Jurupa Valley City Council
February 15, 2024

Table 2.1: Comparison of Previous and 2017 General Plan Land Use Designations Land Use1 (Category/Designation)
Total Acres Existing Land Uses
County City
Developed
(acres)
Vacant
(acres)
% Vacant
(City Acres)
Residential Uses
Rural Residential (RR) 103.6 103.6 73.5 30.1 29.1%
Estate Residential (EDR) 338.5 338.5 259.5 79.0 23.3%
Rural Community-Low Density Residential2 (RC-LDR) 5,492.0 – – – – Very Low Density Residential (VLDR) 71.0 97.4 93.1 4.3 4.4% Low Density Residential (LDR) 1,694.2 7,062.2 6,331.7 730.5 10.3% Medium Density Residential (MDR) 3,465.7 3,901.1 2,224.1 1,677.0 43.0% Medium-High Density Residential (MHDR) 732.0 793.0 619.3 173.7 21.9% High Density Residential (HDR) 285.0 292.9 219.5 73.4 25.1% Very High Density Residential (VHDR) 85.6 88.8 31.6 57.2 64.4% Highest Density Residential (HHDR) 198.0 212.0 171.3 40.7 19.2% Subtotal Residential Uses 12,465.6 12,889.5 10,023.6 2,865.9 22.2% Non-Residential Uses
Commercial Retail (CR) 1,070.3 1,105.7 733.6 372.1 33.7% Commercial Tourist (CT) – 122.6 1.9 120.7 98.5%
Commercial Neighborhood (CN) – 43.3 39.1 4.2 9.7%
Commercial Office (CO) 14.9 14.9 32.0 2.9 19.5%
Business Park (BP) 910.5 673.8 478.7 195.1 29.0%
Business Park-Specific Plan (BP-SP) – 514.4 297.9 216.5 42.1% Light Industrial (LI) 3,334.6 3,076.8 2,508.4 568.4 18.5% Heavy Industrial (HI) 1,108.4 736.9 588.9 148.0 20.1%
Agriculture2 (A) 20.4 – – – –
Subtotal Non-Residential Uses 6,459.1 6,288.4 4,680.5 1,627.9 25.9% Public Uses
Open Space-Recreation (OS-R) 1,501.4 1,452.2 1,452.2 0.0 NA Open Space-Rural (OS-RUR) 1,131.6 1,131.6 1,131.6 0.0 NA Open Space-Conservation (OS-C) 547.7 683.5 683.6 0.0 NA Open Space-Conservation Habitat (OS-CH) 867.6 971.1 971.1 0.0 NA Open Space-Mineral Resources (OS-MIN) 446.5 300.7 300.7 0.0 NA OpenSpace-Water (OS-W) 837.4 884.1 884.1 0.0 NA
Railroad (Rail) – 168.5 168.5 0.0 NA
Roadways/Other 3,051.0 2,549.7 2,529.7 0.0 NA
Public Facility/Institutional (PF) 538.5 527.0 527.0 0.0 NA Subtotal Public Uses 8,921.7 8,668.4 8,668.5 0.0 NA
Total City (43.5 square miles) 27,846.4 27,846.3 23,352.6 4,493.8 16.1% 1 The City’s Interim General Plan eliminated the County’s Agriculture and Rural Community-Low Density Residential designations and added Commercial Tourist, Neighborhood Commercial, Business Park-Specific Plan, and Railroad designations. 2 The City re-designated land in the old Agriculture category to Very Low Density Residential, and re-designated Rural Community-Low Density Residential to Low Density Residential.

NA Not applicable (open space uses have no development potential)

Land Use
Jurupa Valley General Plan, 2017 Page 2-13
City Development Potential under This
General Plan
Table 2.2 and Table 2.3 summarize the projected development capacity of the 2017 General Plan. The tables include existing and projected population, numbers of dwelling units and employees.

The main areas where land uses are expected to change gradually, over time, are along major arterial streets such as Bellegrave Avenue, Etiwanda Avenue, Limonite Avenue and Mission Boulevard, and on large, mostly vacant parcels in several areas, as shown in Figure 2-6.

During public meetings, Jurupa Valley’s residents emphasized the need for a more “balanced” community. To that end, the focus of the 2017 General Plan is to preserve those aspects of Jurupa Valley that residents treasure most, and to promote long -term economic vitality and improve residents’ quality of life. This is accomplished through the identification, distribution, and arrangement of various land uses throughout the City.

A key step in achieving the Community’s Vision as described in the Community Values Statement has been to modify or delete some previously adopted County of Riverside land use categories and to add new designations to better achieve the new City’s goals. These changes to the previous General Plan’s land use designations are described below and in Section LUE 5 – Land Use Overlays (beginning on page 2-44
).

For example, the Community Development Overlay (CDO) has been revised to allow multiple land use options to encourage the eventual conversion of older land uses to more compatible, high quality land uses. In particular, the CDO is applied to portions of the Mission Boulevard and Etiwanda Avenue corridors. These areas include vacant and/or aging buildings along with numerous vacant and unsightly parcels along these important commercial corridors in Jurupa, including those along Mission Boulevard in Glen Avon. This policy area is intended to facilitate optimum development of these infill properties and stimulate economic development of the adjacent communities.

Large areas of open space line the Santa Ana River, providing an expansive natural scenic corridor between Jurupa Valley and the cities of Riverside and Norco. Portions of the Jurupa Mountains along the northern border of the City also contain Open Space designations intended to preserve the rugged nature of this area, protect sensitive habitat areas, and buffer the City from the cities of Fontana and Rialto. Recreational open space areas designed for active recreational uses, such as golf courses and athletic fields, are located throughout Jurupa Valley.

Land Use
Jurupa Valley General Plan, 2017 Page 2-14

Figure 2-6: Areas of General Plan expected to change over time

Jurupa Valley General Plan
Land Use
Jurupa Valley General Plan, 2017 Page 2-15
Table 2.2: Residential Land Use Statistics and Buildout Projections Residential Land Use (Category/Designation)
Existing Land Uses
(acres)
(B)
Maximum
Density
(Units/Acre)
Additional Dwelling Units
Additional Population2
(Persons)
(C)
Maximum
(A × B)
(D)
Less Intense1
(C × 70%)
(E)
Maximum
(C × 3.75)
(F)
Less Intense1
(D × 3.75) Developed
(A)
Vacant
Rural Residential (RR) 73.5 30.1 0.2 6 4 23 16
Estate Residential (EDR) 259.5 79.0 0.5 40 28 148 104
Very Low Density Residential (VLDR) 93.1 4.3 1.0 4 3 16 11 Low Density Residential (LDR) 6,331.7 730.5 2.0 1,461 1,023 5,479 3,835 Medium Density Residential (MDR) 2,224.1 1,677.0 5.0 8,385 5,870 31,444 22,011 Medium High Density Residential (MHDR) 619.3 173.7 8.0 1,390 973 5,211 3,648 High Density Residential (HDR) 219.5 73.4 14.0 1,028 719 3,854 2,697 Very High Density Residential (VHDR) 31.6 57.2 20.0 1,144 801 4,290 3,003 Highest Density Residential (HHDR) 171.3 40.7 20+ 875 613 3,281 2,297 Total Residential Uses 10,023.6 2,865.9 – 14,332 10,032 +53,745 +37,622 City Population (2014)
Buildout Population (2035)
Percent Change
Average Annual Percent Change (20 years)
98,842
152,587
+54%
+2.7%
98,842
136,464
+38%
+1.9%
Source: City population from factfinder/US Census; http://factfinder.census.gov/faces/tableservices/jsf/pages/productview.xhtml?src=bkmk 1 “Less Intense” land use density is considered to be 70% or 0.7 of maximum density, which is more likely and typically experienced given physical and other constraints often encountered during development.
2 Units times 3.75 persons per dwelling unit (based on US Census 2014 total population divided by total housing units)

Land Use

Table 2.3: Non-Residential Land Use Statistics and Buildout Projections Non-Residential Land Use
(Category/Designation)
Existing Land Uses
(acres) (B)
Maximum
Floor Area Ratio
Additional Acres Additional Square Feet Additional Employees (C)
Maximum
(A × B)
(D)
Less Intense
(C × 75%)
(E)
Maximum1
(C × 43,560)
(F)
Less Intense
(E × 75%)
(G)
Maximum2
(E × Empl/SF)
(H)
Less Intense
(F × Empl/SF) Developed
(A)
Vacant
Commercial Retail (CR) 733.6 372.1 0.35 130 98 5,673,037 4,254,777 9,455 7,091 Commercial Tourist (CT) 1.9 120.7 0.35 42 32 1,840,192 1,380,144 3,067 2,300 Commercial Neighborhood (CN) 39.1 4.2 0.6 3 2 109,771 82,328 183 137 Commercial Office (CO) 32.0 2.9 1.0 3 2 126,324 94,743 158 118 Business Park (BP) 478.7 195.1 0.6 117 88 5,099,134 3,824,350 6,374 4,780 Business Park-Specific Plan (BP-SP) (estimate) 297.9 216.5 0.6 130 97 5,658,444 4,243,833 7,073 5,305 Light Industrial (LI) 2,508.4 568.4 0.6 341 256 14,855,702 11,141,777 12,380 9,285 Heavy Industrial (HI) 588.9 148.0 0.5 74 56 3,223,440 2,417,580 2,686 2,015 Total Non-Residential Uses 4,680.5 1,627.9 – 840 630 36,586,044 27,439,533 41,376 31,032 1 1 acre = 43,560 square feet
2 Commercial = 1 employee per 600 square feet; office/business park = 1 employee per 800 square feet; industrial = 1 employee per 1,200 square feet

Land Use
Jurupa Valley General Plan, 2017 Page 2-17
General Plan Land Use Designations and Land
Use Intensity
The 2017 General Plan’s land use designations are summarized in Table 2.4 . The Land Use Plan, Figure 2 -5 (page 2-10), uses these designations to accommodate the full range of land uses existing in the City in 2017, as well as new land uses in those areas where land use changes are desired. The land use designations were originally developed by the County of Riverside and adopted by the City upon incorporation; however, many of the land use designations did not apply to the City of Jurupa Valley, or did not make sense in terms of the City’s values, needs, and overall scale. Consequently, the General Plan land use designations have been updated and consolidated to better meet the City’s needs.

Table 2.4 lists the titles and abbreviations of all land use designations, such as Low Density Residential (abbreviated LDR) followed by descriptions of land use intensity and typical allowed uses. Two types of land use descriptions are shown: 1) the base designations, including Residential, Commercial, Open Space, and Public Facility, that establish the primary land uses for a particular property; and 2) land use overlays that are specialized land use designations applied to the base land use designation.

The overlays may be applied to any base designation to address special land use needs, concerns, or goals and create a combining designation such as Low Density Residential/Equestrian Lifestyle Protection Overlay (LDR/EL PO) to protect the City’s semi -rural equestrian areas within Low Density Residential areas.

Land use intensity refers to the number of dwellings or the amount of non -residential floor area occupying a unit of land —typically 1 acre. This, in turn, provides a measure of the numbers of person living or working in an area, and allows cities to anticipate and plan for streets, utilities, and schools and other community needs based on population. City land use and population estimates are based on land use intensities in Table 2.4. Land use intensity is also governed by Zoning Ordinance standards that address building setbacks, building height, lot coverage, and parking requirements.

Residential Density
Table 2.4 sets allowed densities for the six residential land use designations. Residential land use intensity is based on the minimum lot size required per dwelling unit, or maximum number of dwellings per acre. For example, the Low Density Residential designation requires 0.5 acre per dwelling, or a maximum density of two dwellings per acre. Based on 2014 US Census data, the City uses an average household size of 3.75 persons in the population projections in Table 2.3.

Table 2.4: Summary of 2017 General Plan Land Use Designations Land Use Designation
Allowed Density
(Minimum Parcel Size
per DU) or Development
Intensity (Floor Area
Ratio)1,3 Notes
Open Space
Open Space, Conservation
(OS-C)
N/A • Protection of open space for natural hazards, cultural resource preservation, wildlife and habitat, and natural and scenic resources. • Light agricultural uses are permitted.

Open Space, Conservation
Habitat (OS-CH)
N/A • Protection of open space habitat is primary purpose. • Conserved and managed in accordance with adopted MSHCPs, where applicable.

Open Space, Water
(OS-W)
N/A • Includes bodies of water and natural or artificial drainage corridors. • Extraction of mineral resources subject to conditional use permit (CUP). May be permissible if flooding hazards are addressed and long-term habitat and riparian values are maintained.

Open Space, Recreation
(OS-R)
20 acres minimum • Public and private recreational uses, including parks, athletic fields, and golf courses.
• Neighborhood parks are permitted within residential land uses. • Light agricultural uses are permitted.

Open Space, Rural
(OS-RUR)
20 acres minimum • One single-family residence allowed per 20 acres. • Allows all types of new and existing agricultural activities.

Open Space, Mineral
Resources (OS-MIN)
N/A • Mineral extraction and processing facilities conditionally allowed. • Includes areas held in reserve for future mineral extraction and processing.

Residential
*Small Farm (RR) 1 DU per 5 acres
5 acres minimum
• Single-family detached residences of at least 5 acres • Allows animal keeping and agricultural uses, recreational uses, compatible resource development (not including the commercial extraction of mineral resources), and governmental uses.
*Ranch (EDR) 1-2 DU per 5 acres
2 acres minimum
• Single-family detached residences of at least 2 acres • Allows agriculture, intensive equestrian, and animal keeping uses. *Rural Neighborhood
(VLDR)
1-2 DU per 2 acres
1 acre minimum
• Single-family detached residences of at least 1 acre
• Allows limited agriculture, intensive equestrian, and animal keeping uses. *Country Neighborhood
(LDR)
1-2 DU per acre
½ acre minimum
• Single-family detached residences of ½ to 1 acre
• Allows limited agriculture, intensive equestrian, and animal keeping uses. • Formerly designated RC-LDR.

Medium Density
Residential (MDR)
2-5 DU per acre
Up to 5 DU per acre
• Single-family detached and attached dwellings with a density range of 2 to 5 dwelling units per acere.
• Limited agriculture and animal keeping is permitted; however, intensive animal keeping is discouraged.
• Lot sizes range from 5,500 to 22,000 sq. ft.

Medium-High Density
Residential (MHDR)
5-8 DU per acre
Up to 8 DU per acre
• Single-family attached and detached residences with a density range of 5 to 8 dwelling units per acre.
• Lot sizes range from 5,000 to 8,700 sq. ft.

High Density Residential
(HDR)
8-14 DU per acre
Up to 14 DU per acre
• Single-family attached and detached residences, including townhouses, stacked flats, courtyard homes, patio homes, and zero lot line homes.

Very High Density
Residential (VHDR)
14-20 DU per acre
Up to 20 DU per acre
• Single-family attached residences and all types of multi-family dwellings.

Highest Density
Residential2 (HHDR)
20-25 DU per acre
25 DU per acre
• Multi-family dwellings, includes apartments and condominiums. • To achieve affordable housing goals, minimum target density set at 20 dwelling units per acre. Maximum base density is 25 dwelling units per acre.

Land Use
Jurupa Valley General Plan, 2017 Page 2-19
Land Use Designation
Allowed Density
(Minimum Parcel Size per
DU) or Development
Intensity (Floor Area
Ratio)1,3 Notes
Commercial, Industrial, and Business Park
Commercial Retail (CR) 0.20 - 0.35 FAR • Local- and regional-serving retail and service uses. • Applied to shopping centers of 5 acres or more.
*Commercial Neighborhood
(CN)

0.25 - 0.60 FAR • Uses providing goods and services to meet the frequent shopping needs of people living nearby, typically within a one-half mile radius of residences served. • Allowed uses include small grocery stores, cleaners, laundromats, drug stores, restaurants, small specialty stores, feed and tack, and other neighborhood convenience uses.
• Applied to smaller commercial centers, generally less than 5 acres in area.

Commercial Tourist (CT) 0.20 - 0.35 FAR • Tourist-related commercial including hotels, restaurants, conference and meeting facilities, theaters, museums, golf courses, and recreation/ amusement activities.

Commercial Office (CO) 0.35 - 1.0 FAR • Variety of office and office-related uses including financial, legal, medical, dental, real estate, insurance, and other office services.

Light Industrial (LI) 0.25 - 0.60 FAR • Industrial, service-commercial, and related uses including warehousing/ distribution, research and development, assembly and light manufacturing, repair facilities, and supporting retail uses.

Heavy Industrial (HI) 0.15 - 0.50 FAR • More intense industrial activities, such as manufacturing, materials processing, and any related industrial activities that generate significant impacts such as excessive noise, dust, and other nuisances.

Business Park (BP) 0.25 - 0.60 FAR • Employee-intensive uses, including research and development, technology centers, corporate offices, clean industry, and supporting retail uses.

Other
Public Facility/Institutional
(PF)
Maximum 0.60 FAR • Civic uses and facilities providing academic, medical, governmental, or similar services to the public, including health care facilities, churches, schools, social services, cultural and public recreational uses, compatible businesses (provided they do not displace public uses), and other public and quasi-public uses. • Includes privately held uses with public facility characteristics that are not required to be designated as public facilities, but are eligible to be so designated based on site-specific reviews of the characteristics of the use.

Overlays
*Equestrian Lifestyle
Protection Overlay (ELPO)
N/A • Defines areas in which the long-term character, safety, and viability of equestrian uses are specifically protected from encroachment by incompatible uses, activities, and public facilities.
*Community Development
Overlay (CDO)
N/A • Encourages new development and land use changes to be applied through future rezones.
• Residential development in commercial areas is consistent with the General Plan and does not require a General Plan Amendment.
• Applied to Opportunity sites and areas where land use changes are anticipated or encouraged.
• May include development incentives, such as flexible development standards or transfer of development potential.
• Incentives may require minimum site area.

Land Use Designation
Allowed Density
(Minimum Parcel Size per
DU) or Development
Intensity (Floor Area
Ratio)1,3 Notes
*Town Center Overlay
(TCO)
N/A • Applied to three historic core areas, namely Rubidoux, Pedley, and Glen Avon. • Promotes infill and improvement of established town centers; a more urbanized, pedestrian-oriented mix of residential, commercial, office, entertainment, civic, transit, educational, and/or recreational uses, or other uses is encouraged. • Special Design Guidelines apply to the Pedley, Rubidoux, and Glen Avon Town Centers
Specific Plan Overlay
(SPO)
N/A • Requires preparation of a specific plan before an area can be further developed. • Typically applied to large undeveloped or underdeveloped areas. • Special land use and development standards may apply. (See Land Use Element and specific plans for detailed information.)
Mixed Use Overlay (MUO) N/A • This designation is applied to areas where a mixture of residential, commercial, office, entertainment, educational, and/or recreational uses, or other uses is planned, allowing either vertical or horizontal mixed use.

Business Park Overlay
(BPO)
N/A • Applies to areas where a clear separation of industrial and business park uses from residential uses is desired.

Mira Loma Warehouse and
Distribution Center Overlay
(MLO)
N/A • Within the Overlay, Light Industrial, and Heavy Industrial land use designations, warehousing, logistics and distribution uses, and other goods storage facilities shall be permitted only in a defined area in Mira Loma. • Land uses governed by a City Council-adopted land use plan for the Overlay Area (see Appendix 17.0).

Agua Mansa Warehouse
and Distribution Center
Overlay (AMO)
Projects shall comply with
the Heavy Industrial land
use designation FAR,
unless there is an FAR
requirement in an under-
lying Specific Plan, in which
case projects shall comply
with the Specific Plan FAR.
• Within the Overlay, Heavy Industrial land use designation, warehousing, logistics and distribution uses, and other goods storage facilities shall be permitted only in the AMO area, subject to satisfying all AMO policies (see Policy LUE 5.44).

Stringfellow Remediation
Site/Pyrite Canyon (SRO)
N/A • Applies to a recognized as a hazardous waste disposal reclamation site, which is subject to an abatement and reuse plan to be prepared and implemented by the appropriate authorities.

Santa Ana River Corridor
(SAO)
N/A • Include policies to protect and enhance portions of Santa Ana River within Jurupa Valley.

Flabob and Riverside
Municipal Airports Overlay
(FLO)
N/A • Special policies apply to this area to minimize land use conflicts with adjacent uses and to maintain consistency with the Western Riverside County Airport Land Use Plan.
*Historic Resource Overlay
(HRO)
N/A • Allows use of flexible development standards, incentives, and building codes to encourage preservation of historically designated properties and districts, such as Mills Act and the Historic Building Code.

Notes:
*Asterisk indicates new or significantly revised land use designation. For continuity, the previous map abbreviation has been used. 1 FAR = Floor Area Ratio, which is the measurement of the amount of non-residential building floor area divided by site area, in square feet, as determined by Zoning Ordinance development standards for building/lot coverage, setbacks, building height, and parking requirements (see General Plan Land Use Designations and Land Use Intensity (beginning on page 2-17). 2 The Development Intensity Range provides a range of anticipated building intensity, where noted. 3 Clustering is encouraged in all residential designations. The allowable density of a particular land use designation may be clustered in one portion of the site in smaller lots, as long as the ratio of dwelling units/area remains within the allowable density range associated with the designation. The rest of the site would then be preserved as open space or a use compatible with open space (e.g., agriculture, pasture, or wildlife habitat).

Land Use
Jurupa Valley General Plan, 2017 Page 2-21
Floor Area Ratio (FAR)
Non-residential land use intensity is typically measured by the amount of building floor area allowed per acre, also referred to as Floor Area Ratio or “FAR.” Table 2.3 (page 2-16) includes ranges for floor area ratios for non-residential land uses, including commercial, industrial, and public facility/institutional uses. The ranges reflect FARs that could be anticipated based on Zoning Ordinance standards and are included in the General Plan to describe non-residential land uses in terms of intensity, massing, and scale and to estimate non - residential floor area square footages for planning purposes. FARs are effectively set by development standards in the Zoning Ordinance and are not expressly fixed by the General Plan. FARs may be modified by the City Council on a project or area-wide basis, such as specific plans or village plans.

Land Use and Zoning
The General Plan Land Use Map establishes the pattern and arrangement of land uses in Jurupa Valley. It shows the locations and boundaries of the various land use designations and overlays. The land use designations encompass one or more “zones,” as described in the City’s Zoning Ordinance and Zoning Map. Zoning implements the General Plan by setting specific use requirements and development standards for each zone. Within each land use designations, one or more zones may be associated with that designation, depending upon the specific types of land uses to be allowed/encouraged. Table 2.5 shows the relationship of General Plan Land Use Designations and Zones. For more information on Zones and development regulations, refer to the City’s Zoning Ordinance and Official Zoning Map.

Table 2.5: General Plan Land Use Designations and Consistent Zone Districts General Plan Land
Use Designation Consistent Zone Districts*
Open Space
Conservation Habitat
(OS-C) and
Conservation Habitat
(OS-CH)
N-A Natural Assets
W-E Wind Energy Resource Zone
R-5 Open Area Combining Zone
Water (OS-W) N-A Natural Assets
W-1 Watercourse, Watershed & Conservation Areas
R-5 Open Area Combining Zone
Recreation (OS-R) N-A Natural Assets
A-1 Light Agriculture
W-1 Watercourse, Watershed & Conservation Areas
R-5 Open Area Combining Zone
Rural (OS-RUR) N-A Natural Assets
W-1 Watercourse, Watershed & Conservation Areas
A-2 Heavy Agriculture
R-5 Open Area Combining Zone
W-2 Controlled Development Areas
W-2-M Controlled Development Areas with Mobile
Homes
Mineral Resources
(OS-MINR)
M-R Mineral Resources
M-R-A Mineral Resources & Related Manufacturing
Commercial Retail
(CR)
C-1/C-P General Commercial
C-R Rural Commercial
C-P-S Scenic Highway Commercial
R-VC Rubidoux Village Commercial
Commercial
Neighborhood (CN)
C-N Neighborhood Commercial
Commercial Tourist
(CT)
C-T Tourist Commercial
C-P-S Scenic Highway Commercial
Commercial Office
(CO)
C-O Commercial Office
C-P-S Scenic Highway Commercial
Light Industrial (LI) B-P Business Park (BP)
I-P Industrial Park
M-SC Manufacturing – Service Commercial
Heavy Industrial (HI) M-SC Manufacturing – Service Commercial I-P Industrial Park
M-M Manufacturing – Medium
M-H Manufacturing – Heavy
Business Park (BP) BP Business Park (BP)
Small Farm (RR) –
1 DU dwelling per 5
acres
A-1 Light Agriculture
A-P Light Agriculture with Poultry
R-T-R Mobilehome Subdivision-Rural
R-5 Open Area Combining Zone
Specific Plan (SP)
PUD Planned Unit Development
Ranch (EDR) –
1-2 DU per 5 acres
1 dwelling per 2 acres
A-1 Light Agriculture
R-1 Single Family Detached
R-A Residential Agricultural
R-T-R Mobilehome Subdivision-Rural
R-5 Open Area Combining Zone
Specific Plan (SP)
PUD Planned Unit Development
Rural Neighborhood
(VLDR) – 1-2 DU 1
dwelling per 2 acres
A-1 Light Agriculture
R-1 Single Family Detached
R-T-R Mobilehome Subdivision-Rural
R-5 Open Area Combining Zone
Specific Plan (SP)
PUD Planned Unit Development
Country Neighbor-
hood (LDR) – 1-2 DU
2 dwellings per acre
A-1 Light Agriculture
R-1 Single Family Detached
R-A Residential Agricultural
R-R Rural Residential
R-T-R Mobilehome Subdivision-Rural
R-5 Open Area Combining Zone
Specific Plan (SP)
PUD Planned Unit Development
General Plan Land
Use Designation Consistent Zone Districts*
Medium Density
Residential (MDR) –
2-5 DU up to 5
dwellings per acre
R-1 Single Family Detached
R-2 Multiple Family Dwellings
R-2A Limited Multiple Family Dwellings
R-3 General Residential
R-T Mobile Home Subdivision & Mobile Home Park
R-4 Planned Residential
R-5 Open Area Combining Zone
R-6 Residential Incentive
R-D Regulated Development Areas
Specific Plan (SP)
PUD Planned Unit Development
Medium High Density
Residential (MHDR)
– 5-8 DU up to 8
dwellings per acre
R-1 Single Family Detached
R-2 Multiple Family Dwellings
R-2A Limited Multiple Family Dwellings
R-3 General Residential
R-T Mobile Home Subdivision & Mobile Home Park
R-4 Planned Residential
R-5 Open Area Combining Zone
R-6 Residential Incentive
Specific Plan (SP)
PUD Planned Unit Development
High Density
Residential (HDR) –
8-14 DU up to 14
dwellings per acre
R-2 Multiple Family Dwellings
R-2A Limited Multiple Family Dwellings
R-3 General Residential
R-T Mobile Home Subdivision & Mobile Home Park
R-4 Planned Residential
R-5 Open Area Combining Zone
R-6 Residential Incentive
PUD Planned Unit Development
Specific Plan (SP)
Very High Density
Residential (VHDR)
– 14-20 DU up to 20
dwellings per acre
R-2 Multiple Family Dwellings
R-2A Limited Multiple Family Dwellings
R-3 General Residential
R-T Mobile Home Subdivision & Mobile Home Park
R-4 Planned Residential
R-5 Open Area Combining Zone
R-6 Residential Incentive
PUD Planned Unit Development
Specific Plan (SP)
Highest Density
Residential (HHDR)
– 20-25 DU per acre
up to 25 dwellings
R-2 Multiple Family Dwellings
R-2A Limited Multiple Family Dwellings
R-3 General Residential
R-T Mobile Home Subdivision & Mobile Home Park
R-4 Planned Residential
R-5 Open Area Combining Zone
R-6 Residential Incentive
PUD Planned Unit Development
Specific Plan (SP)
Public/Institutional
(PF)
AIR Airport Zone
C-1/C-P General Commercial
C-P-S Scenic Highway Commercial
R-VC Rubidoux Village Commercial
C-N Neighborhood Commercial
C-O Commercial Office
B-P Business Park
No associated zone district
Undesignated These zone districts are undesignated; they can be used with one or more General Plan Land Use Designations
W-2 Controlled Development Areas
R-D Regulated Development Areas
W-2-M Controlled Development Areas with Mobile Homes
*Zones applied to rural areas of Riverside County and atypical for Jurupa Valley are not included.

Note: Specific Plan (SP) Zone and Planned Unit Development (PUD) Zone are consistent with all General Plan Land Use Designations.

Land Use
Jurupa Valley General Plan, 2017 Page 2-23
Promoting Economic Sustainability and
Prosperity
The 2017 General Plan provides for major employment centers at the I-15/SR 60 junction, in the Mira Loma Warehouse Policy Area, shown in Figure 2-7, in the Agua Mansa Warehouse and Distribution Center Overlay, shown in Figure 2-7, and along sections of Van Buren Boulevard, and in the Agua Mansa area.

