SOUTH CENTRAL FRESNO AB 617
COMMUNITY TRUCK REROUTE STUDY
Submitted by Arcadis
in partnership with Katherine Padilla & Associates
July 2024
Final Plan
EXECUTIVE SUMMARY 5
1 INTRODUCTION & BACKGROUND 9
1.1 Past Efforts 9
1.2 Study Area 10
2 STAKEHOLDER ENGAGEMENT 11
2.1 Demographic Conditions 11
2.2 Transportation Conditions 11
2.3 Land Use Conditions 17
2.4 Relevant Planning Documents & Projects 18
3 COMMUNITY ENGAGEMENT 19
3.1 ENGAGEMENT APPROACH 19
3.2 COMMUNITY ADVISORY GROUP (CAG) AND
TECHNICAL STEERING COMMITTEE (TSC) MEETINGS 20
3.3 COMMUNITY OUTREACH: EXISTING CONDITIONS PHASE 22
3.3.1 Group Stakeholder Interviews and Community Survey 22
3.3.2 Pop-Up Events 23
3.4 COMMUNITY OUTREACH: DRAFT STRATEGIES PHASE 24
3.4.1 Community Survey 24
3.4.2 Community Meetings 25
3.5 Digital Outreach 26
4 BEST PRACTICES 27
4.1 SAFETY AND GEOMETRIC ROADWAY IMPROVEMENTS 27
4.1.1 Turning Radii 27
4.1.2 Lane Width 28
4.1.3 Sight Distance 29
4.1.4 Access Management 29
4.1.5 Traffic Contol 31
4.1.6 Traffic Calming Measures 32
4.1.7 Parking & Loading 34
4.1.8 Signage, Wayfinding, and Navigation 35
4.2 ENVIRONMENTAL IMPACT REDUCTION 36
4.2.1 Emsissions & Noise Reductions 36
4.2.2 Infrastructure Capacity 36
4.2.3 Compliance & Enforcement 37
Table of Contents
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) 5 STRATEGIES 38
5.1 STRATEGY TOOLKIT 38
5.1.1 Truck Bypass Restriction Zones 39
5.2 STRATEGY LIST 42
5.3 STRATEGY MAP 44
5.4 PROPOSED 2024 CITY OF FRESNO DESIGNATED TRUCK ROUTE MAP 50
5.5 NON-INFRASTRUCTURE STRATEGIES 56
6 IMPLEMENTATION 58
6.1 Policy Strategies 58
6.2 FUNDING 59
6.3 PRIORITIZATION FRAMEWORK 67
6.4 NEXT STEPS 68
A APPENDIX
A: STRATEGIES AND FUNDING CATEGORIES
B: PRIORITIZATION MATRIX OF PROPOSED STRATEGIES
Figures
Figure ES.1: South Central Fresno Community Study area 5 Figure 1.1: South Central Fresno Community Study area 10 Figure 2.1: City Of Fresno Designated Truck Routes (2005) 12 Figure 2.2: City Of Fresno Designated Truck Routes (2005) – Northeast Quadrant 13 Figure 2.3: City Of Fresno Designated Truck Routes (2005) – Northwest Quadrant 14 Figure 2.4: City Of Fresno Designated Truck Routes (2005) – Southwest Quadrant 15 Figure 2.5: City Of Fresno Designated Truck Routes (2005) – Southeast Quadrantt 16 Figure 2.6: Existing Land Use 17
Figure 3.1: Engagement Activities 19
Figure 3.2: Streets Where Residents Experience Higher Truck Noise and Emissions 22 Figure 3.3: Pop-up Event Photos 23
Figure 3.4: Maptionnaire Survey Results 24
Figure 3.5: Community Meeting at Malaga Community Center 25 Figure 3.6: Sample Social Media Post 26
Figure 4.1: Illustration of truck offtracking (left) and swept width (right) during a turning maneuver 28 Figure 4.2: Dividers Restricting Turns 30
Figure 4.3: Clearance Bar 30
Figure 4.4: Signs Restricting Truck Access (source: 2014 California Manual of Uniform Traffic Control Devices 31 Figure 4.5: Traffic Control Stop Sign 31
Figure 4.6: Speed Hump 32
Figure 4.7: Roundabout 33
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Figure 4.8: Chicane 33
Figure 4.9: Examples of Truck Route Access 37
Figure 5.1: Proposed Truck Bypass Restriction Zones” 40 Figure 5.2: Strategy Locations Maps 44
Figure 5.3: Proposed Strategies 45
Figure 5.4: Proposed Strategies – Northeast Quadrant 46 Figure 5.5: Proposed Strategies – Northwest Quadrant 47 Figure 5.6: Proposed Strategies – Southwest Quadrant 48 Figure 5.7: Proposed Strategies – Southeast Quadrant 49 Figure 5.8: Proposed 2024 City of Fresno Designated Truck Route Map 50 Figure 5.9: Proposed 2024 City of Fresno Designated Truck Route Map – Northeast Quadrant 51 Figure 5.10: Proposed 2024 City of Fresno Designated Truck Route Map – Northwest Quadrant 52 Figure 5.11: Proposed 2024 City of Fresno Designated Truck Route Map – Southwest Quadrant 51 Figure 5.12: Proposed 2024 City of Fresno Designated Truck Route Map – Southeast Quadrant 53 Figure 6.1: Recommended Funding Strategies 60
Figure 6.2: Example Strategies Evaluation Scores 68
Tables
Table 3.1: CAG and TSC Roles and Responsibilities 20
Table 3.2: CAG and TSC Meeting Summaries 21
Table 4.1: Minimum Turning Radii of Design Vehicles 27
Table 5.1: Strategy Descriptions and Sources 38
Table 5.2: Truck Reroute Strategies Summary 42
Table 5.3: Improvement Strategy by Grant Funding Category 43 Table 5.4: 2024 City of Fresno Proposed Truck Route List 55 Table 6.1: Evaluation Criteria Summary 67
Table 6.2: Evaluation Criteria Scoring Summary 67
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Executive Summary
PLAN OVERVIEW
In 2022, the City of Fresno, partnered with the San Joaquin Valley Air Pollution Control District, began the South Central Fresno AB 617 Community Truck Reroute Study (hereafter “Truck Reroute Study”) to identify, analyze, and evaluate potential strategies that could abate the two types of truck impacts experienced by communities in South Central Fresno:
1. Freight truck emissions causing air pollution
2. Non-emissions impacts such as noise, traffic crashes, congestion, pedestrian and bicyclist conflicts, and excess wear and tear on local roadways.
In the same year, the City also commissioned the UC Merced Community and Labor Center to conduct a Health Impact Assessment to assess the impact of air pollution on health outcomes citywide and explore residents’ health needs. The results of this study were intended to inform the Truck Reroute Study.
The objective of the Truck Reroute Study is to decrease truck impacts and improve community safety in South Central Fresno while maintaining, or increasing, goods movement productivity.
Figure ES.1: South Central Fresno Community Study Area
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
EXISTING CONDITIONS FINDINGS
Community conditions:
Sociodemographic indicators can provide insight regarding not only who lives in the study area, but also who is experiencing a disproportionate burden of truck impacts based on where they live. • Population and Employment: As of the 2020 Census, South Central Fresno is home to approximately 122,547 residents. This is a slight decrease of 1.7% from the 2010 Census, as opposed to a city-wide increase of 8.7% during the same time. Approximately 85.3% of all employed residents work primarily in the service, sales, construction, and transportation industries.
• Low-Income Households and Housing Cost Burden: The median household income in South Central Fresno is approximately $35,000, compared to a city-wide median of $53,000. Cost-burdened households spending more than 50% of their income on housing costs was also higher at 29.4%, compared with a city-wide average of 20.9%.
Households experience housing cost burden are often most affected by freight traffic and emissions as they are often located along high traffic volume corridors.
• Communities of Color: 70.7% of South Central Fresno residents identify as Hispanic or Latino, while Non-Hispanic Asian alone residents comprise 8.9% of the population, and Black or African-American residents comprise 8.17%.
Negative environmental impacts and poor air quality is historically most prominent in communities of color. • High Particulate Matter Concentrations: Census tracts in South Central Fresno have some of the highest concentrations of particulate matter in the state, with all tracts scoring above the 90th percentile. Particulate matter is a by-product of transportation vehicle emissions, as well as industrial combustion processes. It is associated with a high risk of asthma and cardiovascular disease.
• Disproprortionate Health Outcomes: The UC Merced Health Assessment found that asthma rates, pre-term birth, and infant mortality outcomes were significantly higher in South Central Fresno as compared to the rest of the City.
Two in five residents reported having at least one chronic health condition. These conditions were higher among residents who reported having less education, less income, or being a person of color. • Effects of Proximity to Pollution Sources: Residents who live less than 1000 feet from air pollution sources, including freeways, truck routes, or major roads, experienced a higher prevalence of chronic health conditions, such as pre-term birth and infant mortality risks.
Transportation conditions:
• Currently, commercial vehicles exceeding 12,000 pounds in the City of Fresno are allowed to travel on the 328-mile network of designated truck routes that was adopted by the City of Fresno in 2005. In South Central Fresno, there are a total of 127 miles of designated truck routes.
• South Central Fresno has a high concentration of truck-generating uses, including manufacturing, warehousing, logistics businesses, and vacant sites for future development. In addition to SR 99, SR 41, and SR 180, portions of Cesar Chavez Boulevard, Church, Jensen, West, Walnut, and Elm Avenues are important corridors for truck travel and experience high volumes of traffic.
• Areas surrounding SR 99, and the interchange of SR 41 and SR 180, generate the greatest number of vehicle miles traveled. Higher levels of vehicle miles traveled translate to a higher level of greenhouse gas emissions, which is correlated with adverse health effects.
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
STAKEHOLDER AND COMMUNITY ENGAGEMENT
The project team conducted a robust stakeholder and community engagement strategy to gather feedback from technical experts and community members who live and work in the South Central Fresno AB 617 community and experience impacts from truck travel every day. Project Advisory Groups were established to provide critical input at project milestones. Multilingual community engagement was conducted in the form of pop-up events, surveys, community meetings, and digital outreach.
Key concerns from community members included negative health impacts and transportation safety issues from truck travel in the highly industrialized study area, as well as the need for businesses to maintain access to the various industrial sites and truck-generating uses for goods movement.
DEVELOPING RECOMMENDATIONS
The five key considerations below determined the feasible reroute strategies that the study could recommend.
Community
Advice & Feedback
Best Practices
Existing Conditions/
Physical Constraints/
Funding
Health
Assessment
Goods & Produce
Movement
Feasible
Reroute
Strategies
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
RECOMMENDATIONS
Infrastructure Strategy Recommendations
• Removal of approximately 43 miles of existing truck routes, mapped and listed in Section 5 – Includes removal of truck routes that are currently within 1000 ft of residential areas and near other sensitive receptors where possible, while providing alternative routes as needed • Approximately 3.6 miles of designated truck reroutes are proposed as additions along Cesar Chavez Boulevard, West Avenue, H Street, Fresno Street, E Street, and Central Avenue to provide alternative connections • Thirteen (13) (covering 16 square miles) Truck Bypass Restriction Zones designated to remove bypass travel for heavy-duty trucks along local roadways near sensitive receptors, such as residential areas and schools. – Includes 4.75 of the 7.3 square miles (65%) of residential areas in South Central Fresno • One hundred thirty-eight (138) improvements to make walking, biking, and rolling (for people using strollers, wheelchairs and walkers) safer, easier and less stressful, such as new sidewalks, crosswalks, and bike lanes. • Thirty-two (32) or over 36 miles of roadway and highway improvements such as traffic-calming, roadway repaving, and roadway reconfigurations.
• Forty-one (41) truck-focused signage and signalization improvements.
Non-Infrastructure Strategy Recommendations
• Education, technology, and enforcement strategies to address non-infrastructure issues and assist in implementing new strategies such as Truck Bypass Restriction Zones.
NEXT STEPS
As this is a planning study, the plan provides implementation strategies, including a prioritized list of the recommended strategies, with policy considerations and funding opportunities for implementation. The intent of this document is to serve as a planning-level analysis and guide for the City with which to evaluate and determine the feasibility of implementing the study’s recommendations.
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) 1 Introduction & Background
The City of Fresno and the San Joaquin Valley Air Pollution Control District (SJVAPCD) are seeking to develop innovative and implementable mobility solutions and strategies to support the South Central Fresno community. There is a significant industrial presence operating in the central and south portions of the Fresno community, which includes a fossil fuel electric power generation facility along with several other industrial sources. Industrial uses in the South Central Fresno community have created a high cumulative air pollution exposure burden. This has in turn impacted a considerable number of census tracts that have been designated as disadvantaged communities, as well as sensitive locations including schools, community centers, and hospitals.
The community was prioritized by the San Joaquin Valley’s Assembly Bill (AB) 617 Community Steering Committee (CSC). The San Joaquin Valley has been the focus of numerous air quality studies which lay the necessary foundation for the development of an emissions reduction program in this urban community. The community also has high asthma rates and cardiovascular disease impacts, along with high rates of poverty, unemployment, and limited English- speaking households.
The Truck Reroute Study identifies, analyzes, and evaluates potential strategies that freight impacted communities in the AB 617 area might take in cooperation with the City of Fresno to abate truck impacts, including:
• Mobile source emission impacts, such as air pollution • Non-emission impacts, such as noise, polluted runoff, traffic congestion, active transportation conflicts, residential and school impacts, and excess wear for local pavements and bridges.
In parallel to the Truck Reroute Study, the City also commissioned the UC Merced Community and Labor Center to conduct a Health Impact Assessment (HIA) to assess the impact of air pollution on health outcomes citywide and explore residents’ health needs. The results of the HIA were intended to inform the Truck Reroute Study.
The overall study has determined reroute strategies for heavy-duty trucks travelling within the community to reduce the negative effects of excess truck traffic for South Central Fresno community residents.
1.1 PAST EFFORTS
The California Air Resources Board (CARB) has been a leader in legislative action to promote and protect public health, welfare, and ecological resources through effective reduction of air pollutants. Legislative and regulatory efforts by the State of California have helped advance technology that reduces the emissions of diesel combustion engines over the past several decades. The Truck and Bus Regulation, in effect since 2008, requires heavy-duty diesel vehicles to reduce toxic air contaminants (TACs) emissions from their exhaust. In the latest installment of the regulation, all trucks and buses will be required to have 2010 or newer model year engines to further reduce particulate matter and NOx emissions.
Other CARB efforts include the Advanced Clean Fleets regulation (adopted in April 2023), a part of a broader strategy to deploy medium- and heavy-duty zero-emission vehicles (ZEV) everywhere feasible. This Advanced Clean Fleets regulation mandates that manufacturers can only sell zero-emission medium-and heavy-duty vehicles starting in 2036.
Additionally, the regulation includes a one-time reporting requirement for large entities and fleets. Emission reductions regulations will continue to expand over the next decade due to various regulations and legislative efforts. | 9
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
1.2 STUDY AREA
The South Central Fresno community is located in the southernmost portion of the City of Fresno and is approximately 29 square miles. The study area encompasses Downtown Fresno and 1,208 acres in unincorporated Fresno County, including the communities of Calwa and Malaga (Figure 1.1). The South Central Fresno community is also an AB 617 community, which is recognized by the California Air Resources Board as an environmental justice community that is severely impacted by air pollution. Poor air quality in South Central Fresno is largely attributed to high traffic volumes and freight traffic traveling along several highways. The community is traversed by State Routes (SR) 99, 41, and 180. SR 99 runs diagonally across the study area, while SR 41 runs north-south and SR 180 runs east-west through the community.
Figure 1.1: South Central Fresno Community Study Area
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) 2 Existing Conditions
To set a baseline for the study, the technical team evaluated existing conditions that are relevant to truck rerouting.
The subsections below contain general descriptions of the demographics, transportation infrastructure, and land uses found in the study area.
2.1 DEMOGRAPHIC CONDITIONS
The South Central Fresno AB 617 Community is home to approximately 122,500 residents (2020 U.S. Census), which is approximately 22.5% of the total population of the City of Fresno. The population in the South Central community has faced a slight decline of 1.7% since 2010, whereas the City of Fresno has experienced an 8.7% population growth over the same period. The decline in population can be attributed to the heavy industrial sector located in the area.
Population density is highest in Downtown Fresno, as well as in the Roosevelt community located just south of SR 180 and east of SR 41.
South Central Fresno has a labor force participation rate (55.6%) lower than that of the overall City of Fresno (61.5%), as well as a higher unemployment rate (12.8%) compared to the city-wide average (9.5%). The most common jobs within the study area are healthcare/social assistance, manufacturing, transportation/warehousing, and wholesale trade.
These jobs match the existing land use character within the area, which features zones for light and heavy industrial and agricultural uses. The majority of residential land use within the study area is characterized as medium density.
The median household income is approximately $35,000 compared to the citywide median of $53,000. Within the community, renter occupied households have a median income of $28,300, while owner-occupied households have a median household income of $57,500. Over 50% of households experience housing burden (defined as a percent threshold of income spent on housing), and approximately 37.5% of households receive nutrition assistance.
Fresno is the third largest city in the United States for cities with a majority Hispanic population. Within South Central Fresno, 70.7% of its residents identify as Hispanic. In South Central Fresno, 17.8% of residents identify as linguistically isolated, defined as speaking English either “not well” or “not at all.” All tracts within the AB 617 community identify in the top 90th percentile statewide in annual mean particulate matter (PM) 2.5 concentration, with most tracts ranking in the top 95th percentile statewide. Particulate matter is a by-product of emissions from transportation vehicles, including freight vehicles, as well as industrial processes, especially those that involve combustion. High particulate matter is associated with higher risks of asthma and cardiovascular disease.
The South Central Fresno community has an age-adjusted emergency department visit rate of 116 per 10,000 for asthma and 19 per 10,000 for cardiovascular disease.
