central Corona, Temescal Valley, and northern Corona.
Liquefaction happens when strong ground shaking causes soils that are saturated with groundwater to lose strength and behave more like a liquid than a solid. Where liquefaction occurs, the ground may give way, causing damage or destroying structures, foundations, and infrastructure. Susceptibility to liquefaction depends on the strength and duration of ground shaking, soil characteristics, and depth to the groundwater. Loose, granular materials at depths of less than 50 feet, with silt or clay contents below 30 percent, and saturated by groundwater are most susceptible. Areas at moderate-to-high risk run the entire length of Corona in areas north of SR-91.