Typical employment uses within Business Park and Light Industrial designated areas include research and development, manufactur- ing, assembly, research institutions, academic institutions, medical facilities, and support commercial uses. Heavy Industrial designated areas accommodate the most intensive types of industrial activities, including heavy manufacturing and processing plants.

Under the Mira
Loma Warehouse and Distribution Policy, logistics and distribution warehousing uses are limited to the area generally north of Cantu-Galleano Ranch Road and west of the San Sevaine Channel.

Commercial Corridors
Several older “strip commercial corridors” are located in the City.

These areas have a mix of residential, light industrial/service commercial, and commercial uses. Visual blight due to unmain- tained land and buildings is a problem in some areas along these major commercial corridors, including portions of Etiwanda Avenue, Jurupa Road, Pedley Road, and Mission Boulevard. Moreover, their Retail-Commercial designation and C-1/C-P zoning on small parcels can result in inefficient, low -quality development and an inordinately high number of driveways along major arterial streets.

To promote parcel consolidation and redevelopment with high - quality residential and commercial uses in s elected areas, the 2017 General Plan applies the Community Development Overlay (CDO) to portions of Etiwanda Avenue and Mission Boulevard. This designa - tion will implement General Plan policies by preserving and expanding residential uses in the Equestrian Lifestyle Protection Overlay, encouraging neighborhood -serving commercial uses, where appropriate, and by discouraging “strip commercial” development.

The Overlay will p
rovide an incentive for residential development by
allowing owners of parcels of 5 acres or larger, except on corner lots, to request rezoning to allow Medium Density Residential develop - ment (allows up to five dwelling units per acre). This rezoning would then be allowed under the 2017 General Plan. It also indicates that the City intends to work with property owners and conduct public outreach to determine whether the General Plan should continue to allow for Retail Commercial uses in th is area, and if so, where. To apply the CDO, the City must identify the goals and purposes to be achieved in each area where it is applied.

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Jurupa Valley General Plan, 2017 Page 2-24

Figure 2-7: Agua Mansa and Mira Loma Warehouse and Distribution Center Overlays

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Jurupa Valley General Plan, 2017 Page 2-25
Preserving Historic Town Centers
This policy area is intended to encourage high-quality development of vacant infill properties and to stimulate economic development of the communities served by Mission Boulevard. The Town Center Overlay is applied at key existing community centers, namely the Glen Avon area along Mission Boulevard near Pedley Road, the Pedley/Limonite area, and the Rubidoux area along northeast Mission Boulevard, as shown in Figure 2 -10 below. These areas are intended to function as pedestrian- oriented community centers, in keeping with their historic uses. Developers are encouraged to develop a mix of high -quality residential, retail, office, and public uses in close proximity.

To address compatibility and design issues, special design guidelines for site planning, building design, landscaping, and signage apply to these areas (see Section LUE 10 – Community Design and Aesthetics beginning on page 2-77). The strategic locations make these centers focal points of community social and commercial activity and valuable assets in the City’s economic development efforts. For example, the Rubidoux Town Center Overlay takes advantage of the existing pattern of development on Mission Boulevard by allowing for vertically or horizontally mixed residential units, thereby increasing the development feasibility and economic value of this area.

Jurupa Valley’s proximity to major freeways, Metrolink services, and railro
ad tracks provides an opportunity for regional multimodal transportation connections. Combined with the relatively compact activities envisioned in the Town Centers, these transportation links offer the long -term potential to provide improved commuter and public transit access. Future multimodal transportation options are a part of this General Plan, in part, due to the need to reduce traffic loading from local arterial streets as well as on highway and freeway systems. This is particularly critical in Jurupa Vall ey due to the concentration of warehousing and logistics uses. These uses are associated with high volumes of heavy trucks, which affects local air quality and street paving, and which causes traffic congestion, despite the importance of these uses to the City’s economic development.

Figure 2-8: Rubidoux, looking north, with
Jurupa Mountains in background

Figure 2-9: Metrolink stop, Jurupa Valley
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Jurupa Valley General Plan, 2017 Page 2-26

Figure 2-10: Town Center Overlay map

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Jurupa Valley General Plan, 2017 Page 2-27
Preserving Jurupa Valley’s Small Town Rural
Character
As shown in Figure 2-4 (page 2-8), the City has several large, vacant areas that are suitable for development. Rural and semi-rural areas still comprise large areas of Jurupa Valley. The City’s semi- rural communities, such as parts of Old Mira Loma, Glen Avon, and Pedley, exemplify the lifestyle choice of many Jurupa Valley residents. Rural uses like horse keeping, animal keeping, and small- scale orchards and vegetable gardening define the unique character of many neighborhoods and communities in Jurupa Valley and help to define their boundaries and lifestyles. These semi-rural areas also help retain precious water resources by reducing run -off and providing important wildlife habitat and habitat linkages.

Due to increasing growth pressures, there is danger that the character of some rural areas may be diminished by encroaching urbanization. A delicate balance exists between accommodating future growth, meeting community needs for jobs and services, and preserving this rural lifestyle. In some locations, allowing limited growth is desirable and appropriate, while in others, there is a need to maintain and/or upgrade the character of an area. In either instance, it is necessary to ensure that an appropriate le vel of services and infrastructure is available.

The City is committed to ensuring that rural uses remain an integral part of the City’s future and are protected through the policies of the General Plan, as reflected in the following General Plan goals, policies, and programs.

C. LAND USE ELEMENT GOALS , POLICIES

AND PROGRAMS
Goals
To be a City that establishes and maintains a balance of land uses that:

LUE 1 Encourages attractive, safe, and well-maintained residential neighborhoods that offer a range of high quality housing opportunities that “fit” the community in which they are to be located;
LUE 2 Attracts high quality commercial, office, and industrial areas offering a range of retail, service and employment uses that complement rather than compete with one another;
LUE 3 Enhances Jurupa Valley’s equestrian lifestyle, with equestrian-friendly features such as extensive multi- use trails and a mix of passive and active recreational areas;

LUE 4 Protects open space and natural resource areas for solitude and a relief from urban stresses, recreation and views, diverse and healthy natural habitats for a variety of plant and animal life and distinct community edges; and
LUE 5 Supports diverse and well -funded public and institutional uses that provide essential utilities and public services, lifelong learning opportunities, and improved access to recreational, cultural, historic, and social amenities and resources.

Land Use Categories – Descriptions
LUE 1 – Open Space
As shown on the Land Use Designation Summary, Table 2.4 (page 2-18), the Open Space category consists of six land use designations:

Agriculture/Open Space -Conservation, Open Space -Conservation Habitat, Open Space -Water, Open Space -Recreation, Open Space - Rural, and Space-Mineral Resources.

Open Space-Conservation (OS-C)
The Open Space-Conservation land use designation is applied to land designated for light agricultural activities (where appropriate), preservation of non -Multi-Species Habitat Conservation Plan (MSHCP) lands, protection from natural hazards, conservation o f prime farmland and existing, productive agricultural land, and preservation of scenic and other natural resources. Ancillary structures or uses may be permitted if they further the intent of this designation and do not substantially alter the character of the area.

Actual building or structure size, siting, and design will be determined on a case-by-case basis.

Open Space-Conservation Habitat (OS-CH)
The Open Space-Conservation Habitat land use designation applies to public and private lands conserved and managed in accordance with adopted MSHCPs. Ancillary structures or uses may be permitted for the purpose of preserving or enjoying open space.

Actual building or structure size, siting, and design will be determined on a case-by-case basis.

Figure 2-11: Wine grapes, Jurupa Valley
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Jurupa Valley General Plan, 2017 Page 2-29
Open Space-Recreation (OS-R)
The Open Space -Recreation land use designation allows for active and passive recreational uses such as parks, trails, campgrounds, athletic fields, golf courses, and off-road vehicle parks. Agricultural activities are also permitted, where appropriate. Ancillary structures may be permitted for recreational opportunities. Actual building or structure size, siting, and design will be determined on a case -by- case basis.

Open Space-Rural (OS-RUR)
The Open Space -Rural land use designation is applied to remote, privately owned open space areas with limited access and a lack of public services. Single -family residential uses are permitted at a density of 1 dwelling unit per 20 acres. This land use classification is also applied to new and existing agricultural uses, including commercial orchards, row crops, greenhouses, vineyards, animal breeding, and grazing.

Open Space-Mineral Resources (OS-MIN)
The Open Space-Mineral Resources land use designation allows for mineral extraction and processing facilities designated based on the Surface Mining and Reclamation Act (SMARA) of 1975 classification.

The extraction of mineral resources is conditionally pe rmitted, subject to an approved surface mining permit, if the proposed project can be undertaken in a manner that preserves and protects threatened or endangered species, sensitive habitat, scenic resources, and views from residential neighborhoods and maj or roadways. Areas held in reserve for future mining activities also fall under this designation. Ancillary structures or uses may be permitted that assist in the extraction, processing, or preservation of minerals. Actual building or structure size, sitin g, and design will be determined on a case-by-case basis.

Open Space-Water (OS-W)
The Open Space-Water designation primarily includes the Santa Ana River and its floodplain. It also includes natural creeks and springs.

Ancillary structures or uses may be permitted for flood control or recreational purposes. The extraction of mineral res ources subject to an approved surface mining permit may be permitted if the proposed project can be undertaken in a manner that does not result in increased flooding hazards and that is consistent with maintenance of long-term habitat and riparian values.

Policies
The following policies apply to properties designated as Agriculture/ Open Space -Conservation, Open Space -Recreation, Open Space - Rural, Open Space-Conservation Habitat, or Open Space-Water.

LUE 1.1 Compatible Structures. Require that structures be designed and operated in a manner that preserves and is compatible with the environmental character where
they are located, including lighting, telecommunications equipment and other facilities and equipment.

LUE 1.2 Agency Cooperation. Cooperate with the California Department of Fish and Wildlife (CDFW), the United
States Fish and Wildlife Service (USFWS), and any other appropriate agencies to conserve non-MSHCP habitat.

LUE 1.3 Prime Farmland. Encourage conservation of designated Prime Farmland and productive agricultural lands.

LUE 1.4 Right-To-Farm. Adhere to the Riverside County Right-To- Farm Ordinance and any subsequent ordinance assuring
the ability of farmers to continue with legally established agricultural activities.

LUE 1.5 Agricultural. Where it is determined by the City to be compatible, the City will allow new agricultural uses.

In addition to Policies LUE 1.1 through 1.5, the following policies apply only to those properties designated as Open Space - Recreation.

LUE 1.6 County Facilities. Encourage the County to continue to develop and maintain regional park facilities in Jurupa Valley that provide recreational opportunities for
residents and visitors.

LUE 1.7 Accessibility. Require that open space recreation facilities be accessible to the community, regardless of age, physical limitation, or income level.

LUE 1.8 Quimby Act. Require that new development meet the parkland requirements as established in the Quimby Act
and City enabling ordinances.

In addition to Policies LUE 1.1 through 1.5, the following policies apply only to properties designated as Open Space-Rural.

LUE 1.9 Siting and Grading. Require that development be sited and designed to blend with a site’s undeveloped natural contours and to avoid a padded, unvaried, unnatural, or manufactured appearance.

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Jurupa Valley General Plan, 2017 Page 2-31
LUE 1.10 Adequacy of Services. Require that adequate and available circulation facilities, water resources, sewer facilities and/or septic capacity, and storm drainage exist to meet the demands of the proposed land use.

LUE 1.11 Rural Character. Ensure that development does not adversely impact the open space, rural character, and
environmental sustainability of the surrounding area.

LUE 1.12 Parcel Consolidation. Encourage parcel consolidation using incentives and other measures.

The following policies apply only to properties designated as Open Space-Mineral Resources.

LUE 1.13 SMARA Compliance. Require that surface mining activities and lands containing mineral deposits of
statewide or regional significance comply with City
ordinances and the SMARA.

LUE 1.14 Encroachment. Protect lands designated as Open Space- Mineral Resources from encroachment of incompatible
land uses through buffer zones or visual screening.

LUE 1.15 Road Access. Protect road access to mining activities and prevent or mitigate traffic conflicts with surrounding
properties.

LUE 1.16 Reclamation. Require the recycling and reclamation of mineral extraction sites to open space, recreational, or other uses that are compatible with the surrounding land uses.

LUE 1.17 Reuse Plan. Require an approved reclamation and reuse plan prior to issuing a permit to operate an extraction operation.

Programs
LUE 1.1.1 Parkland Requirements. In coordination with
community service districts, special districts, schools, residents, and the development community, consider
amending the City’s parkland requirements, including
park area dedication and in -lieu fee requirements, to
help address underserved parkland needs.

LUE 1.1.2 Incentives. Provide programs and incentives that encourage Open Space-Rural areas to be maintained in
a manner that enhances their existing and desired visual character.

LUE 1.1.3 Mineral Extraction Controls. Establish a zoning overlay zone to designate open space areas in the OS -RUR
designation that are appropriate for mineral extraction

such that scenic resources such as prominent ridgelines, rivers, and forests are not adversely affected.

LUE 2 – Residential
Residential land uses in Jurupa Valley are the single largest land use in terms of acreage, and can be found in areas ranging from rugged hillside areas to large lot, level terrain adjacent to the Santa Ana River. Because of the importance of housing to residents’ quality of life, it is the City’s overarching housing goal to create the highest quality residential neighborhoods in the Inland Empire.

Residential land uses accommodate not only a wide variety of housing types and land use designs, but also an assortment of public uses such as churches, schools, parks, daycare centers, libraries, and other cultural and civic uses that support healthy neighborhoods and communities, and help establish neighborhood character and quality of life. The intent of these policies is to help meet housing needs, accommodate a range of housing styles, types, densities and affordability, and enhance the quality of neig hborhoods through appropriate housing design and site planning, property
maintenance, and public improvements. Housing choices range from rural retreat to suburban neighbor hood and from higher cost executive homes to modest yet sound starter housing for young families. Increasingly, homebuyers are attracted to Jurupa Valley not only because of the range of housing types available but also because of its relative affordability for a wide range of household incomes.

Housing Opportunities
As further discussed in the Housing Element, this General Plan identifies areas suitable for a range of high -quality new housing types at a variety of densities, tenure, and prices. Areas designated for Highest Density Residential allow up to 25 dwellings per acre and are deemed appropriate to accommodate affordable housing, consistent with the City’s assigned regional housing needs. Potential housing sites in 2017 are shown in Figure 2-13 below.

Figure 2-12: New housing in Mira Loma
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Jurupa Valley General Plan, 2017 Page 2-33

Figure 2-13: Potential housing sites

Jurupa Valley General Plan

Residential land uses are divided into nine land use designations:
• Small Farm (RR) (formerly “Rural Residential”)
• Ranch (EDR) (formerly “Estate Density Residential”)
• Rural Neighborhood (VLDR) (formerly “Very Low Density Residential”)
• Country Neighborhood (LDR) (formerly “Rural Community - Low Density Residential”)
• Medium Density (MDR)
• Medium-High Density (MHDR)
• High Density (HDR)
• Very High Density (VHDR)
• Highest Density (HHDR)
Small Farm (RR)
Small Farm allows one single -family dwelling per 5 acres, plus ancillary structures . , as well as limited animal keeping and agri- cultural activities. For clustered, multi -lot developments, the minimum lot size per residential unit is 2.5 acres, though the overall density of the development must not exceed 0.2 dwelling units per acre. Limited recreational uses, compatible resource development (not including the commercial extraction of mineral resources) and associated uses, and govern mental uses are allowed within this designation.

Ranch (EDR)
The Ranch land use designation allows development of detached single-family residential dwellings and ancillary structures at a density of 1 to 2 dwelling units per 5 acres. on parcels of at least 2 acres. In this designation, animal keeping is allowed, but regulated to ensure compatibility between the EDR designation and other, more intense residential uses in the vicinity. Limited agriculture is permitted in this designation. The density range is from 1 dwelling unit per 5 acres up to 1 dwelling unit per 2 acres.

Rural Neighborhood (VLDR)
Rural Neighborhood provides for the development of detached single-family residential dwellings and ancillary structures . on parcels of at least 1 acre. Intensive animal keeping uses are discouraged or are limited to ensure compatibility between the VLDR designation and other uses in the vicinity. Limited agriculture is permitted in this designation. The density range is typically 1 to 2 dwelling unit per 2 acres. The density range is from 1 dwelling unit per 2 acres up to 1 dwelling unit per acre.

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Jurupa Valley General Plan, 2017 Page 2-35
Country Neighborhood (LDR)
The Country Neighborhood designation provides for the develop - ment of detached single -family residential dwellings and ancillary structures. on parcels of at least 0.5 acre. Intensive animal keeping uses are discouraged or are limited to ensure compatibility between the LDR designation and other uses in the vicinity. Limited agriculture is permitted in this designation. The density range is from 1 dwelling unit per acre up to 2 dwelling units per acre.

Medium Density Residential (MDR)
The Medium Density Residential land use designation provides for the development of detached single -family dwellings . on parcels typically ranging from 5,500 to 20,000 square feet. Limited agriculture and animal- keeping uses, including horses, are also allowed within this category. The density ranges from 2 to 5 dwelling units per acre . , with a minimum lot size of 5,500 square feet to encourage clustering.

Medium-High Density Residential (MHDR)
The Medium-High Density Residential land use designation provides for the develop ment of smaller lot, single -family dwellings. Typical allowable uses in this category include detached, small- lot single - family homes, attached single -family patio homes, cou rtyard development, and townhouses. Clustered development is
encouraged in this category. The density range is from 5 to 8 dwelling units per acre ., with lot sizes typically ranging from 5,0004,000 to 8,7006,500 square feet.

High Density Residential (HDR)
The High Density Residential land use designation allows detached and attached small lot single-family dwellings, homes, patio homes, zero lot line homes, multi -family apartments, duplexes, and townhouses. The potential for clustered development is also provided for in this land use category. The density range is from 8 to 14 dwelling units per acre.

Very High Density Residential (VHDR)
The Very High Density Residential land use designation allows for the development of multi -family apartments, duplexes, and condo - miniums, with a density range of from 14 to 20 dwelling units per acre.

Highest Density Residential (HHDR)
The Highest Density Residential land use designation allows for the development of multi-family apartments and condominiums, with a density range of between 201 and 25 dwellings per acre.

Policies
The following policies apply to residentially designated properties within the designations described above and as depicted on the Land Use Element Map (also see Section 5 – Housing Element).

LUE 2.1 Residential Development. Accommodate the develop - ment of single-family and multi-family residential units in areas appropriately designated by the General Plan,
specific plans, the Equestrian Lifestyle Protection
Overlay, and community and town center plans land use
maps.

LUE 2.2 Higher Density Residential. Accommodate higher density residential development in walkable, pedestrian- oriented areas near major transportation corridors,
concentrated employment areas, and community and
town centers, and promote the develop ment of high
quality apartments and condominiums that will
encourage local investment and pride of ownership.

LUE 2.3 Infrastructure. Ensure that circulation facilities, water resources, sewer and storm drainage facilities, and other utilities available or provided by the developer are
adequate to meet the demands of a proposed residential
land use in addition to those services and reso urces
required to serve existing residents and businesses.

LUE 2.4 Housing Quality and Variety. Accommodate the
development of a variety of highest quality housing
types, styles and densities that are accessible to and
meet the needs of a range of lifestyles, physical abilities, and income levels.

LUE 2.5 Connectivity. Integrate residential development with a continuous network of parks, open space, public areas,
bicycle trails, equestrian trails, public transit routes, and pedestrian paths to connect neighborhoods and
communities with key nodes. Key nodes include parks
and recreation facilities, schools, town and neighbor - hood centers, and other in -city communities and
surrounding cities and points of interest.

LUE 2.6 Buffering. Require setbacks and other design elements to buffer residential units from the impacts of abutting agricultural, roadway, commercial, and industrial uses, to the maximum extent possible.

LUE 2.7 Reduced Street Widths. Allow for reduced widths for local streets, where appropriate, to minimize impacts of traffic on neighborhood safety and character, in
accordance with CAL FIRE standards.

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Jurupa Valley General Plan, 2017 Page 2-37

Figure 2-14: Newer office development,
Riverside County
LUE 2.8 Supportive Uses. Accommodate activity centers or nodes within or near residential neighborhoods that
allow such services as child or adult care, recreation, public meeting rooms, convenience commercial uses,
and similar facilities, where appropriate.

LUE 2.9 Design Compatibility. Ensure that new residential developments are designed to be compatible with their
surroundings and to enhance visually the appearance of
neighborhoods and adjacent structures.

LUE 2.10 Special Needs Housing. Require that special needs housing, such as transitional or group housing, is
designed to enhance and be compatible with adjacent
uses, structures, and neighborhoods.

Programs
LUE 2.1.1 Regional Housing Needs . Within 1 year of adoption of the 2017 General Plan, amend the General Plan Land
Use Map and Zoning Ordinance density standards for
the R-6 zone to allow a base density up to 25 dwelling
units per acre, and amend the Zoning Map to show the
locations of at least 34 acres of additional R-6 zoning to help meet Regional Housing Needs Assessment (RHNA).

LUE 3 – Commercial, Industrial and Business
Park
Commercial Land Use Designations
Commercial land uses are critical to the long -term economic and fiscal stability of the City. They provide jobs for local residents, provide necessary goods and services, and generate much of the tax base necessary to fund essential public facilities and services such as police and fire. However, underutilized and unmaintained commercial buildings and storefronts can result in visual blight that detracts from the communities they occupy and discourages private investment. The City intends to accommodate retail commercial and office space demand, stimulate focused commercial centers, encourage a variety and range of commercial uses needed by residents, and ensure that new or rehabilitated commercial structures and centers enhance the visual character of the area and are integrated into the community they are intended to serve. The Commercial land use designations are:
• Commercial Retail (CR)
• Commercial Neighborhood (CN)
• Commercial Tourist (CT)
• Commercial Office (CO)

Commercial Retail (CR)
The Commercial Retail land use designation allows for the development of a broad range of retail commercial and services, including professional office and visitor- serving commercial uses.

Commercial Retail uses will be permitted based on their compatibility with surrounding land uses and on the amount of Commercial Retail acreage already developed in the City. Floor area ratios (FARs) range from 0.20 to 0.35.

Commercial Neighborhood (CN)
The Commercial Neighborhood land use designation allows for the development of neighbor hood-serving uses that meet the convenience needs for nearby residents. These are freestanding commercial uses or smaller-scale commercial centers located within or on the edges of residential neighborhoods and include such uses as neighborhood food markets, local- serving retail commercial, personal services, professional offices, cultural facilities, and eating and drinking uses. Commercial Neighborhood uses will be permitted based on their compatibility with surrounding land uses. Floor area ratios range from 0.2535 to 0.650.

Commercial Tourist (CT)
The Commercial Tourist land use designation allows for visitor- serving commercial uses such as hotels, motels, golf courses, commercial recreation and amusement facilities, and sale of new and used automobiles and trucks. Commercial Tourist uses will be permitted based on their compatibility with surrounding land uses.

Floor area ratios range from 0.20 to 0.35.

Commercial Office (CO)
The Commercial Office land use designation allows for a variety of office uses, including professional offices such as medical and dental offices, legal and financial services, insurance services, and other office and support services. Commercial Office uses will be permitted based on their compatibility with surrounding land uses.

Floor area ratios range from 0.35 to 1.0.

Policies
The following policies apply to Commercial designated properties, as shown on the Land Use Map.

LUE 3.1 Commercial Development. Accommodate the develop - ment of commercial uses in areas designated by the
General Plan, specific plans, and community and town
center plans.

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Jurupa Valley General Plan, 2017 Page 2-39
LUE 3.2 Accessibility. Building and parking facilities should generally be located adjacent to and oriented parallel to public streets to facilitate pedestrian accessibility and to screen parked cars. In pedestrian areas, such as Town
Centers and commercial and industrial parks, buildings
should face and be directly accessible from the public
sidewalk. In semi-rural, equestrian -oriented, or
suburban areas, buildings should not face large parking lots but instead face major on- site land scaped, open
space trails or other pedestrian- oriented features.

Parking areas on adjoining commercial parcels should be physically connected to allow continuous vehicle,
bicycle, pedestrian and equestrian access, and
pedestrian and equestrian facilities should be located
and designed to be separate from motor vehicles where
possible.

LUE 3.3 Community Facilities. Accommodate community -
oriented facilities, such as public meeting rooms, daycare facilities, public transit, public buildings (e.g., govern- ment-owned buildings, community service district
facilities with public services), and cultural uses.

LUE 3.4 Transit and Housing. Locate commercial uses near transit facilities and residential areas, and require the incorporation of facilities such as bus turnout lanes and bus shelters to promote use of public transit.

LUE 3.5 Residential Compatibility. Commercial uses abutting residential properties shall be designed to protect the residential use from the impacts of noise, vibration, light, fumes, odors, vehicular traffic, parking, and safety
hazards.

LUE 3.6 Infrastructure. Require that new commercial develop- ment provide adequate parking, transportation facilities and utilities, including sidewalks and trails, street trees, water resources, sewer and storm water facilities, and
other utilities to serve new businesses in add ition to meeting the needs of existing residents and businesses.

LUE 3.7 Mixed Uses. Allow mixed -use projects to develop in commercially designated areas in accordance with the
Design Guidelines of the Town Center Overlay and the
Mixed Use Overlay, and with consideration of potential
impacts to adjacent uses.

LUE 3.8 Architectural Compatibility. Require commercial development to be designed to enhance and be
architecturally compatible with its surroundings and with designated scenic highways or public view corridors by
providing high quality architecture, landscaping, and site

improvements. Architectural styles that reflect the City’s small town rural, agricultural history shall be utilized in the design of new commercial developments in or near
the Town Centers, consistent with the applicable design guidelines.

LUE 3.9 Maintenance. Require property owners and tenants of commercial properties to properly maintain and repair
buildings, landscaping, signs, and fencing to ensure they reflect community expectations for a quality environ-
ment and remain competitive with commercial facilities
located outside the City.

LUE 3.10 Pedestrian, Bicycle, and Transit Access. Require commercial projects to be designed to promote
convenient access to and from nearby neighborhoods,
transit facilities, bikeways, and other amenities.

LUE 3.11 Environmental Compatibility and Quality. Require commercial districts and uses to be compatible with their environmental setting, promote City environmental
goals, and be designed and operated to avoid or mitigate environmental impacts.

Programs
LUE 3.1.1 Broaden and Refine Commercial Zones. During the next 3 years, amend the Zoning Ordinance to allow office
parks, large -scale shopping centers, specialized
commercial such as medical clusters, tourist commercial, and entertainment complexes.

LUE 3.1.2 Maintenance. Adopt guidelines, an amendment to the Zoning Ordinance, or other measure(s) to clearly outline the City’s expectations and requirements for the
maintenance and repair of commercial buildings,
landscaping, signs and fencing.

Industrial and Business Park Area Plan Land Use
Designations
Industrial land aids in creating economic growth by providing jobs for local and area-wide residents, providing growth opportunities for new and existing businesses, and by building and maintaining a tax base, which can help fund essential public services. The goal is to provide attractive work environments that fit with the character of each community and are well served by convenient and adequate multimodal transportation options. Stimulation of clusters of similar industrial businesses can facilitate com petitive advantages in the marketplace.

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Jurupa Valley General Plan, 2017 Page 2-41
Industrial/Business Park land uses are divided into three land use designations: Light Industrial, Heavy Industrial, and Business Park.

Light Industrial (LI)
The Light Industrial designation is intended to encourage research and development uses that will attract highly skilled, well paid jobs to Jurupa Valley. It also allows for a wide variety of industrial and related uses, including assembly and light manufacturing, repair and other service facilities, warehousing and distribution centers within the Mira Loma Warehouse and Distribution Center Overlay, and supporting retail uses. Floor area ratios range from 0.25 to 0.60.

Heavy Industrial (HI)
The Heavy Industrial land use designation allows for intense industrial activities that may have significant impacts (noise, vibration, glare, odors) on surrounding uses. It also allows for warehousing, distribution , and logistics centers within the Mira Loma and Agua Mansa Warehouse and Distribution Center Overlays.

Floor area ratios range from 0.15 to 0.50.

Business Park (BP)
The Business Park land use designation allows for employee - intensive uses, including research and development, technology centers, corporate and support office uses, “clean” industry, and supporting retail uses. Floor area ratios range from 0.25 to 0.60.

Policies
The following policies apply to Industrial and Business Park designated properties, as shown on the Land Use Map.

LUE 3.12 Industrial and Business Park Development. Accommo- date the continuation of existing and the development of new industrial, manufacturing, research and develop -
ment, and professional offices in areas designated by the General Plan, specific plans, community and town center plans.