2.2 TRANSPORTATION CONDITIONS
The South Central Fresno area is a regional hub for goods movement and the freight industry for the Central Valley Region, given its proximity to rail and highways. SR 99, 41, and 180 are all truck routes identified on the City of Fresno’s Designated Truck Routes Map (2005). In addition to these routes, other existing truck routes running north-south through this community include Elm Avenue, East Avenue, Cedar Avenue, and Walnut Avenue. Existing east-west truck routes running through the study area include Cesar Chavez Boulevard (formerly California Avenue, Ventura Street, and Kings Canyon Boulevard), Jensen Avenue, North Avenue, and Golden State Boulevard. There are also several shorter segments identified as County-permitted routes and future truck routes. Transit is limited in this portion of the City, with only three Fresno Area Express (FAX) routes operating in this area, including routes 32, 34, and 38. Route 32 only operates during the week and route 38 provides 15-minute headways during weekdays.
In addition to providing access for goods movement and freight vehicles, SR 99 and these designated truck corridors are utilized as an alternative to I-5 for regional passenger travel. The addition of passenger travel on these corridors | 11
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) combined with limited multimodal access within South Central Fresno contributes to significant traffic congestion. This leads to delays for freight delivery schedules, commuters arriving to work late, and an accumulation of greenhouse gas (GHG) emissions from freight and passenger vehicles idling in traffic. Additionally, heavy truck volumes within South Central Fresno can impair the community’s character for residents, creating unsafe bicyclist and pedestrian conditions, and poor air quality conditions for residents living along truck routes.
The Caltrans California Truck Network for State highways is the official source for legal truck access routes in the State.
State Route 99 through Fresno is identified as a Surface Transportation Assistance Act (STAA) National Network facility.
Other highways in Fresno, including State Routes 180, 41, and 168 are identified as Terminal Access routes through greater Fresno.
The City of Fresno’s Designated Truck Routes (adopted in 2005) identifies the routes on which commercial vehicles exceeding 12,000 pounds are permitted to travel. Within the study area, portions of Cesar Chavez Boulevard, as well as Church, Jensen, West, Walnut, and Elm Avenues, among other streets, are listed as truck routes. Figures 2.1-2.5 show the City of Fresno’s 2005 designated truck routes map for the study area.
Figure 2.1: City Of Fresno Designated Truck Routes (2005) | 12
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Figure 2.2: City Of Fresno Designated Truck Routes (2005) – Northeast Quadrant | 13
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Figure 2.3: City Of Fresno Designated Truck Routes (2005) – Northwest Quadrant | 14
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Figure 2.4: City Of Fresno Designated Truck Routes (2005) – Southwest Quadrant
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Figure 2.5: City Of Fresno Designated Truck Routes (2005) – Southeast Quadrant
The County of Fresno is built on a “farm-to-market” highway system, linking cities and unincorporated communities together though rural and suburban roadways. Critical freight, agricultural, and resource product movement take place not only on State Highways, but on these rural connectors. The 2013 San Joaquin Valley Interregional Goods Movement Study states that 90% of freight exports and imports into the San Joaquin Valley are by truck, and these volumes are anticipated to increase to 93% by 2040. An increase in truck movements will likely contribute to the deterioration of roadway surfaces, especially on connector roadways.
The 2018 California Statewide Local Streets and Roads Needs Assessment Report notes that the average weighted Pavement Condition Index (PCI) in the South Central region is within 50-60, placing the roadways “at higher risk,” just above the condition of “poor”. Many arterials and collector streets in the South Central Fresno community experience fatigue and transverse cracking, and have been rated under 50 within the “poor” category. | 16
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
2.3 LAND USE CONDITIONS
The study area includes a range of existing manufacturing, warehousing, logistics businesses, and vacant sites. Notably, most light and heavy industrial uses that are often major producers of truck demand are located along SR 99, SR 41, and SR 180. As illustrated in the figure below, these uses are bordered by mostly residential uses, as well as agricultural uses in the southern portion of the study area. The heavy influence of industrial land uses has influenced both the quantity and location of truck routes in the South Central Fresno community. Many of these industrial land uses are located in the southwestern and southeastern quadrants of the study area. Many of the businesses located in this area require frequent truck visits both for picking up and delivering goods and materials. The California Vehicle Code (CVC) prohibits local authorities from restricting truck routes that allow them to access businesses in this area. More specifically, CVC 35701, 35702, 35703, 35712, 35714 state that restrictions to truck access cannot impede truck access to state highways or from making pick-ups or deliveries. These regulations inform the alternative strategies discussed later in this report, including Truck Bypass Restriction Zones and proposed truck re-routes. These alternative strategies aim to regulate truck activity in areas where residential areas are collocated with industrial land uses, without impeding the needs of businesses.
Figure 2.6: Existing Land Use
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
2.4 RELEVANT PLANNING DOCUMENTS & PROJECTS
As part of gaining an in-depth understanding of the South Central Fresno community, the project team reviewed a total of 32 planning documents relevant to the study area. Documents reviewed for this project discussed a broad variety of topics from a comprehensive list of agencies, including the California Department of Transportation (Caltrans), the City of Fresno, Fresno County, Fresno Council of Governments (Fresno COG), and UC Merced. Topics discussed in the plans are summarized in the Existing Conditions report and were related to regional travel patterns, environmental and air quality conditions, land use and development, transit, and active transportation.
Fresno Community Environmental Health Impact Assessment (UC Merced Community and Labor Center, April 2024) In addition to reviewing documents related to past and ongoing planning efforts, the project team coordinated with the UC Merced Community and Labor Center during the development of the HIA and reviewed the study, which was published in April 2024. The study found that asthma rates, pre-term birth, and infant mortality outcomes were significantly higher in South Central Fresno as compared to the rest of the City. These conditions were higher among residents who reported having less education, less income, or being a person of color. Residents who live less than 1000 feet from air pollution sources, including freeways, truck routes, or major roads, experienced a higher prevalence of chronic health conditions, such as pre-term birth and infant mortality risks.
When surveyed as part of the HIA, residents expressed high concerns regarding environmental issues such as poor street conditions, air quality, and climate change. 43% of residents reported having at least one chronic health condition, and about 25% of reproductive-aged women reported having experienced an adverse pregnancy outcome such as miscarriage, stillbirth, infant death, or birth defects. A significant portion of the population also reported an inability to rest or work effectively because of heat, air pollution, or truck traffic noise.
As a result, the HIA included recommendations to be considered for the Truck Reroute Study:
1. The South Central Fresno AB 617 Community Truck Reroute Study should propose options that minimize, to the greatest degree possible, truck routes and traffic within 1,000 feet of residential areas. A more conservative buffer should be considered, given that residents within the South Central Fresno AB 617 Community and communities of color bear higher health risks for the same exposures to pollution.
2. Implement season-specific strategies to mitigate truck emissions. Acute exposure was shown to have significant health impacts.
3. The use of zero-emission commercial trucks is also recommended to reduce population exposures to air pollution.
The recommendations from the HIA were incorporated into the Truck Reroute Study’s process for selecting routes to propose for removal or reroute, the development of Truck Bypass Restriction Zones, and the development of non- infrastructure strategies to abate truck impacts, which are all discussed in Section 5. | 18
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) 3 Community Engagement
During development of the Truck Reroute Study, the City of Fresno provided community members and stakeholders with multiple opportunities and avenues to participate in the planning process and provide input that would be incorporated into the plan. This section highlights the strategies used to engage with community members and stakeholders across South Central Fresno and summarizes the input received from participants. As the study’s objective is to abate truck travel impacts on South Central Fresno residents, input from residents was critical in influencing the study’s recommendations.
3.1 ENGAGEMENT APPROACH
Conducting community engagement across the study area requires the use of a variety of strategies to reach stakeholders from a variety of communities, backgrounds, and abilities to participate. To achieve this objective, an Outreach and Engagement Plan was developed to detail the various in-person and online elements of the project’s engagement. The Plan included a strategic stakeholder analysis to identify key stakeholders and how to best engage each stakeholder, with input from the AB 617 Community Steering Committee.
The strategies implemented throughout the study are listed below and summarized in the figure that follows:
• Formation of a Community Advisory Group (CAG), consisting of community member and local stakeholder representatives
• Formation of a Technical Steering Committee (TSC), consisting of relevant agency representatives • Multilingual online and paper surveys
• Group stakeholder interviews
• Pop-up events and community meetings
• Digital outreach via the project web page, e-blasts, social media, and a project-specific email address for public comment submittalHosting project milestone documents on the project web page for public review and providing hardcopies at public venues, such as libraries and community centers Figure 3.1: Engagement Activities
Database created to
facilitate on-going
communication
Reviewed by AB 617
subcommittee, approved
by City
Outreach &
Engagement Plan
Technical Steering
Committee (TSC)
Online Survey &
Translation
Stakeholder
Analysis
Community
Advisory Group
(CAG)
Community-Wide
Pop-Up Events
Distribute surveys to gain
additional insight
Group Stakeholder
Interviews (in-person and
virtual) + pop-up booths/
interactive displays
Six meetings each, review
and provide input into all
project milestones and
deliverables (virtual)
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) The variety of engagement tactics and activities offered throughout the development of the Truck Reroute Study was intended to not only broaden the reach of the engagement effort across the study area, but to also provide stakeholders with a range of avenues and opportunities to engage with the planning process designed to fit varying schedules and abilities to participate. Several points of contact and feedback loops were offered at every project milestone to solicit feedback from stakeholders. Project team members recorded both general and detailed concerns throughout the entire study process to ensure that input was built upon over time and incorporated into the study recommendations, regardless of when the input was received.
3.2 COMMUNITY ADVISORY GROUP (CAG) AND TECHNICAL STEERING
COMMITTEE (TSC) MEETINGS
With input from the AB 617 Community Steering Committee, two groups were formed to meet with the project team virtually six times throughout the duration of the project, aligning with project milestones. The Community Advisory Group was comprised of people who live or work within the AB 617 community. The goal was to have a diverse group who will provide input and be representative of the various voices throughout the study area. The Technical Steering Committee was comprised of staff from relevant agencies who could serve as peer advisors to the technical team, advising on technical considerations and design standards as needed, related projects planned or currently underway, and the feasibility of policies and recommendations. The groups and their roles are described in the table below.
Table 3.1: CAG and TSC Roles and Responsibilities
GROUP MEMBERS ROLE
Community Advisory
Group (CAG)
AB 617 CSC Sub-Committee Members,
Businesses, Community-Based Organizations,
Residents, and School District Representatives
• Represent the views of the community
• Provide on-the-ground input and feedback
• Project champions
• Balance technical issues and community values
Technical Steering
Committee (TSC)
Fresno County, Fresno Council of Governments,
Caltrans, City Department of Public Works,
SJVAPCD, UC Merced
• Peer reviewers and advisors on technical items
• Provide critical input regarding issues, concerns,
and feasibility
While most meetings were scheduled separately to accommodate group member schedules, the content presented to each group was the same, with specific asks customized to the group members’ expertise. The content and key takeaways from each meeting are summarized below.
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Table 3.2: CAG and TSC Meeting Summaries
MEETING
#
CAG MEETING
DATE
TSC MEETING
DATE KEY TAKEAWAYS
1 March 23, 2023 February 21, 2023
• The project team introduced the study background, description of key milestones, project schedule, and the roles of the CAG and TSC at both meetings. The TSC was intended to provide technical expertise on recommendations brought by the CAG and project team.
• CAG members provided recommendations for distribution of the first community survey and general project outreach.
• The TSC was advised that a formal data request for the existing conditions analysis would follow the meeting.
2 June 1, 2023 May 23, 2023
• The project team provided an outline of the Existing Conditions report, highlighted key findings, and presented the results of the first community survey.
• Following the meetings, CAG and TSC members received a copy of the Existing Conditions report for review and comment.
3 July 19, 2023 July 18, 2023
• The project team discussed the 250 comments received on the Existing Conditions report with the CAG and TSC, including feedback on technical analyses, the community engagement process, and updates on current studies and projects in the study area,
• The project team also presented the outline for the Best Practices report and solicited input from the groups.
4 August 24, 2023 August 22, 2023
• The project team presented the findings from the Best Practices report and case studies to consider for the City of Fresno.
• UC Merced presented preliminary findings from their ongoing health assessment study.
• The CAG provided recommendations for pop-up event locations. • Following the meetings, CAG and TSC members received a copy of the Best Practices report for review and comment.
5 November 16, 2023
(held as a joint meeting)
• The project team summarized outreach findings from the existing conditions phase and presented an overview of the draft strategies being developed for the recommendations report and solicited input from the group.
• Following the meeting, the project team provided a link to the community survey regarding the draft strategies.
6 May 9, 2024 May 8, 2024
• The project team provided a preview of the Draft Truck Routing and Implementation Strategies report in advance of public release and solicited feedback from both groups.
• Additional community meeting dates to present the report and the UC Merced Health Impact Assessment findings were announced, along with a timeline for public review.
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
3.3 COMMUNITY OUTREACH: EXISTING CONDITIONS PHASE
Community outreach was designed to align with two main phases of the project. The first was the Existing Conditions phase, where the project team sought to understand the community issues that currently exist in the study area to complement the technical analysis described in Section 1 of this report. As a part of this phase, the team distributed a survey, interviewed stakeholders, and held pop-up booths at events in the community to engage residents.
3.3.1 GROUP STAKEHOLDER INTERVIEWS AND COMMUNITY SURVEY The outreach team held one-hour stakeholder interviews with seven people in March 2023 to gather opinions related to the existing conditions analysis. They were promoted through email blasts, the CAG, the City’s website, and through the City’s channels of information. The interviews were held on a Friday and Saturday at locally accessible locations.
As turnout was low, the team distributed a survey in English, Spanish, and Hmong to solicit input on issues regarding truck travel that residents experience in the study area. The survey was promoted again through email blasts, the City’s website and social media channels, the CAG, and distribution at community centers, council district-sponsored meetings, community meetings. The survey was available between March 13 and April 25, 2023. 60 respondents completed the survey, identifying where they lived or worked, which streets felt the least safe to travel along, what conditions make streets feel unsafe, how air and noise pollution impacts respondents, how truck driver behavior impacts respondents’ daily lives, and what kinds of improvements respondents would like to see be made. Results were mapped to illustrate residents’ areas of concern – as an example, streets where respondents experience heightened noise and heavier fumes from truck traffic are shown in the figure below. The most frequently mentioned streets included North Avenue, Jensen Avenue, Cedar Avenue, California Avenue (now Cesar Chavez Boulevard), Elm Avenue, Golden State Boulevard, SR 99, and Church Avenue. These streets are all existing truck routes.
Figure 3.2: Streets Where Residents Experience Higher Truck Noise and Emissions | 22
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
3.3.2 POP-UP EVENTS
To expand outreach following the completion of the Existing Conditions report, pop-up events were held in September and October 2023 at the City’s Fiestas Patrias event and Trunk or Treat at Maxie L. Parks Community Center.
Participants were asked to confirm or add areas of concern identified from the first community survey and existing conditions analysis. They were also asked to specify treatments they wanted to see, based on their concerns with truck travel in the study area. Between the two events, there were a total of over 600 interactions with the project team.
Figure 3.3: Pop-up Event Photos
Key feedback themes heard from participants included:
• Pedestrian and bicyclist safety issues
– Missing sidewalks and crosswalks near important destinations – Insufficient separation between trucks and other users – Lack of bike lanes
– Queueing at freeway onramps causing unsafe conditions • Truck behavior issues
– Trucks drive at unsafe speeds and don’t observe signs, especially near schools – Idling due to unsynchronized traffic signals
• Roadway infrastructure issues
– Damaged street surfaces, potholes
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
3.4 COMMUNITY OUTREACH: DRAFT STRATEGIES PHASE
The second phase of the project was the Draft Strategies Phase, where the team solicited feedback on in-progress draft strategies and recommendations that were developed to address the issues identified during the Existing Conditions phase. As a part of this phase, the project team distributed a survey and held in-person and virtual community meetings.
3.4.1 COMMUNITY SURVEY
An online survey was distributed in November 2023 after the first round of draft strategies were developed. The survey was hosted on the Maptionnaire platform in order to provide residents with an interactive map experience and was available in English, Spanish, and Hmong. Respondents were asked to view the strategies and their locations, prioritize strategies, express concern with a strategy, or add a strategy. There were a total of 256 visitors to the survey, 85 completed surveys, and 468 individual votes, comments, and additions to the strategies map.
Figure 3.4: Maptionnaire Survey Results
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
3.4.2 COMMUNITY MEETINGS
To address concerns from the community regarding online accessibility to the survey, time restraints due to the holiday season, and lack of responses from the south and southeast part of the study area, the project team held additional community meetings.
January 2024
The first community meeting was held in person at the Malaga Community Center in January 2024 to address the abovementioned concerns heard after the online survey. It also allowed the team to present findings from the UC Merced Health Impact Assessment as they were available to be integrated into the study at that time.
Figure 3.5: Community Meeting at Malaga Community Center 29 community members attended the meeting, and
truck travel impact concerns included:
• Impact of High Speed Rail on truck circulation
• Congestion on Central Avenue and Golden State
Boulevard, around schools on Front Street
• Concerns about industrial sites and truck parking next to schools and residential areas
• Car accidents on American Avenue and North Street
• High speeds of truck driving near Orange Center
Elementary
• Truck routes on Jensen Avenue and Church Avenue
should be removed
• Integrating the HIA results into the Truck Reroute
Study
May 2024
Following the revision of the draft strategies, the project team developed the Draft Rerouting and Implementation Strategies report and released it to the public for a 30-day comment period from May 10 - June 10, 2024. The team added three community meetings to present the Draft Truck Rerouting and Implementation Strategies report in person and virtually during the public comment period and conducted another revision of the strategies. Key comments received by attendees during each meeting are summarized below. Comments received during the public comment period were recorded for incorporation into the Final Plan.