LUE 3.13 Commercial Trucks. Manage commercial truck traffic, access, loading, and parking to minimize potential
impacts on adjacent residential and commercial
properties.

LUE 3.14 Encroachment. Protect industrial and business park designated areas from encroachment by incompatible or
noise-sensitive uses that could be impacted by industrial activity, such as housing and schools.

LUE 3.15 Locations. Concentrate industrial and business park uses near major transportation facilities and utilities and

along public transit corridors. Avoid siting such uses close to residentially zoned neighborhoods or where truck
traffic will be routed through residential neighborhoods.

LUE 3.16 Employee Facilities. Encourage the inclusion of daycare, on-site lunch areas, showers, meeting rooms, and other
employee-oriented facilities for new industrial and
business park development.

LUE 3.17 Toxic Materials. Prohibit the development of industrial and business park uses that use, store, produce, or
transport toxic substances, or that generate
unacceptable levels of noise or air pollution.

LUE 3.18 Infrastructure. Require that new industrial and business park developers provide adequate parking, transporta -
tion facilities, including sidewalks and trails, street trees, water resources, sewer facilities, and other utilities to serve new industrial and business park b usinesses in
addition to meeting the needs of existing residents and businesses.

LUE 3.19 Architectural Compatibility. Ensure that new industrial and business park development is designed to enhance
and be architecturally compatible with its surroundings and with designated scenic highways or public view
corridors by providing high quality architecture,
landscaping, and site improvements.

LUE 4 – Public Facility/Institutional
The Public Facility/Institutional (PF) land use designation provides for the development of various public, quasi-public, and private uses with similar characteristics, such as governmental facilities, utility facilities including public and private electric generating stations and corridors, landfills, airports, educational facilities, and maintenance yards.

Uses within the Public Facility/Institutional land use designation provide essential support services to City residents and are typically operated by a government entity, a public utility, a community service district or a special district. These uses include City Hall and other public buildings, flood control facilities, utilities, schools, libraries, and other such facilities. Due to the intense nature of many of these activities, potential conflicts with surrounding land uses can occur. Privately owned facilities providing public services, such as Flabob Airport, may also be included in the Public Facility/ Institutional designation. The intent of these policies is to provide for adequate public facilities within the City to serve the public and to ensure compatibility with surrounding land uses.

Figure 2-15: Louis Robidoux Library,
Jurupa Valley
Land Use
Jurupa Valley General Plan, 2017 Page 2-43
Due to the varied nature of Public Facility/Institutional land uses, building intensity and design criteria for uses in this designation shall generally comply with those standards and policies in other land use designations that are most similar to the in tended use. Airports, utility facilities other than electric generating stations, and landfills generally have low FARs. Building intensities for civic uses such as government buildings and schools, however, are comparable to other employment-generating land use designations. The maximum intensity allowed for civic uses within the Public Facility/Institutional designation is 0.60 FAR. Actual FAR will vary for other uses, and the appropriate FAR will therefore be determined in the zoning ordinance.

Policies
The following policies apply to Public Facility/Institutional designated properties, as shown on the Land Use Map and on the Community Plan land use maps.

LUE 4.1 Public Facility Development. Accommodate the
development of public facilities and services in areas designated by the General Plan, specific plans, and
community and town center plans.

LUE 4.2 Encroachment. Protect major public facilities, such as Flabob Airport, publicly owned buildings, landfill, and solid waste disposal sites, from the encroachment of
incompatible uses.

LUE 4.3 Locations. Locate and design new public facilities to protect sensitive uses, such as schools and housing, from impacts due to noise, vibration, light, fumes, odors, and vehicular traffic, parking and safety hazards.

LUE 4.4 Infrastructure. Require new Public Facility/Institutional development to provide adequate parking, transporta -
tion facilities, including sidewalks and trails, street trees, water resources, sewer facilities, and other utilities to serve new and existing Public Facility/Institutional
businesses and tenants in addition to meeting the needs of existing residents and businesses.

LUE 4.5 Architectural Compatibility. Public Facility/Institutional development shall be designed to enhance and be
architecturally compatible with its surroundings and with designated scenic highways or public view corridors by
providing high-quality architecture, landscaping, and site improvements.

LUE 4.6 Public Utilities, Easements, and Rights of Way. New development and conservation land uses shall not
infringe upon existing public utility corridors, including

fee owned rights of way and permanent easements
whose true land use is that of public facilities. This policy will ensure that the “public facilities” designation
governs what otherwise may be inferred from large-scale General Plan maps.

LUE 4.7 Consideration of Scale. Due to the scale of General Plan maps and the area of the City, utility easements and
linear rights of way may not be shown on General Plan,
specific plan, and community plan maps. These features
need to be taken into consideration in the review of
applications to develop land and proposals to preserve
land for conservation.

LUE 4.8 Impact Mitigation of New Public Facilities. Planning and development of new public facilities, such as public
buildings, utility transmission lines (water, sewer,
communications and power), roads, bridges, storage and
equipment yards, and flood control channels, shall avoid adverse impacts to prime residential or commercial
properties, or areas with residential and commercial
development potential, and shall not adversely affect the character and quality of life in the City’s residential neighborhoods.

LUE 5 – Land Use Overlays
Land Use Overlays are land use designations that give the City Council greater control in achieving land use planning goals or to address specific community issues or needs. The Overlay designations are shown in Figure 2-5 (page 2-10) and in more detail in Figure 2 -16

below. Generally, overlays are applied to areas, neighborhoods, or groups of parcels, not small, individual properties. The Overlays address a particular land use characteristic or process and can be applied to any base land use designation.

Generally, overlays are applied as part of a General Plan amendment to provide another layer of land use guidance or a variety of land use and/or development options. For example, the underlying land use designation might be Retail -Commercial; however, the application of the Community Development Overlay allows the opportunity to develop Residential and Retail Commercial uses where they are compatible and to give an incentive for development or redevelop - ment with new uses that better meet City goals than the previous uses and that remove non -conforming or dilapidated land uses.

Where an overlay is applied, the more specific provisions of the overlay shall apply to the base land-use designation.

Land Use
Jurupa Valley General Plan, 2017 Page 2-45

Figure 2-16: Combined Land Use Overlay Map

Land Use
Jurupa Valley General Plan, 2017 Page 2-46
Equestrian Lifestyle Protection Overlay (ELPO)
The Equestrian Lifestyle Protection Overlay preserves Jurupa Valley’s equestrian heritage and lifestyle and ensures the keeping of horses and other farm animals can continue, subject to regulations specified in the Zoning Ordinance. All new developments within this Overlay must meet equestrian -friendly requirements, such as minimum parcel area and building set back requirements, and provide community and local trails and accommodate equestrian use in accordance with the City’s trail planning.

Jurupa Valley’s equestrian lifestyle is one of the community’s most closely held values. In particular, Mira Loma, Sunnyslope, Crestmore Heights, Pedley, Glen Avon, and areas between Riverview and the Santa Ana River are centers of equestrian activities wh ere horses and riders can often be seen in yards and riding along local streets.

While not all of Jurupa Valley is suited for animal keeping and equestrian activities, those areas that are generally suited for equestrian use are shown in Figure 2-18 below.

The intent of establishing these areas is to preserve the equestrian lifestyle and ensure that these areas maintain their equestrian focus for the life of this General Plan and beyond. Jurupa Valley’s equestrian focus is more than a recreation activity or a shared value.

It is a lifestyle choice and considered by many to be the essence of what makes Jurupa Valley unique. It also offers important benefits for community health, environmental preservation, land use, and the local economy.

Jurupa Valley is well suited for equestrian use due to its many large residential lots in semi-rural neighborhoods, equestrian and animal- keeping goods and services, corrals and stables, and a growing network of multi -purpose trails linking the Santa Ana R iver with neighborhoods and large open space areas. Moreover, equestrian uses bring people together. Horse facilities such as trails, show arenas and staging areas, as well as competition and recreational riding venues can attract residents and visitors an d be a major source of local pride, increased property values, and economic activity.

These factors contribute to Jurupa Valley’s desirability as a place to live, visit, or do business—both for equestrians and for those who love equestrian -oriented communities. While horse keeping and riding bring many benefits and enhance Jurupa Valley’s quality of life, they require special land use and circulation planning to ensure community safety and a balanced network of trails and compatible land uses. The Equestrian Lifestyle Protection Overlay is intended to ensure that this planning takes place and that equestrian uses continue to be a defining value of Jurupa Valley.

Figure 2-17: Equestrian “parking,” Jurupa
Valley
Land Use
Jurupa Valley General Plan, 2017 Page 2-47

Figure 2-18: Equestrian Lifestyle Protection Overlay

Jurupa Valley General Plan

Policies
The following policies apply within the Equestrian Lifestyle Protection Overlay.

LUE 5.1 Application. Apply the Equestrian Lifestyle Protection Overlay to those areas where equestrian uses, facilities, trails, and accessory uses are encouraged, as shown in
Figure 2-18 above.

LUE 5.2 Land Use and Circulation Planning. Within the Overlay, give priority to preserving, facilitating, and improving equestrian uses, access, and safety, trails and other
equestrian-serving facilities when planning public
transportation, utilities, public buildings, and other
public facilities.

LUE 5.3 Land Use Compatibility. Within the Overlay, equestrian uses and facilities shall be allowed by right, subject to appropriate standards for horse density and well- being, setbacks, access, sanitation, and safety. Horse -keeping and equestrian activities shall be conditionally allowed in land use designations where it is compatible and can
meet appropriate standards. New land use entitlement
applications, whether for residential, commercial,
industrial, or institutional uses, shall be designed such that there will be no interference with surrounding
equestrian neighborhoods.

LUE 5.4 Residential Development. Require that residential development proposed near existing equestrian
neighborhoods shall be designed to be equestrian
friendly and integrate the new neighborhoods with the
existing equestrian lifestyle as an asset to future
residents. Land within the Equestrian Lifestyle Protection Overlay shall be developed to promote and protect the
semi-rural equestrian lifestyle within it.

LUE 5.5 Development Review. New development in the Overlay should accommodate horse keeping, horse facilities and
equestrian activities, where feasible and appropriate.

Within the support area, equestrian uses, trails, and
facilities are encouraged.

Land Use
Jurupa Valley General Plan, 2017 Page 2-49
LUE 5.6 Special Mobility Considerations. In mobility and streets planning, the City will do the following:

1. Designate local streets within the Overlay as
“equestrian streets,” provide attractive signs that
designate semi -rural neighborhood streets as
equestrian-priority over motor vehicles, require
waste bins to be removed from the street right of
way, and allow equestrians to use entire street rights
of way, where appropriate, to link key trails, facilities, or open spaces, as designated in the City’s Streets
Master Plan and Trail Plan.

2. Provide grade-separated crossings where equestrian
routes and equestrian trails meet arterial streets,
wherever feasible. Where this is not feasible,
equestrian crossings shall be signalized and use two-
tiered signal activation and special signage and
pavement markings, overhead lighting, and/or
paving annunciators.

3. Primary Equestrian Trail s along and within public
rights of way shall include appropriate railing,
signage, lighting and trail surface material to protect public and equestrian safety.

4. Secondary Equestrian Trail Routes shall include safe, level areas within street or utility rights of way that provide equestrian route signage and minimal
improvements to accommodate equestrian use.

LUE 5.7 Incentives. Provide development incentives to
encourage equestrian-friendly development and to help
preserve communities’ equestrian lifestyle, which may
include residential cluster development or planned unit developments, density transfer programs, density
bonuses associated with innovative land use planning,
and expedited planning application and permit
processing.

LUE 5.8 Residential Density. Allow development of Small Farm, Ranch, Rural Neighborhood, and Country Neighborhood
Residential uses in the Overlay. Higher density residential development may be allowed if equestrian friendly and
if the City Council finds that the project will provide significant overall benefits to equestrian uses and
lifestyle.

LUE 5.9 Incompatible Uses. Discourage the encroachment of incompatible land uses that impact the feasibility or
safety of equestrian trails and lifestyle in the Overlay.

Industrial uses and large commercial trucks shall be
discouraged in the Overlay.

Figure 2-19: Typical equestrian
neighborhood signage

Programs
LUE 5.1.1 Zoning Update. Update the Zoning Ordinance to protect and encourage equestrian uses and facilities within the ELPO and to remove obstacles and disincentives.

LUE 5.1.2 Density Transfer. Consider adopting a density transfer program to provide incentives for open space
preservation and equestrian uses.

LUE 5.1.3 Public Awareness. Work with community service districts, special districts, equestrian groups, realtor associations, home builders, new home agents and non-
profit agencies to improve public awareness of
equestrian uses, rules, responsibilities, routes, and
activities and to help improve public safety, enjoyment, and sense of community.

LUE 5.1.4 Funding. Consider an assessment district, joint -powers agreement with the Jurupa Area Recreation and Park
District (JARPD) or the County, or other funding
mechanism for the acquisition of rights of way and the
construction and maintenance of multi -purpose trails
within the Overlay Area.

LUE 5.1.5 Acquire Easements . Work with other agencies, utility providers and private landowners to acquire access
easements for equestrian trail use where appropriate,
such as along utility easements or along flood control
channels.

LUE 5.1.6 Hitching Posts. Require that within the Overlay, new development shall install hitching posts and related
facilities to allow safe short -term equestrian “parking” and to create a design statement that the area
encourages equestrian uses.

Community Development Overlay (CDO)
The General Plan previously included a “Community Development Overlay” designation, which was part of Riverside County’s General Plan adopted by the City upon incorporation. The Community Development Overlay has been redefined to meet the City’s specific needs. Its purposes are to 1) provide planning flexibility in meeting localized needs or issues, such as along major street corridors where prevailing land uses may no longer make sense and need strategic changes, and 2) promote lot consolidation into parcels of 5 acres or more to avoid “strip commercial” development and encourage high quality residential and commercial infill.

Large sections of Etiwanda Avenue and Mission Boulevard were originally designated for Commercial Retail development. In these Land Use
Jurupa Valley General Plan, 2017 Page 2-51
areas, land use designations and lot patterns can result in inefficient development referred to as “strip commercial” development. This is a pattern of auto -oriented commercial development extending along a roadway, typically characterized by shallow lot depths, frequent curb cuts and inefficient use of sites. In Jurupa Valley, portions show characteristics of strip commercial development with a mix of residential, retail- commercial, and unsightly service - commercial/light industrial uses in some areas. This land use pattern has resulted in potentially conflicting land uses with the potential to cause blight and a lack of property maintenance or reinvestment.

The CDO designation can address these issues by: 1) identifying specific areas that need local consideration of land use changes to address special factors, 2) establishing incentives to encourage more logical, orderly development, and 3) setting a process in which property owners and the public can become better informed and participate in land use deliberations. Two Community Development Overlay areas are included as a part of the 2017 Land Use Element.

These two overlay areas are commercial corridors on major segments of Etiwanda and Mission.

1. Etiwanda Avenue Commercial Corridor. The Commercial
Development Overlay is applied to the east side of
Etiwanda between Limonite Avenue and Bellegrave
Avenue. The properties that abut the street are designated for retail commercial land use. The Etiwanda Avenue
Commercial Corridor overlay will provide for the City
Council to change the zoning to low or medium density
residential for interior lots or other properties , consistent with the General Plan and without the need for a General Plan Amendment . This option creates the opportunity to generate an economic stimulus for the existing and future retail along the corridor.

2. Mission Boulevard Commercial Corridor. The Commercial Development Overlay is applied to properties designated Commercial Retail (CR) along both sides of Mission
Boulevard between Bain Street and Jurupa Road, except for the Glen Avon Town Center. parcels. The Mission Boulevard Commercial Corridor overlay will provide the opportunity for the City Council to change the zoning of parcels of at least 5 acres to low - or medium -density residential for interior lots, or for other properties within this overlay area, consistent with the General Plan and without the need for a General Plan Amendment . This option creates the
opportunity to generate an economic stimulus for existing and future retail along the corridor and encourage high - quality infill development.

Policies
The following policies apply within the Community Development Overlay.

LUE 5.10 Purpose. The purpose of the Community Development Overlay is to encourage parcel consolidation and
promote new development and strategic land use
changes through additional planning studies and public
participation in future General Plan amendments and/or
Zoning Map changes.

LUE 5.11 Application. Apply the Community Development Overlay to sites, corridors, or areas where land use changes are anticipated or encouraged that cannot be
accommodated under existing General Plan land use
designations. The specific goals, issues, and incentives, where applicable, shall be described when the
Community Development Overlay is applied.

LUE 5.12 Incentives. Consider allowing incentives within the Community Development Overlay, including develop -
ment incentives, such as expedited planning application and permit processing, and the ability to apply for
residential development and lot mergers in advance of a General Plan amendment provided that certain
minimum standards (e.g., minimum lot area) and
procedures are met.

Town Center Overlay (TCO)
The City of Jurupa Valley covers about 45 square miles. Most of this area is either semi-rural equestrian properties or suburban in character. However, specific areas, due to their history and location, began as small centers of commerce and should be preserved and enhanced as pedestrian-oriented, small town centers. The Land Use Plan identifies specific areas within the communities of Rubidoux, Glen Avon, and Pedley as town centers. These centers are different from the rest of the City. They are designated with the Town Center Overlay to encourage development of traditional, pedestrian - oriented town centers with characteristics that distinguish them from surrounding areas. These centers promote walkability, equestrian accessibility, civic, cultural, entertainment, retail, and service uses. Mixed residential and commercial uses may also contribute to the town centers’ energy and distinctive characters. To promote town centers as magnets for local residents and local services and restaurants, the City may offe r voluntary incentives to promote this form of small- town development. Town centers also serve adjacent and nearby residential neighborhoods and are intended to reflect a small downtown atmosphere. They are also Land Use
Jurupa Valley General Plan, 2017 Page 2-53
places that attract residents from adjacent areas to socialize, shop, and dine.

To address potential land use compatibility issues, and to enhance town centers’ historic and architectural character, design guidelines are applied to each center within the Overlay. Allowable land uses within the Town Center Overlay include:
• High, Very High, and Highest Density Residential in the core area
• High Density Residential in the surrounding core support area
• Commercial Retail
• Commercial Office
• Public Facilities
• Open Space-Recreation
A typical mix of uses may include public or quasi -public uses (schools, plazas, theaters, cultural centers, offices, and parks), traditional residential neighborhood- or community -serving retail centers, recreational uses, offices, and where appropriate, courtyard-style or attached residential dwellings. Land use emphasis is generally on uses within the Commercial Retail designation such as a grocery store, a drug store, and other retail outlets, and the Commercial Office designation such as professional se rvices and financial institutions. Residential densities range from 5.0 to 25.0 dwelling units per acre, while non-residential intensities range from

0.2 to 0.5 FAR.

Policies, General
The following policies apply within the Town Center Overlay.

LUE 5.13 Town Center Development. Require development
within the Town Center Overlay, to be compact,
pedestrian-oriented, and designed to accommodate a
broad range of uses, including commercial, residential, and public facility uses, consistent with the Community’s historic character.

LUE 5.14 Locations. Apply the Town Center Overlay to the historic community centers of downtown Rubidoux, downtown
Glen Avon , and downtown Pedley as shown in Figure
2-10 (page 2-26
). The City Council may consider applying
the Town Center Overlay to other areas determined to be consistent with the intent and policies of this section.

LUE 5.15 D evelopment Standards. Require areas within Town Center Overlay designations to develop in accordance
with the land use standards for Town Centers as detailed in the Town Center Design Standards and the Rubidoux
Area Design Standards of the Zoning Regulations.

LUE 5.16 Incentives. Provide incentives, such as density bonuses and relaxation of development standards, as
appropriate, to facilitate the development of town
centers as designated on the Land Use Plan, Figure 2-5
(page 2-10).

LUE 5.17 Mixed Uses. Accommodate the development of
structures and sites with a mix of housing, retail,
commercial office, cultural, public/quasi-public, and
recreational uses in areas designated as “Town Centers” on the General Plan, the specific plan, and community and town plan land use maps.

LUE 5.18 Allowed Uses. Areas within the Town Center Overlay shall be planned and designed with a list of allowed and conditionally allowed land uses that are appropriate to the specific area.

LUE 5.19 Open Space. Provide open space areas within town centers, such as plazas or parklets, to provide visual relief from the urban environment, to form linkages to other
portions of the City, and to serve as buffers from
incompatible uses.

LUE 5.20 Community-Oriented Uses. Accommodate community- oriented facilities, such as public meeting rooms, daycare facilities, public transit, public buildings (e.g.,
government-owned buildings, community -service
district facilities with public services), public art, and cultural uses in town centers.

LUE 5.21 Public Transit. Locate town centers along public transit routes and other major circulation facilities, where
possible, to enhance accessibility and promote transit
ridership.

LUE 5.22 Infrastructure. Provide parking, transportation facilities, including sidewalks and trails, street trees, water
resources, sewer facilities, and other utilities that are adequate to serve Town Center development in addition
to meeting the needs of existing residents and
businesses.

LUE 5.23 Public Entrances. Orient public building entrances in town centers to the public street and locate parking in the rear or to the side of the building.

LUE 5.24 Shared Parking. Allow shared or joint use parking and reduced parking standards in town centers, where
appropriate.

LUE 5.25 Connectivity. Integrate pedestrian -, equestrian -, and bicycle-friendly street and trail networks connecting
town centers with surrounding land uses.

Land Use
Jurupa Valley General Plan, 2017 Page 2-55
LUE 5.26 Compatibility. Require that mixed-use developments be designed to enhance compatibility with adjacent uses,
and mitigate potential conflicts between uses,
considering such issues as noise, lighting, security, trash and recycling storage, deliveries, truck and automobile access, and parking.

LUE 5.27 Architectural Compatibility. Require that town center development be designed to be architecturally
compatible with its surroundings and visually enhance
the character of the surrounding neighborhood and
designated scenic highways or public view corridors.

Programs, General
LUE 5.1.7 Town Center Area Plans. The City will prepare an area plan for each of its three town centers to establish a
consensus and a vision that is shared by the stakeholders and the City Council. The master plans will be prepared in the following order of priority:

1. Pedley Town Center

2. Glen Avon Town Center

3. Rubidoux Town Center
LUE 5.1.8 Town Center Standards. The City will prepare Town Center Standards and update the Zoning Ordinance to
include them and to integrate the Rubidoux Design
Standards with the new standards.

LUE 5.1.9 Density Transfer . Consider establishing a Zoning Ordinance provision to allow the transfer of
development credits – i.e., residential density – from environmentally sensitive sites to Town Center sites,
where appropriate.

Policies, Pedley Overlay
The Pedley Overlay is the location of City Hall and the Jurupa Valley/Pedley train station, as shown in Figure 2-21. Its potential as a key component of the City’s identity, its ability to preserve its historical heritage and establish a downtown environment that attracts locals to shop, dine and socialize is critical. A master plan for Pedley Town Center will guide de velopment to create a cohesive center that will anchor the new City and help solidify its internal identity with its citizens. The master plan will be the basis for future land use decisions and capital improvements and may ultimately take the form of a specific plan.

LUE 5.28 Semi-Truck Traffic. Limit semi-truck traffic generated by uses to a maximum of 15 trucks per day, Monday
through Friday.

Figure 2-20: Pedley Town Center area,
looking south towards the Santa Ana River
Land Use
Jurupa Valley General Plan, 2017 Page 2-56

Figure 2-21: Pedley Overlay map

Jurupa Valley General Plan
La nd Use
Jurupa Valley General Plan, 2017 Page 2-57
LUE 5.29 Limonite Avenue Improvements. Proposed develop - ment applications, or applications to bring existing uses into conformity with City requirements, shall provide for improvements to Limonite Avenue, which may include,
but are not limited to, street widening in accordance
with General Plan right of way width, access limitations (not more than one driveway), provision of right of way for an access/deceleration lane, and pavement improve-
ments.

Policies, Glen Avon Overlay
The Glen Avon Overlay is shown in Figure 2-23. This small center has excellent visibility and access, and is located near the intersection of Mission Boulevard and Pedley Road. An area plan for the Glen Avon Overlay is needed to establish a consensus for its boundaries and define the desired characte r of new development such that the area’s scale and historical character are preserved and enhanced.

This town center is expected to be smaller than Rubidoux or Pedley, yet still embrace the small town commercial and traditional neighborhoods that are serv ed by equestrian - and pedestrian - friendly connections.

Policies, Rubidoux Overlay
Much work has been done by the County of Riverside to establish a general consensus and vision for Rubidoux Town Center, as shown in Figure 2-24). Although in 2024 2017, no area plan or specific plan has been adopted by the City, a Workbook containing archi tectural and site development guidelines for the “Rubidoux Village Area” was prepared by the County and those guidelines have been adopted by the City Council, as well as zoning specific to the desired form and character of the Rubidoux Town Center. Upon completing the area plans for Pedley and Glen Avon town centers, the City will prepare an area plan for Rubidoux that is consistent with existing policy and zoning, while updating and clarifying existing policies and programs.

The Rubidoux Overlay area
has been the focus of special assistance
in terms of redevelopment funding and public improvements. To continue the improvements begun under the County of Riverside’s Jurupa Valley Redevelopment Plan (JVRP), the following land use policies are established. To implement the policies further, the Rubidoux Village Commercial Zone, a Rubidoux Village Sign Program, and shared parking provisions have been
established for this Area.

In addition, the Rubidoux Village Design Workbook provides a set of guidelines intended to improve the architectural aesthetics of the downtown Rubidoux area in support of the economic development strategy as outlined in the JVRP.

Figure 2-22: Mission Boulevard in
Rubidoux Town Center, looking south
toward the City of Riverside
Land Use
Jurupa Valley General Plan, 2017 Page 2-58

Figure 2-23: Glen Avon Overlay map

Jurupa Valley General Plan
Land Use
Jurupa Valley General Plan, 2017 Page 2-59

Figure 2-24: Rubidoux Town Center Overlay map

LUE 5.30 Allowed Uses. Allow a variety of pedestrian- oriented, compact residential, retail commercial, and service uses appropriate for a town center.

LUE 5.31 Architectural Theme. The entire Rubidoux Overlay a rea shall be subject to an architectural theme, as illustrated in the Rubidoux Village Design Workbook.

LUE 5.32 Infill Development Priority. To help revitalize the commercial area, give high priority to infill development of vacant and deteriorated properties and the expansion and improvement of existing businesses.

The concept of the Rubidoux Overlay as a town center has been further developed by dividing the area into three distinct planning sub-areas (East Village, Village Center, and West Village). Each planning sub-area has been determined to be suitable for specific uses given the intent of the Jurupa Valley Redevelopment Plan. The types of community characteristics that have been used to define the sub-areas are as follows:
• The intensity of development in adjoining areas;
• The nature of the Mission Boulevard landscaping;
• The nature and intensity of traffic flows;
• The availability of alleys; and
• The uses and facilities existing in the area.
(Refer to the Zoning Ordinance and the Rubidoux Village Design Workbook for further specific design requirements.)
LUE 5.33 Signage. All signage within the Rubidoux Overlay a rea shall be subject to the Rubidoux Village Sign Program
prepared specifically for the area. The sign program shall be implemented through the Zoning Ordinance.

LUE 5.34 Shared Parking. Provide special consideration for parking by establishing a shared parking program
designed specifically for the Rubidoux Village Policy Area as outlined in the County Land Use Ordinance.

LUE 5.35 Residential Buffering. Require projects adjacent to residential lots to provide mitigation measures so as to buffer the impacts of the commercial development from
the residential uses. These mitigation measures shall
include, but not be limited to, landscaping, noise berms, and operation hours.

LUE 5.36 Flexible Development Standards. Permit modification of development standards stated in the design workbook
for architectural features when a project applicant can demonstrate that, due to the design of the existing
building(s) and/or structure(s), it would be
architecturally infeasible to incorporate the specific
Land Use
Jurupa Valley General Plan, 2017 Page 2-61
architectural design(s). Modifications shall be subject to the approval of the Planning Commission or City Council.

Specific Plan Overlay (SPO)
Specific plans are highly customized policy or regulatory tools that provide a bridge between the General Plan and individual development projects in a more localized, specific manner than is possible with community-wide zoning ordinances. Specific plans are not part of the General Plan but apply in addition to, and consistent with, the General Plan. The specific plan is a tool that provides land use and development standards that are tailored to respond to special conditions and aspirations unique to the area being proposed for development and conservation. These tools are a means of addressing detailed concerns that conventional zoning cannot do.

Specific plans are identified in this section because detailed study and development direction are provided in each plan. Policies related to any listed specific plan can be reviewed at the City’s Planning Department Community Development Department. The ten seven specific plans located in the Jurupa planning area are listed in Table 2.6 below.

Table 2.6: Adopted Specific Plans in Jurupa Valley
Specific Plan Specific Plan Number
Mission de Anza 123
Agua Mansa Industrial Corridor 210
Rio Vista 243
I-15 Corridor 266
Emerald Meadows Ranch 337
Thoroughbred Farms 376
Paradise Knolls 650
Agua Mansa Commerce Park 16002
The District at Jurupa Valley 21001
Vernola Ranch 22001

Where the Specific Plan Overlay is placed on the Land Use Map, properties within its boundary shall not receive new land use or development entitlements until a specific plan has been adopted (or amended) by the City Council. The specific plan shall apply to all property within the overlay boundary and shall supersede prior land use designations and zoning.

Policies
The following policies apply within the Specific Plan Overlay.

LUE 5.37 Specific Plan Content. Require that all specific plans must meet the requirements of state law and include
four planning frameworks: Land Use, Design, Circulation, Figure 2-25: Thoroughbred Farms Business
Park Specific Plan, November 2012

and Infrastructure/Public Facilities. Within each frame - work, the specific plan will provide the goals and policies that will guide future decisions on projects within the specific plan area. The plan will also include a detailed implementation plan that will identify responsibilities, financing requirements, and phasing/ timing.

LUE 5.38 Application of New Specific Plan Overlays. The 2017 General Plan designates several large key undeveloped
areas of the City with the Specific Plan Overlay. These areas include industrial and business park property along I-15 and in the Agua Mansa industrial area.

Mixed Use Overlay (MUO)
This overlay is applied to areas where the City seeks to encourage a vibrant mix of residential, commercial, office, entertainment, educational, and/or recreational or other uses, allowing either a vertical or horizontal mix of uses. The MUO allows a great er range of flexibility or land use than would otherwise be allowed by the base designation.

Policies
The following policies apply within the Mixed Use Overlay.

LUE 5.39 Horizontal and Vertical Mix. Permit a range of horizontally and vertically mixed uses appropriate to key areas of the City.

LUE 5.40 Flexibility. Apply flexible development standards where it can be demonstrated that by doing so, the proposed
development or land use will help achieve General Plan
goals.

LUE 5.41 Ground Floor Retail. In pedestrian -oriented environ - ments, require retail uses to be located on the ground
floor to provide convenience and good visibility for
shoppers. Whenever possible, require off-street parking to be screened and located on the side or at the rear of buildings.

Program
LUE 5.1.10 Zoning Ordinance Update. Update the Zoning
Ordinance, the Zoning Map, and specific plans to
ensure consistency with the Mixed Use Overlay and to
establish flexible development standards.

Figure 2-26: Mixed use senior housing over
retail commercial, Riverside County
(KTGY Architects)
Land Use
Jurupa Valley General Plan, 2017 Page 2-63
Business Park Overlay (BPO)
The Business Park Overlay is to be applied to areas where a clear differentiation of industrial and business park uses from residential uses is desired. It denotes those areas where uses allowed under Heavy Industrial and, in some cases, Light Industrial designations are likely to be incompatible with adjacent residential uses and where business park uses would be more appropriate. The Business Park Overlay is intended to maintain the integrity of business park uses and protect the residential areas that surround these industrial and business park uses from the introduction of new incompatible industrial uses, industrial truck traffic, and dangerous traffic congestion at railroad grade crossings. Besides ensuring compati- bility between residential and indust rial uses, the additional landscaping requirements for new development or expansion of existing uses are intended to enhance community identity within the area. The overlay allows the application of special use standards or buffering to be specified at the time the BPO is applied.

Policies
The following policies apply within the Business Park Overlay.

LUE 5.42 Prohibited Uses. Prohibit truck terminals, draying, freight, logistics and other trucking operations or
industrial/manufacturing uses that could generate
substantial heavy truck traffic, air quality, or noise
impacts in areas designated Business Park on the General Plan Land Use Map.

Mira Loma Warehouse and Distribution Center Overlay
(MLO)
The Mira Loma Warehouse and Distribution Center Overlay (MLO) is located in the northwest section of the City and consists primarily of large logistics warehouses with storage, loading, and shipping facilities and industrial/manufacturing properties. The area has a high concentration of commercial and industrial truck traffic, and includes some small-scale retail commercial and services adjacent to a small residential neighborhood.

This overlay , i
n addition to the Agua Mansa Warehouse and
Distribution Center Overlay (AMO), is designed to limit the locations of logistics and other similar supply -chain uses to certain areas within the City, including the Mira Loma Warehouse and Distribution Center Overlay area. Its boundaries are shown in Figure 2- 7 (page 2- 24). These uses generate a greater concentration of heavy commercial truck traffic than other typical manufacturing uses and thus generate significant environmental impacts on air quality, noise, and traffic.

Figure 2-27: Heavy commercial traffic in
Mira Loma

Policies
The following policies apply within the Mira Loma Warehouse and Distribution Center Overlay.

LUE 5.43 Permitted Uses. Permit warehousing and distribution uses, logistics, and other goods storage facilities in the Business Park, Light Industrial, and Heavy Industrial land use designations only in the following area:

The area in Mira Loma defined and enclosed by these
boundaries: San Sevaine Channel from Philadelphia
Street southerly to Galena Street on the east, Galena
Street from the San Sevaine Channel westerly to
Wineville Road on the south, Wineville Road northerly to Riverside Drive, then Riverside Drive westerly to Milliken Avenue, then Milliken Avenue north to Philadelphia
Street on the west, and Philadelphia Street easterly to the San Sevaine Channel on the north.

This policy shall not apply to firms that only store goods that are manufactured or assembled on- site. In such a
case, the use shall be evaluated based on the underlying general plan land use designation, and any potential
impacts on the community from diesel and other
hazardous emissions, traffic generation, local existing land use compatibility, and other environmental and
socioeconomic concerns. Any manufacturing project
proposal outside the aforementioned area that is in
excess of 200,000 square feet in size shall be required to obtain a Conditional Use Permit from the City. No ware - houses, distribution centers, intermodal transfer facilities (railroad to truck), trucking terminals, or cross dock
facilities shall be allowed outside the afore mentioned area.boundaries of this overlay, except as otherwise
permitted in the Agua Mansa Warehouse and
Distribution Center Overlay.

Agua Mansa Warehouse and Distribution Center Overlay
(AMO)
The Agua Mansa Warehouse and Distribution Center Overlay (AMO) is located in the northea st section of the City and allows for warehousing and distribution, logistics, and other goods storage facility uses provided the proposed use complies with the policies of this overlay. This overlay, in addition to the Mira Loma Warehouse and Distribution Center Overlay, is designed to limit the locations of warehousing, distribution, logistics, and similar uses to certain areas within the City, including the Agua Mansa Warehouse and Distribution Center Overlay area.

Land Use
Jurupa Valley General Plan, 2017 Page 2-65
The Agua Mansa Warehouse and Distribution Center Overlay may be established on a property or project site to allow logistics if the project includes a General Plan Amendment to establish the overlay and is consistent with the policies in LUE 5.44.

Policies
LUE 5.44 Permitted Uses. Permit warehousing and distribution uses, logistics, intermodal transfer facilities, trucking terminals, cross dock facilities, and other goods storage facilities in the Heavy Industrial land use designation only in the Agua Mansa Warehouse and Distribution Center
Overlay area, subject to the following:

1. The project applicant enters into a development
agreement with the City that provides for community
benefits that offset the loss of potential
manufacturing or commercial uses that would
otherwise generate higher paying jobs and tax base;

2. The project exemplifies extraordinary design quality consisting of a campus-like setting that enhances and
beautifies the streetscape and surrounding areas;

3. The project provides for adequate protection of
residential neighborhoods from truck traffic and air
pollution;

4. The project is consistent with the goals of the 2017 General Plan; and

5. One of the following zoning classifications applies to the project site:
• S- P (Specific Plan)
• M- M (Manufacturing – Medium)
• M- H (Manufacturing – Heavy)
This policy shall not apply to firms that only store goods that are manufactured or assembled on- site. In such a
case, the use shall be evaluated based on the underlying General Plan land use designation, and any potential
impacts on the community from diesel and other
hazardous emissions, traffic generation, local existing land use compatibility and other environmental and
socioeconomic concerns. Any manufacturing project
proposal outside of the aforementioned area that is in
excess of 200,000 square feet in size shall be required to obtain a Conditional Use Permit from the City. No
warehouses, distribution centers intermodal transfer
facilities (railroad to truck), trucking terminals, or cros s dock facilities shall be allowed outside of the boundaries of this overlay, except as otherwise permitted in the Mira Loma Warehouse and Distribution Center Overlay.

Stringfellow Remediation Site and
Pyrite Canyon Overlay (SRO)
The area, formerly known as the Stringfellow Acid Pits, is recognized as a federal Superfund site (hazardous waste disposal site), which is subject to an abatement plan administered by State of California authorities.

The Open Space-Mineral Resources designation was selected for this site because it does not allow residential uses (except for on -site caretakers).

The remainder of the overlay area is designated for commercial or industrial uses, or Open Space -Rural. When all significant hazards have been abated, the City will determine if a re -designation to a different land use is appropriate.

Policies
The following policies apply within the Stringfellow Remediation Site and Pyrite Canyon Overlay.

LUE 5
.4 54 Special Development Requirements. In addition to the commercial and industrial development policies within
this text, development proposals within the Overlay
must meet the following requirements:

1. P
iped water and domestic sewer service shall be
provided.

2. Clearance from the appropriate s tate authorities
must be provided and must indicate that all
significant hazards have been abated and the
proposed project can occur without jeopardizing
public health and safety, or that any proposed clean-
up plans have been determined adequate by the
state to permit development of the site.

3. In general, only commercial and industrial uses,
which do not consist of a high concentration of
people, shall be permitted within this area. A
residence for an on -site caretaker shall not be
permitted without clearance from the state.

Santa Ana River Corridor (SAO)
The Santa Ana River is an integral part of the City’s and the region’s multi-purpose open space and trail systems. In 2014, the California state legislature created the Santa Ana River Conservancy Program within the Coastal Conservancy. The Program address es the resource and recreational goals of the corridor including the Santa Ana River Trail that, upon completion, will incorporate 100 miles of trail system from San Bernardino County in the north to Orange County in the south. Beyond that, the Santa Ana R iver is the Figure 2-28: Stringfellow remediation site
and Pyrite Canyon, looking north
Figure 2-29: Santa Ana River, Jurupa Valley
(photo by Osmar Duran, 2013)
Land Use
Jurupa Valley General Plan, 2017 Page 2-67
centerpiece of a massive 2,840-square-mile watershed that involves major portions of three counties. The river drains southwest toward Prado Dam and serves as a prominent natural buffer between Jurupa and the cities of Riverside and Norco. Several natural and channelized drainage courses connect with the river. In addition to their fundamental water- related functions, these watercourses provide corrid ors through developed land and link open spaces together. Among other things, this creates biologically essential wildlife corridors that allow wildlife to move from one open space to another without crossing streets, highways, or developed land. The following policies preserve and protect this important natural and recreational feature.

Policies
The following policies apply within the Santa Ana River Corridor Overlay.

LUE 5.465 Development Setbacks. Require development, where allowable, to be set back an appropriate distance from
the top of bluffs, to protect the natural and recreational values of the river and to avoid public responsibility for property damage that could result from soil erosion or
future floods.

LUE 5.476 C
ommon Access and Views. Encourage future
development that borders the Policy Area to design for
common access and views to and from the Santa Ana
River.

LUE 5.487 S
ensitive Habitat and Species. Public and private
development, operations, and maintenance shall avoid
damaging sensitive habitat or species, including
significant native trees, species of local significance, and threatened and endangered species.

LUE 5.498 P
rotect Flood Areas. Preserve areas subject to erosive
flooding in a natural state and encourage recreation
development, such as parks and golf courses, along the
riverbanks above and outside of flood areas.

LUE 5.5049
Interconnected Trails. Develop and maintain trails and
related facilities for riding, hiking, and bicycling for the entire reach of the river connecting to the state- and
nationally designated Orange County and San
Bernardino Santa Ana River trails and connected with the countywide system of trails.

LUE 5.510 T
rail Crossings. Provide recreational trail crossings under bridges crossing the river and along flood channels
crossing under roadways, where feasible.

LUE 5.521 Connectivity. Require private developments along the Santa Ana River to provide riding, hiking, and biking trails to ensure connectivity to the Riverside County-wide trails system.

LUE 5.532 Ca ltrans Coordination. Coordinate with the California Department of Transportation (Caltrans) on future
freeway expansions to ensure compatibility with the
natural character of the river corridor.

LUE 5.543 Ro ads and Bridges. Discourage the addition of local vehicular road crossings over the Santa Ana River,
however, a pedestrian/equestrian crossing may be
constructed in the “ narrows” area of the river. If an
additional vehicular crossing is allowed, careful
consideration shall be given to location, design, and
landscaping to take advantage of the scenic character of the river and to avoid damage to or destruction of
natural systems.

LUE 5.554 Ut
ilities. Discourage utility lines within the river corridor and floodplain. If approved, lines shall be placed
underground where feasible and shall be located and
designed in a manner to harmonize with the natural
environment and to be visually unobtrusive.

Flabob and Riverside Municipal Airports Overlay (FLO)
Flabob and Riverside Municipal Airports provide valuable commercial and recreational air services and play an important role in local and regional economies. Future development in Jurupa Valley is likely to create additional pressure to expand air services at these locations. To allow the continued, orderly operation and, where appropriate, expansion of airports, the City and the County have adopted land use measures that minimize the public’s exposure to excessive noise and safety hazards. These land use standards apply to significant areas in Jurupa Valley.

To accomplish this, the State of California adopted the Airport Land Use Law, California Public Utilities Code §§21670-21679.5. This General Plan is intended to implement and be consistent with the purposes of the Airport Land Use Law. The Airport Land Use Law provides for the creation of the Riverside County Airport Land Use Commission (ALUC or Commission) and the adoption of airport land use compatibility plans by the Commission to assist the County and affected cities in land use planning in the vicinity of airports. The Commission has adopted an Airport Land Use Compatibility Plan for Western Riverside County (ALUP), which applies to all cities in Western Riverside County and includes polices and compatibility criteria for Flabob and the Riverside Municipal airports. Relevant Figure 2-30: Flabob Airport – aerial view
looking northeast
Land Use
Jurupa Valley General Plan, 2017 Page 2-69
excerpts of the ALUP are included in Appendix 4.0 . The Plan, including the Policy Framework, Plan Implementation measures, and Compatibility Criteria are incorporated into this General Plan by reference.

Flabob Airport
Flabob Airport enjoys a long and storied history in the Jurupa area and continues to serve an important role in providing aviation services, education, and community events for residents. To minimize land use conflicts with adjacent uses, much of the remaining undeveloped area adjacent to the airport is designated as Estate Density Residential, with most of the developed land designated and used for Medium Density Residential. The Airport Safety Zones are shown in Figure 2 -31. Potential land use conflicts can occur primarily in Safety Zone C, where new residential development is limited to one dwelling per 5 acres, gross; and in Zone D, where residential densities are limited to a prescribed density range. That is, residential density must be no greater than one dwelling per 5 acres or at least five dwellings per acre.

Riverside Municipal Airport
The boundary of the Riverside Municipal Airport Influence Area is shown on Figure 2-31 below. There are four safety zones associated with the Riverside Municipal Airport Influence Area. These safety zones are shown in more detail in Appendix 4.0 . Within land -use compatibility zones, new development is subject to regulations governing such issues as development intensity, density, height of structures, and noise.

Policies
The following policies apply within the Flabob and Riverside Municipal Airports Overlay.

LUE 5.565 ALUP Compliance. Provide for the orderly operation and development of Flabob and Riverside Municipal Airports
and the surrounding area by complying with the Airport
Land Use Compatibility Plan as set forth in Appendix 4.0, as well as any applicable policies related to airports in the Land Use, Circulation, Safety, and Noise Elements of the 2017 General Plan, unless the City Council overrides the Plan as provided for in state law.

Land Use
Jurupa Valley General Plan, 2017 Page 2-70

Figure 2-31: Airport Safety Zones, Flabob and Riverside Airports

Jurupa Valley General Plan
Land Use
Jurupa Valley General Plan, 2017 Page 2-71
LUE 5.576 Development Review. Refer all major land use actions to the Airport Land Use Commission for review, pursuant to Policy 1.5.3 of the ALUP until: 1) the Commission finds the City’s General Plan to be consistent with the ALUP, or 2) the City Council has overruled the Commission ’s
determination of inconsistency, or 3) the Commission
elects not to review a particular action.

LUE 5.587 C
ontinued Airport Operation. Support the continued
operation of Flabob and Riverside Municipal Airports to help meet airport services needs within the land -use
compatibility criteria with respect to potential noise and safety impacts.

LUE 5.598 C
onsistency Requirement. Review all proposed projects
and require consistency with any applicable provisions of the Riverside County Airport Land Use Compatibility Plan as set forth in Appendix 4.0 , and require General Plan and/or Zoning Ordinance amendments to achieve
compliance, as appropriate.

LUE 5.6059
ALUP Amendments. Review all subsequent amend-
ments to any airport land -use compatibility plan and
either adopt the plan as amended or overrule the Airport Land Use Commission as provided by law ( California
Government Code §65302.3).

LUE 5.610 G
eneral Plan Adoption or Amendment. Prior to the
amendment of this General Plan or any specific plan, or the adoption or amendment of a zoning ordinance or a
building regulation within the planning boundary of any airport land use compatibility plan, the City will refer such proposed actions for determination and processing
as provided by the Airport Land Use Law.

LUE 5.621 C
luster Development. Allow the use of development
clustering and/or density transfers to meet airport
compatibility requirements as set forth in the applicable Airport Land Use Compatibility Plan.

LUE 5.632 B
ird-attracting Uses. In accordance with FAA criteria,
avoid locating sanitary landfills and other land uses that attract birds within 10,000 feet of any runway used by
turbine-powered aircraft and within 5,000 feet of other runways. Also, avoid locating attractors of other wildlife that can be hazardous to aircraft operations in locations adjacent to airports.

LUE 5.643 E
ncroachment. Ensure that no structures or activities
encroach upon or adversely affect the use of navigable
airspace.

LUE 5.654 Vo luntary Review. The City, from time to time, may elect to submit proposed actions or projects voluntarily that

are not otherwise required to be submitted to the ALUC
under the Airport Land Use Law in the following
circumstances:

1. Clarification: If there is a question as to the purpose, intent, or interpretation of an Airport Land Use
Compatibility Plan (ALUCP) or its provisions; or

2. Advisory: If assistance is needed concerning a
proposed action or project relating to Airport Land
Use matters.

LUE 5
.6 65 Airport Referrals. Submit all development proposals located within an Airport Influence Area to the affected airport for review.

Historic and Cultural Resource Overlay (HRO)
The Historic Resource Overlay is applied to sites, buildings, or other resources of historical, cultural, archaeological, or paleontological merit, including Native American sacred places or other areas of special cultural merit. Development and land use changes within the HRO require special review to evaluate potential adverse impacts on the resource and to establish measures or conditions to protect the resource. The HRO allows the use of flexible development standards, incentives, and building codes to encourage preserva tion of historically designated properties and districts, such as the Mills Act and the Historic Building Code. The overlay is applied to several historic and potentially historic properties listed in Table 4.1 :

Designated Historic Structures in Jurupa Valley (page 4-39), concurrent with adoption of the 2017 General Plan.

Policies
The following policies apply within the Historic and Cultural Resource Overlay.

LUE 5.676 R
esource Preservation. Within the HRO, require the
preservation of designated historic structures,
landmarks and sites in compliance with the Secretary of the Interior’s Standards for the Treatment of Historic
Properties and other standards and guidelines as
adopted by the City.

LUE 5.687 Pr
operty Maintenance. Encourage owners of historic
resources to maintain their property in a manner that
preserves the property’s historic integrity.

LUE 5.698 CE
QA Compliance. Require mitigation of significant,
adverse impacts to on -site and adjacent, designated
historic, or other cultural resources as a condition of approval of any project requiring California Environ -
mental Quality Act (CEQA) review.

Figure 2-32: Historic Jensen-Alvarado
Ranch and Museum, Jurupa Valley
Land Use
Jurupa Valley General Plan, 2017 Page 2-73
LUE 5.7069 Adaptive Reuse. Encourage adaptive reuse of historic resources to preserve them and prevent architecturally
inappropriate changes or loss through disrepair and
demolition.

LUE 5.710 N
ew Development. Encourage developers of residential
and commercial developments within a 300 -foot radius
from a historic resource to be compatible with the
historic resource in terms of scale, massing, building
materials, and general architectural treatment.

LUE 5.721 P
reservation. Encourage the continued preservation and
operation of the Jensen -Alvarado Historic Ranch and
Museum and avoid municipal actions, such as capital
improvements and development approvals that would
detract from its historic significance and setting, or
otherwise affect its long-term viability as a public historic park and museum.

LUE 5.732 F
lexible Standards. Apply flexible development
standards where appropriate and necessary to help
preserve historic buildings and sites. In the event of an earthquake, flood, or other natural disaster, or in the event of arson, encourage property owners to preserve,
repair, and restore damaged historic structures. If a
historic building is damaged so that it is physically
infeasible to restore, the replacement building should
reflect the former building’s architectural character.

LUE 5.743 Wa
yfinding Signs and Historic Plaques. Encourage the
placement of attractive and historically appropriate City “wayfinding” or directional signage, including electronic or web -based interpretive information, and the
installation of historic plaques that identify and celebrate historic buildings and other cultural resources.

Programs
LUE 5.1.11 Historic Resource Criteria. Prepare eligibility criteria and procedures for the designation of potential historic resources (e.g., Galleano Winery; Jensen -Alvarado
Ranch) and potential historic districts (e.g., Downtown Rubidoux).

LUE 5.1.12 Historic Survey. Conduct a historic and cultural resources survey to identify historic buildings, sites, and other important cultural landmarks to be preserved.

LUE 5.1.13 Zoning Ordinance Amendment. Amend the Zoning Ordinance to require an assessment of potential
impacts to on-site and nearby historic resources as part of planning applications for general plan amendments,
rezoning, and conditional use permits.

LUE 5.1.14 Demolition. Amend the Zoning Regulations to include Historic Resource demolition procedures.

LUE 6 – General Plan Administration
Policies
LUE 6.1 Existing, Non-Conforming Uses. Allow for the continued occupancy, operation, and maintenance of land uses and
structures that existed legally at the time of the adoption of the 2017 General Plan and became non-conforming
due to use, density, and/or other development
standards, and provide for their abatement where
appropriate.

LUE 6.2 Achieving Conformance. Encourage existing non - conforming uses to transition into conformance with the new land use designations and/or policies by enacting
incentives, facilitating entitlement processing for new conforming land uses and, where necessary, establishing a fair abatement program.

LUE 6.3 Regional Planning. Participate in regional efforts to address issues of mobility, transportation, traffic
congestion, economic development, air and water
quality, and watershed and habitat management with
cities, local and regional agencies, stakeholders, Indian nations, and surrounding jurisdictions.

LUE 6.4 Agency Coordination. Coordinate with local agencies, such as community service districts (CSDs), special
districts, school districts, Riverside County Fire and
Sheriff Departments, and others to ensure adequate
service provision for development.

LUE 6.5 Development Intensity. The zoning, development, and use of properties may not exceed the maximum level of
residential density specified in the General Plan, a
specific plan, or a town center plan. If an existing
property is smaller in area than would be required by the General Plan, zoning that recognizes the existing lot size may be applied.

LUE 6.6 Population Density. Pursuant to state law, each land use designation that provides for residential development
(other than caretaker’s dwellings) is assigned a
population density standard by the Planning Director for the purposes of projection and infrastructure planning.

These population density standards are relevant only for general planning purposes and shall not be interpreted
as constituting legal limitations on the number of
Land Use
Jurupa Valley General Plan, 2017 Page 2-75
persons who may reside at any particular location or
parcel.

LUE 7 – General Plan Land Use Implementation
Policies
LUE 7.1 Land Use Map. Accommodate land development and uses in accordance with the patterns and distribution of uses and density depicted on the General Plan Land Use
Plan (Figure 2-5, page 2-10
), specific plans, and
community and town center plans.

LUE 7.2 Consistency with Community Values Statement .

Provide a land use mix at Citywide and town center plan levels that is consistent with the Community Values
Statement, is based on projected need, and is supported by evaluation of impacts to the environment, the
economy, infrastructure, and public services.

LUE 7.3 Community Character. Accommodate a range of
community types and character, from semi- rural
equestrian properties, agricultural, and rural enclaves to traditional town center and suburban communities with
a small-town “feel.”
LUE 7.4 Multimodal Orientation. Provide for a broad range of land uses, intensities, and densities, including a range of residential, commercial, business, industry, open space, recreation, and public facilities uses and locate them to capitalize on multimodal transportation opportuniti es
and to promote compatible land use patterns that
reduce reliance on the automobile.

LUE 7.5 Residential Growth Areas. Locate residential growth in areas near major transportation or where well served by rail or public transit and within easy walking or biking distance from schools, parks and neighborhood -serving
uses, to the greatest extent possible.

LUE 7.6 Retail and Office Growth Areas. Locate retail commercial and professional office growth near or within existing
and planned town centers and commercial nodes to the
greatest extent possible.

LUE 7.7 Industrial, Warehousing and Service -Commercial Growth Areas. Limit industrial, warehousing and service- commercial uses to the Agua Mansa and Mira Loma
Warehouse and Distribution Center Overlay s (August
2021) (Figure 2-7, page 2-24) and to other areas readily accessible from major highways or rail traffic, and
sufficiently separated and buffered to protect residential uses.

LUE 7.8 Environmentally Sensitive Areas. Prevent inappropriate development in areas that are environmentally sensitive or subject to severe natural hazards.

Program
LUE 7.1.1 Land Use Intensification. Amend Section 9.10.050(D) of the Zoning Ordinance to require that applications to
change the General Plan Land use designation to
intensify land use on properties within a 100 -year
floodplain or on slopes of 4:1 or greater require initiation of a General Plan amendment by the City Council.

LUE 8 – Land Use Compatibility
Policies
LUE 8.1 Land Use Compatibility. Require land to be developed and used in accordance with the General Plan, specific
plans, and community and town center plans to ensure
compatibility and minimize impacts.

LUE 8.2 High Quality Development. Require that all develop - ment be of high quality and enhance the positive
characteristics and unique features of the project site, neighboring properties and the surrounding community.

LUE 8.3 Protect Existing Legal Uses. Retain and enhance the integrity of legal, existing residential, commercial,
agricultural, and open space areas by protecting them
from encroachment of land uses that would result in
significant, adverse impacts from noise, vibration,
noxious fumes, glare, shading, and traffic.

LUE 8.4 Buffering. Require buffering between urban uses and adjacent rural/equestrian oriented land uses to the
maximum extent feasible. New development shall be
responsible for providing the buffering on its own site or off-site, where appropriate, and acceptable to affect ed property owners.

Land Use
Jurupa Valley General Plan, 2017 Page 2-77
LUE 9 – Hillside Development
Policies
LUE 9.1 Hillside Development Limitations. Limit development in areas that contain natural slopes, canyons, ravines, or other significant elevation changes, regardless of land use designation, and apply the following policies:

LUE 9.2 Natural Landforms . Require that hillside development preserve and protect the site’s natural landforms and
native vegetation, and preserve established trails.

LUE 9.3 Cluster Development. Require that development
clustering be used, where appropriate, to retain natural slopes, protect native trees, vegetation, wildlife
corridors, riparian areas and springs, cultural resources, and open space, and preserve scenic views.

LUE 9.4 Hillside Grading. Ensure that hillside structures, site improvements, landscaping and drainage, and public
facilities (including but not limited to public streets, utilities, grading and drainage, signs and other features) are developed in a manner that minimizes hazards from
erosion and slope failures.

LUE 9.5 Visually Sensitive Areas . Development on visually significant ridgelines, canyon edges, and hilltops shall use sensitive siting, architectural design, and appropriate landscaping to ensure that development is visually
unobtrusive and compatible with its setting.

LUE 9.6 Specialized Construction. Use adaptive construction techniques, such as post and beam construction, and
special foundations when the need is identified in a soils and geology report accepted by the City.

LUE 9.7 Grading. Limit grading, cut, and fill to the minimum quantities necessary to provide stable areas for
structural foundations, street rights of way, parking
facilities, and other intended uses.

LUE 10 – Community Design and Aesthetics
Policies
LUE 10.1 Land Use Balance. Encourage communities that provide a balanced mix of land uses, including open space,
employment, recreation, shopping, and housing.

LUE 10.2 Infill Development. Assist in and promote the develop - ment of infill and underutilized parcels that are located in Opportunity and specific plan areas as identified on the General Plan Land Use Map.