MEETING
# DATE LOCATION KEY TAKEAWAYS
1 May 16, 2024 Virtual • Concern about truck route access for businesses along Elm Avenue 2 May 21, 2024
Maxie L. Parks
Community
Center
• Effective enforcement of Truck Bypass Restriction Zones will be a challenge • Planning studies focusing on land use should be coordinated with the Truck Reroute Study recommendations
• The Kinder Morgan Fresno Terminal is an important fueling station for trucks, so Central Avenue should be designated or maintained as a truck route 3 May 22, 2024
Ted C. Wills
Community
Center
• Olive Avenue does not have space for bike lanes due to traffic and parking • Concern about impacts from High Speed Rail, Tower District lane reduction, bike lanes, bottle necks in Downtown, Palm, and Belmont • Desire for mailers to notify residents of planning studies | 25
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
3.5 DIGITAL OUTREACH
Flyers, email blasts, social media messages, and press releases were produced and distributed for all outreach activities. The City of Fresno set up a project webpage on their website to provide information on the study, host report documents for public review, recordings of the CAG/TSC meetings, and advertise upcoming pop-up events and community meetings.
Across social media platforms (Facebook, Instagram, Twitter, Nextdoor, LinkedIn), Truck Reroute Study content was displayed over 21,000 times, and there were over 260 likes, comments, shares, and saves. On Facebook only, over 10,000 people saw the study’s content.
Figure 3.6: Sample Social Media Post
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) 4 Best Practices
The South Central Fresno community can benefit from implementation of truck rerouting and roadway modification best practices that were reviewed to inform this study’s recommendations. This section covers best practices in safety improvement and environmental impact reduction that were informed by subject matters experts as well as case study reviews of improvements done in communities like Fresno.
4.1 SAFETY AND GEOMETRIC ROADWAY IMPROVEMENTS
Safety improvements for truck drivers and other transportation users—especially pedestrians and bicyclists—were a key part of the best practices review. Safety improvements can come in the form of geometric improvements to the roadway (such as turning radii, lane widths, and site distances), parking and loading improvements, and signage and wayfinding.
4.1.1 TURNING RADII
The turning radius of a truck defines the minimum dimensions or radius of available space required to make a turn, such as left-turns, right-turns, and U-turns. Establishing minimum turning radii on roadways and intersections is a tool often utilized to minimize the conflict of truck traffic with automobiles, bicyclists, and pedestrians on designated routes.
The Design and Access Management Guidelines for Truck Routes: Planning and Design Guide (2020) establishes the minimum turning radii of design vehicles, shown in Table 4.1 below.
Table 4.1: Minimum Turning Radii of Design Vehicles
Design Vehicle Type Single-Unit Truck
Single-Unit Truck
(Three Axle) Articulated Bus
Intermediate
Semitrailer
Symbol SU-30 SU-40 A-BUS WB-40
Minimum Design Turning Radius (ft) 41.8 51.2 39.4 39.9
Centerlinea Turning Radius (CTR) (ft) 38.0 47.4 35.5 36.0 Minimum Inside Radius (ft) 28.4 36.4 21.3 19.3
Design Vehicle Type Interstate
Semitrailer
“Double-Bottom”
Combination
Rocky
Mtn
Double
Triple -
Semitrailer-
trailers
Turnpike Double-
Semitrailer-trailer
Symbol WB-62* WB-67** WB-67D WB-92D WB-100T WB-109D*
Minimum Design Turning Radius (ft) 44.8 44.8 44.8 82.0 44.8 59.9 Centerlinea Turning Radius (CTR) (ft) 41.0 41.0 40.9 78.0 40.9 55.9 Minimum Inside Radius (ft) 7.4 1.9 19.1 55.6 9.7 13.8
* Design vehicle with 48-ft trailer as adopted in 1982 STAA (Surface Transportation Assistance Act). ** Design vehicle with 53-ft trailer as grandfathered in with 1982 STAA. a The turning radius assumed by a designer when investigating possible turning paths and set at the centerline of the front axle of a vehicle. If the minimum turning path is assumed, the CTR equals the minimum design turning radius minus one-half the front width of the vehicle.
Off-tracking refers to the situation where axles or axle sets located towards the rear of a truck do not follow the same path as the front axle. When a truck is traveling at low speeds, particularly at intersections, the rear axles tend to follow a path that is inside the path of the front axles. The space between the innermost and outermost edges of the truck’s body during a turn is called the swept path, which is slightly wider than the space between the inside front axle and the outside rear axle. The maximum width of the swept path during a turn is known as the swept path width. In intersection design, both the minimum turning radius and the swept path width are considered to determine if a specific | 27
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) truck design vehicle can navigate through the intersection without encroaching on curbs, shoulders, adjacent lanes, or opposing traffic. Figure 4.1 shows the general turning maneuver patterns of a 5-axle semi-trailer truck, one of the most prevalent trucks used in the study area.
Figure 4.1: Illustration of truck offtracking (left) and swept width (right) during a turning maneuver (source: NCHRP Report 505 Review of Truck Characteristics as Factors in Roadway Design https://nacto.org/docs/usdg/nchrprpt505_harwood.pdf) In many cases, there are intersections along truck routes in where it is challenging to design the intersection in a way that minimizes encroachment on adjacent or opposing lanes without widening the roadway and disrupting the surrounding development. Acquiring additional land and demolishing important community structures solely to accommodate large trucks is not preferred due to its impact on the community and prohibitive cost associated with right-of-way acquisitions. In such situations, there are three alternatives to consider:
1. Reconfigure the intersection to allow trucks to make turns within the current right-of-way.
2. Maintain the current intersection layout and accept occasional instances of trucks encroaching on adjacent or opposing lanes during turns. While this approach may reduce the operational efficiency of the intersection, other drivers can usually adapt to occasional truck encroachments without significant safety concerns. Use of cat tracks or guidelines should be considered with this alternative.
3. If there are a substantial number of large trucks making turning movements that frequently disrupt traffic operations, it may be necessary to consider redirecting truck traffic to different routes.
4.1.2 LANE WIDTH
The design of truck roadways involves the use of specific travel lane widths and may include use of barriers to separate truck lanes from other lanes. It is common to have a minimum of two lanes on truck roadways to accommodate passing maneuvers, though capacity analyses can determine if additional lanes are necessary. The FHWA adopts a total pavement width of the truck roadway consisting of two 13-foot lanes, a 12-foot outside shoulder, and a 6-foot inside shoulder, totaling 44 feet. The pavement itself is constructed with 14-inch thick continuously reinforced concrete on both roadways.
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) The Design and Access Management Guidelines for Truck Routes: Planning and Design Guide (2020) provides flexibility in selecting lane widths, particularly for urban arterial streets, allowing for lane widths ranging from 10 to 12 feet. Many transportation agencies are opting for narrower lanes (10-11 feet) to accommodate additional features like medians, turn lanes, bicycle lanes, and shorter pedestrian crossings. However, due to the width of large trucks (up to 8.5 feet or 10.5 feet including mirrors), wider lanes are preferable on truck routes. Providing 12-foot lanes on truck routes or using differential lane widths, with a 12-foot outside or curb lane and narrower center or left lanes, is recommended.
Additional considerations of narrow lanes are covered in the Traffic Calming measures section below.
4.1.3 SIGHT DISTANCE
Sight distance refers to the length of the road visible to a driver, unobstructed by any physical obstacle. Roadways should be designed to provide sufficient sight distances for drivers, and to perceive potential hazards and act if needed to avoid conflicts. Drivers should have sufficient unobstructed views at intersection approach from all directions. At mid-block road segments unobstructed sight distance allows drivers the opportunity to see other vehicles entering their lane and stop in time to avoid collision. Conversely, appropriate sight distance allows stopped drivers to see vehicles approaching and to make informed decisions on the best time to enter the roadway safely.
When looking left and right, a sight triangle is formed, which is the total unobstructed view of an oncoming intersection. Longer curb turn radii can have an impact on intersection sight distance by moving the stop line further from the curb line, potentially reducing visibility.
The Design and Access Management Guidelines for Truck Routes: Planning and Design Guide (2020) outlines design criteria for intersection sight distance (ISD) and provides seven cases based on the type of traffic control. For three of these cases (B, C, and F) involving truck acceleration, alternative parameter values are considered for trucks. The sight distances for these cases are based on a gap-acceptance model, with increased gap values of 2 seconds and 4 seconds for single-unit trucks and combination trucks, respectively. Case B specifically addresses accommodating trucks at intersections with stop-control on the minor road, emphasizing the necessary sight distance for a 73.5-ft truck to cross a set of tracks from a stopped position. It highlights the distance between the grade crossing and adjacent intersections, which should allow trucks to pass through both without stopping, and the vertical profile of the crossing, ensuring trucks can traverse it without contacting the road surface.
4.1.4 ACCESS MANAGEMENT
Access management describes methods and strategies to allow or restrict specific types of vehicles from utilizing a roadway. The objective is to enable access to specific land uses while maintaining roadway safety through controlling access location, design, spacing, and operation. Access management features include preventing left or right turns at intersections, or clearance bars so trucks are deterred from taking non-truck routes.
Within access management, truck routes must be identified that provide efficient access to freight facilities, such as ports, rail yards, intermodal terminals, and distribution centers. This ensures that truck routes are optimized to support the freight network and effective cargo movements. Alternatively, other streets must be identified that restrict access to trucks, such as those that connect to residential neighborhoods.
For truck routes, considerations should be made for evaluating the capacity and condition of transportation infrastructure, including roads, bridges, and other crucial components. Recognizing sections that may necessitate enhancements or maintenance to support the movement of heavy truck traffic effectively and prevent any disruptions.
Time-of-day restrictions should be considered, particularly in congested areas. Some municipalities enforce restrictions on truck traffic during certain hours to minimize congestion and improve safety. Planning routes to avoid these restricted periods whenever possible and promoting off-peak delivery schedules can help minimize truck traffic during peak residential hours, thus reducing the impact on residents and improving overall traffic flow. | 29
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) To address concerns in residential areas, restrictions on truck traffic can be implemented to minimize noise, congestion, and potential safety issues for pedestrians and residents. This can involve measures such as weight restrictions, time-of- day restrictions, or even outright bans on truck traffic in residential zones. By implementing these restrictions, the aim is to create quieter and safer environments for residents while ensuring smooth traffic flow on designated truck routes.
Figure 4.2: Dividers Restricting Turns (source: Qwick Kurb https://qwickkurb.com/work-zone-lane-separator/) Figure 4.3: Clearance Bar
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Figure 4.4: Signs Restricting Truck Access (source: 2014 California Manual of Uniform Traffic Control Devices https://dot.ca.gov/-/ media/dot-media/programs/safety-programs/documents/ca-mutcd/rev8/camutcd2014-rev8-summary-changes-a11y.pdf)
4.1.5 TRAFFIC CONTROL
Traffic control deals with the use and manipulation of traffic control devices. Controlling traffic helps establish a high efficiency for truck routes, while limiting the effectiveness for trucks on non-truck routes.
Traffic control includes elements for signalized and non-signalized intersections. For signalized intersections, traffic control devices included signal improvements, such as timing, signal synchronization, and traffic phasing. For non- signalized intersections, stop signs, yield signs, and two-way stop intersections all help orchestrate traffic. These traffic control devices all help to improve truck flow on identified truck routes. In turn, traffic control can help steer truck drivers away from non-truck routes by establishing new stop signs, adding mid-block crossings, changing traffic phasing, and more.
Figure 4.5: Traffic Control Stop Sign (source: Caltrans, https://dot.ca.gov/ctnews/archive/2020-02/gallery-idyllwild) | 31
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
4.1.6 TRAFFIC CALMING MEASURES
Traffic calming measures are used to slow down or disincentivize truck traffic on specific streets. To implement traffic calming, it is important to identify and prioritize streets that are suitable for traffic calming measures such as streets that have sensitive land uses and that may be used as shortcut between designated truck routes.
Once candidate roadways are identified, measures such as speed bumps, roundabouts, chicanes, or narrower lanes can be employed to reduce truck speed, encourage safer driving behavior, or reroute truck traffic altogether. Slower speeds not only mitigate noise levels but also enhance safety for residents.
Speed bumps are one of the most common and recognizable features, and are common in residential areas and locations with a high number of pedestrians or vehicle turning movements. Speed bumps reduce vehicle speeds and are restrictive to trucks often are most efficient maintaining constant speeds. Speed bumps are the easiest and most affordable way to slow vehicles in between intersections.
Roundabouts are utilized in the center of intersections to promote a continuous, circular flow of traffic without stopping. Roundabouts are typically located in residential neighborhoods but can also be implemented on higher speed roadways that have little cross-traffic interference. In certain circumstances, roundabouts are restrictive to trucks because of the tight radius and accurate turning movements necessary to operate within a roundabout intersection.
Roundabouts are the best solution to slow vehicles at an intersection.
Figure 4.6: Speed Hump (source: NACTO https://nacto.org/publication/urban-street-design-guide/street-design-elements/vertical- speed-control-elements/speed-cushion/)
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Figure 4.7: Roundabout (source: NACTO https://nacto.org/publication/urban-street-design-guide/intersections/minor-intersections/ mini-roundabout/)
Figure 4.8: Chicane (source: NACTO https://nacto.org/publication/urban-street-design-guide/street-design-elements/curb-extensions/ chicane/)
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
4.1.7 PARKING & LOADING
Sufficient truck parking can benefit a truck network by safely reducing congestion, roadway hazards and drive fatigue.
To address these concerns, it is crucial to identify rest areas, truck stops, and designated parking areas along the route.
Providing appropriate places for truck drivers to rest is essential for their well-being and compliance with hours-of- service regulations. Rest areas offer facilities specifically designed to accommodate trucks and provide drivers with spaces to park and rest. Truck stops are commercial facilities that cater to the needs of truck drivers, offering fuel, food, restrooms, and parking. Designated parking areas, which can include parking lots or dedicated spaces, ensure that drivers have suitable places to park their vehicles safely.
By considering the availability of truck parking, planners and stakeholders can mitigate potential problems caused by inadequate parking. It allows for better management of truck traffic, reduces congestion, enhances road safety, and promotes driver well-being by preventing fatigue. Adequate truck parking infrastructure is crucial for supporting the efficient and safe operation of the trucking industry and maintaining the integrity of the transportation network.
Trucks often need to make pickups and deliveries along roads and streets where off-road loading and unloading areas are unavailable. Transport agencies have the option to establish roadside loading zones and mark them according to the FHWA guidelines. Due to the growing demand for truck deliveries driven by e-commerce, companies are adopting strategies such as off-peak or nighttime deliveries to minimize their impact on traffic, pedestrians, and cyclists.
However, challenges arise, including the need for receivers to staff up during non-business hours, availability of truck staging parking, and increased costs due to added waiting time.
When planning bicycle lanes, it is important to consider frequent truck delivery locations to avoid conflicts. Trucks require more space to maneuver and have different operational characteristics, necessitating specific site layout considerations. Different types of sites, such as shopping centers, industrial areas, and urban cores, each have unique characteristics that impact truck operations and usage. The site layout should support efficient circulation and accommodate truck-specific needs, including wider lanes, larger turning radii, and storage areas for queuing without obstructing traffic or pedestrians.
Furthermore, there is a nationwide shortage of truck parking places for rest. Drivers must find parking within specific time limits to comply with hours-of-service regulations. Illegal parking on highway shoulders or ramps has become a preferred option for some drivers. While the responsibility for resolving the parking shortage lies with commercial facilities, collaboration between transportation agencies and commercial operators is needed to address this issue and mitigate its undesirable effects on the highway system.
Case Study: City of Oakland Truck Management Plan
The West Oakland Truck Management Plan (TMP) encompasses several measures to address truck-related challenges in the city. It proposes the establishment of new truck parking locations, the prohibition of parking in heavily populated areas, the elimination of unattached trailer parking, and the creation of truck-prohibited streets and new truck routes. These strategies collectively aim to improve traffic flow, reduce congestion, enhance safety, and create a more organized and efficient trucking environment in Oakland.
Firstly, it suggests the establishment of new truck parking locations to ensure sufficient parking availability for trucks.
By identifying and designating these areas, the plan aims to alleviate congestion and safety hazards caused by trucks parking in inappropriate locations. This step is crucial in promoting efficient traffic flow and reducing the risks associated with improper parking.
Additionally, the plan focuses on regulating truck parking in heavily populated areas. It prohibits parking in these areas to minimize disruptions to residents and businesses. To provide clarity and guidance, the plan suggests implementing signage explicitly allowing truck parking in designated areas. This approach helps drivers identify appropriate parking spots, reducing confusion and improving compliance with parking regulations.
Furthermore, the plan aims to address unattached trailer parking by implementing a city-wide prohibition. This measure seeks to eliminate the issue of unattended trailers occupying parking spaces unnecessarily and obstructing traffic flow. By strictly outlawing unattached trailer parking, the plan aims to create a more organized and efficient parking environment throughout the city.
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Lastly, the plan proposes the creation of truck-prohibited streets and new truck routes. This initiative aims to optimize traffic flow by diverting trucks away from congested areas or sensitive locations. By designating truck-prohibited streets and establishing new truck routes, the plan seeks to improve overall traffic safety, reduce congestion, and enhance the quality of life for residents in affected areas.
4.1.8 SIGNAGE, WAYFINDING, AND NAVIGATION
Clear and visible signage along truck routes guides drivers and provides information about restrictions, turns, and access points. Wayfinding measures help drivers navigate the city and reduce the likelihood of truck drivers getting lost or entering restricted areas. These measures improve navigation and overall safety for truck drivers.
To enhance truck routing and improve efficiency, several key strategies can be implemented. First, the use of GPS systems and advanced routing software designed for commercial vehicles can optimize routes by considering factors such as truck specifications, weight restrictions, road conditions, and traffic patterns. These tools ensure that the most efficient and safe routes are generated.
Monitoring and updating routes in real-time is crucial. By incorporating real-time traffic information and incident alerts, adjustments can be made on-the-fly to avoid congestion or delays. Regular review and updates should also be conducted to account for changes in infrastructure, road conditions, or traffic patterns.
Periodic review and optimization of truck routing plans help identify areas for improvement. Analyzing data on travel times, fuel consumption, and other relevant metrics can provide insights into efficiency. Utilizing route optimization software and algorithms based on current data can further enhance routing efficiency.
U.S. Department of Transportation GPS Visor Card
Not all GPS systems are suitable for commercial trucks and bus drivers, as they may not provide crucial route restrictions and information. Using the wrong GPS system can lead to costly mistakes, such as encountering low bridge overpasses or other route restrictions that can result in delays, additional expenses, and potential safety hazards.