LUE 10.3 Parcel Consolidation. Promote parcel consolidation or coordinated planning of adjacent parcels through
incentive programs and planning assistance, where
appropriate.

LUE 10.4 Street and Trail Connectivity . Create street and trail networks that directly connect local destinations and
that promote use by pedestrians, equestrians, and
bicyclists.

LUE 10.5 Residential/Commercial Connectivity. Maintain and/or provide connectivity between residential and
commercial developments where appropriate.

LUE 10.6 Complete Streets. Promote compact growth and
complete streets, where appropriate, that promote
pedestrian, equestrian and bike trails, and that takes
advantage of public transit routes and facilities.

LUE 10.7 Community Linkages . Create opportunities to link communities through access to multimodal transporta -
tion systems.

LUE 10.8 City Buffer Areas. Use open space, hills, greenways, agricultural lands, parks, and riparian areas to help
define the City’s character and views and to serve as land use buffers from adjacent cities.

LUE 10.9 Promote Unique Community Character. Use community plans to promote the development and preservation of
unique communities in which each community exhibits a
special sense of place and quality of design.

LUE 10.10 Development Incentives. Allow techniques such as development incentives, density transfer programs, or
other mechanisms to achieve broad community or
preservation goals.

Program
LUE 10.1.1 Distinctive Communities Map. Prepare a Distinctive Communities Map that reflects the intent of the General Plan and its residents that the unique qualities and
characteristics of each of the City’s distinctive
communities will be maintained and not be absorbed
into continuous suburban development. The map should
be a “bubble” diagram rather than attempting to
delineate precise community boundaries. Topographic
features such as hills, watercourses, floodplains, and
manmade features, such as streets and landmarks,
should constitute the community definers or
approximate boundaries.

Land Use
Jurupa Valley General Plan, 2017 Page 2-79

10.1.2 Cultural Arts. Explore the establishment of a non -profit foundation and funding mechanism to promote and
finance public art in the City.

LUE 11 – Project Design
New developments shall be located and designed to visually enhance and not degrade the character of the surrounding community. Development projects shall consider and where appropriate, address the following.

Policies
LUE 11.1 Small-Town Character. Protect and enhance Jurupa Valley’s small- town character, maintain or improve
walkability, provide bike and equestrian trails, and social connectivity and “sense of place.”
LUE 11.2 Design Standards. Comply with the design standards of the appropriate General Plan and community plan land
use category.

LUE 11.3 Construction. Require that public and private structures be constructed in accordance with the requirements of
the City's zoning, building, and other pertinent codes and regulations.

LUE 11.4 Landscape and Irrigation Plans. Require landscape and irrigation plans to be submitted and implemented for
development projects subject to discretionary review, as required by City Landscape Standards.

LUE 11.5 Water Conservation Techniques. Require water
conservation techniques, such as groundwater recharge
basins, use of porous pavement, cisterns for non-potable water uses, drought -tolerant landscaping, drought -
conscious irrigation systems, water recycling, and other water conservation meth ods to be included in new
public and private development, as appropriate.

LUE 11.6 Energy Efficiency. Require development projects to use energy efficient design features in their site planning, building design and orientation, and landscape design
that meet or exceed state energy standards.

LUE 11.7 Public Art. Encourage property owners, developers, and designers to incorporate innovative and creative design and development concepts into new development,
including provisions for public art.

LUE 11.8 Signage. Require development projects to use high quality, well-designed signage that is architecturally
integrated with and complementary to the proposed
building(s) and adjacent development.

LUE 11.9 Commercial Vehicle Access. Use safe and convenient vehicular access and reciprocal access between adjacent commercial uses and properties.

LUE 11.10 Residential Compatibility. Require non-residential uses to be designed so that site and building entries, drive - ways, parking and loading areas, trash and recycling
areas, drive -through uses, and storage bays are located and designed to minimize conflicts with adjacent
residential neighborhoods due to traffic, noise, vibration, odor, lighting, and other impacts on surrounding
properties. Any potential impacts shall be mitigated to a level of non-significance, to the approval of the City.

LUE 11.11 Landscape Maintenance. Require development projects to include landscaping in all site areas, including street trees, parking lots, setback areas, open spaces, and other exterior use areas. Landscaping shall include trees,
shrubs and ground covers, and an automatic, water-
conserving irrigation system, and shall be designed and maintained in accordance with City Landscape
Standards. In addition, a priority should be placed on
preserving mature trees in place wherever possible.

Where mature trees must be removed, they shall be
replaced with an equivalent number of large trees of the same or compatible species.

LUE 11.12 Natural Features. Require development projects, including public projects, utilities, and earthworks/
grading, to protect and preserve natural features, such as unique natural terrain, rocky outcrops, ridgelines,
drainage ways, mature trees, and native vegetation,
wherever possible, particularly where they provide
continuity with more extensive regional systems.

LUE 11.13 Connectivity. Require development projects to be designed to provide adequate space for pedestrian
connectivity and access, recreational trails, vehicular access and parking, supporting functions, open space,
and other amenities.

LUE 11.14 Parking Lots. Design parking lots and structures to be functionally and visually integrated and connected, with parking adequately screened from public streets by a 3 - foot-tall landscape planting, earth berm or wall, and
located behind or on the side of the building(s) served.

Wherever possible, consideration will be given to the
option of permeable surfaces in parking lots.

LUE 11.15 Accessibility. Require building entries to be accessible from the public sidewalk, parking and pedestrian areas, and equestrian and bicycle routes where appropriate,
Land Use
Jurupa Valley General Plan, 2017 Page 2-81
and include amenities that encourage accessibility, such as low -scale entry signage, bicycle parking, equestrian hitching posts, down lighting, and waiting areas, where appropriate.

LUE 11.16 Street Crossings. Require new development to provide safe and frequent pedestrian, bicycle and, where
appropriate, equestrian street crossings, including over- or underpasses where necessary.

LUE 11.17 Screened Trash and Recycling Areas. Require new development to provide clean, safe, secure, visually
screened trash and recycling enclosures that are
architecturally compatible with the development.

Existing development and uses are encouraged to
provide safe, secure, and visually screened trash and
recycling enclosures.

LUE 11.18 Crime Prevention. Require that development projects consider public safety and “defensible space” in their
design through the appropriate use of building windows, entries, landscaping, and site lighting that is designed for efficiency and to reduce glare and “light spillag e” across property lines.

LUE 11.19 Property Maintenance. Property owners shall maintain their sites, structures and landscaping in a safe, healthy, and attractive condition through the following:

1. Provide proactive code enforcement activities.

2. Promote programs and work with local service
organizations and educational institutions to inform
residential, commercial, and industrial property
owners and tenants about property maintenance
methods.

3. Promote and support community and neighborhood
based efforts for the maintenance, upkeep, and
renovation of structures and sites.

4. Promptly clean up and remove graffiti, trash, animal waste, toxic materials, or other materials or
substances that have the potential to detract from
residential and neighborhood safety, health or
environmental quality. Inoperable appliances and
vehicles, and abandoned or unsafe structures should
be removed, repaired, or properly stored and visually
screened.

5. Promote the use of E -Citizen or other smartphone
digital application to report non- emergency issues
such as graffiti and code violations.

Program s
LUE 11.1.1 Architectural Guidelines. Within 18 months of adopting the 2017 General Plan , adopt Architectural Guidelines addressing site planning, building and landscape design, and signage. The Guidelines shall update and, where
appropriate, merge and integrate community design
standards developed by the County of Riverside and
applied to various areas within Jurupa Valley.

LUE 11.1.2 L
andmark and Historic Trees . Within 18 months
following adoption of the 2017 General Plan , the City
Council shall consider an ordinance to maintain and
protect landmark and historic trees throughout the City.

LUE 12 – Infrastructure, Public Facilities, and
Services
Policies
LUE 12.1 Service Capacity. Ensure that development does not exceed the City’s or the community services districts’ or special districts’ ability to adequately provide supporting infrastructure and services, such as water, wastewater
treatment, energy, solid waste and public service s such as police/ fire/emergency medical services, recreational facilities, and transportation systems.

LUE 12.2 Monitoring. Monitor the capacities of infrastructure and services in coordination with service providers, utilities, and outside agencies and jurisdictions to ensure that
housing and population growth does not reduce levels of service below acceptable levels.

LUE 12.3 Urban Water Management Plans. Review all projects for consistency with the appropriate community services
district’s urban water management plans.

LUE 13 – Fiscal Impacts
LUE 13.1 Fair Share Infrastructure Funding. Require that new development contribute its fair share to fund infra-
structure and public facilities, such as police and fire facilities, parks, streets, and trail improvements.

LUE 13.2 Fiscal Analysis. Require a fiscal impact analysis for specific plans and major development proposals to
reduce or prevent fiscal impacts to the City.

###

Jurupa Valley General Plan, 2017 Page 3-1
3 – MOBILITY ELEMENT
A. INTRODUCTION
This Mobility Element guides the long-term circulation system of the City. Its goals and policies are closely linked with the Land Use Element and are intended to provide the best possible balance among Jurupa Valley’s transportation needs, community character, roadway size, traffic service levels, bicycle, equestrian and pedestrian amenities, public transit opportunities and resources.

This Mobility Element represents a new approach to transportation planning in Jurupa Valley. It focuses on mobility corridors rather than focusing primarily on streets and roadways. Mobility corridors are transportation pathways that provide for the movement of people and goods between and within cities. They are more than simply a street or roadway. They encompass single or multiple transportation routes and facilities (such as thoroughfares, sidewalks, trails, parkways, public transit, and railroads), the adjacent land uses and the connecting network of streets. As further discussed in the section below on Mobility Corridor Planning, this approach offers several important advantages over conventional transportation and street circulation planning. It:
• Links corridor planning and design to surrounding land uses;
• Coordinates and implements multiple modes of transporta- tion within the corridor, such as pedestrian, bicycle and equestrian facilities;
• Establishes the basic function and design criteria for facilities within each corridor type; and
• Emphasizes context -sensitive right of way planning and design which maintains and enhances compatibility with
the adjacent neighborhood and protects the City’s semi - rural character and quality of life.

One fundamental challenge that cities face is the tension between the desire of local residents to address community character in thoroughfare design, and the desires of a broad range of stakeholders to focus on roadway capacity and to accommodate regional traffic demands. This tension is best addressed through a more holistic approach to corridor planning which sets the framework for detailed, site -specific design of individual thoroughfares. Specific thoroughfare designs tailored to community context and transportation needs are contained in the City’s Master Plan of Streets and Trails , to be prepared pursuant to this Element and consistent with its goals and policies.

Local roadways are the most heavily used transportation mode in Jurupa Valley; however, sidewalks, public transit, the Citywide trail system, and bicycle facilities provide opportunities for alternative modes of travel that could relieve pressure on roadways by reducing vehicle miles traveled (VMT). Furthermore, alternative travel modes, such as walking and cycling, have valuable secondary benefits that enhance the overall quality of life in Jurupa Valley.

These benefits include traffic calming, walkability, improved health, improved air quality and more neighborly communities.

How we approach transportation is critical to Jurupa Valley’s prosperity and closely linked to land use and community character and quality of life. The Mobility Element addresses all aspects of the movement of goods and people, including pedestrians, bicy cles, transit, light rail and commuter rail, air, and automobile traffic within and through the community. In compliance with state law, all city and county general plans must contain a circulation or “mobility” element that designates future road improvements and extensions, addresses non-motorized transportation alternatives, and identifies funding options. The Mobility Element also identifies transportation routes, terminals, and facilities.

General Plan Advisory Committee (GPAC)
Recommendations
Mobility and circulation issues were discussed in detail by the GPAC.

Committee members discussed circulation and mobility in terms of pedestrian, equestrian, bicyclists and motor vehicle needs. Mobility was considered a key component of the City’s quality of life and of overarching importance to Jurupa Valley’s residents, as described in the following excerpt from the Community Values Statement.

City of Jurupa Valley Community Values Statement
Mobility. We support the creation and maintenance of transporta- tion networks (e.g., multi-use equestrian, pedestrian and bicycle trails, complete streets, sidewalks, airport, rail, and public transit) that are safe, attractive, and efficient and provide connectivity to meet the diverse needs for the movement of people and goods.

There was detailed discussion of specific streets, intersections, modes of travel, and geographic areas needing attention and/or improvements, as discussed in the Final GPAC Report, Appendix 5.0.

There was broad Committee support for more and safer sidewalks, bicycle paths and multi-use trails, especially in terms of safe routes to schools. Primary issues discussed were: 1) the need for street improvements at key intersections and along major arterial streets, including repaving and enhanced crosswalks; 2) traffic congestion at several specific intersections; 3) the need for bikeway improve - ments and bike lane connectivity near schools, parks, community Mobility
Jurupa Valley General Plan, 2017 Page 3-3
centers, multi-family housing, neighborhood commercial uses, and along common bike routes; and 4) beautification of street rights-of- way, including street trees, drought-tolerant landscaping, trash and graffiti removal, decorative signs and crosswalk paving, transit shelters, street furniture and landmarks and/or public art.

Additional issues important to the Committee were: 5) improved street, intersection and walkway lighting, 6) parked “big rigs” and other vehicles along streets and curbs, 7) undergrounding existing overhead utility lines, 8) “soft edges” between street and sidewalks and equestrian or multi -use trails; and 9) use of flood control channels for trails. These issues and needs are addressed in the policies and programs in this Element.

Primary Mobility Goal
To create a multi -modal mobility network which protects Jurupa Valley’s semi-rural character and lifestyle, is attractive and provides all users with safe connections to homes, jobs, schools, commercial areas, public facilities and recreation areas, and which reduces dependence on the use of single-occupant automobiles.

Policy and Program Sections

1. Mobility Corridors

2. Roadway Network

3. Pedestrian and Bicycle Facilities

4. Equestrian and Multi-Purpose Trails Network

5. Public Transit

6. Freight Movement and Airports

7. Scenic Corridors, Street Character and Design

8. System Operation, Maintenance and Funding
B. BACKGROUND
Setting and Regional Context
The City’s regional transportation setting is shown in Figure 2 -1 (page 2-5). Jurupa Valley’s transportation system is composed of numerous state highways (both freeways and highways), as well as numerous local city routes. The transit system includes common bus carriers, paratransit services and Metrolink (commuter rail service), and other local agency transit and paratransit services. In addition, the City transportation system includes private aviation facilities, limited passenger air service within the City, freight rail service, bicycle facilities, and other non-motorized forms of transportation – e.g., multi-purpose trails.

An Overall Mobility Vision
As stated in the Land Use Element, the City is moving away from its historic growth patterns that relied heavily on industrial development. It seeks to move toward a pattern of more orderly, balanced growth with preservation of the equestrian lifestyle and more retail shopping, housing choices and local job growth. In Jurupa Valley, the circulation system is intended to accommodate a pattern of managed growth, providing both regional and local links among Jurupa Valley’s nine distinct communities. To accomplish this, the City intends to transform its circulation network into a multi-modal transportation system. This system uses mobility corridors that are designed to promote and accommodate a range of travel options in addition to private motor vehicles. These include walking, biking, public transit and commuter rail use, and equestrian trail riding so that citizens and visitors can readily access all parts of the City and move safely within it by utilizing a number of transportation options.

Internal and external links using vehicular, pedestrian, public transit, equestrian, bicycle, and air transportation facilities are essential to meet Jurupa Valley’s existing and future needs. The intent of the City’s new approaches to growth and mobility is to prioritize mobility options that help reduce vehicle miles traveled (VMT) and the need to use automobiles for short, in -City trips. The planned mobility system is designed to fit into the fabric of the City’s overall land use pattern and avoid adversely affecting open space systems. A key component to this objective is to manage regional vehicular traffic that is using local arterials for trips that begin and end outside of Jurupa Valley. The Mobility Element promotes strategies and techniques to avoid the need for six lane arterials passing through our small- town communities that would primarily serve “pass - through” traffic.

In addition to the General Plan, the City supports several transporta- tion plans and programs that are necessary to manage current traffic demands and plan for the City's future transportation needs, including the Southern California Area Government’s (SCAG) 2012 - 2035 Regional Transportation Plan/ Sustainable Communities Strategy, Caltrans’ District 8 Highway Plan and County of Riverside Transportation Plan.

Public Participation/Intergovernmental
Coordination
The Mobility Element was created with input from numerous interest groups, citizens, jurisdictions, and agencies. Extensive efforts were made to involve the public, including: eight public workshops on community assets, issues and needs, and monthly meetings of the General Plan Advisory Committee (GPAC) over Mobility
Jurupa Valley General Plan, 2017 Page 3-5
1 year, as described in the GPAC Final Report (see Appendix 5.0). City staff also met with staff from community service districts, special districts, and surrounding jurisdictions to discuss regional issues, including regional transportation, connectivity and trails. In response to a broad range of public input, the circulation system is designed to be “context sensitive.” That is, streets and other improvements within the public right of way are purposefully located and designed to visually “fit” into and enhance the community or neighborhood in which they are located, and to logically serve the adjacent land uses and open space areas.

C. MOBILITY ELEMENT GOALS , POLICIES ,

AND PROGRAMS
The City’s network of roads, streets, sidewalks, trails, rails and other transportation infrastructure is critical to its safety, economic sustainability, and overall quality of life. Key issues include Roadway System, Non -Automotive System, Trails, Freight Movement, Airports, Scenic Corridors and Street Character and Design, and System Operation, Maintenance and Funding. Each of these issues is discussed separately below, followed by goals, policies and programs for each of these topic areas.

Goals
To be a City that establishes and maintains a balanced, multi-modal mobility network that:

ME 1 Provides mobility corridors for all modes of travel, including transit, bicyclists, pedestrians, equestrians, rail traffic and motor vehicles, and that helps reduce locally generated VMT.

ME 2 Maintains an interconnected network of bicycle, pedestrian, equestrian and public transit facilities that encourage non - automotive travel.

ME 3 Promotes trails for pedestrian, bicycle and equestrian use for recreational as well as local travel needs.

ME 4 Establishes policies that coordinate the circulation system with the General Plan, specific plans and town center plans, and Land Use Element, and that provide direction for future decision-making.

ME 5 Creates a comprehensive, interconnected and economical system of public transportation options that help reduce traffic congestion and vehicle emissions, and that help reduce dependence on the personal automobile.

ME 6 Accommodates and manages commercial truck tr affic to promote local jobs and economic growth and protect public safety, health and welfare.

ME 7 Accommodates continued, safe freight railroad operations in Jurupa Valley.

ME 8 Helps preserve, protect and enhance safety and land use compatibility at Flabob Airport.

ME 9 Preserves and where possible, enhances scenic corridors and communities’ visual character through context -
sensitive street and roadway design that removes blight, preserves scenic views, retains mature trees, protects
sensitive environments and wildlife habitats, and enhances neighborhood safety and character.

ME 10 Develops implementation strategies and identifies funding sources to provide for the timely implementation of the Mobility Element’s goals, policies and program.

ME 11 Provides strategies to manage “pass -through” regional traffic such that the character of the community is
preserved.

Policies and Programs
ME 1 – Mobility Corridors
Mobility Corridor Planning
The Mobility Element approaches long range transportation planning holistically. That is, it focuses on planning mobility corridors rather than focusing primarily on streets and roads. Mobility planning requires pathways or conduits for movement of people and goods. In the City of Jurupa Valley, the character of the community demands that these pathways accommodate numerous forms of mobility without altering the semi-rural, small town character of the City’s distinctive communities. Thus, rather than building the City’s mobility system around streets as the primary factor, this element takes an unconventional approach in identifying the major community-wide travel routes as Mobility Corridors with multiple travel choices.

As part of the 2017 General Plan, the City has adopted new “Mobility Corridors” to emphasize the multi- modal character of Jurupa Valley’s’ transportation system. Mobility Corridors are shown in Figure 3-1 and include a range of transportation uses possible in the entire right of way, not just the paved roadway. For example, a Primary Mobility Corridor may include a Class III bikeway, a public sidewalk, and an equestrian trail in addition to four travel lan es for motor vehicles. Mobility corridors are different from the more familiar “street classifications” typically included in general plans in that they focus on the functional and aesthetic characteristics of a right-of-way, rather than its ability to convey motor vehicles.

Mobility
Jurupa Valley General Plan, 2017 Page 3-7

Figure 3-1: Mobility corridors map

Jurupa Valley General Plan

As described in Table 3.1 , the typical right of way widths for the various corridor types, based on categories that relate to expected modes and volume of use.

Table 3.1: Mobility Corridor Classifications
Mobility Corridor Classifications
Right of Way
Width1
Roadway Classification
and Number of Lanes Applicable Streets2
Express Corridor 220’ Expressway (6-8) Van Buren
Primary Corridor 153’ Urban Arterial (4-6) Mission, Limonite, Rubidoux, Cantu-Galleano, Etiwanda
128’ Arterial (2-4) Country Village, Pedley north of Jurupa Road 118’ Major (2-4) Wineville, Pedley, Clay, Philadelphia, Bellegrave, Riverside Drive, Sierra, Market and Limonite
Secondary or Crosstown Corridor 100’ Secondary (2) Camino Real, Granite Hill, Crestmore, portions of Mission, Pacific
Neighborhood Collector Corridor 74’ Collector (2) Pedley south of Jurupa Road, portions of Jurupa Road, Pat’s Ranch Road, Bain, Granite Hill,
Valley Way, Holmes, 58th
Industrial Collector Corridor 68’ Industrial Collector (2) Hall, El Rivino, Harrel Local Corridor 64’ Local Most residential streets
1Right of way width = Right of way width in feet. right of way width subject to reduction by City Council for special circumstances. 2Partial street listing to show types and range of existing streets; subject to modification in the Master Plan of Streets and Trails.

Relationship Between Mobility Corridors and Street
Classifications
The general relationships between the previous street classifications and the mobility corridors are shown in Table 3.1 above. The corridor descriptions assume narrower rights-of-way than shown in the Conventional Roadway Cross Sections, Figure 3 -4 (page 3-15).

They also reflect “complete streets, multi -modal” design goals and seek to minimize the need and community impacts of street widening; however, they are flexible standards.

The City Council may modify the right of way widths or number of lanes in specific circumstances where warranted by special corridor conditions, such as the need for additional right -of-way to address trails, sidewalk, bus turnouts, special pedestrian and parking needs, grading and landscaping requirements or the need for regional connectivity at City limits. In most cases, accommodating bicyclists, pedestrians, and where appropriate, equestrians and public transit, shall have equal or greater priority than designing to achieve optimum level of service and free -flowing motor vehicle traffic. By contrast, street classifications as shown in Figure 3 -4 (page 3-15 )
refer to the standard street type and overall right-of-way width from an engineering perspective, without specifying multi- modal and neighborhood design features.

Mobility
Jurupa Valley General Plan, 2017 Page 3-9
Mobility Corridors Policies and Programs
Policies
ME 1.1 Mobility Corridors. Require that the City’s mobility corridors:

1. Accommodate public transit, motor vehicles,
bicyclists, equestrians and pedestrians within the
public right of way wherever feasible, using multi-
modal, “complete streets” design strategies.

2. Maintain at least a Level of Service (LOS) D or better at all intersections, except where flexibility is
warranted based on a multi-modal LOS evaluation, or
where LOS E is deemed appropriate to accommodate
complete streets/multi-modal facilities.

3. Be designed to meet the needs of the existing
population and business activities, as designated by
the Land Use Element and in accordance with the
Mobility Corridor concept and to maintain
consistency with the Master Plan of Streets and Trails
(to be developed).

4. Be designed so that new roadways, ramps, traffic
control devices, bridges or similar facilities, and
significant changes to such facilities, are designed to accommodate multi-modal facilities in an attractive
and safe manner.

5. Be maintained in accordance with best practices and
the City’s Street Improvement Program.

ME 1.2 Corridor Design. When existing mobility corridors require modification or new corridors are established,
their design shall be consistent with the following
standards:

1. Roadway designs shall maintain no more than two
through travel lanes wherever possible and shall not
exceed four through travel lanes except within
Express Mobility Corridors, or where a transition is
required for roadways that connect to roads in other
jurisdictions at the City boundaries.

2. Existing improvements and rights of way within
mobility corridors may establish the general design
criteria for the relevant segment in order to avoid
replacing existing street improvements or right of
way acquisitions for street widening.

3. Where sidewalks are appropriate, they should be
detached and separated from the roadway by
landscaped parkways. Where sidewalks are adjacent
to curb on an existing roadway within a mobility

corridor, sidewalks on either side of the relevant
segment may be continued to a reasonable transition
point.

4. Where two -lane roadways exist within a mobility
corridor in low density, semi- rural areas, widening
the existing through lanes for safety may be
determined appropriate by the City Council on a
case-by-case basis. Adding lanes to accommodate
additional vehicular traffic shall require a finding by the City Council that the need for additional capacity
takes precedence over preserving the existing
corridor character.

5. Provisions for bus turnouts, bus shelters and
connectivity to the Pedley Metrolink Station shall be
included.

6. Houses along Secondary, Neighborhood Collector
and Local Corridors shall have street access.

ME 1.3 Preserving Community Character in Mobility Corridors.

Mobility corridors shall be designed to consider the land use and aesthetic contexts of their surroundings and
shall include the following features unless determined
infeasible or inconsistent with General Plan goals and
policies:

1. Mobility corridors shall include parkways, street
trees and where appropriate, medians that include
substantial landscape treatments and that separate
pedestrians and equestrians from vehicle traffic and
provide a pleasant and inviting traveling experie nce
for non-vehicular travel.

2. Express and Primary Mobility Corridors shall include a landscaped raised median wherever possible and
shall include substantial setbacks and landscape
buffers to protect adjacent noise-sensitive uses.

3. Mobility corridors shall be designed to produce an
attractive, safe and high-quality environment of tree-
lined streets within a semi -rural, small town
community.

Programs
ME 1.1.1 Mobility Corridor Master Plan. Consider establishing a Mobility Corridor Master Plan and Design Guidelines to
provide more detailed guidance on the design,
operational and maintenance of mobility corridors.

Mobility
Jurupa Valley General Plan, 2017 Page 3-11
ME 2 – Roadway Network
Jurupa Valley’s roadway network must meet multiple goals. It must be safe, convenient, efficient and well-balanced to address all roadway users’ needs and compatible with its surroundings. The roadway network must be planned and designed to meet existing and future transportation needs, yet be designed to preserve and enhance the character and quality of life that Jurupa Valley residents cherish. At the same time, the roadway system must meet or exceed adopted performance and design standards. When feasible and where appropriate, the public rights -of-way must accommodate multiple travel “modes,” including motor vehicles, pedestrians, equestrians, bicyclists, landscaping, street furniture, utilities and traffic control devices, all in safe and aesthetically pleasing ways.

This concept is known as “complete streets.”
2016 Roadway Network
Access and mobility in Jurupa Valley relies on several integrated transportation systems, namely motor vehicle -based systems characterized by conventional streets and highways; a non -motor vehicle-based system characterized by equestrian, bicycle and pedestrian facilities, both on - and off -street; a trail system, accommodating multiple users such as pedestrians and equestrians and staging areas; facilities for freight movement, including commercial trucks and rail traffic; and airport facilities. These modes, and their relevant policies and programs, are discussed below.

A well -designed public street network is essential for safe and efficient surface transportation. Such a network can cut down travel times, reduce accidents on certain facilities, assist in emergency operations, and help in allocating roadway funding. Thes e facilities also serve as the primary thoroughfares for freight and goods movement that supply the local and regional economies. The City’s Existing Circulation Network is shown in Figure 3-2.

Street Classifications
Streets and highways are classified according to the type of service they are intended to provide. Fundamental to this process is the recognition that individual streets and highways usually do not function independently, but rather, as a system with most travel involving movement through a network of streets.

The City’s streets are classified in terms of their operational characteristics, right of way width, and land use/transportation function, as described below. Figure 3 -2
shows the circulation
network existing in 2016, using the classifications of the City’s major streets, which is based on the County of Riverside’s street classifica- tion system. A similar classification system is used for many cities within the SCAG region. That classification system has been modified

in the 2017 General Plan by incorporating them into mobility corridor classifications that address multi- modal, complete streets considerations while incorporating the various County of Riverside classifications.

Generalized cross -sections for the different functional street classifications are described below and shown in Figure 3 -2. These sections depict general street section guidelines adopted by the County of Riverside and by the City upon incorporation. In general, they assumed wider ultimate street sections than are anticipated in the 2017 General Plan:

1. Freeway. A highway upon which the abutter’s rights of access are controlled and that provides separated grades at intersecting streets. The minimum right of way width and number of lanes is determined by the California
Department of Transportation (Caltrans).