Therefore, it is essential for professional truck and bus drivers to select a GPS navigation system specifically designed for their vehicles.
To ensure safe and efficient navigation, drivers should input accurate vehicle information, including length, width, height, axle weights, and any hazardous materials being transported. It is important to follow the recommended route provided by the GPS system, while also obeying traffic signs and advisories that may include additional restrictions not indicated by the navigation system. Drivers should avoid distracted driving by refraining from typing or entering information into the GPS while driving. Additionally, keeping the GPS maps updated regularly is crucial to access the most current and accurate route planning information. By following these tips, commercial truck and bus drivers can enhance their safety and efficiency on the road.
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
4.2 ENVIRONMENTAL IMPACT REDUCTION
In addition to safety improvements, efforts to reduce or mitigate the environmental impact of truck travel were reviewed during the study. Best practices reviewed below can support healthier outcomes for community members who live, work, study, and play in the study area.
4.2.1 EMISSIONS & NOISE REDUCTIONS
To reduce emissions from trucks operating in residential areas, it is important to implement and enforce stringent emission standards. Regular vehicle inspections should be conducted to ensure compliance with these regulations and identify any high-emitting vehicles. Encouraging regular maintenance and upgrades is crucial to ensure trucks operate efficiently and produce fewer emissions.
Integrating green infrastructure elements into truck routes in residential areas, such as planting trees and vegetation, can help mitigate air pollution, dampen noise, and enhance the overall environment. Additionally, promoting the use of alternative fuel vehicles like electric or natural gas-powered trucks can be incentivized. These vehicles emit fewer pollutants and contribute to improved air quality in residential areas. By combining these strategies, it is possible to reduce emissions from trucks, enhance air quality, and create more sustainable and pleasant residential environments.
To reduce diesel pollution and associated health impacts, best practices include decreasing the average age of the fleet, reducing idle and creep time, participating in the EPA SmartWay Program, considering complementary rail operations, and designating truck routes that avoid at-risk populations. Strategies such as appointment systems, automated gates, extended gate hours, and off-peak operations can be employed to decrease truck turn times, emissions, and congestion at ports.
Lowering the average age of the fleet by replacing older trucks with newer models equipped with improved emission control technologies is an effective way to reduce pollution. Proper maintenance and selecting trucks with aerodynamic features and low rolling resistance tires also contribute to fuel efficiency and emissions reduction. Installing diesel oxidation catalysts and low-rolling resistance tires can be considered for older trucks that will not be replaced.
Designating truck routes that avoid residential areas and at-risk populations is crucial for mitigating air pollution and improving safety. Collaborating with community leaders and implementing physical barriers like sound walls and vegetative barriers can further reduce exposure to air pollutants. Evaluating existing and alternative truck routes, considering distances to sensitive locations, and consulting air quality experts can guide decision-making.
In addition to emission reductions, noise reduction measures can mitigate the environmental impact of noise generated by trucks to improve the quality of life for nearby residents. Strategies include installing noise barriers that block or absorb sound along truck routes, implementing restrictions on engine braking, and establishing regulations for truck noise levels, especially during nighttime hours. These regulations can be enforced through sound monitoring and compliance checks to ensure that trucks adhere to the specified noise standards.
4.2.2 INFRASTRUCTURE CAPACITY
Where rerouting is being considered, new routes must accommodate trucks with roadways designed to accommodate heavier vehicle weight, wider lanes, suitable turning radii, and other physical limitations. The route should avoid low bridges, weight restrictions, and other physical limitations. The route should also avoid sensitive receptors, such as schools, hospitals, and residential areas, to reduce negative impacts.
The increase in truck traffic on a chosen reroute corridor must also be studied. The roadway must have capacity to accommodate an increase in truck traffic. A traffic study may be necessary to ensure that the reroute maintains a high level of service on all corridors, and that total community VMT remains the same or is reduced.
The U.S. Environmental Protection Agency created a truck reroute scenario that aims to identify common constraints and solutions in truck rerouting. These include constrains and solutions related to access, regulations, geometrics and turning, and parking. A truck reroute aims to create better outcomes that benefit both truck drivers and the community. | 36
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Figure 4.9: Examples of Truck Route Access
Source: EPA
4.2.3 COMPLIANCE & ENFORCEMENT
Enforcement and compliance play a crucial role in ensuring the effectiveness of truck route regulations. Establishing clear mechanisms for enforcement and penalties for non-compliance helps maintain order and safety on the roads. City staff and relevant stakeholders work closely with law enforcement agencies to ensure adherence to the established rules and regulations, aiming to deter violations that could jeopardize safety or disrupt communities.
By outlining enforcement mechanisms, such as regular patrols and inspections, authorities can actively monitor truck routes and identify any instances of noncompliance. This proactive approach helps to maintain the integrity of the regulations and mitigate potential risks associated with noncompliant behavior. Penalties for violations are established to discourage non-compliance and reinforce the importance of adhering to the designated truck routes. | 37
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) 5 STRATEGIES
This study identified a host of truck routing strategies to implement throughout South Central Fresno. The strategies were developed through a comprehensive process by combining findings from the assessment of existing conditions, community input from outreach events and stakeholder meetings, previous plan and study goals and objectives, as well as truck routing best practices. Once implemented, the strategies aim to enhance health, safety, and mobility conditions for residents throughout South Central Fresno, as well as streamline truck routing in the region.
5.1 STRATEGY TOOLKIT
In development of the truck routing strategies, a truck reroute strategies toolkit was created. The truck reroute strategies toolkit introduces nine unique strategy categories that utilize treatments to promote resident safety or divert truck traffic along existing truck routes. The chosen strategy categories originated from any one or multiple sources, including assessment of existing conditions, community input from outreach events and stakeholder meetings, previous plan study goals and objectives, as well as truck routing best practices. The nine strategy categories in the truck reroute strategies toolkit, their descriptions, and the origin of the toolkit strategies are shown in Table 5.1 below.
Table 5.1: Strategy Descriptions and Sources
Number Strategy Description Community
Input
Mentioned
in a Relevant
Planning
Document
Conditions
Analysis
Best
Practices
UCM
Health
Study
1 New Sidewalks
Close gaps in the existing sidewalk
network, enhancing degraded
or narrow portions of existing
sidewalks, and ADA improvements
2 New Crosswalks
Additional crosswalks to
enhance pedestrian mobility and
connectivity, restriping of existing
crosswalks, or improvements
that increase visibility at existing
crosswalks
3 New Bike Lanes
Dedicated travel lanes for
bicyclists either through on-street,
off-street or protected facilities to
enhance bicycle accessibility and
safety
4 Roadway
Repaving
Removing potholes and cracks
reduces truck maintenance and
levels of GHG emissions
5 Traffic Calming
Implements measures to reduce
truck speeds or divert trucks
altogether through roadway
narrowing, speed bumps, and
roundabouts
6 Truck-Focused
Signage
Informs and provides confirmation
to truck drivers on truck routes and
regulated areas
7 Traffic
Signalization
Improvement
Improves the signalization of an
intersection to improve safety and
the flow of vehicular movements
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Number Strategy Description Community
Input
Mentioned
in a Relevant
Planning
Document
Conditions
Analysis
Best
Practices
UCM
Health
Study
8 Roadway
Reconfiguration
Reconfigures a roadway or
intersection to accommodate
vehicle, pedestrian, and bicyclist
access or alter truck movements
9 Truck Bypass
Restriction Zone
Creates a boundary around
sensitive receptors that can be
used to limit truck bypass, either
by time-of day, or at all times. The
regulation may still allow trucks
to enter or exit if their origin or
destination resides within the
boundary.
The City is also developing an updated Active Transportation Plan (ATP), which will expand upon the high-level bicyclist and pedestrian connectivity improvements recommended in this study. While improvements recommended in this study aim to improve bicyclist and pedestrian connectivity, the upcoming ATP will provide more specific recommendations related to pedestrian amenities and bikeway types. The City should also coordinate their upcoming ATP efforts with their Active Transportation Resource Center GoHuman Kit of Parts Pilot Project Post-Deployment Analysis for Southwest Fresno (2022) for potential pilot projects.
5.1.1 TRUCK BYPASS RESTRICTION ZONES
As mentioned in Table 1, the Truck Bypass Restriction Zones create a boundary around sensitive receptors that can be used to limit truck bypass, either by time-of-day, or at all times. The regulation may still allow trucks to enter or exit if their origin or destination resides within the boundary. The Truck Bypass Restriction Zones effectively limits some designated truck routes established under the 2005 Fresno Truck Route map and plan. The proposed Truck Bypass Restriction Zones are reflected below in Figure 5.1.
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Figure 5.1: Proposed Truck Bypass Restriction Zones
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) The Truck Bypass Restriction Zones do not limit any freeway entry or exit access point on any freeway, including SR 41, SR 99, and SR 180. Nevertheless, the Truck Bypass Restriction Zones may result in diversion of trucks on specific arterial and collector streets that carry any number of sensitive receptors. Though the Truck Bypass Restriction Zones were recommended to reduce truck bypass near sensitive receptors, they are designed in a way to maintain major truck connections without heavily disrupting throughput.
Truck Bypass Restriction Zones would be regulated through signage, education campaigns, truck GPS updating, and proper enforcement. A system of penalties would need to be established for violation of these regulations. If the Truck Bypass Restriction Zones were time-of-day specific, there would be no penalty if routes are used outside of the time limits. More discussion on enforcement is found in Section 4.
Major diversion streets and sensitive receptors within each Truck Bypass Restriction Zones are described below:
Downtown Fresno Truck Bypass Restriction Zones
• Reduces truck traffic on Van Ness Avenue, Fulton Street, and Tulare Street • Reduces truck traffic near Courthouse Park, businesses on Fulton Street, and Chukchansi Park • Trucks may divert to E Street, Tuolumne Street, Ventura Avenue, and M Street Mural District Truck Bypass Restriction Zones
• Reduces truck traffic on Fulton Street, and Van Ness Avenue • Reduces truck traffic near the Cultural Arts District Park, and residences • Trucks may divert to Divisadero Street, and Tuolumne Street Tower Truck Bypass Restriction Zone
• Reduces truck traffic on Olive Avenue, Palm Avenue, and Wishon Avenue • Reduces truck traffic near Muir Elementary School, Susan B Anthony Elementary School, businesses in Olive Avenue, and residences
• Trucks may divert to McKinley Avenue, Weber Avenue, Belmont Avenue, and Blackstone Avenue Southwest Fresno Truck Bypass Restriction Zone
• Reduces truck traffic on Cesar Chavez Boulevard, Church Avenue, B Street/ Elm Avenue, and Thorne Avenue • Reduces truck traffic near Franklin School, Edison High School, Frank H Ball Center, Lincoln Elementary School, Columbia Elementary School, Cecil C Hinton Community Center, Fresno City College, Rutherford B Gaston Middle School, Computech Middle School, King Elementary School, Maxie L. Parks Community Center, Kirk Elementary School, and residences
• Trucks may divert to Whitesbridge Avenue/ Amador Street, Marks Avenue, West Avenue, and Jensen Avenue Brookhaven Truck Bypass Restriction Zone
• Reduces truck traffic on MLK Jr Boulevard, Annadale Avenue • Reduces truck traffic near W.E.B. DuBois Academy, Mary Ella Brown Center and Park, West Fresno Middle/ Elementary Schools, residences
• Trucks may divert to Jensen Avenue, Walnut Avenue, North Avenue, Elm Avenue Tulare East Truck Bypass Restriction Zone
• Reduces truck traffic on Tulare Avenue, Huntington Boulevard, and Maple Avenue • Reduces truck traffic near Roosevelt High School, Rowell Elementary School, Burroughs Elementary School, and residences
• Trucks may divert to Belmont Avenue, First Street, Ventura Avenue/ Kings Canyon Road, and Chestnut Avenue | 41
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Roosevelt East Truck Bypass Restriction Zone
• Reduces truck traffic on Butler Avenue, Maple Avenue, and Church Avenue • Reduces truck traffic near Winchell Elementary School, Vang Pao Elementary School, Sequoia Middle School, Baldera Elementary School, Aynesworth Elementary School, Calwa Elementary/ Preschool, Mosqueda Complex, and residences
• Trucks may divert to Railroad Avenue, Jensen Avenue Bypass, Chestnut Avenue, East Avenue, and Ventura Avenue/ Kings Canyon Road
Malaga Truck Bypass Restriction Zone (County of Fresno) • Reduces truck traffic on Ward Avenue, Calvin Avenue, Hardin Avenue • Reduces truck traffic near Malaga Elementary School, Malaga Community Park and Recreation Center, and residences
• Trucks may divert to Golden State Boulevard, Chestnut Avenue, and Central Avenue Central Avenue Truck Bypass Restriction Zone
• Reduces truck traffic on Ward Avenue, Calvin Avenue, Hardin Avenue • Reduces truck traffic near Malaga Elementary School, Malaga Community Park and Recreation Center, and residences
• Trucks may divert to Golden State Boulevard, Chestnut Avenue, and Central Avenue
5.2 STRATEGY LIST
The toolkit strategies are paired with a comprehensive project list that specifies the locations where each improvement is recommended to be implemented within South Central Fresno. Due to the nature of the strategies, they are either projected as a single point (such as an intersection), a corridor (such as a roadway), or a polygon (representing a neighborhood). The project list includes an ID, strategy ID, strategy name, a street/ cross street, start and end boundary, or neighborhood name, depending on the type of strategy. Corridor strategies also show their length in miles, and polygon strategies in the project list show their area in square miles.
In total, there are just under 200 individual proposed improvements that can be used to enhance the transportation network in South Central Fresno, especially related to truck movements. Of these improvements, 126 are “point” improvements, 62 are “corridor” improvements, and eight (8) are represented as “polygons”. A full breakdown of strategies by toolkit strategy type are denoted in Table 5.2 below.
Table 5.2: Truck Reroute Strategies Summary
Number Strategy Type Total Total Length/ Area
1 New Sidewalks Line 16 32.2 miles
2 New Crosswalks Point 99 N/A
3 New Bike Lanes Line 23 33.5 miles
4 Roadway Repaving Line 13 11.6 miles
5 Traffic Calming Line 10 18.8 miles
6 Truck-Focused Signage Point 26 N/A
7 Traffic Signalization Improvement Point 15 N/A
8 Roadway Reconfiguration Point/ Line 9 6.2 miles + intersections 9 Truck Bypass Restriction Zone Polygon 13 16 square miles The table below lists each category of strategies and the funding categories that grants typically feature, with marks to denote which improvements may be applicable to different grant funding types. A full list of the specific improvements | 42
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) and the grant funding categories for which they are likely eligible is listed in Appendix A. Appendix A also includes distance and area estimates for improvements to assist in cost estimating.
Table 5.3: Improvement Strategy by Grant Funding Category Strategy Highway/
Roadway
Active
Transportation TSM TSM Sustainability Freight
New Crosswalks
New Sidewalks
Roadway Reconfiguration
Traffic Signalization Improvement
Truck Focused Signage
New Bike Lanes
Roadway Repaving
Traffic Calming
Truck Bypass Restriction Zone
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
5.3 STRATEGY MAP
During the course of the study the technical team developed an interactive map that showed the locations of each of the proposed strategies, with strategies categorized by color and the ability to toggle them on and off so that community members and the project advisory team could see connections between options. For instance, the corridor for Chestnut Avenue from Jensen Avenue to Central Avenue features two separate strategies for New Sidewalks as well as New Bike Lanes. A static image of the interactive strategy map is shown in Figure 5.2 below.
Figure 5.2: Strategy Locations Maps
Figures 5.3 through 5.7 reflect a closeup of the proposed strategies in the northeast, northwest, southwest, and southeast quadrants of the study area.
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Figure 5.3: Proposed Strategies
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Figure 5.4: Proposed Strategies – Northeast Quadrant
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Figure 5.5: Proposed Strategies – Northwest Quadrant
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Figure 5.6: Proposed Strategies – Southwest Quadrant
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Figure 5.7: Proposed Strategies – Southeast Quadrant
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
5.4 PROPOSED 2024 CITY OF FRESNO DESIGNATED TRUCK ROUTE MAP Based upon the strategies presented, it is recommended to update the 2005 City of Fresno Designated Truck Routes Map to acknowledge Truck Bypass Restriction Zones within the South Central Fresno community. This study’s proposed 2024 City of Fresno Designated Truck Route Map removes previously designated truck routes from bypassing sensitive receptors. Truck routes outside of the study area are largely left unchanged and should be reconsidered in future studies amongst the appropriate agencies. The 2024 City of Fresno Designated Truck Route map is shown Figures 5.8 -5.12 below. Following the figures, Table 5.4 details the changes proposed on a street-by-street basis, as compared to the 2005 Designated Truck Route Map.
It should also be noted that two freeway interchanges are planned to be closed along SR 99, located at Belmont Avenue and McKinley Avenue. This will have an impact on trucks travel throughout the study area and onto truck corridors.
This will likely cause more trucks to divert onto Olive Avenue, west of Weber Ave. Additionally, the Caltrans truck route restriction process should be followed wherever trucks are restricted access through freeway ramps.
Figure 5.8: Proposed 2024 City of Fresno Designated Truck Route Map | 50
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Figure 5.9: Proposed 2024 City of Fresno Designated Truck Route Map – Northeast Quadrant | 51
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Figure 5.10: Proposed 2024 City of Fresno Designated Truck Route Map – Northwest Quadrant | 52
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Figure 5.11: Proposed 2024 City of Fresno Designated Truck Route Map – Southwest Quadrant | 53
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Figure 5.12: Proposed 2024 City of Fresno Designated Truck Route Map – Southeast Quadrant Table 5.4 includes a complete list of the truck routes proposed to be removed and added as reroutes as compared to the 2005 designated truck route network, including each segment’s length. A total of approximately 43 miles are proposed to be removed, with a total of 3.6 miles of reroutes added in the areas where alternative routes were needed to complete the network.