2. Expressway. An Expressway is a multimodal roadway
corridor for through traffic. Access from abutting property is restricted. Intersections with other streets or roadways are limited to approximately one -half mile intervals. The minimum right of way is 184 feet to 220 feet. The number of lanes is 6 or 8 and additional right of way may be needed at intersections. Segments of Van Buren Boulevard are
currently designated as an Expressway.

3. Urban Arterial. An Urban Arterial is a roadway primarily for through traffic where access from other streets or
roadways is limited to approximately one -quarter mile
intervals. The minimum right of way is 152 feet. The
number of lanes is 4 to 6, and additional right of way may be needed at intersections. Segments of Limonite Avenue (Figure 3-3) are currently designated as an Urban Arterial roadway (Figure 3-4).

4. Arterial. An Arterial is a divided roadway primarily for through traffic to which access from abutting property is kept at a minimum. Intersections with other streets or
roadways are limited to approximately one -quarter mile intervals. The minimum right of way is 12 8 feet. The
number of lanes is 2 or 4, and additional right of way may be needed at intersections. Segments of Etiwanda Avenue are currently designated as an Arterial roadway.

Mobility
Jurupa Valley General Plan, 2017 Page 3-13

Figure 3-2: 2016 circulation network

Jurupa Valley General Plan
Mobility
Jurupa Valley General Plan, 2017 Page 3-14

Figure 3-3: Segment of Limonite Avenue near the Spectrum Center Mobility
Jurupa Valley General Plan, 2017 Page 3-15

Figure 3-4: Conventional roadway cross sections

Jurupa Valley General Plan

5. Major. A Major roadway serves property zoned for major industrial and commercial uses or serves through traffic.

Intersections with other streets or roadways may be limited to approximately 660-foot intervals. The minimum right of way is 118 feet. The number of l anes is 4 , and additional right of way may be needed at intersections. Limited
segments on Pedley Road are currently designated as a
Major roadway.

6. Secondary. A Secondary roadway serves through traffic along longer routes between major traffic-generating areas or serves property zoned for multiple residential,
secondary industrial, or commercial uses. Intersections with other streets and roadways may be limited to 330-foot intervals. The minimum right of way is 100 feet. The
number of lanes is 4 with no turn lanes, and additional right of way may be needed at intersections. Segments on Pacific Avenue are currently designated as a secondary roadway.

7. Collector Street. Collector streets are intended to serve intensive residential land uses, multiple -family dwellings, or to convey traffic through an area to roads of equal or similar classification or higher. A collector street may also serve as a cul- de-sac in industrial or commercial use areas but shall not exceed 660 feet in length when so used. The minimum right of way is 74 feet , and the number of lanes is two. Segments on 58
th Street are currently designated as
a Collector roadway.

8. Industrial Collector Street. Industrial collector streets are intended to serve the intensive needs of commercial/
industrial truck traffic. The minimum right of way width is 78 feet, typically allowing two travel lanes, center median and parking lanes, plus pedestrian, bicycle and pe destrian facilities where appropriate.

9. Local Street. Local streets consist of public rights -of-way serving residential neighborhoods and are primarily two - lane, low -volume roadways with rights -of-way typically ranging from 44 to 60 feet wide. In Jurupa Valley, local streets are intended to safely accommodate equestrians, pedestrians, bicyclists and motor vehicles in a manner that preserves and enhances the character of the community in which they are located.

The functionality of a street is related to traffic mobility and accessibility. Freeways and expressways have restricted access, which allows for higher speeds and capacities. Conversely, local streets and minor arterials allow for greater access but have reduced speeds and capacities. The relationship can be seen in Figure 3-5.

Source: Federal Highway Administration
Figure 3-5: Relationship between mobility
and access on roadways
Mobility
Jurupa Valley General Plan, 2017 Page 3-17
Master Plan of Streets and Trails
The Master Plan of Streets and Trails (MPST) more precisely describes the street type, right of way widths, designs, locations character, and facilities for all of the City’s streets.

As called for by Program ME 2.1.5, the first phase of the MPST will be prepared within 1 year of adoption of the 2017 General Plan and fully completed and adopted, including Local Streets, Collectors, and trails within 2 years of 2017 General Plan Adoption. Phase 1 shall address the mobility corridors and major roadways. The MPST is an engineering and urban design plan that integrates innovative engineering design, land use planning and aesthetic considerations and will, as a minimum, addresses the following factors.

1. Mobility corridor classification

2. Number of roadway lanes, dedicated turn lanes, and on - street parking (where appropriate)

3. Primary equestrian trail designations for one side of a roadway

4. Multi-purpose and bikeway designations for one side of a roadway

5. Future intersection improvements and locations of
crosswalks and equestrian crossings

6. Roadway cross section, including right of way width, raised landscaped medians, trails, bikeways, bike lanes and
parkways

7. Off-road primary equestrian trails

8. Public transit and pedestrian amenities

9. Planned improvements and/or right of way acquisitions

10. Relationship of transportation facilities to their neighbor- hood context.
“LOS” Versus “VMT”
Level of Service (LOS) has been the standard used to measure transportation impacts of major developments and road system changes. Level of Service is basically a measurement of how many cars can pass through an intersection in a given time. However, in recent years, LOS has been criticized as being an inadequate measure of a roadway’s performance because if a project reduced a road’s LOS, the result was generally considered an adverse or undesirable project effect, no matter how many other benefits the project might create. Further, increasing level of service by widening streets is often growth -inducing and invites additional traffic, yielding only short-term benefits and leading to eventual decreases in LOS. Since LOS is based on peak hour traffic volumes , it can generate the need for costly improvements that are not needed during most of a 24-hour period.

LOS is not the only tool to measure traffic congestion. In 2016, California enacted SB 743, a law which is expected to change how traffic congestion is measured. Under the new law, the Governor’s Office of Planning and Research (OPR) is tasked with develop ing a replacement metric for LOS which is based on Vehicle miles traveled (VMT) and considers the needs of all road users, including bicyclists, pedestrians and others.

The Governor’s Office of Planning and Research is working with local agencies to develop guidelines to help local governments implement AB 743. In the interim, cities must take into account VMT as part of environmental review, but may also continue to use LOS to evaluate roadway performance. Jurupa Valley’s VMT performance is evaluated in the Traffic Study, Appendix 3C.

Levels of Service
Historically, the primary tool used to measure roadway performance has been level of service, or LOS. At its most basic, LOS is a measure of a roadway’s ability to carry a given traffic volume with minimal delays–that is, with little or no traffic congestion.

Congestion results
when traffic demand approaches or exceeds the available capacity of the system. And while this is a simple concept, it is not constant.

Traffic demands vary significantly depending on the season of the year, the day of the week, and even the time of day. Also, the capacity can change because of weather, work zones, traffic incidents, or special events. LOS is often measured at “peak hours” of the day to express worst case conditions. Peak hours are typically 7:00 to 9:00 a.m. and 4:00 to 6:00 p.m.

Level of Service is generally expressed by using the letter grades A through F, as described in Table 3.2 and illustrated in Figure 3-6.

Table 3.2: Level of Service Definitions
LOS Description
A No approach phase is fully utilized by traffic and no vehicle waits longer than one red indication. Typically, the approach appears quite open, turns are made easily and nearly all drivers find freedom of operation.

B This service level represents stable operation, where an occasional approach phase is fully utilized, and a substantial number are approaching full use. Many drivers begin to feel restricted within platoons of vehicles.

C
This level still represents stable operating conditions. Occasionally drivers may have to wait through more than one red signal indication, and backups may develop behind turning vehicles. Most drivers feel somewhat restricted, but not objectionably so.

D
This level encompasses a zone of increasing restriction approaching instability at the intersection. Delays to approaching vehicles may be substantial during short peaks within the peak period; however, enough cycles with lower demand occur to permit periodic clearance of developing queues, thus preventing excessive backups.

E Capacity occurs at the upper end of this service level. It represents the most vehicles that any particular intersection approach can accommodate. Full utilization of every signal cycle is seldom attained no matter how great the demand.

F
This level describes forced flow operations at low speeds, where volumes exceed capacity. These conditions usually result from queues of vehicles backing up from a restriction downstream. Speeds are reduced substantially, and stoppages may occur for short or long periods of time due to the congestion. In the extreme case, both speed and volume can drop to zero.

Source: Highway Capacity Manual 2010

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Jurupa Valley General Plan, 2017 Page 3-19

Many cities within Riverside County maintain LOS D as their minimum threshold for their roadway systems. The County of Riverside maintains an LOS standard of D; therefore, for this analysis, LOS D was used as the standard for intersection and roadway segment LOS analysis. Intersections or roadway segments operating at LOS E or F exceed the minimum LOS standard D —that is, they are more congested with more traffic delays. This threshold may be modified based on a balancing of overall community objectives. LOS F is projected for specific streets . LOS F is not considered “acceptable” in Jurupa Valley but can be a short -term result of regional and local growth, right of way, and resource constraints that requires mitigation. Jurupa Valley’s 201 6 roadway levels of service are shown in Figure 3-7.

Pass-Through Traffic
A significant portion of Jurupa Valley’s motor vehicle traffic is “pass- through” or “cut-through” traffic; that is, motor vehicle trips where the origin and destination are both outside of the City limits. Jurupa Valley streets do not connect well with streets in adjacent communities. Historically, Jurupa Valley roads followed the railroad tracks and were constrained by geography, particularly the hills and the Santa Ana River. Consequently, two of the main roads, Bellegrave Avenue and Jurupa Road, are not aligned true to north and south, but are aligned northeast to southwest. Motorists intending to travel from the I -15 to Va n Buren Boulevard and the City of Riverside find it most convenient to use Limonite, resulting in significant traffic congestion in Pedley. Similarly, access to and from the SR 60 takes motorists through Rubidoux, Glen Avon, and Pedley to access areas south of the Santa Ana River.

Source: FHWA
Figure 3-6: Levels of service
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Jurupa Valley General Plan, 2017 Page 3-20

Figure 3-7: Roadway segments Levels of Service (2016)

Jurupa Valley General Plan
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Table 3.3 shows the percentage of the future traffic volumes on major streets attributable to pass -through traffic. Up to 79% of motor vehicle trips—and in many cases almost one -half, consist of pass-through trips that use local streets and bypass the main highways I -15, SR 60 and the Van Buren expressway. These pass - through trips are largely the result of motorists seeking “shortcuts” to avoid freeway congestion or reduce travel time. This situation creates a significant challenge for the City to meet local circulatio n needs first –within available resources –while managing regional pass-through trips so as to reduce traffic congestion and impacts.

Generally, strategies to reduce pass -through traffic involve capital improvements to slow, divert, or dissuade motorists from traveling along particular corridors. This could, in some areas, have the initial effect of creating greater congestion until a ne w equilibrium is established. That new equilibrium may, in fact, create congestion on new routes. Techniques to narrow roadways, such as road diets, chokers, speed tables, and other devices/strategies, can affect vehicular traffic flow, decreasing speed an d increasing congestion.

Strategies to address pass-through traffic may be contradictory to a goal of mobility congestion relief. However, the objective of congestion relief and achieving LOS D conditions must be balanced with other important community objectives, such as maintaining the small town, semi-rural character of the community.

Table 3.3: Select Link Analysis for Roadway Segments Operating at LOS D, E, or F (Year 2035)

The balance between eliminating vehicular congestion during two peak traffic periods on each weekday to accommodate pass-through traffic and the need to avoid large, urban-style multi-lane roadways is a difficult one and ultimately, must be a policy decision by the City Council which is reflected in the MPST. This General Plan outlines a strategy to help achieve that balance by: 1) managing traffic to optimize benefits to City residents, 2) maintaining communities’ semi-rural character, and 3) providing future options, if the need arises.

Future Conditions and Traffic Management Strategies
Planned Roadway Network
Based on the threshold of acceptability for levels of service within the City of Jurupa Valley, 10 roadway segments and 13 intersections will not meet the minimum level of service standard at General Plan buildout (2035). These intersections and roadway segments will fail gradually over the 20 -year time frame of this projection. As new modes of transportation and traffic management technologies emerge, there will be ample opportunity to make adjustments along the way to manage congestion to acceptable levels and to route cut- through traffic to appropriate transportation corridors. No additional improvements are recommended other than those discussed in Anticipated Level of Service at General Plan Buildout conditions. This is due to right -of-way constraints and the City’s efforts to maintain its rural character as well as to discourage pass - through traffic on local streets.

The General Plan Buildout Major Street Network, Figure 3-8, shows the major corridors that are planned to accommodate the existing and planned land uses, and existing and expected vehicle traffic demand. The planned network will help accomplish the City’s mobility goals and minimizes the need to acquire additiona l street right-of-way to help maintain Jurupa Valley’s semi-rural character. It will also help reduce local traffic congestion while discouraging pass- through traffic. Street improvements are anticipated to be constructed as development occurs, and where i mprovements are not associated with specific development, as city, county or state funding becomes available. The City has responsibility for the planning, building and maintaining local streets; the county and state have responsibility for maintaining highways and County roads that connect with Jurupa Valley’s transportation corridors.

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Figure 3-8: Street classifications (2017)

Jurupa Valley General Plan

Roadway and Intersection Improvements
The existing land uses and new uses that will be built under the 2017 General Plan will contribute additional traffic on local roadways and intersections. Much of the existing and projected future congestions is the result of “pass -through” traffic from regional (i.e., non- City) sources that will also increase in the future. The General Plan Program EIR indicates that 10 roadway segments and 13 inter- sections are already deficient in terms of the City’s Level of Service (LOS) standard of LOS D or better during peak hours. As pass - through traffic increases due to regional growth and new land uses build out, additional traffic will be added to the local circulation network. As more roadways and intersections exceed City LOS standards, strategic modifications to the existing roadways will be needed to manage traffic and keep LOS within acceptable levels.

General Plan Build-out includes implementation of limited changes to the existing roadway network, as summarized below. These improvements are based on input from the General Plan Advisory Committee, residents and the City of Jurupa Valley and reflect the City of Jurupa Valley’s Mobility goals.

Roadway Segments

1. Etiwanda Avenue: The roadway segment south of Limonite Avenue is proposed to include a two -lane Collector
roadway bridge extension from 66 th Street over the Santa Ana River to Arlington Avenue. Upon implementation of
this facility, motorists will be able to bypass Limonite through Pedley in order to reach the City of Riverside area south of the Santa Ana River.

2. Van Buren Boulevard: The roadway segments from
Etiwanda Avenue to Clay Street are proposed to be
widened from a four -lane Urban Arterial to an eight -lane Expressway. The inter section of Van Buren Boulevard/
Bellegrave Avenue is proposed to realign to the south with a new connector at Van Buren Boulevard/Van Buren
Connector. Also, the intersection of Van Buren Boulevard/ Jurupa Road is proposed to realign to the north with a new connector at Van Buren Boulevard/Van Buren Connector.

These improvements wil l facilitate pass -through traffic between the Fontana/Ontario area and the City of
Riverside.

3. Cantu-Galleano Ranch Road: The roadway segments
between Etiwanda Avenue and Van Buren Boulevard are
proposed to be widened from four-lane Major roadways to six-lane Urban Arterials. The roadway segment east of
Etiwanda Avenue is proposed to align with Bellegrave
Avenue and create a new intersection at Bellegrave
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Jurupa Valley General Plan, 2017 Page 3-25
Avenue/Cantu-Galleano Ranch Road. These improvements
will facilitate pass -through traffic between I -15 and Van Buren Boulevard.

4. Bellegrave Avenue: The roadway segment between
Marlatt Street and Dodd Street is proposed to realign with Cantu-Galleano Road and end at the new intersection of
Bellegrave Avenue/Cantu -Galleano Ranch Road. A new
intersection west of Bain Street is proposed to connect at Van Buren Connector/Bellegrave Avenue. This change is to be implemented concurrently with Cantu -Galleano Ranch
Road improvements (No. 3 above) to facilitate pass -
through traffic and reduce congestion on Mission
Boulevard and Limonite Avenue.

5. Market Street: The roadway segment east of Rubidoux Boulevard is proposed to be widened from a two -lane
Arterial to a four-lane Major Roadway. This improvement is needed to manage industrial traffic and to create an
alternate route between Agua Mansa and the City of
Riverside.

6. Sierra Way: The roadway segment north of Armstrong
Road is proposed for widening from a two -lane secondary to a four-lane Major Roadway to provide enhanced regional connectivity.

Intersection Improvements
Based on the threshold of acceptability for levels of service within the City of Jurupa Valley, 38 intersections will not meet the minimum level of service standard. To support the 2017 General Plan Land Use Element implementation, the following improve ments to the intersections are planned:

1. I-15 Southbound Ramps/Limonite Avenue : Optimize the signal timing.

2. I-15 Northbound Ramps/Limonite Avenue : Optimize the signal timing.

3. Wineville Road/Mission Boulevard: Install a traffic signal.

4. Wineville Road/Riverside Drive: Install a traffic signal.

5. Wineville Road/Cantu-Galleano Ranch Road: Optimize the signal timing.

6. Mission Boulevard/SR-60 Eastbound Off-Ramp: Optimiza- tion of the signal timing improves operations. No additional feasible mitigation is possible due to right of way
constraints. Therefore, this intersection is forecast to continue operating at a deficient Level of Service in the a.m. and p.m. peak hours.

7. Etiwanda Avenue/Philadelphia Avenue: Stripe eastbound right-turn lane and add overlap phasing. Add westbound
right-turn lane with overlap phasing. Add a second

northbound left-turn lane. No additional feasible mitigation is possible due to right of way constraints. Therefore, this intersection is forecast to continue operating at a deficient Level of Service in the p.m. peak hour.

8. Etiwanda Avenue/SR -60 Eastbound On- Ramp: Install a traffic signal. No additional feasible mitigation is possible due to right of way constraints. Therefore, this intersection is forecast to continue operating at a deficient Level of Service in the p.m. peak hour.

9. Etiwanda Avenue/Van Buren Boulevard: Southbound
right-turn lane with overlap phasing and optimization of signal timing improvements operations. No additional
feasible mitigation is possible due to right of way
constraints. Therefore, this intersection is forecast to continue operating at a deficient Level of Service in the a.m. and p.m. peak hours.

10. Etiwanda Avenue/Bellegrave Avenue: Optimize the signal timing.

11. Etiwanda Avenue/Limonite Avenue: Add an eastbound
left-turn lane and westbound left-turn lane. Add protected phasing to the eastbound/westbound approaches.

12. Country Village Road/Philadelphia Avenue : Optimize the signal timing.

13. Country Village Road/SR -60 Westbound Ramps: Add a
second westbound right -turn lane; this will require
modification of the westbound off -ramp. Stripe a
southbound right -turn lane and restripe the southbound through lane to a through/right-turn lane.

14. Van Buren Boulevard- Bellegrave Connector/Bellegrave Avenue: Install a traffic signal. Add a westbound left -turn lane and restripe the southbound approach to include a
southbound left -turn lane and through/right -turn lane.

Restripe the northbound approach to include a northbound left-turn lane and a through/right-turn lane.

15. Van Buren Boulevard/Van Buren- Bellegrave Connector:

Install a traffic signal, add two northbound left -turn lanes, a second eastbound right -turn lane, and a southbound
right-turn lane.

16. Pedley Road/SR -60 Westbound Ramps : Install a traffic signal.

17. Pedley Road/SR -60 Eastbound Ramps: Install a traffic signal. Although this intersection operates satisfactorily, a signal has been added due to the addition of a signal at Pedley Road/SR-60 Westbound Ramps.

18. Jurupa Road/Van Buren-Jurupa Connector: Install a traffic signal. Add an eastbound left-turn lane.

19. Van Buren Boulevard/Van Buren-Jurupa Connector: Install a traffic signal. Add two northbound left-turn lanes.

20. Pedley Road/Jurupa Road: Install a traffic signal.

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Jurupa Valley General Plan, 2017 Page 3-27

21. Pedley Road-Morton Avenue/Limonite Avenue: Optimize the signal timing.

22. Pyrite Street/SR -60 Westbound Ramps : Install a traffic signal.

23. Pyrite Street/SR -60 Eastbound Ramps : Install a traffic signal.

24. Clay Street/Limonite Avenue: Add overlap phasing to the northbound right -turn lane to allow traffic to turn right while other non -competing movements occur at the
intersection.

25. Van Buren Boulevard/Clay Street : Optimize the signal timing.

26. Camino Real/Jurupa Road: Add a northbound right -turn lane with overlap phasing.

27. Camino Real/Limonite Avenue: Add overlap phasing to the southbound right-turn lane.

28. Byrne Road-SR-60 Eastbound Ramps/Mission Boulevard:

Add a southbound left -turn lane. This improvement will require modification to the off-ramp.

29. Valley Way/Jurupa Road: Install a traffic signal. Add an eastbound left-turn lane.

30. Armstrong Road/Sierra Avenue: Add overlap phasing to the eastbound right-turn lane. No other improvements are feasible due to right of way constraints. Therefore, this intersection is forecast to continue operating at a deficient Level of Service in the a.m. and p.m. peak hours.

31. Valley Way/SR -60 Westbound Off -Ramp-Granite Hill
Drive: Restripe the north leg to separate the southbound left-turn lane and right -turn lane. No other improvements are feasible due to right of way constraints. Therefore, this intersection is forecast to continue operating at a deficient Level of Service in the a.m. and p.m. peak hours.

32. Valley Way/SR-60 Westbound On-Ramp: This intersection may be combined with Valley Way/SR -60 Westbound Off-
Ramp-Granite Hill Drive as a five -legged intersection with one signal controller. This will require Caltrans review. No other improvements are feasible due to right of way
constraints. T herefore, this intersection is forecast to continue operating at a deficient Level of Service in the a.m. and p.m. peak hours.

33. Valley Way/Mission Boulevard: Optimize the signal timing.

No other improvements are feasible due to right of way
constraints. Therefore, this intersection is forecast to continue operating at a deficient Level of Service in the a.m. and p.m. peak hours.

34. Riverview Drive/Mission Boulevard: Add a second
northbound right-turn lane and add overlap phasing to the northbound right-turn lane and eastbound right-turn lane.

Restripe the north leg approach to the southbound left -

turn lane and through/right -turn lane. Change the
northbound/southbound signal phasing from split-phasing to protected phasing. No other improvements are feasible due to right of way constraints.

35. Rubidoux Boulevard/Market Street: Add overlap phasing to the northbound right -turn lane and reduce the median on the east leg to accommodate a separate westbound left- turn lane. Restripe the westbound through/left-turn lane to a through lane. Change the eastbound/westbound signal
phasing from split phase to protected phasing. No other improvements are feasible due to right of way constraints.

Therefore, this intersection is forecast to continue
operating at a deficient Level of Service in the p.m. peak hour.

36. Rubidoux Boulevard/SR -60 Eastbound Ramps: Add a
northbound right -turn lane and an eastbound left -turn lane. The eastbound left-turn lane will require widening of the eastbound off-ramp and will require Caltrans review.

37. Rubidoux Boulevard/Mission Boulevard: Restripe the
south leg to accommodate separate northbound left -turn lane and through-right-turn lane. Change the northbound/ southbound signal phasing from split phase to protected phasing. Add overlap phasing to the southbound and
westbound right-turn lane.

38. Bellegrave Avenue/Cantu-Galleano Ranch Road: Install a traffic signal. Add a westbound left -turn lane and overlap phasing to the northbound right-turn lane.

Anticipated Level of Service at General Plan Buildout
Even with the above improvements, it is anticipated that some City streets and intersections will continue to experience significant congestion and at times, fall below acceptable LOS standards, as shown in Figure 3 -9, Figure 3 -10, and Figure 3 -11
. However, this
outcome is not inevitable. Traffic volume projections rely on many regional and local factors that are difficult to predict. Further, the projections predict LOS failure at 20 years, providing adequate time to monitor and adjust to changing conditions. In 2017, existing rights-of-way are not wide enough to accommodate all roadway widening or improvements that may be needed in the future.

Moreover, extensive street widening throughout the City would irreversibly change the semi-rural character in many areas that the City intends to preserve. Consequently, the City chooses to consider a broad range of transportation system improvements to facilitate all transportation modes and balance the needs of all users rather than rely on extensive street widening or right of way acquisition projects. A “menu” of possible transportation system improve - ments, including both design and operational measures, is described in Appendix 19.0.

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Jurupa Valley General Plan, 2017 Page 3-29

Figure 3-9: Future (2035) roadway segments levels of service with General Plan buildout

Jurupa Valley General Plan
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Jurupa Valley General Plan, 2017 Page 3-30

Figure 3-10: Future (2035) intersections AM peak hour levels of service with General Plan buildout

Jurupa Valley General Plan
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Jurupa Valley General Plan, 2017 Page 3-31

Figure 3-11: Future (2035) intersections PM peak hour levels of service with General Plan buildout

Jurupa Valley General Plan

Roadway Network Policies and Programs
General
Policies
ME 2.1 Roadway System. Require that the City’s mobility corridors:

1. Accommodate public transit, motor vehicles,
bicyclists, equestrians and pedestrians within the
public right -of-way wherever feasible, using multi-
modal, “complete streets” design strategies.

2. Maintain at least a Level of Service (LOS) D or better at all intersections, except where flexibility is
warranted based on a multi-modal LOS evaluation, or
where LOS E is deemed appropriate to accommodate
complete streets/multi-modal facilities.

3. Be designed to meet the needs of the existing
population and business activities, as designated by
the Land Use Element and in accordance with the
Mobility Corridor concept and to maintain
consistency with the Master Plan of Streets and Trails
(to be developed).

4. Be designed so that new roadways, ramps, traffic
control devices, bridges or similar facilities, and
significant changes to such facilities, are designed to accommodate multi -modal facilities in a balanced
manner.

5. Be maintained in accordance with best practices and
the City’s Street Improvement Program.

ME 2.2 Transportation Infrastructur e. Traffic control devices and transportation infrastructure shall operate to serve the needs of all roadway users, including motorists,
public transit, pedestrians, equestrians and cyclists.

ME 2.3. Development Project Impacts . Require development projects to analyze potential off- site traffic impacts and related environmental impacts through the CEQA
process and to mitigate adverse impacts to less- than-
significant levels.

ME 2.4 Transportation Options . Support development of a variety of transportation options for major employment
and activity centers, including direct access to transit routes, primary highways, bikeways, park -n-ride
facilities, and pedestrian facilities.

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Jurupa Valley General Plan, 2017 Page 3-33
ME 2.5 Public Transit Connections. Support the development of transit connections that link the town centers located
throughout the City and as identified in the Land Use
Element and in the specific, community and town plans.

ME 2.6 Efficient Use. Utilize existing infrastructure and utilities to the maximum extent practicable and provide for the
logical, timely, and economically efficient extension of infrastructure and services.

ME 2.7 System Evaluation. Evaluate the planned circulation system as needed to enhance the street network to
respond to anticipated growth and mobility needs.

ME 2.8 Interagency Cooperation. Cooperate with local,
regional, state, and federal agencies to establish an
efficient circulation system.

ME 2.9 Project Integration. Encourage development of projects that facilitate use of alternative modes of transportation, including public transit, light rail, pedestrian -oriented retail and activity centers, equestrian trails and related facilities, and bicycle facilities.

ME 2.10 Transportation Projects. Consider the following regional and community wide transportation projects when
developing transportation improvement plans in Jurupa
Valley:

1. Construct new interchanges on State Route 60 at
Camino Real and Sierra Avenue/Pacific Avenue.

2. Support the development of regional transportation
facilities and services (such as high- occupancy
vehicle lanes, express bus service, and fixed transit
facilities) to encourage the use of public
transportation and ridesharing for longer distance
trips.

3. Buren Boulevard and parallel rail lines at Jurupa
Road, Limonite Avenue and Galena/ Bellegrave
Avenue.

4. Potential California High Speed Rail Corridor through Jurupa Valley.

ME 2.11 Street Improvements with New Development. Require street improvements as a condition of new develop -
ments, including undergrounding of utility lines,
installation of fiber optic cable and other utilities,
sidewalk, curb, gutter and street pave -out, bicycle and equestrian facilities, street lighting (where appropriate), street trees and landscaping.

Programs
ME 2.1.1 Mitigation Measures. As necessary to mitigate potential impacts, the City will implement improve ments
identified as mitigation measures in the Final
Environmental Impact Report for the 2017 General Plan.

ME 2.1.2 School Planning. Provide assistance to school districts in facility planning and transportation operations to ensure safety for users of all modes during school pick-up, drop- off and other special events.

ME 2.1.3 Sidewalks. Prepare and maintain an inventory of sidewalk facilities to determine where pedestrian
improvements are most needed to provide a continuous
safe route for pedestrians.

ME 2.1.4 Barrier-free Access. Retrofit streets and require developments to install public improvements that
provide disabled access and mobility on public streets, as required by state or federal law.

ME 2.1.5 Master Plan of Streets and Trails. Within 2 years of adopting the 2017 General Plan, prepare a Master Plan
of Streets and Trails, including specific plans for future major capital projects such as the Cantu -Galleano/
Bellegrave connection, cross sections for unimproved
linkages to be developed through land development, and
design standards for mobility corridors to address all
transportation needs, including rural and local streets and industrial collector streets. Phase 1 of the Plan shall address mobility corridors and major roadways and shall be prepared within 1 year of adoption of the 2017
General Plan . Phase two shall include Local Streets,
Collectors and the trails network as described in Policy and Program Sections 3.0 and 4.0. The Plan shall be
consistent with this Mobility Element.

ME 2.1.6 Camino Real. Consider modifying design of Camino Real in residential areas to slow traffic, improve sight distance and facilitate residential driveway use (i.e., cars backing into traffic lanes).

ME 2.1.7 Transportation Technology. Consider emerging
transportation technologies in reviewing new develop-
ment, preparing and implementing City policies and
programs, and in City transportation planning and
design, including autonomous vehicles, electric charging stations, signal synchroniza tion, pedestrian -actuated signals, and transportation network perfor mance
monitoring.

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Jurupa Valley General Plan, 2017 Page 3-35
Levels of Service
Policies
ME 2.12 Target Levels of Service . Until a multi- modal based metric is adopted, City will maintain the following target Levels of Service, or “LOS”:

1. LOS C along all City maintained roads and
conventional state highways. As an exception, LOS D
may be allowed in designated areas, only at
intersections of any combination of Secondary
Highways, Major Highways, Arterials, Urban
Arterials, Express ways, conventional state highways
or freeway ramp intersections.

2. LOS D or E may be deemed acceptable by the City
Council in designated town centers and for multi -
modal mobility corridors that include facilities for at least three transportation modes in addition to
motor vehicles, and that support transit -oriented
development and walkable communities. LOS F is not
considered an acceptable level of service.

Planned Circulation Systems
Policies
ME 2.13 Multi-Modal Level of Service. When the City determines that there is a suitable tool available, we will measure and evaluate roadway performance and CEQA
compliance and mitigation from a multi- modal,
“complete streets” perspective using vehicle miles
traveled (VMT), consistent with SB 743 and state
guidelines.

ME 2.14 Traffic Study Guidelines . Apply level of service and/or VMT standards to new development, consistent with
state law, based on new Traffic Study Guideline, to be
developed by City to evaluate traffic impacts and identify appropriate mitigation measures for new development.

ME 2.15 Traffic Impact Evaluation. New developments shall be reviewed to identify project -related impacts to
circulation facilities and shall provide site improvements necessary to mitigate such impacts. The Engineering
Department may require developers and/or subdividers
to provide traffic impact studies prepared by qualified professionals to identify the impacts of a development.

ME 2.16 Traffic Impacts. Traffic studies prepared for develop - ment entitlements (e.g., tracts, plot plans, public use permits, conditional use permits) shall identify project -

related traffic impacts and determine the “significance” of such impacts in compliance with CEQA
ME 2.17 Impact Mitigation. Mitigate direct project related traffic impacts by requiring street improvements as a condition of approval, or for indirect and cumulative impacts,
through the payment of mitigation fees to fund
improvement of streets and other transportation
facilities.

Programs
ME 2.1.8 Traffic Study Guidelines. City will prepare and adopt Traffic Study Guidelines to aid in the evaluation of
transportation-related impacts to circulation facilities, residential neighborhoods, environmental conditions
and open space, and to identify the appropriate
mitigation for such impacts.

ME 2.1.9 Planned Network Improvements. City will evaluate and where appropriate, include the planned intersection and roadway segment improvements as described in the
2017 General Plan Mobility Element in its Capital
Improvement Program. City will implement the
improvements as resources allow.

ME 3 – Pedestrian and Bicycle Facilities
To meet a wide range of community needs, the City’s transportation system must also include facilities for bicycles, pedestrians, equestrians, rail and public transit facilities. In addition to providing more travel options, these alternative transportatio n modes have other significant benefits, including reduced fuel usage and emissions, health and recreation opportunities, reduced traffic congestion and an improved quality of life. Increasing the community’s use of non-motorized travel modes can mean changes to long-standing habits or behaviors. Thus, it requires more effort than merely building new facilities or expanding existing ones. It requires public outreach and education to promote these modes and their safe use.

Pedestrian Facilities
Pedestrian facilities include sidewalks, walkways, bridges, cross - walks, signals, illumination, and other amenities (e.g., benches, bus shelters), among other items. These facilities are an important part of the City’s non -motorized transportation network. Pedestrian facilities provide a vital link between many other modes of travel and can make up a considerable portion of short-range trips made in the community. Where such facilities exist, people will be much more likely to make shorter trips by walking rather than by vehicle.

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Jurupa Valley General Plan, 2017 Page 3-37
Equestrian facilities can also include some of these features, or be designed with a more rural character, as is typical in Jurupa Valley.

Equestrian facilities are discussed here due to their connections to streets and sidewalks, and also in the Conservation and Open Space Element in relationship to recreation and open space trails.

Sidewalks provide safe passage for pedestrians by creating a right of way that is separate from vehicular traffic. They are particularly important in, to, and from activity areas around the City, such as shopping districts, schools, recreation centers, and government buildings. Sidewalks encourage pedestrian activity, which is a defining element of community and neighborhood identity. In addition, good pedestrian connections ar e imperative for transit service because most transit trips begin and end with a pedestrian trip. Lack of sidewalks discourages pedestrian transportation.

For the most part, sidewalks are installed in most urban environments when the roadway frontage is developed. Because development occurs in stages, numerous missing links can occur in the sidewalk system. Eventually these are filled in, but this can take many years. Public sidewalk facilities existing in 201 6 are shown in Figure 3-13.

Figure 3-12: Santa Ana River Class 1 multi-use path
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Figure 3-13: Public sidewalks in 2016

Jurupa Valley General Plan
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Pedestrian and Bicycle Facilities Policies and
Programs
General Provisions
Policies
ME 3.1 Bicycle and Pedestrian Trail Network. Plan, develop and maintain a bikeway and pedestrian network according to
a Bicycle and Pedestrian Plan, to be prepared following General Plan adoption. Bicycle facilities should be
located off-road to the greatest extent possible, such as along flood control channels, the Santa Ana River banks, regional parks and within residential developments and
greenbelts.

ME 3.2 Bicycle- and Pedestrian- Oriented Site Design.

Encourage bicycle- and pedestrian-oriented site design
in commercial areas.

ME 3.3 Design Standards. In determining the appropriate street or intersection design standard to apply, the City will seek to balance cyclists’ and pedestrians’ safety and
convenience with that of other roadway users.

ME 3.4 Intersections and Crossing Locations. Use Federal, State, and local guidelines and standards for traffic operations, signal timing, geometric design, Universal Access (ADA) and roadway maintenance that facilitate walking and
bicycling at intersections and other key crossing
locations.

ME 3.5 Grant Funding. Pursue Federal, State, County, regional and other funding opportunities to increase non -
motorized mode share percentages, improve
transportation system performance, and to increase user safety
ME 3.6 Internal Linkages. Bicycle and pedestrian trails networks should be located and designed to link to retail and
commercial centers.

ME 3.7 External Linkages. Link on-road and off-road bicycle and pedestrian facilities to existing and planned bicycle and pedestrian facilities in adjacent and regional
jurisdictions.

ME 3.8 Traffic Control Devices . Traffic control devices and transportation infrastructure will be operated to serve the needs of all users of the roadway and pedestrians.

Program
ME 3.1.1 Pedestrian and Bikeway Plan. Prepare a comprehensive Master Pedestrian and Bikeway Plan within 2 years of
adoption of this General Plan.

Pedestrian Facilities
Policies
ME 3.9 Pedestrian Facilities. Public streets shall provide pedestrian facilities in accordance with adopted City
standards. Sidewalks shall be separated from the
roadway by a landscaped parkway, except where the
Planning Director determines that attached sidewalks
are appropriate due to existing sidewalk location, design or other conditions.

ME 3.10 Accessible Pedestrian Facilities. All new streets shall have provisions for the adequate and safe movement of
pedestrians, including improvements for the elderly and disabled.

ME 3.11 Pedestrian Connectivity. Require development projects and site plans to be designed to encourage pedestrian
connectivity among buildings within a site, while linking buildings to the public bicycle and pedestrian network.

ME 3.12 Pedestrian Facility Improvements. As funding permits, the City will install, or require as a condition of
development approval, pedestrian facility improvements
such as installation of signs, signals, sidewalks, street crosswalks, proper lighting, pedestrian - and equestrian- activated signals, street trees, benches, transit shelters, trails, landscaping, and other ancillary pedestrian
features.

ME 3.13 Sidewalk Repair or Replacement. Repair or replace substandard public sidewalks and paving in public areas, in accordance with a Sidewalk Repair Program.

ME 3.14 Public Pedestrian Improvements. Encourage public pedestrian improvement projects such as public art,
fountains, street trees, lighting, directional signs , and enhanced crosswalks.

ME 3.15 Pedestrian Facilities. Provide facilities for the safe movement of pedestrians within new developments, as
specified in the General Plan and City Engineering and
trail standards.

ME 3.16 Removal of Barriers. Maximize visibility and access and encourage the removal of barriers (walls, easements,
and fences) for safe and convenient movement of
Mobility
Jurupa Valley General Plan, 2017 Page 3-41
pedestrians within and between adjacent developments,
where appropriate. Special emphasis should be placed
on the needs of disabled persons considering Americans
with Disabilities Act (ADA) regulations.

ME 3.17 Public Transit Connections . Ensure safe pedestrian access from developments to existing and future transit routes and terminal facilities through project design.

ME 3.18 Safe Crossings. City will plan for and implement pedestrian access facilities improvements that are
consistent with road design standards, including
provisions for interconnected pedestrian and equestrian paths, sidewalks, crosswalks, timing and actuation of
traffic signals, in -street annunciators or other features necessary for safe street crossing.

ME 3.19 Safe Routes to Schools. Collaborate with school districts and other agencies to provide and designate safe routes to schools, consisting of sidewalks, bicycle facilities or improved trails.

ME 3.20 Development Review. Consult the Engineering Depart - ment as part of the development review process
regarding any development proposals where pedestrian
facilities may be warranted. City may require both the
dedication and improvement of pedestrian facilities as a condition of development approval.

ME 3.21 ADA Compliance. Require safe pedestrian walkways that comply with the Americans with Disabilities Act (ADA)
requirements within commercial, office, industrial,
mixed use, residential, and recreational developments.

ME 3.22 Trail Crossings. Require, where appropriate and feasible, the construction of overpasses or under crossings where pedestrian, bicycle and equestrian facilities intersect freeways, expressways, urban arterials, arterials and
primary roadways.

ME 3.23 Facility Improvements . Review all existing roadways without pedestrian facilities when they are considered
for improvements (whether maintenance or upgrade) to
determine if new or improved facilities are warranted.

Bicycle Facilities
Policies
ME 3.24 Integration of Bicycle Planning . Integrate development of the bicycle facilities network into larger land use
planning and development projects.

ME 3.25 Bicycle-Friendly Infrastructure. Require bicycle -friendly infrastructure design using new technologies and
innovative treatments, where necessary to improve
bicyclists’ safety and convenience.

ME 3.26 Bicycle Facilities. In preparing City land use plans and applicable Capital Improvement Programs, the City will
address bicycle needs, including:

1. Attractive destination facilities, such as secure
bicycle lockers, showers, and changing rooms that
are conveniently located for bicyclists – i.e., a bike station;

2. Facilities for bicycle parking within newly built and renovated multi -family residential developments,
residential condominiums and apartment
conversions to condominiums, multi -use and non -
residential sites;

3. Safe, secure, attractive and convenient bicycle
parking; and

4. Wayfinding systems and traffic control signage or
markings for all bicycle facilities.

ME 3.27 Bicycle and Pedestrian Wayfinding . Bicycle and pedestrian network wayfinding, maps , and information
shall be provided through signs, street markings, mobile apps and other technologies.

ME 3.28 Regional Bicycle and Pedestrian Coordination.

Coordinate regional trail and bicycle planning, acquisi- tion and development efforts with adjacent jurisdictions.

ME 3.29 Off-Road Trail Linkages. Where feasible, the City connects off-road trails with the on -road transportation network.

ME 3.30 Bicycle and Pedestrian Facility Design Standards. City shall utilize the Caltrans Highway Design Manual and
other infrastructure guidelines as appropriate to design and maintain bicycle and pedestrian facilities to high
safety standards.

ME 3.31 Safety Awareness. Encourage and support the creation of comprehensive safety awareness programs for
pedestrians, equestrians, cyclists and drivers.

ME 3.32 Improvements along Bicycle and Pedestrian Routes.

Improve and maintain alternative transportation
infrastructure and assign a high priority to improvements along primary pedestrian and bicycle routes to schools.

Mobility
Jurupa Valley General Plan, 2017 Page 3-43
ME 3.33 Roadway Repairs. When roadway repairs are done by the City or other agencies, such as utility companies, the roadway shall be restored in accordance with City
standards, with restriping suitable for bicycle use, as appropriate.

ME 3.34 Bikeway Width. Where feasible, design bikeways
beyond the minimum required widths, but within
federal, state, or local standards (for example, Class 2 lanes should not exceed 8 feet in width to avoid
confusion with driving lanes).

ME 3.35 Bicycle Parking. Require convenient, secure, attractive and easy to use bicycle parking to be provided at public buildings, commercial areas, multi- family residential
development projects, and at schools and parks, and
encourage other agencies to provide bicycle parking fo r rail transit and Park-n-Ride facilities.

ME 3.36 Bicycle Improvements Conditionally Required. Require the construction or rehabilitation of bicycle facilities and/or “bicycle-friendly” improvements as a condition of approving new development, in accordance with Zoning
Ordinance standards.

Programs
ME 3.1.2 Zoning Ordinance Update. Update the Zoning Ordinance to require end of trip bicycle facilities, as appropriate to the scale and use of the project, such as bicycle parking, lockers, and showers in new or major remodels of multi- family residential and non-residential uses.

ME 3.1.3 Class II Bike Lanes. Identify and designate Class II bike lanes where considered appropriate and there is
sufficient curb-to-curb street pave-out width.

ME 3.1.4 Education. Promote Bicycle and Walking Safety lessons in local recreation programs and collaborate with local schools and law enforcement to offer bicycle and
pedestrian skills and safety education programs.

ME 3.1.5 Safe Routes to Schools . Expand the Safe Routes to School program, including City sponsorship of bicycle
safety training, International Walk/Bike to School events, cyclovias, and similar events and encourage all Jurupa
Valley schools to get involved.

ME 3.1.6 Bicycle-Friendly Businesses. Establish a bicycle -friendly business program to incentivize and facilitate use of
alternative modes of transportation by employees and
customers.

ME 4 – Equestrian and Multi-Purpose Trails
Network
The City of Jurupa Valley has a strong equestrian heritage that dates back hundreds of years. In 1742, the Anza Party travelled on trails through Jurupa Valley on its historic journey to Alta California, prior to the development of California’s 21 missions. Trails continue to be an important part of both the heritage, and the transportation system, of Jurupa Valley. They are part of what gives the City its unique character and help promote its casual, healthy equestrian lifestyle.

A Trail Network Vision
Jurupa Valley’s vision is to create an extensive network of multi- purpose trails that link urban, rural, and natural areas and serve pedestrians, cyclists, and equestrians. These trails are an integral part of the Countywide trails system. These trails serve both as a means of connecting the unique communities and activity centers within the City to adjacent communities, and as an effective alternate mode of transportation. In addition to transportation, the trail system also serves as a community amenity b y providing recreation and leisure opportunities.

The presence of trails throughout the community, particularly within the Equestrian Lifestyle Protection Overlay, as shown in the General Plan Land Use Element Figure 2 -18 (page 2-47), reflects the importance of the equestrian heritage to Jurupa residents.

Protection of the existing equestrian character of the community and planning for new trails is a high City priority. Trails also provide connections to activity centers within the City and to adjacent communities and provide recreation and leisure opportunities for residents.

A well -p
lanned and built trail system can provide an improved
quality of life for City residents and visitors by providing a recreational amenity and by providing a viable alternative to the automobile. Ideally, this system would connect community centers, residential neighborhoods, recreational amenities, employment centers, shopping areas and activity areas. Providing a safe user environment can encourage utilization of trails within commercial, office, and residential areas. The trails proposed for the City are designed to serve several different groups. They are intended for the use of equestrians, hikers, joggers, non-motorized bikers, as well as the casual walker. Depending on where the trail is located will affect the type of use the trail gets, but many trails are open to all of these uses.

Historically, the trails network was planned under the auspices of Riverside County, supplemented by the Jurupa Area Recreation and Figure 3-14: Equestrians at Mary Tyo
equestrian staging area
Figure 3-15: Bain Street primary
equestrian trail, along San Sevaine Flood
Channel
Mobility
Jurupa Valley General Plan, 2017 Page 3-45
Park District (JARPD) and mostly implemented using street rights-of- way along major streets. When new developments are constructed, they are required to fill in missing linkages along the street edge. To date, there has been no initiative by any public agency to build a true off-road trails network. In 2016, JARPD prepared a plan to identify and show connectivity for the key segments in the network. This plan served as the basis for the policies and programs in the 2017 General Plan.

The City’s trail network is currently planned and implemented t
hrough the City’s development review process in coordination with the Jurupa Area Recreation and Park District. Existing trails in Jurupa Valley are located along the:

1. east side of Bain Street, between Bellegrave Avenue and Limonite Avenue

2. west side Etiwanda Avenue between Bellegrave Avenue
and Limonite Avenue

3. north and south sides of Bellegrave Avenue, from Etiwanda Avenue to Wineville Street

4. east side of Wineville Street, between Limonite Avenue and 68 th Street

5. east side of Wineville between Bellegrave Avenue and Redbud Street.

6. south side of Cantu-Galleano Boulevard between Calle Del Sol and Etiwanda

7. north side of Limonite Avenue, between Wineville Street and Etiwanda Avenue

8. south side of 68
th Street between the I -15 freeway and
Lucretia Street

9. east side of Lucretia Street between 66th and 68th Streets

10. south side of 66 th Street between Lucretia Street and Etiwanda Avenue
In 2017, the City has a developed trail that extends along the Santa Ana River Trail, linking Jurupa Valley with the cities of Riverside and Eastvale. The Santa Ana River Trail is part of a planned regional trail extending across multiple jurisdictions from the Pacific Ocean in Orange County to the San Bernardino Mountains in San Bernardino County. Some communities have trails which are built and are maintained by another entity such as a homeowners' association, a community service area, or a local park and recreation district. These trails lack connectivity to other parts of the County trail system, resulting in a fragmented system. Providing connectivity between City trails and between County trails and state and federal trails, historic trails, and trails in other jurisdictions will be instrumental in creating a usable trail system. The City has four general types of multi-use, recreational trails:

Figure 3-16: Santa Ana River trailhead

Parkway Trails are located in, along, or adjacent to a stream's floodplain. Ordinarily it extends the length of the stream but may be broken into segments. Road and trailside parks are part of a parkway.

Regional Trails are the main trails within the County, generally maintained and operated by the County of Riverside’s Parks and Open Space District. They are designed to eventually provide linkages between areas which could be quite distant from each other. They are also designed to connect with state and federal trails as well as trails within Jurupa Valley, other cities and unincorporated areas. Regional trails will have an easement of 14 to 20 feet wide and a trail width of 10 feet.

Community Trails are designed to link areas of a community to the regional trail system and to link areas of a community with each other, as further described below. Such trails are typically maintained and operated by a local parks and recreation district.

Typically, Community Trails have an easement width of 10 to 14 feet wide and a trail width of 4 to 8 feet.

Historic Trails are designated historic routes that recognize the rich history of Jurupa Valley and Riverside County. In Jurupa Valley, the Juan Bautista de Anza National Historic Trail is one segment of a planned 1,200-mile trail connecting historic, cultural, and recreation sites from Nogales, Arizona to the San Francisco Bay Area. Historic Trail routes designations are graphical representations of the general location of these historic routes and do not necessarily represent a planned Regional or Community Trail. In some cases, the trails have more detailed planning documents which describe interpretive routes for autos and/or non -motorized modes of Transportation. There generally are Regional or Community Trail designations that either follow or paralle l these routes, thus providing opportunities to recognize the historic significance of these routes and allowing the possibility of developing interpretive signage and visitor facilities.

Equestrian Trail Routes
Within the Equestrian Life Style Protection Overlay and in selected areas outside the Overlay, the General Plan establishes three different types of equestrian trail routes to serve Jurupa Valley.

Specific trail designs and facilities within the routes will vary, depending upon right of way width, sight distance, land use, existing improvements, safety and budget considerations. Specific trail locations and designs will be shown in the City’s Trails Master Plan.

These trail routes are generally described below:

Primary Equestrian Trail Routes connect Jurupa Valley’s equestrian- oriented communities and secondary equestrian routes, and Mobility
Jurupa Valley General Plan, 2017 Page 3-47
provide regional connections to surrounding communities adjacent trail systems. These routes consist of improved equestrian trails located behind a curb along one side of the public right-of-way, and typically include a compacted, all- weather trail surface (e.g., decomposed granite, compacted natural grade, gravel), three -rail running fencing, equestrian street crossings, lighting and safety signage. Primary Equestrian Trail routes generally follow major streets and designated flood control channels, such a s Limonite, Bellegrave Road, Etiwanda and Pedley Road and San Sevaine Channel.

Secondary Equestrian Routes connect residential neighborhoods with the Santa Ana River, Jurupa Mountains, schools, parks, neighborhood markets, cultural facilities and other important local destinations. These routes along one side of a public right -of-way consist of mostly unimprov ed equestrian trails located on the unpaved shoulder and behind drainage swales or catch basins.

Secondary Equestrian Routes may include low -level, downlighting (such as bollards), safety crossings and signage, and are typically located on connector streets or minor arterials, such as 58 th Street,
Holmes Avenue, Riverview Drive, 46 th Street/Crestmore Drive, 51 st Street between Beach Street and Felspar Street, and Jurupa Road.

Equestrian Streets consist of an interconnected network of local streets located within rural, large lot residential neighborhoods in the Equestrian Lifestyle Protection Overlay, Figure 2-18 (page 2-47).

These streets have right- of-way widths of 60 feet or less, with asphalt paving, soft dirt shoulders, and typically lack curbs, sidewalks or other public frontage improvements. On these streets, the entire right-of-way, including paved roadway and unimproved shoulders, serves as an equestrian route where equestrians have priority over motor vehicles. Equestrian streets are intended to maintain and protect the semi -rural, equestrian lifestyle, slower pace of life, recreational opportunities and visual character that exists in much of semi-rural Jurupa Valley, including parts of the Mira Loma, Pedley, Glen Avon, Belltown , and Sunnyslope communities. Examples of Equestrian Streets include: 63
rd Street between Van Buren and
Downey Street, 65th Street, Scenic Drive, Troth, and Marlatt Streets.

The Generalized Equestrian Trails Plan, Figure 3 -17 below, guides the general location and improvement of equestrian trails in Jurupa Valley, until a more detailed Master Trails Plan is adopted by the City.

Mobility
Jurupa Valley General Plan, 2017 Page 3-48

Figure 3-17: Generalized equestrian trails plan

Jurupa Valley General Plan
Mobility
Jurupa Valley General Plan, 2017 Page 3-49
Multi-Purpose Trails Vision
A vision has been developed for a Jurupa Valley Multi -Purpose Community Trails System. The system is anticipated to be a network of pedestrian, equestrian and bicycle trails that link Jurupa Valley’s eight distinct communities and its many neighborhoods wi th open space areas, schools, recreation facilities, regional trail connections and local landmarks (e.g., The Discovery Center, Mt. Rubidoux). This vision has been shaped by many community groups and individuals, including the GPAC, Jurupa Valley resident s and property owners, the City of Jurupa Valley decision -makers and staff, Jurupa Area Recreation and Parks District (JARPD), Riverside County Regional Park and Open -Space District, Riverside County Flood Control and Water Conservation District, Inland Em pire Resource Conservation District and others. This vision was initially described by the JARPD, as shown in Appendix 16.0.

JARPD Trails Plan
The JARPD prepared a detailed plan for a Jurupa Valley Multi- Purpose Community Trails System which has not been adopted by the City. Many trail elements in that plan have been incorporated into the Generalized Equestrian Trails Plan. It is anticipated that with further community vetting and discussion, additional elements of the JARPD Trails Plan may be incorporated into a Master Streets and Trails Plan to be developed by the City. The JARPD Plan, and its guiding principles, are included in Appendix 16.0.

Master Trails Plan
Due to the need for a Citywide, regionally integrated trails system, the City intends to prepare a Master Trails Plan following General Plan adoption. This effort will involve a broad cross -section of the community, including other key agencies, such as Riverside County, JARPD, Riverside County Flood Control, and the National Park Service. It will build upon an existing vision for a citywide trails system.

Equestrian and Multi-Purpose Trail Facilities
Network Policies and Programs
Equestrian and Multi-Purpose Trail Facilities
Policies
ME 4.1 Equestrian and Multi -Purpose Trails. Provide trails for the safe movement of pedestrians and equestrians
within and between new developments where
appropriate, and as specified in the General Plan and City Engineering and trail standards.

ME 4.2 Removal of Barriers. Maximize visibility and access and encourage the removal or modification of barriers (e.g., walls, fences, utilities, drainage ditches, refuse bins) for safe and convenient equestrian movement, and provide
hitching posts where appropriate for safety or
convenience. Special emphasis should be placed on
creating and maintaining safe and convenient trail
linkages with the Equestrian Lifestyle Protection Overlay.

ME 4.3 Development Review. Consult the Engineering
Department as part of the development review process
regarding any development proposals where trail
facilities or improvements may be warranted. City may
require both the dedication and improvement of
pedestrian and equestrian fac ilities as a condition of development approval.

ME 4.4 Safe Crossings. City will plan for and implement pedestrian and equestrian access that is consistent with road design standards, including provisions for inter-
connected pedestrian and equestrian paths, sidewalks,
crosswalks, timing and actuation of traffic signals, in - street annunciators or other features necessary for safe street crossing.

ME 4.5 Facility Improvements . Review all existing roadways without pedestrian facilities when they are considered
for improvements (whether maintenance or upgrade) to
determine if new or improved multi -purpose facilities
are warranted.

Programs
ME 4.1.1 Equestrian and Multipurpose Trails Implementation.

Implement the Equestrian Trails Plan as shown in Figure 3-17 (page 3-48) and implement the City Multi -P urpose Trail System Plan, to be developed.

ME 4.1.2 T rail Linkages. Locate and design trails to provide access to or link scenic corridors, schools, parks, and other
natural areas.

Figure 3-18: Primary equestrian trail
looking north on El Camino Real
Mobility
Jurupa Valley General Plan, 2017 Page 3-51
ME 4.1.3 Trail Access. Require that all development proposals located along a planned trail or trails provide access to the trails system.

ME 4.1.4 Gated Communities. Ensure that existing and proposed gated communities with dedicated trails and new gated
communities do not preclude trails from traversing their properties.

ME 4.1.5 Trail Siting and Design. Adhere to the following guidelines when siting or designing a trail:

1. Permit urban trails to be located in or along
transportation rights-of-way in fee, utility corridors, and along irrigation and flood control waterways so
as to take advantage of existing rights -of-way,
separate traffic and noise, and provide more services
at less cost in one corridor.

2. Secure separate rights -of-way for non -motorized
trails when physically, financially and legally feasible.

3. Where a separate right -of-way is not feasible,
maintain recreation trails within the City right -of-
way.

4. Use trail design standards which will minimize
maintenance due to erosion or vandalism.

5. When a trail is to be reserved through the develop - ment approval process, base the precise trail
alignments on the physical characteristics of the
property, assuring connectivity through adjoining
properties.

6. Place all recreation trails a safe distance from the edge of active aggregate mining operations and
separate them by physical barriers.

7. Install warning signs indicating the presence of a trail at locations where regional or community trails cross
public streets with high amounts of traffic and
advising where equestrians share right -of-way with
motor vehicles.

8. Take into consideration such issues as sensitive
habitat areas, flood potentials, access to neighbor-
hoods and open space, safety, alternate land uses,
and usefulness for both transportation and alternate
land uses when designing and constructing trails.

9. Coordinate with other agencies and/or organizations
(such as the U.S. Fish and Wildlife Service and the
Department of Transportation) to encourage the
development of multi -purpose trails. Potential joint
uses may include historic and environmental
interpretation, access to fishing areas and other

recreational uses, opportunities for education, and
access for the disabled.