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Table 5.4: 2024 City of Fresno Proposed Truck Route List Road Segment Limits Proposed Status Length (Miles)
A ST Trinity St - Snow Ave Remove 0.368
AMADOR ST Whitesbridge Ave - Trinity St Remove 0.791
B ST Trinity Ave - Fresno St Remove 0.585
B ST Cesar Chavez Blvd - California Ave Remove 0.258
BRAWLEY AVE Nielsen Ave - SR 180 Remove 0.495
BROADWAY ST Cesar Chavez Blvd - Santa Clara St Remove 0.195 BUTLER AVE East Ave - Cedar Ave Remove 1.001
C ST Fresno St - Cesar Chavez Blvd Remove 0.547
CESAR CHAVEZ BLVD Marks Ave - C St Remove 2.815
CALIFORNIA AVE G St - Railroad Ave Remove 0.298
CALIFORNIA AVE Van Ness Ave - Cedar Ave New Reroute 1.351 CEDAR AVE Jensen Bypass - Church Ave Remove 0.564
CENTRAL AVE Elm Ave - Cedar Ave Remove 2
CENTRAL AVE Cedar Ave - Maple Ave New Reroute 0.504
CHERRY AVE Central Ave - North Ave Remove 0.999
CHESTNUT AVE North Ave - Belmont Ave Remove 3.985
CHURCH AVE SR 41 - West Ave Remove 2.501
DIVISADERO ST SR 41 On Ramp - SR 41 Off Ramp Remove 0.09 DIVISADERO ST Echo Ave - G St Remove 0.147
E ST El Dorado St - Fresno St Remove 0.729
E ST Fresno St - Cesar Chavez Blvd New Reroute 0.552
ELM AVE California Ave - Central Ave Remove 2.978
FRESNO ST B St - SR 99 Remove 0.226
FRESNO ST G St - H St New Reroute 0.126
G ST Divisadero St - Church Ave Remove 2.676
H ST Divisadero St - Fresno St New Reroute 0.838
JENSEN AVE SR 41 - West Ave Remove 2.004
M ST Stanislaus St - Cesar Chavez Blvd Remove 0.826
MARKS AVE Kearney Blvd - Cesar Chavez Blvd Remove 0.501 NORTH AVE Walnut Ave - SR 41 Remove 1.270
NORTH AVE Maple Ave - Peach Ave Remove 1.52
O ST Divisadero St - Stanislaus St Remove 0.083
P ST Tuolumne St - O St Remove 0.853
PALM AVE McKinley Ave - Belmont Ave Remove 1.004
RAILROAD AVE California Ave - Golden State Blvd Remove 2.25 ROOSEVELT H St - Divisadero St Remove 0.045
STANISLAUS ST B St - Divisadero St Remove 1.12
THORNE AVE Whitesbridge Ave - Kearney Blvd Remove 0.501 TULARE ST 1st St - Cedar Ave Remove 1.002
TUOLUMNE ST A St - G St Remove 0.454
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
5.5 NON-INFRASTRUCTURE STRATEGIES
There are numerous truck-related improvements that can be implemented within South Central Fresno that cannot be placed on a map but are as equally important. These improvements can include education and outreach programming, truck fuel-type, emissions, and idling standards, truck-specific GPS administration, time-of-day restrictions, and enforcement. These strategies are beneficial in maximizing the benefit of the draft strategies presented previously.
Education and Outreach Programming
Education and outreach programming is a critical element in ensuring road safety is maximized while accidents are minimized. Proper education and outreach allows drivers to adapt efficiently to changes, optimizing their routes and supply chain management. The education component allows drivers to understand the wider benefits of rerouting and actively support these initiatives. Education could be administered at local driving schools, California Trucking Association Central Valley Unit email lists and events, and trucking businesses, perhaps using dynamic variable-message signs at strategy initiation, and online fact sheets. The City would be responsible for disseminating information.
Truck Fuel-type, Emissions, and Idling Standards
These standards allow trucks to operate efficiently to produce fewer emissions, promoting improved air quality in residential areas. This can be achieved through enforcement of stringent maintenance and emission control technologies.
CARB has stated that their goal is for more of the state’s heavy duty truck fleet to be zero-emission vehicles. More specifically, by 2035, zero-emission truck/chassis sales must be 55% of class 2b to class 3 truck sales, 75% of class 4 to class 8 straight truck sales, and 40% of truck tractor sales 1. Although the City of Fresno does not have direct jurisdiction over this initiative, the City should coordinate with CARB and SJVAPCD, who have the jurisdiction to enforce and regulate emissions in the region. The City should also consider potential drawbacks of implementing a larger fleet of ZEVs, including heavier trucks having a negative impact on road quality, the need to deploy charging infrastructure, and currently available technology that only allow ZEVs to travel a certain distance.
Truck-specific GPS Administration
Truck-specific GPS devices provide information for crucial route restrictions that allow drivers to avoid sensitive receptors while ensuring safe and efficient navigation.
Time-of-Day Restrictions
Time-of-day restrictions, especially near sensitive receptors, are useful during peak times to minimize congestion and improve safety. For example, near schools, these restrictions would be implemented around school arrival and departure times when students and parents are more likely to be walking outside. This will help to minimize students and parents’ exposure to truck emissions. The City can also coordinate with SJVAPCD to incorporate air quality monitors at schools to help with monitoring and identifying key times of day when truck travel should be minimized.
Road Segment Limits Proposed Status Length (Miles)
WALNUT AVE Church Ave - North Ave Remove 1.507
WEST AVE McKinley Ave - Weber Ave Remove 0.131
WEST AVE Golden State Blvd - Olive Ave New Reroute 0.311 WEST AVE Cesar Chavez Blvd - Jensen Ave Remove 1.004
WHITESBRIDGE AVE Brawley Ave - Trinity St Remove 2.688
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Additionally, time-of-day restrictions can be paired with clear considerations for off-peak truck schedules, as to avoid an impact on residents during peak times of personal vehicle traffic. This would require the City to undertake an outreach campaign to inform businesses, drivers, and other stakeholders of the new Truck Bypass Restriction Zones as described under Education and Outreach programming above.
Enforcement
Clear mechanisms and penalties for non-compliance helps maintain safety on roadways. Regulations and rules should aim to deter violations that could jeopardize safety or disrupt sensitive receptors. Enforcement can be issued from businesses through GPS truck tracking, or by conducting enforcement near boundary hotspot locations.
When paired with on-the-ground improvements, implementation of these proposed strategies would result in an efficient and cohesive truck routing program that minimizes excessive and disproportionate negative impacts to South Central Fresno residents and sensitive receptors.
Additionally, once the updated truck route map and Truck Bypass Restriction Zones are implemented, trucking companies can incorporate the new routes and regulations into their GPS systems. The project team has had continuous coordination with trucking companies about what tools would help them to follow new truck regulations throughout the duration of the study. Truck generating companies highlighted that incorporating new GPS routes that indicate the revised truck routes are fairly easily implementable and would be the most efficient way to ensure they abide by the new regulations.
In the event that the public observes trucks violating posted truck regulations, the City of Fresno has a “Code Enforcement” Hotline called “FresGO 311”. Residents can call this number to report trucks that are violating the Municipal Code, which is recommended to include the updated truck route ordinance. 1 “Advanced Clean Trucks Regulation”. California Air Resources Board. 2024. | 57
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) 6 IMPLEMENTATION
This section provides an overview of next steps for implementation of the strategies identified during the study. It begins with a discussion of funding sources and is followed by a framework that was used to evaluate the strategies identified above. The information in these two sections can then be used to pursue grant funding that matches high- scoring, effective transportation improvements that match the focus areas of the grant requirements.
6.1 POLICY STRATEGIES
It is in the best interest of the City of Fresno to adopt an amended truck route ordinance in order to implement the recommendations of the study, namely the proposed modifications to truck routes and Truck Bypass Restriction Zones.
Residents of the AB 617 Community have highlighted their concern that high volumes of truck traffic have imposed negative air quality, noise, and traffic impacts.
Section 14-1303 of the City of Fresno Municipal Code establishes the designation of an official list of truck routes by City Council. The proposed amended truck ordinance should further regulate truck routes by establishing the Truck Bypass Restriction Zones proposed by this study. As discussed above, the thirteen recommended Truck Bypass Restriction Zones will regulate truck traffic through the most vulnerable neighborhoods within the South Central Fresno community, including residential areas, communities near schools and community spaces, and areas prioritized for non- truck travel. Specific truck traffic regulations within each Truck Bypass Restriction Zones will be recommended based on the needs of the community within each Truck Bypass Restriction Zones. More specifically, trucks should be restricted from entering truck regulated areas unless trying to reach their origin or destination point, but it should not be used for pass through traffic. Where this approach is not feasible, we recommend implementing alternative strategies like speed and time of day limitations to help mitigate truck impacts to the Truck Bypass Restriction Zones. For example, in Truck Bypass Restriction Zones near schools, truck access should be confined to non-school hours. The regulation of truck access in Truck Bypass Restriction Zones will reduce truck emissions, volumes, and idling of heavy-duty trucks near sensitive receptors.
The amended truck ordinance is in alignment with the California Vehicle Code, which provides the legal basis for restricting truck access and providing alternate routes. California Vehicle Codes 35701, 35702, 35703, 35712, 35714 refer to local authorities’ abilities to regulate truck access on local roads. These codes also state that restrictions to truck access cannot impede truck access to state highways or from making pick-ups or deliveries. These requirements are in alignment with the recommended Truck Bypass Restriction Zones, which only encompass local roads.
The ordinance should specify that truck access within these Truck Bypass Restriction Zones will be regulated through signage placed at regular intervals along corridors within Truck Bypass Restriction Zones and enforced by law enforcement. Enforcement will occur through occasional patrolling and issuing of tickets from the Fresno Police Department for violations. As part of this new regulation, the City of Fresno will coordinate with the Police Department to conduct enforcement training on the new regulations to ensure law enforcement is aware of the new restrictions.
The City should also consider a “grace period” for ticketing while businesses and enforcement staff adjust to the truck regulations. Additionally, the City and law enforcement should meet at the 1-year mark to re-evaluate the truck traffic ticket data and understand if the amended truck ordinance needs modification. | 58
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
6.2 FUNDING
The following section summarizes a comprehensive list of potential funding sources for project implementation. The list includes the agency, funding source, description, eligible projects, eligibility requirements, and application due dates. The list does not preclude the potential for Public-Private Partnerships (P3) as a funding strategy to deliver certain projects.
It should also be noted that due to the recent signing of the Surface Transportation Authorization along with the Infrastructure Investment and Job Act (IIJA), several of the descriptions, project types, eligibility requirements, and application deadlines for the funding sources listed below may be altered. More specifically, federal funding sources associated with the FAST Act may differ with the future implementation of this authorization. These funding sources are listed below:
• RAISE Grant
• Highway Safety Improvement Program (HSIP) – FAST Act
• Surface Transportation Block Grant (STBG)
• INFRA Grant
• New Starts and Small Starts (FTA Section 5309)
• Congestion Mitigation & Air Quality Improvement (CMAQ) • EPA Office of Sustainable Communities Greening America’s Communities Program State funding source descriptions, project types, eligibility requirements and application deadlines are provided based on the most recent information available, but details are subject to change over time and should be verified as part of the grant application process. These funding sources are listed below:
• Active Transportation Program – Cycle 5
• Cap & Trade: Low Carbon Transit Operations Program (LCTOP) • State Transportation Improvement Program (STIP)
• State Highway Operations Protection Program (SHOPP)
• SB 1 – State of Good Repair
• Trade Corridor Enhancement (TCEP)
• Local Partnership Program (LPP)
Transit & Intercity Rail
• Solutions for Congested Corridors Program
• Measure C – Regional Transportation Program
• San Joaquin Valley Air Quality District – Public Benefit Grant Program Figure 6.1 below presents a summary of potential federal, state, regional, and local funding sources that could be explored to fund implementation of recommendations. As noted previously, any recommendations that progress into project development would be subject to rigorous traffic impact analysis, engineering and design, associated environmental studies, and permitting.
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
FUNDING
SOURCE DESCRIPTION PROJECT TYPES ELIGIBILITY REQUIREMENTS RAISE Grant
Provides a unique opportunity for the
DOT to invest in road, rail, transit, and
port projects that promise to achieve
national objectives.
• Highway/
Roadway
• Transit
• Active
Transportation
• Activities eligible for funding under
RAISE are related to the planning,
preparation, or design – including
environmental analysis, feasibility
studies, and other pre-construction
activities – of surface transportation
projects, research, demonstration, or
pilot projects are eligible only if they will
result in long term, permanent surface
transportation infrastructure that has
an independent utility.
• Applications from lead applicant
agencies are limited to three projects
FTA Research
& Innovation
Program
Provides funding for safety and
mobility innovation research that
improves operations, enhances the
travelers’ experience, and drives
economic growth in America’s
communities through research in
safety, mobility innovation, and
infrastructure. Programs include the
“Safety Research and Demonstration”
Program, the “Accelerating
Innovative Mobility” Program, and
the “Integrated Mobility Innovation”
Program.
• Transit Signal
Synchronization/
TSM
Safety Research and Demonstration:
• Operations that will improve the
operational safety of rail transit
services;
• Proposals to prevent and mitigate
suicide and trespassing hazards on
rail transit systems, and proposals
to improve the operational safety of
shared corridor fixed guideway systems,
including highway-rail grade crossing
safety.
Accelerating Innovative Mobility:
• Activities leading to the development
and testing of innovative mobility,
such as planning and developing
business models, obtaining equipment
and service, acquiring or developing
software and hardware interfaces to
implement the project, operating or
implementing the new service model,
and evaluating project results.
Integrated Mobility Innovation:
• Activities leading to the demonstration,
such as planning and developing
business models, obtaining equipment
and service, acquiring, or developing
software and hardware interfaces to
implement the project, operating the
demonstration, and providing data to
support performance measurement and
evaluation
Figure 6.1: Recommended Funding Strategies
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
FUNDING
SOURCE DESCRIPTION PROJECT TYPES ELIGIBILITY REQUIREMENTS Highway Safety
Improvement
Program (HSIP)
– FAST Act
Provides funding for projects that
focus on safety improvements. These
include installation of pedestrian
hybrid beacons, medians, pedestrian
crossing islands, and other physical
infrastructure projects.
• Highway/
Roadway
• Active
Transportation
• Any strategy, activity or project on a
public road that is consistent with the
data-driven State Strategic Highway
Safety Plan (SHSP) and corrects or
improves a hazardous road location or
feature or addresses a highway safety
problem, including active transportation
projects
• Funding is prohibited for the purchase,
operation, or maintenance of an
automated traffic enforcement system;
workforce development, training, and
education activities are eligible uses of
HSIP funds.
Surface
Transportation
Block Grant
(STBG)
Provides flexible funding that may
be used by States and localities for
projects to preserve and improve the
conditions and performance on any
Federal-aid highway, bridge and tunnel
projects on any public road, pedestrian
and bicycle infrastructure, and transit
capital projects, including intercity bus
terminals.
• Highway/
Roadway
• Transit
• Rail
• Active
Transportation
• Construction, reconstruction,
rehabilitation, resurfacing, restoration,
preservation, or operational
improvements for highways
• Capital costs for transit projects eligible
under chapter 53 of Title 49, including
vehicles and facilities used to provide
intercity passenger bus service.
• Carpool projects, fringe and corridor
parking facilities and programs
including electric and natural
gas vehicle charging, bicycle and
pedestrian walkways, and Americans
with Disabilities Act (ADA) sidewalk
modification.
• Highway and transit safety
infrastructure improvements and
programs, hazard eliminations, railroad/
highway grade crossings.
• Transportation alternatives,
intersections with high accident rates
or levels of congestion, infrastructure
based ITS capital improvements,
congestion pricing projects and
strategies, and truck parking facilities.
• Environmental
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
FUNDING
SOURCE DESCRIPTION PROJECT TYPES ELIGIBILITY REQUIREMENTS INFRA
Advance the Administration’s priorities
of rebuilding America’s infrastructure
and creating jobs by funding highway
and rail projects of regional and
national economic significance that
position America to win the 21st
century.
• Highway/
Roadway
• Transit
• Rail
• National Highway Freight Network
(NHFN)
• National Highway System (NHS)
• Railway-highway grade crossing or
grade separation projects
• Construction of intermodal or
freight rail, freight projects within
the boundaries of a public or private
freight rail, water (including ports), or
intermodal facility
• NFRA grants may not exceed 60%
of the total eligible project costs. An
additional 20% of project costs may be
funded with other Federal assistance,
bringing total Federal participation in
the project to a maximum of 80%.
• For a larger project (project cost
exceeding $100 million), an INFRA
grant must be at least $25 million. For
a smaller project, the grant must be at
least $5 million.
New Starts &
Small Starts
(FTA Section
5309)
This FTA discretionary grant program
funds transit capital investments,
including heavy rail, commuter rail,
light rail, streetcars, and bus rapid
transit. For New Starts and Core
Capacity projects, the law requires
completion of two phases in advance
of receipt of a construction grant
agreement – Project Development
and Engineering. For Small Starts
projects, the law requires completion
of one phase in advance of receipt of a
construction grant agreement – Project
Development.
• Rail
• Transit
• New fixed-guideways or extensions to
fixed guideways;
• Bus rapid transit projects operating in
mixed traffic that represent significant
investment in the corridor;
• Projects that improve capacity on an
existing fixed-guideway system
• Core capacity projects that expand
capacity by at least 10% in existing fixed
guideway transit corridors that are at
or above capacity today or will be at or
above capacity within 5 years
Congestion
Mitigation &
Air Quality
Improvement
(CMAQ)
Provides funding to areas in
nonattainment or maintenance for
ozone, carbon monoxide, and/or
particulate matter to help meet the
requirements of the Clean Air Act.
Funds may be used for any transit
capital expenditures otherwise eligible
for FTA funding as long as they have an
air quality benefit.
• Highway/
Roadway
• Transit
• Signal
Synchronization/
TSM
• Active
Transportation
• TDM
• Funds must be invested in a State’s
nonattainment or maintenance
areas, on projects that reduce ozone
precursors, volatile organic compounds,
nitrogen oxides, carbon monoxide, or
particular matter;
• CMAQ projects must come from a
transportation plan and transportation
improvement program (TIP);
• Include quantified emission benefits;
• Include emission tradeoffs
| 62
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
FUNDING
SOURCE DESCRIPTION PROJECT TYPES ELIGIBILITY REQUIREMENTS EPA Office of
Sustainable
Communities
Greening
America’s
Communities
Program
Greening America’s Communities
(formerly known as Greening
America’s Capitals) is an EPA
program to help cities and towns
develop an implementable vision
of environmentally friendly
neighborhoods that incorporate
innovative green infrastructure and
other sustainable design strategies.
• Sustainability • Dependent on grant available
California
Transportation
Committee
– Active
Transportation
Program –
Cycle 7
The Active Transportation Program
(ATP) is a competitive statewide
program created to encourage
increased use of active modes of
transportation, such as biking and
walking. Funds can be used to fund
the development of communitywide
active transportation plans within or,
for area-wide plans, encompassing
disadvantaged communities, including
bicycle, pedestrian, safe routes to
schools, or comprehensive active
transportation plans.
• Active
Transportation
Active Transportation Program Cycle 7
Guidelines
• Consistency with an adopted regional
transportation plan
• Use of appropriate application
• Supplanting funds
• Eligibility of project (infrastructure
projects, plans, non-infrastructure
projects, infrastructure projects with
non-infrastructure components, and
quick-build project pilot programs)
• Note exceptions listed in Cycle 7 Policy
Guidelines
• Request of at least the minimum
request amount as outline in the Cycle 7
Policy Guidelines
• Projects that are already fully funded or
projects that are a capital improvement
required as a condition for private
development approval or permits are
not eligible for ATP funding;
• A project applicant found to have
purposefully misrepresented
information that could affect a project’s
score may result in the applicant being
excluded from the program
Cap & Trade:
Low Carbon
Transit
Operations
Program
(LCTOP)
Provides funding for projects that have
a goal of reducing GHG emissions,
improving mobility, and prioritize
disadvantaged communities.
This program uses funding from 5
percent of cap-and-trade auction
proceeds deposited to the Greenhouse
Gas Reduction Funds (GGRF).
• Transit
• Projects that increase transit mode
share
• Projects that replace conventional
vehicles with zero emission vehicle
projects
• Projects that support new or expanded
bus or rail services;
• Projects that support expansions to
intermodal transit facilities, equipment
acquisition, fueling, and maintenance
and other costs to operate above
services or facilities.
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SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
FUNDING
SOURCE DESCRIPTION PROJECT TYPES ELIGIBILITY REQUIREMENTS State
Transportation
Improvement
Program (STIP)
Provides funding for capital
improvements on and off the State
Highway System that increase the
capacity or improve the state of good
repair of the transportation system.
The STIP consists of two broad
programs – the regional program (RIP)
funded from 75% of new STIP funding
and the interregional program (IIP)
funded from 25% of new STIP funding.
• Active
Transportation
• The CTC must approve each County’s
STIP in its entirety;
• CTC allocation is required by the end of
the fiscal year that the project is listed in
the STIP
State Highway
Operations
Protection
Program
(SHOPP)
Provides funding to maintain the safety
and integrity of the State Highway
System. Most of the projects are for
pavement and bridge rehabilitation
and traffic safety improvements. CTC
allocates to the individual projects.
• Highway/
Roadway
• Transit
• Capital improvements relative to
maintenance and safety of state
highways and bridges;
• Rehabilitates state highways and
bridges that do not add a new traffic
lane
SB 1 – State of
Good Repair
• Roadway
• Active
Transportation
• Sustainability
• Transit capital projects or services to
maintain or repair a transit operator’s
existing transit vehicle fleet or transit
facilities, including the rehabilitation or
modernization of the existing vehicles
or facilities
• The design, acquisition and construction
of new vehicles or facilities that improve
existing transit services;
• Transit services that complement local
efforts for repair and improvement of
local transportation infrastructure.
• Replacement or rehabilitation of rolling
stock, passenger stations and terminal,
security equipment and systems,
maintenance facilities and equipment,
ferry vessels, and rail
• Preventative maintenance
• New maintenance facilities or
maintenance equipment if needed to
maintain the existing transit service
| 64
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
FUNDING
SOURCE DESCRIPTION PROJECT TYPES ELIGIBILITY REQUIREMENTS Trade Corridor
Enhancement
(TCEP)
Provides funding for infrastructure
improvements along corridors with
high volumes of freight movement.
• Highway
• Freight
• Freight System Factors – Throughput,
Velocity, and Reliability,
• Transportation System Factors – Safety,
Congestion Reduction/Mitigation, Key
Transportation Bottleneck Relief, Multi-
Modal Strategy, Interregional Benefits,
and Advanced Technology;
• Community Impact Factors – Air Quality
Impact, Community Impact Mitigation,
and Economic/Jobs Growth;
• The overall need, benefits, and cost of
the project
• Project Readiness – ability to complete
the project in a timely manner;
• Demonstration of the required 30%
matching funds;
• The leveraging and coordination of
funds from multiple sources; and jointly
nominated and/or jointly funded.
Local
Partnership
Program (LPP)
Provides local and regional agencies
that have passed sales tax measures,
tolls, or fees or that have imposed
fees which are dedicated solely to
transportation improvements with
a continuous appropriation of $200
million annually (Statewide) to fund
road maintenance and rehabilitation,
sound walls, and other transportation
improvement projects.
• Highway/
Roadway
• Transit
• Active
Transportation
• Paratransit
• Improves the state highway system
• Improves transit facilities that expand
transit facilities;
• Increases ridership;
• Improves safety;
• Acquisition of new or rehabilitation of
rolling stock, buses, or other transit
equipment;
• Improves the local road system;
• Improves bicycle and pedestrian safety
or mobility;
• Mitigates the environmental impact of
new transportation infrastructure on a
locality’s or region’s air quality or water
quality;
• Road maintenance and rehabilitation
| 65
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
FUNDING
SOURCE DESCRIPTION PROJECT TYPES ELIGIBILITY REQUIREMENTS Transit and
Intercity Rail
Provides grants for capital
improvements and operational
investments that will modernize
California’s transit systems and
intercity, commuter, and urban rail
systems to reduce emissions of
greenhouse gases by reducing vehicle
miles traveled throughout California.
• Transit
• Enhances and improves existing rail
systems, includes new rail cars to
increase ridership and service levels;
• Improves transit reliability
• Improves existing and future rail
systems;
• Includes high speed rail;
• Increases integration of rail and transit
services;
• Includes integrated ticketing and bus
transit investments that increase
ridership and reduce GHG emissions
Solutions for
Congested
Corridors
Program
The Sustainable Communities Program
provides direct technical assistance
to SCAG member jurisdictions to
complete planning and policy efforts
that enable implementation of the
regional SCS. Call for applications for
smart cities & mobility innovations,
housing & sustainable development,
active transportation & safety.
• Highway/
Roadway
• Transit
• Active
Transportation
• Goods
Movement
• Projects that reduce congestion to
highly traveled and congested corridors
through performance improvements
that balance transportation
improvements, community impacts, and
provide environmental benefits;
• Projects must be included in a
qualifying Comprehensive Multimodal
Corridor Plan consistent with the CTC’s
Comprehensive Multimodal Corridor
Plan Guidelines
Measure
C – Regional
Transportation
Program
The core or vision of the Measure C plan
is to provide mobility options for all of
Fresno County’s residents, helping to
maintain Fresno County’s quality-of-
life in its amenities and transportation
options.
• Transit
• Sustainability
• Projects must be made to one of the
following categories:
• State highways
• County roadways
• City streets
San Joaquin
Valley Air
Quality District
– Public Benefit
Grant Program
• Sustainability
• Mobile source projects. Eligibility
continues through either the Moyer
Program or the Proposition 1B
Program, with a focus on zero-emission
equipment.
• Zero-emission charging infrastructure
projects. Eligibility continues with a
focus on medium- and heavy-duty
vehicle infrastructure.
• Stationary source projects. New
eligibility for the replacement of
equipment at locations of stationary
sources of air pollution not subject to
the Cap-and-Trade Program, which will
result in direct reductions of TACs or
criteria air pollutants.
| 66
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan)
6.3 P RIORITIZATION FRAMEWORK
To understand the potential benefits of the projects and programs presented, each strategy was analyzed using a set of performance metrics that are derived from the project goals identified in earlier tasks. Performance metrics used to evaluate the strategies are summarized in the table below:
Table 6.1: Evaluation Criteria Summary
Design Vehicle Type Single-Unit Truck
Reduced VMT
The project is expected to reduce the number of vehicle miles traveled (VMT) within the study area. Reduced VMT is also used as a proxy for identifying reduced greenhouse gas (GHG) emissions from vehicles. More specifically, if a project is successful at reducing the number of VMT, then it is likely to also reduce GHG emissions. Additionally, VMT can also correlate with traffic congestion, as more vehicles travel more miles over the transportation network, the potential for traffic congestion can increase.
Improves Air Quality The project will reduce emissions from transportation vehicles to improve air quality for communities living within the study area.
Improved V/C Ratio The project is expected to improve the volume/capacity (V/C) ratio, thus indicating that the project will reduce traffic congestion.
Intersection Improvement
The project is an intersection improvement that will streamline traffic flows for freight trucks, personal vehicles, bicycles, and pedestrians. Ultimately, this intersection improvement will minimize queuing and reduce traffic congestion along corridors.
Targeted Safety Projects
The project specifically aims to improve safety at a location that has been identified by the public or through existing conditions. The project has the potential to reduce the number of collisions occurring at this location.
Complete Streets Project The project will help to create a “complete street” where all modes can travel safely along.
Pedestrian Safety Project
The project specifically aims to improve the safety of pedestrians along corridors or at intersections by reducing crossing distances, adding protected infrastructure, and ultimately reducing the number of collisions between pedestrians and motorists.
The performance metrics listed above were then given a score ranging from one to three based on the project’s anticipated impact. The score assigned to each project was intended to reflect a high-level evaluation. For example, a traffic signalization improvement is assigned a score of ‘Moderate (2)’ and is expected to have a moderate impact on air quality. This project is expected to streamline truck efficiency and reduce idling on truck routes. Therefore, it is expected to have a greater impact on minimizing truck emissions than a new crosswalk, which will not impact truck emissions, but will have a smaller impact than Truck Bypass Restriction Zones which will effectively prohibit truck bypass travel in a given area.
The project’s impact may be localized to the recommended intersection, corrido r, or Truck Bypass Restriction Zones.
However
, the cumulative impact of the recommended strategies is expected to produce a more significant positive impact for the South Central Fresno Community. Descriptions for potential scores are summarized below in Table 6.2.
Table 6.2: Evaluation Criteria Scoring Summary
Level of Impact Description
High (3) Project produces moderate to significant benefits.
Moderate (2) Project produces moderate benefits.
Low or No (1) Project produces low or no benefits.
Each of the proposed strategies was then evaluated against the criteria to generate a score. Higher-scoring projects can be included in grant funding applications and planning efforts to support safe and efficient freight movement. A selection of strategies and their evaluation scores are included in the table below for illustration purposes, and the full evaluation matrix is included in Appendix B.
| 67
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) Figure 6.2: Example Strategies Evaluation Scores
ID
Strategy
Location
Cross Street
Potential Reduction in
VMT
Improves Air Quality
Potential Reduction in
Traffic Congestion
Intersection
Improvement
Targeted Safety
Projects
Complete Streets
Project
Pedestrian Safety
Project
Total
1 New Crosswalks Cedar Kaviland 1 1 1 3 3 3 3 15
103 Roadway
Reconfiguration North Willow 2 2 2 3 2 2 1 14
124 Traffic Signalization
Improvement Abby Harvey 2 3 3 3 3 3 3 20
143 Truck Focused Signage Fwy180 Fwy99 1 1 1 3 3 3 1 13 178 New Bike Lanes Belmont Fwy99 -
Chestnut 3 3 2 2 3 3 2 18
6.4 NEXT STEPS
The strategies recommended in this document aim to mitigate the negative impacts from truck travel on people living and working in the South Central Fresno AB 617 Community. The strategies were developed after a thorough review of existing demographic, transportation, land use, and health impact conditions, as well as an evaluation of best practices, guidance from technical experts, and comprehensive community engagement efforts, It is intended that the City of Fresno utilize the findings, recommendations, and implementation strategies identified in this document to update policy and truck route designations, evaluate and prioritize projects to address a range of truck travel issues for residents, and determine feasible funding options for implementation. This will require a coordinated effort between the City of Fresno, SJVAPCD, and agencies such as Caltrans, the County of Fresno, and the Fresno Council of Governments, as future relevant planning efforts and projects are identified for the South Central Fresno AB 617 community.
| 68
SOUTH CENTRAL FRESNO AB 617 COMMUNITY TRUCK REROUTE STUDY (Final Plan) APPENDIX A:
STRATEGIES AND FUNDING CATEGORIES
ffID Strategy
ID Strategy Location Cross Street
Project Type
Highway/
Roadway
Active
Transportation TSM TDM Sustainability Freight
1 NC1 New Crosswalks Cedar Kaviland X
2 NC2 New Crosswalks Rowell Kaviland X
3 NC3 New Crosswalks Jensen Cedar X
4 NC4 New Crosswalks Jensen Holloway X
5 NC5 New Crosswalks Jensen Rowell X
6 NC6 New Crosswalks
Jensen
Bypass Cedar X
7 NC7 New Crosswalks Jensen Golden State X
8 NC8 New Crosswalks Jensen East (South) X
9 NC9 New Crosswalks Jensen East (North) X
10 NC10 New Crosswalks Jensen Cherry X
11 NC11 New Crosswalks Jensen Elm X
12 NC12 New Crosswalks Jensen MLK Jr X
13 NC13 New Crosswalks Jensen Walnut X
14 NC14 New Crosswalks Jensen Fruit X
15 NC15 New Crosswalks Jensen West X
16 NC16 New Crosswalks North Walnut X
17 NC17 New Crosswalks North MLK Jr X
18 NC18 New Crosswalks North Elm X
19 NC19 New Crosswalks North Cedar X
20 NC20 New Crosswalks North Maple X
21 NC21 New Crosswalks North Chestnut X
22 NC22 New Crosswalks North Peach X
23 NC23 New Crosswalks Central Peach X
24 NC24 New Crosswalks Central Willow X
25 NC25 New Crosswalks Central Golden State X
26 NC26 New Crosswalks Central Maple X
27 NC27 New Crosswalks Central Cedar X
28 NC28 New Crosswalks Central Orange X
29 NC29 New Crosswalks Central East X
30 NC30 New Crosswalks Central Cherry X
31 NC31 New Crosswalks SR 41 Central X
32 NC32 New Crosswalks Central Elm X
33 NC33 New Crosswalks Central MLK Jr X
34 NC34 New Crosswalks SR 41 American X
35 NC35 New Crosswalks American Cedar X
36 NC36 New Crosswalks North Cherry X
37 NC37 New Crosswalks Golden State Railroad X
38 NC38 New Crosswalks Golden State Orange X
39 NC39 New Crosswalks Golden State East X
40 NC40 New Crosswalks Golden State Church X
ffID Strategy
ID Strategy Location Cross Street
Project Type
Highway/
Roadway
Active
Transportation TSM TDM Sustainability Freight
41 NC41 New Crosswalks G Church X
42 NC42 New Crosswalks Church Railroad X
43 NC43 New Crosswalks Church Cedar X
44 NC44 New Crosswalks Church Chestnut X
45 NC45 New Crosswalks Church East X
46 NC46 New Crosswalks Church Cherry X
47 NC47 New Crosswalks Church MLK Jr X
48 NC48 New Crosswalks Church Clara X
49 NC49 New Crosswalks Church Fairview X
50 NC50 New Crosswalks Church Walnut X
51 NC51 New Crosswalks Church Fruit X
52 NC52 New Crosswalks Church West X
53 NC53 New Crosswalks Church Marks X
54 NC54 New Crosswalks Jensen Chestnut X
55 NC55 New Crosswalks Jensen Peach X
56 NC56 New Crosswalks Chestnut Butler X
57 NC57 New Crosswalks Cedar Cesar Chavez Blvd X
58 NC58 New Crosswalks Cedar Hamilton X
59 NC59 New Crosswalks Cedar Heaton X
60 NC60 New Crosswalks Butler East X
61 NC61 New Crosswalks Butler O X
62 NC62 New Crosswalks Los Angeles M X
63 NC63 New Crosswalks Los Angeles Van Ness X
64 NC64 New Crosswalks Van Ness Hamilton X
65 NC65 New Crosswalks Van Ness Cesar Chavez Blvd X
66 NC66 New Crosswalks Van Ness Railroad X
67 NC67 New Crosswalks Railroad G X
68 NC68 New Crosswalks
Cesar Chavez
Blvd C X
69 NC69 New Crosswalks C Mono X
70 NC70 New Crosswalks C Inyo X
71 NC71 New Crosswalks C Kern X
72 NC72 New Crosswalks C Tulare X
73 NC73 New Crosswalks C Fresno X
74 NC74 New Crosswalks B Stanislaus X
75 NC75 New Crosswalks B Amador X
76 NC76 New Crosswalks Whitesbridge Thorne X
77 NC77 New Crosswalks Thorne Kearney X
78 NC78 New Crosswalks G El Dorado X
79 NC79 New Crosswalks O Santa Clara X
80 NC80 New Crosswalks O Butler X
ffID Strategy
ID Strategy Location Cross Street
Project Type
Highway/
Roadway
Active
Transportation TSM TDM Sustainability Freight
81 NC81 New Crosswalks Nielsen Hughes X
82 NC82 New Crosswalks
Cesar Chavez
Blvd Cedar X
83 NC83 New Crosswalks Belmont 1st X
84 NC84 New Crosswalks Tulare 6th X
85 NC85 New Crosswalks Tulare 1st X
86 NC86 New Crosswalks Belmont Cedar X
87 NC87 New Crosswalks Belmont Blackstone X
88 NC88 New Crosswalks Blackstone Olive X
89 NC89 New Crosswalks Belmont Weber X
90 NC90 New Crosswalks Belmont Wesley X
91 NC91 New Crosswalks Belmont Butler X
92 NC92 New Crosswalks Olive Weber X
93 NC93 New Crosswalks Golden State McKinley X
94 NC94 New Crosswalks McKinley Echo X
95 NC95 New Crosswalks McKinley Palm X
96 NC96 New Crosswalks McKinley Fresno X
97 NC97 New Crosswalks McKinley Millbrook X
98 NC98 New Crosswalks Central Chestnut X
99 RR1P Roadway Reconfiguration North Willow X X 100 RR2P Roadway Reconfiguration Butler Hazelwood X X 101 RR3P Roadway Reconfiguration
Cesar Chavez
Blvd Plumas X X
102 RR4P Roadway Reconfiguration Belmont Palm X X 103 RR5P Roadway Reconfiguration SR 99 North X X 104 RR6P Roadway Reconfiguration North Golden State Frontage X X 105 RR7P Roadway Reconfiguration Broadway Santa Clara X X 106 TS1 Traffic Signalization Improvement Central Chestnut X X X 107 TS2 Traffic Signalization Improvement B Stanislaus X X X 108 TS3 Traffic Signalization Improvement
Cesar Chavez
Blvd West X X X
109 TS4 Traffic Signalization Improvement B Rev Chester Riggins X X X 110 TS5 Traffic Signalization Improvement Divisadero Glenn X X X 111 TS6 Traffic Signalization Improvement Divisadero Calaveras X X X 112 TS7 Traffic Signalization Improvement M Santa Clara X X X 113 TS8 Traffic Signalization Improvement O San Benito X X X 114 TS9 Traffic Signalization Improvement
Cesar Chavez
Blvd 10th X X X
115 TS10 Traffic Signalization Improvement Abby Harvey X X X 116 TS11 Traffic Signalization Improvement Belmont Stafford X X X 117 TS12 Traffic Signalization Improvement McKinley San Pablo X X X ffID Strategy
ID Strategy Location Cross Street
Project Type
Highway/
Roadway
Active
Transportation TSM TDM Sustainability Freight
118 TS13 Traffic Signalization Improvement Golden State Church X X X 119 TS14 Traffic Signalization Improvement North Parkway X X X 120 TS15 Traffic Signalization Improvement C Walnut/ Martin X X X 121 SN1 Truck Focused Signage SR 99 Chestnut X X 122 SN2 Truck Focused Signage SR 99 North X X
123 SN3 Truck Focused Signage SR 99 Orange X X
124 SN4 Truck Focused Signage SR 99 Jensen X X
125 SN5 Truck Focused Signage SR 99 SR 41 X X
126 SN6 Truck Focused Signage SR 99 Cesar Chavez Blvd X X 127 SN7 Truck Focused Signage SR 99 Fresno X X
128 SN8 Truck Focused Signage SR 99 SR 180 X X
129 SN9 Truck Focused Signage SR 99 Belmont X X 130 SN10 Truck Focused Signage SR 99 Olive X X
131 SN11 Truck Focused Signage SR 99 McKinely X X 132 SN12 Truck Focused Signage SR 180 Marks X X 133 SN13 Truck Focused Signage SR 180 SR 99 X X 134 SN14 Truck Focused Signage SR 180 SR 99 X X 135 SN15 Truck Focused Signage SR 180 Abby X X
136 SN16 Truck Focused Signage SR 180 SR 41 X X 137 SN17 Truck Focused Signage SR 180 Cedar X X 138 SN18 Truck Focused Signage SR 41 Central X X 139 SN19 Truck Focused Signage SR 41 North X X
140 SN20 Truck Focused Signage SR 41 Jensen X X 141 SN21 Truck Focused Signage SR 41 San Benito X X 142 SN22 Truck Focused Signage SR 41 O X X
143 SN23 Truck Focused Signage SR 41 Tulare X X 144 SN24 Truck Focused Signage SR 41 SR 180 X X 145 SN25 Truck Focused Signage SR 41 SR 180 X X 146 SN26 Truck Focused Signage Golden State Olive X X
ID Strategy
ID Strategy Location Extents Length
Project Type
Highway/
Roadway
Active
Transportation TSM TDM Sustainability Freight
147 NS1 New Sidewalks Willow Jensen - Central 2.0 X X 148 NS2 New Sidewalks Cherry North - Central 1.0 X X 149 NS3 New Sidewalks Chestnut Jensen - Central 2.0 X X 150 NS4 New Sidewalks American SR 41 – SR 99 3.4 X X 151 NS5 New Sidewalks Central SR 41 - Peach 3.8 X X 152 NS6 New Sidewalks Orange Railroad - American 2.8 X X 153 NS7 New Sidewalks Golden State
Cesar Chavez Blvd -
Central 4.1 X X
ID Strategy
ID Strategy Location Extents Length
Project Type
Highway/
Roadway
Active
Transportation TSM TDM Sustainability Freight
154 NS8 New Sidewalks
Cesar Chavez
Blvd Kern - Mono 0.2 X X
155 NS9 New Sidewalks Church Marks - MLK Jr 2.5 X X 156 NS10 New Sidewalks Elm North - Central 1.0 X X 157 NS11 New Sidewalks Cedar Parkway - American 1.6 X X 158 NS12 New Sidewalks North Parkway - Peach 2.4 X X 159 NS13 New Sidewalks Jensen Maple - Peach 1.5 X X 160 NS14 New Sidewalks
Cesar Chavez
Blvd Marks - West 1.0 X X
161 NS15 New Sidewalks Church Cherry - 10th 1.4 X X 162 NS16 New Sidewalks Walnut Church - North 1.5 X X 163 BL1 New Bike Lanes Chestnut Jensen - Central 2.0 X X 164 BL2 New Bike Lanes American SR 41 – SR 99 3.4 X X 165 BL4 New Bike Lanes Orange Cesar Chavez - Butler 0.5 X X 166 BL5 New Bike Lanes Golden State
Cesar Chavez Blvd -
Central 4.1 X X
167 BL6 New Bike Lanes Belmont SR 99 - Chestnut 4.9 X X 168 BL7 New Bike Lanes Palm McKinley - H 1.2 X X
169 BL8 New Bike Lanes Tulare SR 41 - Cedar 1.2 X X 170 BL9 New Bike Lanes Church Marks - MLK Jr 2.5 X X 171 BL10 New Bike Lanes North Walnut - Peach 1.5 X X 172 BL11 New Bike Lanes Cedar Woodward - Jensen 1.1 X X 173 BL12 New Bike Lanes McKinley Blackstone - Cedar 2.0 X X 174 BL13 New Bike Lanes First Tulare - Hazelwood 0.8 X X 175 BL14 New Bike Lanes Abby
Blackstone -
Divisadero 1.1 X X
176 BL15 New Bike Lanes Blackstone
McKinley -
Divisadero 1.5 X X
177 BL16 New Bike Lanes H Belmont - Divisadero 0.8 X X 178 BL17 New Bike Lanes Cesar Chavez C - H 0.4 X X 179 BL18 New Bike Lanes Cesar Chavez O - Parallel 0.3 X X 180 BL19 New Bike Lanes P
Divisadero – Cesar
Chavez 0.8 X X
181 BL20 New Bike Lanes O Cesar Chavez - Butler 0.4 X X 182 BL21 New Bike Lanes
Los Angeles/
Butler
Van Ness -
Hazelwood 0.7 X X
183 BL22 New Bike Lanes Van Ness
Cesar Chavez - Los
Angeles 0.4 X X
184 BL23 New Bike Lanes Tuolumne A - E 0.3 X X
185 BL24 New Bike Lanes Walnut Church - North 1.5 X X 186 RR1L Roadway Reconfiguration Willow Jensen - Central 2.0 X X 187 RR2L Roadway Reconfiguration Olive SR 99 - Cedar 4.2 X X ID Strategy
ID Strategy Location Extents Length
Project Type
Highway/
Roadway
Active
Transportation TSM TDM Sustainability Freight
188 RP1 Roadway Repaving Railroad
Church - Golden
State 1.6 X
189 RP2 Roadway Repaving Jensen Cedar - Barton 0.3 X
190 RP3 Roadway Repaving Cesar Chavez Maple - Chestnut 0.5 X 191 RP4 Roadway Repaving Jensen West - Cedar 4.0 X
192 RP5 Roadway Repaving KcKinley SR 99 - West 0.4 X
193 RP6 Roadway Repaving A Kern – Cesar Chavez 0.3 X
194 RP7 Roadway Repaving Church Thorne - Walnut 0.2 X
195 RP8 Roadway Repaving Parkway North - Cedar 0.5 X
196 RP9 Roadway Repaving Cedar North - Parkway 0.3 X
197 RP10 Roadway Repaving Cedar Woodward - Jensen 1.1 X 198 RP11 Roadway Repaving Cedar SR 180 - Belmont 0.3 X
199 RP12 Roadway Repaving Weber McKinley - Belmont 1.3 X 200 RP13 Roadway Repaving H Belmont - Divisadero 0.8 X 201 TC1 Traffic Calming Cherry North - Central 1.0 X X 202 TC2 Traffic Calming Central SR 41 - Peach 3.8 X X 203 TC3 Traffic Calming Orange Cesar Chavez - Butler 0.5 X X 204 TC4 Traffic Calming Orange Butler - Jensen 1.4 X X 205 TC5 Traffic Calming Belmont SR 99 - Chestnut 4.9 X X 206 TC6 Traffic Calming McKinley Palm - Blackstone 1.0 X X 207 TC7 Traffic Calming Weber McKinley - Belmont 1.3 X X 208 TC8 Traffic Calming Abby
Blackstone -
Divisadero 1.1 X X
209 TC9 Traffic Calming Blackstone
McKinley -
Divisadero 1.5 X X
210 TC10 Traffic Calming Fresno
Cesar Chavez Blvd -
Divisadero 2.3 X X
ID Strategy
ID Strategy Location Area
Project Type
Highway/
Roadway
Active
Transportation TSM TDM Sustainability Freight
211 RA1 Truck Bypass Restriction Zone Downtown Fresno 0.4 X X 212 RA2 Truck Bypass Restriction Zone Mural District 0.1 X X 213 RA3 Truck Bypass Restriction Zone SW Fresno 6.1 X X 214 RA4 Truck Bypass Restriction Zone Tower 1.3 X X 215 RA5 Truck Bypass Restriction Zone Tulare East 0.9 X X 216 RA6 Truck Bypass Restriction Zone Tulare West 0.9 X X 217 RA7 Truck Bypass Restriction Zone Roosevelt East 1.8 X X 218 RA8 Truck Bypass Restriction Zone Roosevelt West 0.9 X X 219 RA9 Truck Bypass Restriction Zone Malaga 0.2 X X 220 RA10 Truck Bypass Restriction Zone Divisadero 0.2 X X 221 RA11 Truck Bypass Restriction Zone McKinley 0.5 X X ID Strategy
ID Strategy Location Area
Project Type
Highway/
Roadway
Active
Transportation TSM TDM Sustainability Freight
222 RA12 Truck Bypass Restriction Zone N Blackstone 0.5 X X 223 RA13 Truck Bypass Restriction Zone Central Ave 1.8 X X
APPENDIX B:
PRIORITIZATION MATRIX OF PROPOSED
STRATEGIES
ID Strategy
ID Strategy Location Cross Street
Potential
Reduction in
VMT
Improves
Air Quality
Potential
Reduction in
Traffic
Congestion
Intersection
Improvement
Targeted
Safety
Projects
Completed
Streets
Project
Pedestrian
Safety Project Total
1 NC1 New Crosswalks Cedar Kaviland 1 1 1 3 3 3 3 15
2 NC2 New Crosswalks Rowell Kaviland 1 1 1 3 3 3 3 15
3 NC3 New Crosswalks Jensen Cedar 1 1 1 3 3 3 3 15
4 NC4 New Crosswalks Jensen Holloway 1 1 1 3 3 3 3 15
5 NC5 New Crosswalks Jensen Rowell 1 1 1 3 3 3 3 15
6 NC6 New Crosswalks Jensen Bypass Cedar 1 1 1 3 3 3 3 15 7 NC7 New Crosswalks Jensen Golden State 1 1 1 3 3 3 3 15 8 NC8 New Crosswalks Jensen East (South) 1 1 1 3 3 3 3 15 9 NC9 New Crosswalks Jensen East (North) 1 1 1 3 3 3 3 15 10 NC10 New Crosswalks Jensen Cherry 1 1 1 3 3 3 3 15
11 NC11 New Crosswalks Jensen Elm 1 1 1 3 3 3 3 15
12 NC12 New Crosswalks Jensen MLK Jr 1 1 1 3 3 3 3 15
13 NC13 New Crosswalks Jensen Walnut 1 1 1 3 3 3 3 15
14 NC14 New Crosswalks Jensen Fruit 1 1 1 3 3 3 3 15
15 NC15 New Crosswalks Jensen West 1 1 1 3 3 3 3 15
16 NC16 New Crosswalks North Walnut 1 1 1 3 3 3 3 15
17 NC17 New Crosswalks North MLK Jr 1 1 1 3 3 3 3 15
18 NC18 New Crosswalks North Elm 1 1 1 3 3 3 3 15
19 NC19 New Crosswalks North Cedar 1 1 1 3 3 3 3 15
20 NC20 New Crosswalks North Maple 1 1 1 3 3 3 3 15
21 NC21 New Crosswalks North Chestnut 1 1 1 3 3 3 3 15
22 NC22 New Crosswalks North Peach 1 1 1 3 3 3 3 15
23 NC23 New Crosswalks Central Peach 1 1 1 3 3 3 3 15
24 NC24 New Crosswalks Central Willow 1 1 1 3 3 3 3 15
25 NC25 New Crosswalks Central Golden State 1 1 1 3 3 3 3 15 26 NC26 New Crosswalks Central Maple 1 1 1 3 3 3 3 15
27 NC27 New Crosswalks Central Cedar 1 1 1 3 3 3 3 15
28 NC28 New Crosswalks Central Orange 1 1 1 3 3 3 3 15
29 NC29 New Crosswalks Central East 1 1 1 3 3 3 3 15
30 NC30 New Crosswalks Central Cherry 1 1 1 3 3 3 3 15
31 NC31 New Crosswalks SR 41 Central 1 1 1 3 3 3 3 15
32 NC32 New Crosswalks Central Elm 1 1 1 3 3 3 3 15
33 NC33 New Crosswalks Central MLK Jr 1 1 1 3 3 3 3 15
34 NC34 New Crosswalks SR 41 American 1 1 1 3 3 3 3 15
35 NC35 New Crosswalks American Cedar 1 1 1 3 3 3 3 15
36 NC36 New Crosswalks North Cherry 1 1 1 3 3 3 3 15
37 NC37 New Crosswalks Golden State Railroad 1 1 1 3 3 3 3 15 38 NC38 New Crosswalks Golden State Orange 1 1 1 3 3 3 3 15 39 NC39 New Crosswalks Golden State East 1 1 1 3 3 3 3 15 ID Strategy
ID Strategy Location Cross Street
Potential
Reduction in
VMT
Improves
Air Quality
Potential
Reduction in
Traffic
Congestion
Intersection
Improvement
Targeted
Safety
Projects
Completed
Streets
Project
Pedestrian
Safety Project Total
40 NC40 New Crosswalks Golden State Church 1 1 1 3 3 3 3 15 41 NC41 New Crosswalks G Church 1 1 1 3 3 3 3 15
42 NC42 New Crosswalks Church Railroad 1 1 1 3 3 3 3 15 43 NC43 New Crosswalks Church Cedar 1 1 1 3 3 3 3 15
44 NC44 New Crosswalks Church Chestnut 1 1 1 3 3 3 3 15 45 NC45 New Crosswalks Church East 1 1 1 3 3 3 3 15
46 NC46 New Crosswalks Church Cherry 1 1 1 3 3 3 3 15
47 NC47 New Crosswalks Church MLK Jr 1 1 1 3 3 3 3 15
48 NC48 New Crosswalks Church Clara 1 1 1 3 3 3 3 15
49 NC49 New Crosswalks Church Fairview 1 1 1 3 3 3 3 15 50 NC50 New Crosswalks Church Walnut 1 1 1 3 3 3 3 15
51 NC51 New Crosswalks Church Fruit 1 1 1 3 3 3 3 15
52 NC52 New Crosswalks Church West 1 1 1 3 3 3 3 15
53 NC53 New Crosswalks Church Marks 1 1 1 3 3 3 3 15
54 NC54 New Crosswalks Jensen Chestnut 1 1 1 3 3 3 3 15 55 NC55 New Crosswalks Jensen Peach 1 1 1 3 3 3 3 15
56 NC56 New Crosswalks Chestnut Butler 1 1 1 3 3 3 3 15 57 NC57 New Crosswalks Cedar Cesar Chavez 1 1 1 3 3 3 3 15 58 NC58 New Crosswalks Cedar Hamilton 1 1 1 3 3 3 3 15
59 NC59 New Crosswalks Cedar Heaton 1 1 1 3 3 3 3 15
60 NC60 New Crosswalks Butler East 1 1 1 3 3 3 3 15
61 NC61 New Crosswalks Butler O 1 1 1 3 3 3 3 15
62 NC62 New Crosswalks Los Angeles M 1 1 1 3 3 3 3 15
63 NC63 New Crosswalks Los Angeles Van Ness 1 1 1 3 3 3 3 15 64 NC64 New Crosswalks Van Ness Hamilton 1 1 1 3 3 3 3 15 65 NC65 New Crosswalks Van Ness Cesar Chavez 1 1 1 3 3 3 3 15 66 NC66 New Crosswalks Van Ness Railroad 1 1 1 3 3 3 3 15 67 NC67 New Crosswalks Railroad G 1 1 1 3 3 3 3 15
68 NC68 New Crosswalks Cesar Chavez C 1 1 1 3 3 3 3 15 69 NC69 New Crosswalks C Mono 1 1 1 3 3 3 3 15
70 NC70 New Crosswalks C Inyo 1 1 1 3 3 3 3 15
71 NC71 New Crosswalks C Kern 1 1 1 3 3 3 3 15
72 NC72 New Crosswalks C Tulare 1 1 1 3 3 3 3 15
73 NC73 New Crosswalks C Fresno 1 1 1 3 3 3 3 15
74 NC74 New Crosswalks B Stanislaus 1 1 1 3 3 3 3 15
75 NC75 New Crosswalks B Amador 1 1 1 3 3 3 3 15
76 NC76 New Crosswalks Whites Bridge Thorne 1 1 1 3 3 3 3 15 77 NC77 New Crosswalks Thorne Kearney 1 1 1 3 3 3 3 15
78 NC78 New Crosswalks G El Dorado 1 1 1 3 3 3 3 15
ID Strategy
ID Strategy Location Cross Street
Potential
Reduction in
VMT
Improves
Air Quality
Potential
Reduction in
Traffic
Congestion
Intersection
Improvement
Targeted
Safety
Projects
Completed
Streets
Project
Pedestrian
Safety Project Total
79 NC79 New Crosswalks O Santa Clara 1 1 1 3 3 3 3 15
80 NC80 New Crosswalks O Butler 1 1 1 3 3 3 3 15
81 NC81 New Crosswalks Nielsen Hughes 1 1 1 3 3 3 3 15
82 NC82 New Crosswalks Cesar Chavez Cedar 1 1 1 3 3 3 3 15 83 NC83 New Crosswalks Belmont 1st 1 1 1 3 3 3 3 15
84 NC84 New Crosswalks Tulare 6th 1 1 1 3 3 3 3 15
85 NC85 New Crosswalks Tulare 1st 1 1 1 3 3 3 3 15
86 NC86 New Crosswalks Belmont Cedar 1 1 1 3 3 3 3 15
87 NC87 New Crosswalks Belmont Blackstone 1 1 1 3 3 3 3 15 88 NC88 New Crosswalks Blackstone Olive 1 1 1 3 3 3 3 15 89 NC89 New Crosswalks Belmont Weber 1 1 1 3 3 3 3 15
90 NC90 New Crosswalks Belmont Wesley 1 1 1 3 3 3 3 15
91 NC91 New Crosswalks Belmont Butler 1 1 1 3 3 3 3 15
92 NC92 New Crosswalks Olive Weber 1 1 1 3 3 3 3 15
93 NC93 New Crosswalks Golden State McKinley 1 1 1 3 3 3 3 15 94 NC94 New Crosswalks McKinley Echo 1 1 1 3 3 3 3 15
95 NC95 New Crosswalks McKinley Palm 1 1 1 3 3 3 3 15
96 NC96 New Crosswalks McKinley Fresno 1 1 1 3 3 3 3 15 97 NC97 New Crosswalks McKinley Millbrook 1 1 1 3 3 3 3 15 98 NC98 New Crosswalks Central Chestnut 1 1 1 3 3 3 3 15 99 RR1P Roadway Reconfiguration North Willow 2 2 2 3 2 2 1 14 100 RR2P Roadway Reconfiguration Butler Hazelwood 2 2 3 3 3 3 1 17 101 RR3P Roadway Reconfiguration Cesar Chavez Plumas 2 2 3 3 3 3 2 18 102 RR4P Roadway Reconfiguration Belmont Palm 2 2 3 3 3 3 1 17 103 RR5P Roadway Reconfiguration SR 99 North 2 2 3 3 3 2 1 16 104 RR6P Roadway Reconfiguration North Golden State Frontage 2 2 3 3 3 3 1 17 105 RR7P Roadway Reconfiguration Broadway Santa Clara 2 2 3 3 3 3 1 17 106 TS1
Traffic Signalization
Improvement Central Chestnut 2 2 3 3 3 3 2 18
107 TS2
Traffic Signalization
Improvement B Stanislaus 2 2 3 3 3 3 3 19
108 TS3
Traffic Signalization
Improvement Cesar Chavez West 2 2 3 3 3 3 2 18
109 TS4
Traffic Signalization
Improvement B Rev Chester Riggins 2 2 3 3 3 3 1 17
110 TS5
Traffic Signalization
Improvement Divisadero Glenn 2 2 3 3 3 3 3 19
111 TS6
Traffic Signalization
Improvement Divisadero Calaveras 2 2 3 3 3 3 3 19
ID Strategy
ID Strategy Location Cross Street
Potential
Reduction in
VMT
Improves
Air Quality
Potential
Reduction in
Traffic
Congestion
Intersection
Improvement
Targeted
Safety
Projects
Completed
Streets
Project
Pedestrian
Safety Project Total
112 TS7
Traffic Signalization
Improvement M Santa Clara 2 2 3 3 3 3 2 18
113 TS8
Traffic Signalization
Improvement O San Benito 2 2 3 3 3 3 2 18
114 TS9
Traffic Signalization
Improvement Cesar Chavez 10th 2 2 3 3 3 3 3 19
115 TS10
Traffic Signalization
Improvement Abby Harvey 2 2 3 3 3 3 3 19
116 TS11
Traffic Signalization
Improvement Belmont Stafford 2 2 3 3 3 3 1 17
117 TS12
Traffic Signalization
Improvement McKinley San Pablo 2 2 3 3 3 3 3 19
118 TS13
Traffic Signalization
Improvement Golden State Church 2 2 3 3 3 3 3 19
119 TS14
Traffic Signalization
Improvement North Parkway 2 2 3 3 3 3 3 19
120 TS15
Traffic Signalization
Improvement C Walnut/ Martin 2 2 3 3 3 3 1 17
121 SN1 Truck Focused Signage SR 99 Chestnut 1 1 1 3 3 3 1 13 122 SN2 Truck Focused Signage SR 99 North 1 1 1 3 3 3 1 13 123 SN3 Truck Focused Signage SR 99 Orange 1 1 1 3 3 3 1 13 124 SN4 Truck Focused Signage SR 99 Jensen 1 1 1 3 3 3 1 13 125 SN5 Truck Focused Signage SR 99 SR 41 1 1 1 3 3 3 1 13 126 SN6 Truck Focused Signage SR 99 Cesar Chavez 1 1 1 3 3 3 1 13 127 SN7 Truck Focused Signage SR 99 Fresno 1 1 1 3 3 3 1 13 128 SN8 Truck Focused Signage SR 99 SR 180 1 1 1 3 3 3 1 13 129 SN9 Truck Focused Signage SR 99 Belmont 1 1 1 3 3 3 1 13 130 SN10 Truck Focused Signage SR 99 Olive 1 1 1 3 3 3 1 13 131 SN11 Truck Focused Signage SR 99 McKinely 1 1 1 3 3 3 1 13 132 SN12 Truck Focused Signage SR 180 Marks 1 1 1 3 3 3 1 13 133 SN13 Truck Focused Signage SR 180 SR 99 1 1 1 3 3 3 1 13 134 SN14 Truck Focused Signage SR 180 SR 99 1 1 1 3 3 3 1 13 135 SN15 Truck Focused Signage SR 180 Abby 1 1 1 3 3 3 1 13 136 SN16 Truck Focused Signage SR 180 SR 41 1 1 1 3 3 3 1 13 137 SN17 Truck Focused Signage SR 180 Cedar 1 1 1 3 3 3 1 13 138 SN18 Truck Focused Signage SR 41 Central 1 1 1 3 3 3 1 13 139 SN19 Truck Focused Signage SR 41 North 1 1 1 3 3 3 1 13 140 SN20 Truck Focused Signage SR 41 Jensen 1 1 1 3 3 3 1 13 141 SN21 Truck Focused Signage SR 41 San Benito 1 1 1 3 3 3 1 13 142 SN22 Truck Focused Signage SR 41 O 1 1 1 3 3 3 1 13 143 SN23 Truck Focused Signage SR 41 Tulare 1 1 1 3 3 3 1 13 ID Strategy
ID Strategy Location Cross Street
Potential
Reduction in
VMT
Improves
Air Quality
Potential
Reduction in
Traffic
Congestion
Intersection
Improvement
Targeted
Safety
Projects
Completed
Streets
Project
Pedestrian
Safety Project Total
144 SN24 Truck Focused Signage SR 41 SR 180 1 1 1 3 3 3 1 13 145 SN25 Truck Focused Signage SR 41 SR 180 1 1 1 3 3 3 1 13 146 SN26 Truck Focused Signage Golden State Olive 1 1 1 3 3 3 1 13
ID Strategy
ID Strategy Location Extents Length
Potential
Reduction in
VMT
Improves
Air Quality
Potential
Reduction in
Traffic
Congestion
Intersection
Improvement
Targeted
Safety
Projects
Completed
Streets
Project
Pedestrian
Safety Project Total
147 NS1 New Sidewalks Willow Jensen - Central 2.0 1 1 1 3 3 3 3 15 148 NS2 New Sidewalks Cherry North - Central 1.0 1 1 1 3 3 3 3 15 149 NS3 New Sidewalks Chestnut Jensen - Central 2.0 1 1 1 3 3 3 3 15 150 NS4 New Sidewalks American SR 41 - SR 99 3.4 1 1 1 3 3 3 3 15 151 NS5 New Sidewalks Central SR 41 - Peach 3.8 1 1 1 3 3 3 3 15 152 NS6 New Sidewalks Orange Railroad - American 2.8 1 1 1 3 3 3 3 15 153 NS7 New Sidewalks Golden State
Cesar Chavez -
Central 4.1 1 1 1 3 3 3 3 15
154 NS8 New Sidewalks Cesar Chavez Kern - Mono 0.2 1 1 1 3 3 3 3 15 155 NS9 New Sidewalks Church Marks - MLK Jr 2.5 1 1 1 3 3 3 3 15 156 NS10 New Sidewalks Elm North - Central 1.0 1 1 1 3 3 3 3 15 157 NS11 New Sidewalks Cedar Parkway - American 1.6 1 1 1 3 3 3 3 15 158 NS12 New Sidewalks North Parkway - Peach 2.4 1 1 1 3 3 3 3 15 159 NS13 New Sidewalks Jensen Maple - Peach 1.5 1 1 1 3 3 3 3 15 160 NS14 New Sidewalks Cesar Chavez Marks - West 1.0 1 1 1 3 3 3 3 15 161 NS15 New Sidewalks Church Cherry - 10th 1.4 1 1 1 3 3 3 3 15 162 NS16 New Sidewalks Walnut Church - North 1.5 1 1 1 3 3 3 3 15 163 BL1 New Bike Lanes Chestnut Jensen - Central 2.0 3 3 2 2 3 3 2 18 164 BL2 New Bike Lanes American SR 41 - SR 99 3.4 3 3 2 2 3 3 2 18 165 BL4 New Bike Lanes Orange Cesar Chavez - Butler 0.5 3 3 2 2 3 3 2 18 166 BL5 New Bike Lanes Golden State
Cesar Chavez -
Central 4.1 3 3 2 2 3 3 2 18
167 BL6 New Bike Lanes Belmont SR 99 - Chestnut 4.9 3 3 2 2 3 3 2 18 168 BL7 New Bike Lanes Palm McKinley - H 1.2 3 3 2 2 3 3 2 18 169 BL8 New Bike Lanes Tulare SR 41 - Cedar 1.2 3 3 2 2 3 3 2 18 170 BL9 New Bike Lanes Church Marks - MLK Jr 2.5 3 3 2 2 3 3 2 18 171 BL10 New Bike Lanes North Walnut - Peach 1.5 3 3 2 2 3 3 2 18 172 BL11 New Bike Lanes Cedar Woodward - Jensen 1.1 3 3 2 2 3 3 2 18 173 BL12 New Bike Lanes McKinley Blackstone - Cedar 2.0 3 3 2 2 3 3 2 18 174 BL13 New Bike Lanes First Tulare - Hazelwood 0.8 3 3 2 2 3 3 2 18 175 BL14 New Bike Lanes Abby
Blackstone -
Divisadero 1.1 3 3 2 2 3 3 2 18
ID Strategy
ID Strategy Location Extents Length
Potential
Reduction in
VMT
Improves
Air Quality
Potential
Reduction in
Traffic
Congestion
Intersection
Improvement
Targeted
Safety
Projects
Completed
Streets
Project
Pedestrian
Safety Project Total
176 BL15 New Bike Lanes Blackstone
McKinley -
Divisadero 1.5 3 3 2 2 3 3 2 18
177 BL16 New Bike Lanes H Belmont - Divisadero 0.8 3 3 2 2 3 3 2 18 178 BL17 New Bike Lanes Cesar Chavez C - H 0.4 3 3 2 2 3 3 2 18 179 BL18 New Bike Lanes Cesar Chavez O - Parallel 0.3 3 3 2 2 3 3 2 18 180 BL19 New Bike Lanes P
Divisadero - Cesar
Chavez 0.8 3 3 2 2 3 3 2 18
181 BL20 New Bike Lanes O Cesar Chavez - Butler 0.4 3 3 2 2 3 3 2 18 182 BL21 New Bike Lanes Los Angeles/ Butler
Van Ness -
Hazelwood 0.7 3 3 2 2 3 3 2 18
183 BL22 New Bike Lanes Van Ness
Cesar Chavez - Los
Angeles 0.4 3 3 2 2 3 3 2 18
184 BL23 New Bike Lanes Tuolumne A - E 0.3 3 3 2 2 3 3 2 18 185 BL24 New Bike Lanes Walnut Church - North 1.5 3 3 2 2 3 3 2 18 186 RR1L
Roadway
Reconfiguration Willow Jensen - Central 2.0 2 3 3 3 3 3 3 20 187 RR2L
Roadway
Reconfiguration Olive SR 99 - Cedar 4.2 2 3 3 3 3 3 1 18 188 RP1 Roadway Repaving Railroad
Church - Golden
State 1.6 1 1 1 2 2 3 1 11
189 RP2 Roadway Repaving Jensen Cedar - Barton 0.3 1 1 1 2 2 3 1 11 190 RP3 Roadway Repaving Cesar Chavez Maple - Chestnut 0.5 1 1 1 2 2 3 1 11 191 RP4 Roadway Repaving Jensen West - Cedar 4.0 1 1 1 2 2 3 1 11 192 RP5 Roadway Repaving KcKinley SR 99 - West 0.4 1 1 1 2 2 3 1 11 193 RP6 Roadway Repaving A Kern - Cesar Chavez 0.3 1 1 1 2 2 3 1 11 194 RP7 Roadway Repaving Church Thorne - Walnut 0.2 1 1 1 2 2 3 1 11 195 RP8 Roadway Repaving Parkway North - Cedar 0.5 1 1 1 2 2 3 1 11 196 RP9 Roadway Repaving Cedar North - Parkway 0.3 1 1 1 2 2 3 1 11 197 RP10 Roadway Repaving Cedar Woodward - Jensen 1.1 1 1 1 2 2 3 1 11 198 RP11 Roadway Repaving Cedar SR 180 - Belmont 0.3 1 1 1 2 2 3 1 11 199 RP12 Roadway Repaving Weber McKinley - Belmont 1.3 1 1 1 2 2 3 1 11 200 RP13 Roadway Repaving H Belmont - Divisadero 0.8 1 1 1 2 2 3 1 11 201 TC1 Traffic Calming Cherry North - Central 1.0 1 1 1 3 3 3 3 15 202 TC2 Traffic Calming Central SR 41 - Peach 3.8 1 1 1 3 3 3 3 15 203 TC3 Traffic Calming Orange Cesar Chavez - Butler 0.5 1 1 1 3 3 3 3 15 204 TC4 Traffic Calming Orange Butler - Jensen 1.4 1 1 1 3 3 3 3 15 205 TC5 Traffic Calming Belmont SR 99 - Chestnut 4.9 1 1 1 3 3 3 3 15 206 TC6 Traffic Calming McKinely Palm - Blackstone 1.0 1 1 1 3 3 3 3 15 207 TC7 Traffic Calming Weber McKinley - Belmont 1.3 1 1 1 3 3 3 3 15 208 TC8 Traffic Calming Abby
Blackstone -
Divisadero 1.1 1 1 1 3 3 3 3 15
ID Strategy
ID Strategy Location Extents Length
Potential
Reduction in
VMT
Improves
Air Quality
Potential
Reduction in
Traffic
Congestion
Intersection
Improvement
Targeted
Safety
Projects
Completed
Streets
Project
Pedestrian
Safety Project Total
209 TC9 Traffic Calming Blackstone
McKinley -
Divisadero 1.5 1 1 1 3 3 3 3 15
210 TC10 Traffic Calming Fresno
Cesar Chavez -
Divisadero 2.3 1 1 1 3 3 3 3 15
ID Strategy
ID Strategy Location Area Potential
Reduction in VMT
Improves
Air Quality
Potential
Reduction in
Traffic
Congestion
Intersection
Improvement
Targeted
Safety
Projects
Completed
Streets
Project
Pedestrian
Safety Project Total
211 RA1
Truck Bypass
Restriction Zone Downtown Fresno 0.4 3 3 3 3 3 3 1 19
212 RA2
Truck Bypass
Restriction Zone Mural District 0.1 3 3 3 3 3 3 1 19
213 RA3
Truck Bypass
Restriction Zone SW Fresno 6.1 3 3 3 3 3 3 1 19
214 RA4
Truck Bypass
Restriction Zone Tower 1.3 3 3 3 3 3 3 1 19
215 RA5
Truck Bypass
Restriction Zone Tulare East 0.9 3 3 3 3 3 3 1 19
216 RA6
Truck Bypass
Restriction Zone Tulare West 0.9 3 3 3 3 3 3 1 19
217 RA7
Truck Bypass
Restriction Zone Roosevelt East 1.8 3 3 3 3 3 3 1 19
218 RA8
Truck Bypass
Restriction Zone Roosevelt West 0.9 3 3 3 3 3 3 1 19
219 RA9
Truck Bypass
Restriction Zone Malaga 0.2 3 3 3 3 3 3 1 19
220 RA10
Truck Bypass
Restriction Zone Divisadero 0.2 3 3 3 3 3 3 1 19
221 RA11
Truck Bypass
Restriction Zone McKinley 0.5 3 3 3 3 3 3 1 19
222 RA12
Truck Bypass
Restriction Zone N Blackstone 0.5 3 3 3 3 3 3 1 19
223 RA13
Truck Bypass
Restriction Zone Central Ave 1.8 3 3 3 3 3 3 1 19