10. Work with landowners to address concerns about
privacy, liability, security, and trail maintenance.

ME 4.1.6 Rail Fencing. Require the installation, where appropriate, of rail type fencing separating road rights - of-way from adjacent trail easements as part of capital improvement projects and land use entitlements. Rail
and fencing standards should be specified in the City’s Master Plan of Streets and Trails.

Trail Acquisition, Maintenance, and Funding
Policies
ME 4.6 Acquisition of Right -of-Way. To expand its trails network, the City will:

1. Promote public/private partnerships for trail
acquisition.

2. Determine which public and/or private agencies
have easements or existing, unused rights -of-way
which could be incorporated as trail linkages. Such
agencies may include the Riverside County Flood
Control District, Jurupa Area Recreation and Park
District, community service districts, special districts, utilities, and railroads.

3. Evaluate the potential use of private -landowner tax credits for acquiring necessary trail easements
and/or rights -of-way. A system such as this would
allow a landowner to dedicate an easement for trail
purposes in exchange for having that portion of the
property assessed as open-space instead of a higher
land-use category.

ME 4.7 Alternative Trail Locations. Examine the use of utility easements, Memoranda of Understanding (MOUs) and
rights-of-way for use as public trail linkages to the
regional trails system and/or other open space areas.

Potential corridors include the right -of-way easements for:

1. water and wastewater mains

2. water storage project aqueducts

3. flood control channels and maintenance access ways

4. overhead utilities, and

5. unused or abandoned rail rights-of-way
Mobility
Jurupa Valley General Plan, 2017 Page 3-53
ME 4.8 Trail Maintenance. To help maintain its trails, the City will:

1. Consider the use of volunteers, associations, or
private landowner maintenance agreements, and/or
adopt-a-trail programs sponsored by various groups,

2. Discourage unauthorized use of trails by motorized
vehicles, which may cause trail deterioration, create
an unsafe environment, and/or disrupt the
enjoyment of the trails by intended trail users. These
methods may include the installation of gates and
motorcycle barriers, posting signs prohibiting
unauthorized activities, or implementing educational
programs to encourage the proper use of trails.

ME 4.9 Trails Program Funding. Consider all possible sources of funding to plan, acquire, construct and maintain trails.

Sources can include, but not be limited to, development mitigation fees, private foundation grants, and/or funds from local, regional, State, and Federal government
entities.

Programs
ME 4.1.7 Grants. Working with other agencies, the City will seek grants to help develop, operate and maintain a
comprehensive trail system . Trails are a priority of the City and help link Jurupa Valley’s designated open
spaces. Trails also provide connections to activity centers within the City and to adjacent communities, and provide recreation and leisure opportunities.

ME 4.1.8 Trail Maintenance Fund. Consider establishing a Trails Maintenance Fund.

ME 5 – Public Transit
The City encourages the development of a safe, efficient, and economical community, intercommunity and countywide public transportation system. Public Transit includes busses, taxis, rideshare services (e.g., Uber, Lyft), commuter rail (Metrolink), and all other forms of transportation meets public transportation needs.

Due to the interrelationship of urban and rural activities (employment, housing and services), and the low average density of existing land uses, the private automobile is the dominant mode of travel within Jurupa Valley and surrounding areas.

As the population grows in Jurupa Valley and the region, the street and highway network will become increasingly congested. Hence, the City intends to encourage increased ridership on public transit systems and increased use of alternative modes of transpo rtation, including bicycles and walking. The Riverside Transit Agency (“RTA”) Figure 3-19: Riverside Transit Authority
bus

provides numerous public transportation opportunities for residents and visitors in Jurupa Valley. These public transportation opportunities include fixed- route transit, intercity transit, para- transit, senior transit, rural transit, and private transit services.

Fixed-Route and Demand-Response Services
Transit, paratransit, and private provider services are characterized as being either a fixed -route or demand -response systems. The Community Transit Association of America (CTAA) defines fixed- route service to include any transit service in which vehicles run along an established path at preset times. Demand-response service is any non -fixed-route system of transporting individuals that requires advanced scheduling by the customer including services provided by public entities, non-profits, and private providers.

The Riverside Transit Agency (RTA) operates fixed routes providing public transit service throughout western Riverside County and coordinates transit services throughout a 2,500-square mile service area. RTA provides local and regional services throughout the region with 35 fixed routes, 8 Commuter Link routes, and Dial-A- Ride services.

Commuter Link routes provide express bus routes to Riverside, Orange, San Diego, and San Bernardino Counties and include RTA’s newest generation of express buses. Dial -A-Ride is an origin to destination reservation transportation service for seniors and persons with disabilities. Dial-A-Ride vehicles travel to areas within three-quarters of a mile of an RTA local fixed-route.

Figure 3-21 illustrates the fixed-route transit services. In 2017, RTA provides five fixed routes that operate within and through the City on most major roadways. Adequate connectivity exists on most major roadways in the east -west and north -south directions, however, deficiencies exist on Van Buren Boulevard from Limonite Avenue to the northwestern City limits, Bellegrave Avenue from the western City limits to Mission Boulevard, Jurupa Road from Van Buren Boulevard to Mission Boulevard, Camino Real from Mission Boulevard to Limonite Ave nue, and Etiwanda Avenue from Jurupa Road to the northern City limits.

Figure 3-20: Metrolink station in Jurupa
Valley

Mobility
Jurupa Valley General Plan, 2017 Page 3-55

Figure 3-21: Transit routes and commuter rail
Jurupa Valley General Plan

Commuter rail service through the City of Jurupa Valley is provided by Metrolink and is illustrated in Figure 3 -22. The Jurupa Valley/ Pedley Metrolink Station is located on Pedley Road in Jurupa Valley and connects to the Riverside-Downtown station to the east and the East Ontario station to the west. RTA fixed Route 29 provides a transit connection to the Pedley Metrolink S tation. The Pedley Metrolink Station is served by Metrolink’s Riverside Line, which provides rail service from Riverside to Downtown Los Angeles.

Public Transit Policies and Programs
Policies
ME 5.1. Transit Funding . Support transit operator efforts to maximize revenue sources for short - and long- range
transit needs, including the operators’ use of federal
grants, state enabling legislation, and fare box revenue, and other appropriate funding sources. This can be
Jurupa Valley/
Pedley Station
Figure 3-22: Metrolink commuter rail system
Mobility
Jurupa Valley General Plan, 2017 Page 3-57
accomplished through the Riverside County Transporta -
tion Commission (RCTC) and development of Short - and
Long-Range Transit Plans.

ME 5.2 Transit Usage . Support transit operators' programs to foster transit usage.

ME 5.3 “Clean” Transit. Demand that local and regional public transit providers operate and maintain fleet vehicles so as to not generate significant noise and air quality
impacts.

ME 5.4 Paratransit Service. Support appropriate and cost - effective transit services for seniors, disabled persons and those who are unable to drive motor vehicles by
coordinating with regional transit providers, non -profit service providers, private services, and community -
based services.

ME 5.5 Transit Right-of-Way. Reserve sufficient right -of-way to plan for and accommodate public transit service.

ME 5.6 Town Centers. Incorporate the potential for public transit service in the design of developments that are
identified as major trip attractions (i.e., town centers, tourist attractions and employment centers.

ME 5.7 Street Design for Transit . Design the physical layout of major streets and collector highways to facilitate transit operations. Locations of bus turnouts and other transit features should be considered.

ME 5.8 Transit Oriented Development . Consider offering developer incentives to locate new development near
transit-oriented areas such as town centers, mixed use areas or along a designated transit corridor near a transit station. Incentives could include density bonuses,
parking reductions or fast -track development review
and/or permit processing.

ME 5.9 Public Transit Planning . Encourage public transit development and expanded use through higher densities
where appropriate, innovative street and building
design, street improvements, and right -of-way
dedication.

ME 5.10 Transit Centers and Park -N-Rides. Encourage the development of transit centers and park -n-rides for use by all transit operators, including development of multi- modal facilities.

ME 5.11 Bus Shelters. Coordinate with transit operators to ensure that bus shelters are provided along and/or near all
transit routes, whenever feasible. New develop ments
may be required to provide bus shelters due to existing

or future planned transit routes, even if demand for
pedestrian facilities are not immediately warranted.

ME 5.12 Accessible Transit . Require bicycle, pedestrian and wheelchair access to all transit facilities and maintain bicycle, pedestrian and wheelchair facilities so that they are safe, attractive and well lit.

ME 5.13 Metrolink Facilities and Services . Encourage continued improvements to the Jurupa Valley/Pedley Metrolink
Station facilities and services.

ME 5.14 Linkage. Design and improve street and trails to link all transportation modes, including public transit, with the Metrolink station, park-n-ride facilities and other transit centers.

Programs
ME 5.1.1 Transit Shelters . Work with RTA to identify shelter options to ensure adequate safety and comfort for
transit users and encourage RTA to provide bus shelters at all bus stops along Limonite, Mission, and Jurupa
Road.

ME 5.1.2 Public Transit Plan. Work with RTA and other transit agencies to prepare a Public Transit Plan for Jurupa
Valley. The Plan shall address existing and future public transit needs, opportunities and constraints, and shall integrate the following transit planning principles:

1. Public transit shall have high priority on major and secondary City streets. Where appropriate, transit
vehicles should have higher priority than private
vehicles.

2. Technology should be applied to increase average
speeds of transit vehicles, where appropriate.

3. Transit stops should be easily accessible, with safe and convenient crossing opportunities.

4. Transit stops should be active and attractive public spaces that attract people on a regular basis, at
various times of day, and all days of the week.

5. Transit stops function as community destinations.

The largest stops and stations should be designed to
facilitate programming for a range of community
activities and events.

6. Transit stops should include amenities for passengers waiting to board.

7. Transit stops should provide space for a variety of
amenities in commercial areas, to serve residents,
shoppers, and commuters alike.

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Jurupa Valley General Plan, 2017 Page 3-59

8. Transit stops should be attractive and visible from a distance.

9. Transit stop placement and design influences
accessibility to transit and network operations, and
influences travel behavior/mode choice.

10. Zoning codes, local land use ordinances, and design guidelines around transit stations should encourage
walking and a mix of land uses.

11. Streets that connect neighborhoods to transit
facilities should be especially attractive, comfortable, and safe and inviting for pedestrians and bicyclists.

ME 6 – Freight Movement and Airports
Commercial Trucks
Due to its location relative to major highways and urban centers, Jurupa Valley serves as a major logistics shipping and receiving center for Southern California. Along with that regional role comes significant commercial truck traffic using highway off-ramps and City Streets. This has been part of an important economic stimulus in Jurupa Valley, but has also resulted in significant traffic congestion in certain areas and increased wear and damage to City streets, particularly in areas where logistics and other warehouse and industrial uses are concentrated. Most commercial truck traffic is concentrated in the northwestern and northeastern areas of the City, near the SR 60 corridor, as shown in Figure 3-24.

In 2017, the City does not have designated truck routes, per se.

Based on information received from the City’s Engineering Staff, there are, however, truck restrictions on designated roadways within the City, as shown in Figure 3 -25. The following roadway segments restrict truck access:
• Etiwanda Avenue from Riverside Drive to Bellegrave
Avenue
• Jurupa Road from Camino Real to Valley Way
• Valley Way-Armstrong Road from Jurupa Road to Mission Boulevard
• Holmes Avenue from Wineville Avenue to Etiwanda Avenue • Agate and Pyrite Streets between Galena and Mission
• Sierra Avenue and Armstrong Road adjacent to north City Limits

Figure 3-23: Commercial semi-truck/trailer
in Jurupa Valley
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Jurupa Valley General Plan, 2017 Page 3-60

Figure 3-24: Commercial truck traffic, 2016
Jurupa Valley General Plan
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Jurupa Valley General Plan, 2017 Page 3-61

Figure 3-25: Commercial truck restrictions, 2016
Jurupa Valley General Plan

The efficient movement of goods is vital to the City and Inland Empire’s economy and transportation system safety. The ability of the County to compete domestically and internationally on an economic basis requires an efficient and cost -effective method fo r distributing and receiving products. This can be accomplished through proper planning, design, construction, and maintenance of the regional and local street and highway system. The City's industrial and commercial sectors depend on safe and efficient goods movement.

The City is responsible for maintaining an extensive network of low- volume streets and roads in industrial and semi-rural areas to accommodate the transport and delivery of goods, and to a lesser degree, agricultural products and services. Large trucks are the primary means of transporting such goods and are essential to the intra-regional distribution of consumer products.

Truck routes can provide freight haulers with a network of efficient and least impactful locations for traveling through the City.

Designated truck routes can also protect residential neighborhoods from high volumes of truck traffic, and support connectivi ty with truck routes within the City to regional truck routes and access to freeways provides for an efficient, safe movement of goods. It is generally best practice not to include truck routes within general plans, as these routes may change, and flexibility is needed to allow modifications without requiring a general plan amendment.

Program ME 6.1.2 calls for the City to adopt truck routes separately, subject to City Council approval and modification on an as -needed basis.

The City must follow sound planning principles in determining the location and design of truck routes. Truck routes shall:

1. Be compatible with land use along the route and shall not be located in areas designated by the General Plan for
Residential Use or in town center areas.

2. Be located on primary transportation corridors that provide connectivity to industrial centers and to freeways and that are suitably designed and sized for the intended purpose.

3. Mitigate traffic congestion, noise, engine idling and air pollution.

4. Be located where they would not impact noise- and
vibration-sensitive land uses, including but not limited to schools, public parks and sports fields, convalescent
facilities, libraries and medical facilities.

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Jurupa Valley General Plan, 2017 Page 3-63
Freight Trains
Commercial rail operations, while not as prevalent as they once were, are still common in Jurupa Valley. The Union Pacific (UP) and the Burlington Northern Santa Fe (BNSF) Railroads provide freight service in Riverside County, connecting the County with ma jor markets within California and other destinations north and east. A railroad spur track traverses several large areas of Jurupa Valley and still provides valuable railroad access for a wide variety of commercial and industrial uses, there reducing depe ndence on trucking and air transport. With the increase of residential development in Jurupa Valley, railroad compatibility with adjacent uses is a key land use issue. Stack and rail noise, vibration and the potential for derailing calls for special planning and design considerations where development is proposed adjacent to or near railroads.

Airports
Local Aviation Facilities
The historic Flabob Airport and the nearby Riverside Municipal Airports serve primarily local commuter and recreational flying needs, and are part of the City’s wider community assets and recreation opportunities. In addition, the airports can help meet emergency operation needs for law enforcement agencies and provide a valuable educational and training resource.

The availability of general aviation facilities and services that meet the needs of the residents is an important component of the City ’s transportation system. To meet these needs, the City must coordinate Flabob Airport plans and land use with aviation planning Figure 3-26: Union Pacific freight
locomotive
Figure 3-27: Historic Flabob Airport
Figure 3-28: Historic airliner, Flabob Airport

conducted by the s tate, the West Riverside Airport Land Use Commission and other local agencies related to transportation, land use, and financing. It is necessary for the City to encourage retention of Flabob Airport for general aviation and emergency purposes, and to prot ect airports from encroachment of future development within areas that would be subject to extreme noise from aircraft as defined in the Noise Element.

Regional Aviation Facilities
There are five major commercial airports in southern California available to Jurupa Valley residents for passenger service: Ontario International Airport, John Wayne Airport (Orange County), Los Angeles International Airport, Palm Springs International Airport, and Lindbergh Field (City of San Diego). In addition to these regional airport facilities, the March Inland Port/Air Reserve Base is located in the City of Riverside along Interstate 215 near Perris. This airport provides regional air cargo service and also continues to function as a U.S. Air Force Reserve Base.

Freight Movement and Airports Policies and
Programs
Commercial Trucks
Policies
ME 6.1 Commercial Truck Roadway Standards. Implement
commercial truck roadway standards, where practicable,
to accommodate large trucks where extensive truck
travel involving regional movement of bulk goods is
anticipated.

ME 6.2 Freight Rail System. Support continued operation of the regional freight rail system, which offers safe,
convenient, and economical transport of commodities.

ME 6.3 Rail Separation. Support provisions to physically separate heavily traveled rail lines from heavily traveled streets and roads.

ME 6.4 Intermodal Freight Facilities. Encourage intermodal freight facilities and a shift of a portion of the goods previously moved by trucks onto the rail freight system.

Programs
ME 6.1.1 Identify Street Improvements. Identify and where feasible, help Implement street and highway improve -
ments and maintenance projects to provide convenient
and economical goods movement, particularly where
heavy commercial truck traffic or congestion exists.

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Jurupa Valley General Plan, 2017 Page 3-65
ME 6.1.2 Establish Truck Routes. Study commercial truck movements and operations in the City and establish
weight-restricted truck routes away from noise-sensitive areas, where feasible.

ME 6.1.3 Implement Truck Routes. Limit truck traffic in residential and commercial areas to designated truck routes; limit
construction and commercial truck through - traffic to
designated routes; and include truck routes on City’s
Master Plan of Streets and Trails.

Railroad Freight Movement
Policies
ME 6.5 Railroad Buffers. Require sufficient buffers and physical safety barriers between railroad tracks and new noise - sensitive development, such as residential uses, schools, and public facilities.

ME 6.6 Grade Separations and Crossings . As resources allow, support construction of grade separations and crossings; or reconstruct existing grade separations and crossings as necessary for the smooth flow of traffic within the
City, consistent with plans developed by the Western
Riverside Council of Governments (WRCOG) and other
responsible agencies.

ME 6.7 Rails-To-Trails. Reserve, where warranted, the
repurposing of abandoned rail right - of-ways for public trail use or for alternative transportation purposes.

ME 6.8 Transit Center Dedications . Dedicate right -of-way and land for future transit centers in town centers and major activity areas (high concentrations of employment and
residential uses) and away from noise-sensitive and land uses.

Airports
Policies
ME 6.9 Interagency Coordination. Promote coordinated long - range planning between the City, County of Riverside,
Airport Land Use Commission, Flabob airport authorities, businesses and the public to meet City, County and the
region's aviation needs.

ME 6.10 Airport Land Use Planning . Apply a variety of land use planning techniques to maintain the viability of Flabob airport. (See Land Use Element, Flabob and Riverside
Municipal Airports Overlay)

ME 6.11 Noise Reduction Measures. Encourage the use of noise- reducing flight procedures for airplanes and helicopters, such as maintaining flight altitudes or using take -off, landing and general flight patterns that avoid noise -
sensitive neighborhoods to the extent permitted by
Federal Aviation Administration regulations.

ME 7 – Scenic Corridors, Street Character, and
Design
Streets, sidewalks, streetlights and other aspects of a city’s transportation network have a major, if not dominant influence on the appearance and “feel” of a community. As a young city, Jurupa Valley still retains much of the visual character of a smaller, slower- paced rural community. Moreover, the community is blessed with outstanding views of nearby mountains and Santa Ana River plain.

There is deep and abiding community support for preserving Jurupa Valley’s semi-rural, equestrian -oriented character. Consequently, the City’s transportation facilities should be designed to enhance these qualities for the enjoyment of residents, visitors and for generations to come.

Many streets and highways in Jurupa Valley provide outstanding views of its scenic resources. Enhancing aesthetic experiences for residents and visitors to the County has a significant role in promoting tourism, which is important to the City's overall economic future. Due to the visual significance of some of these areas, several roadways have been officially recognized as either state or county designated or eligible scenic highways. Enhance ment and preservation of the City’s scenic streets and byways will require careful application of scenic highway standards along designated scenic routes. The roadways designated as Local Scenic Corridors are shown in Figure 3-30.

Policies that seek to protect and maintain resources along Scenic Corridors are incorporated into this section. Also refer to policies outlined in Section 4 – Conservation and Open Space Element and Section 2 – Land Use Element (Scenic Corridors subsection).

Figure 3-29: Jurupa Valley vista
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Jurupa Valley General Plan, 2017 Page 3-67

Figure 3-30: Scenic corridors

Jurupa Valley General Plan

Scenic Corridors, Street Character and Design
Goals, Policies and Programs
Scenic Corridors
Policies
ME 7.1 Scenic Corridor Preservation . Protect and where possible, enhance views of important scenic resources
from highways, streets and roads designated as local
scenic corridors, in accordance with City policies.

ME 7.2 Development along Scenic Corridors. Public and Private development along and within local scenic corridors shall comply with the following:

1. Public and private development projects, including
noise walls , shall not wall off scenic roadways or
block views of scenic resources, such as Santa Ana
River or the Jurupa Mountains.

2. Development projects, including signs, visible from
and located 500 feet of scenic roadways shall be
considered “sensitive” and require architectural
review.

3. As part of the city's environmental review process,
blocking views along scenic roadways should be
considered a significant environmental impact.

4. Signs along scenic roadways should not obstruct or
detract from scenic vistas or views.

5. Streetlights should be low scale and focus light at
intersections where it is needed most. Tall light
standards should be avoided. Street lighting should
be integrated with other street furniture at locations
where views are least disturbed.

ME 7.3 Public Equipment and Facilities. The City and other agencies should locate and design utility and circulation- related equipment and facilities to avoid blocking or
cluttering views of scenic resources from scenic
roadways, consistent with the following standards:

1. Whenever possible, signs in the public right -of-way should be consolidated onto a single low -profile
standard.

2. Public utilities along scenic highways should be
installed underground.

3. The placement and design of fencing, walls,
landscaping and street trees should not block views
of scenic resources from Scenic Routes. Clustering of
street trees along scenic roadways should be
considered as an alternative to uniform spacing.

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Jurupa Valley General Plan, 2017 Page 3-69

4. Traffic signals with long mast arms should be
discouraged along scenic roadways.

ME 7.4 Creation of Scenic Highways. The City will encourage the creation of state-designated (Caltrans) Scenic Highways within Jurupa Valley and adjoining Riverside, San
Bernardino and Orange County areas when:

1. Reviewing draft county general plan elements or
major revisions to them.

2. Reviewing changes to the Regional Transportation
Plan (RTP) as a member agency of the Southern
California Association of Governments (SCAG).

3. Reviewing development projects that are referred to
the city by state or county agencies and that are
located along locally designated scenic routes.

ME 7.5 Offramps and Signs . Highway and expressway on - and off-ramps shall be designed and maintained to create
clean and attractive community gateways and to
complement scenic vistas and/or corridors. Highway and
street-oriented signs, including billboard signs, electronic reader board signs and other large, attention -getting
devices shall require special City Council exceptions
along scenic corridors.

ME 7.6 Maintenance Priority . Consider prioritizing Scenic Corridors for street maintenance, repairs and improve - ments and encourage other agencies responsible for
road maintenance or improvements in Jurupa Valley to
do the same.

Transportation System Landscaping
Landscaping plays an important role in the aesthetics and noise mitigation of highways and major streets. Landscaping softens the otherwise harsh visual impacts that a roadway can create and can be used as a buffer to protect noise sensitive areas such as residential properties.

Policies
ME 7.7 Highway Landscaping. Encourage Caltrans to install and maintain landscaping and other mitigation elements
along freeways and highways, especially when they are
adjacent to existing residential or other noise sensitive uses.

ME 7.8 Use of Native Plants and Recycled Water. Encourage the use of drought -tolerant California native plants and the use of recycled water for roadway landscaping.

ME 7.9 Landscape Buffers. Require parking areas of all commercial and industrial land uses that abut residential areas to be buffered and shielded by adequate
landscaping and/or other effective visual screens.

ME 8 – System Operation, Maintenance, and
Funding
It’s becoming clear that cities cannot simply build more highways or widen streets in hopes of solving all traffic safety and congestion problems. Innovative transportation solutions will be key in managing Jurupa Valley’s circulation needs while addressing economic and environmental factors. One of Jurupa Valley’s key transportation strategies is to design, improve and maintain its transportation systems for cost efficiency based on City Council and community priorities. The following goals, policies and programs help guide that process and identify community priorities.

Transportation comprises a significant part of any city’s planning, operations and capital improvement program. Cities must prioritize resources to meet a wide range of community transportation needs, and safety, convenience, cost and maintenance are all issues that must be considered when a system is created. Rights -of-way need to be dedicated or otherwise acquired, typically as a condition of new development, to allow sufficient room to accommodate landscaping, utilities, pedestrian, equestrian (where appropriate) and bicycle facilities, and to accommodate eventual widening if needed for long-term traffic growth. A consistent and uniform street network that meets the needs of current and future residents can be accomplished by implementing a functional classification system as shown in Figure 3 -5 (page 3-16), with rig
ht -of-way and design
standards and by identifying needed roadway improvements.

System Funding
One of the most important considerations to achieve a viable multi- modal transportation system is financing. Funding priorities must be developed, and innovative financing must be designed, to ensure that the transportation system is implemented. Discretionary roadway improvement funds should be allocated to enhance mobility and promote convenient, safe, and efficient transport of people, goods and materials. This can be accomplished through continued development of a “Transportation Improvement
Program” for local road and bridge improvements and the City's participation in voter- approved local tax measures and Regional Transportation Plans that meet state and federal guidelines.

Investment in, preservation of and expansion of the existing freeway and street network is critical to the provision of a viable Figure 3-31: City entry monument
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Jurupa Valley General Plan, 2017 Page 3-71
transportation system necessary to sustain a healthy local economy.

Innovative options, such as the application of "toll -way fares," should be explored as a means of controlling demand in critical corridors. The City and Riverside County must consider thes e and other innovative funding mechanisms to ensure that the future transportation system is financially supported and can be adequately maintained.

Transportation Demand Management
Transportation demand management (TDM) strategies reduce dependence on the single -occupant vehicle, increase the ability of the existing transportation system to carry more people, and enhance mobility along congested corridors. A reduction in peak hour trips, overall roadway congestion, and improved air quality can be achieved through the implementation of TDM strategies.

Examples of these strategies include telecommuting, flexible work hours, and electronic commerce that enables people to work and shop from home.

As the City continues to grow, transportation demand management and systems management will be necessary to preserve and increase available roadway “ capacity.” Level of Service (LOS) standards are used to assess the performance of a street or highway system and the capacity of a roadway. An important goal when planning local transportation system is to maintain acceptable levels of service along local streets an d at intersections, and while encouraging the California Department of Transportation (Caltrans), County of Riverside and the Southern California Association of Governments (SCAG) to determine future infra structure needs for federal and state highways.

According to the Southern California Association of Governments (SCAG), vanpools will become more prevalent for short -to-medium range commute trips, and will supplement the traditional long - distance usage. Park -n-ride facilities and carpooling will also continue to be a significant link between highway and transit modes.

In the last decade, the region's number of trips and amount of travel have grown at a much faster rate than the population growth. TDM strategies are designed to counter this trend. The reg ion cannot build its way out of congestion; it has neither the financial resources nor the willingness to bear the environmental impacts of such a strategy. TDM is one of the many approaches that will be used to maintain mobility and access as the region c ontinues to grow and prosper. The County has established TDM Guidelines to reduce single occupant motor vehicle trips during peak hours and modify the vehicular demand for travel to increase the ability of the existing system to carry more people; the City may choose to adopt similar guidelines.

Driveways and System Access
Driveways and other local street access connections (driveways, freeway off-ramps and private roads) to the City's roadway system must be planned, constructed, and maintained in a manner that is consistent with the basic mobility and safety needs of the st reet classification to which access is being provided. For instance, streets intended to carry large volumes of traffic at high speeds should have minimal access points to reduce vehicular conflicts. Access points that are carefully located on a property c an reduce the levels of conflict that can affect vehicular and non- vehicular traffic. The uniform application of access standards for the street system will contribute to its successful operation.

System Access
Policies
ME 8.1 Dedicated Access . All developments shall provide dedicated and recorded public access, except as
provided for under the statutes of the State of California.

ME 8.2 Driveway Location and Number . Limit driveway
locations and/or number based upon the street's
General Plan classification and function. Driveways shall be located a sufficient distance away from major
intersections and designed to allow for safe, efficient operation and minimize traffic conflicts.

ME 8.3 Driveways along Highways. Discourage driveways taken directly off General Plan designated highways. Access
may be permitted off of General Plan designated
highways only if such access poses no traffic hazards or impacts to local streets.

ME 8.4 Common Access Driveways. Provide common access via shared driveways and/or reciprocal access easements
whenever access must be taken directly off a General
Plan designated arterial street or highway. Parcels on
opposite sides of a highway shall have access points
located directly opposite each other, whenever possible, to allow for future street intersections and increased
safety.

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Jurupa Valley General Plan, 2017 Page 3-73
Design, Construction and Maintenance
Policies
ME 8.5 City Standards. Design, construct, and maintain streets as specified in the City Street Improvement Standards
and Engineering Specifications.

ME 8.6 Facilities Maintenance. Maintain the transportation network while providing for future expansion and
improvement based on travel demand and the
development of alternative travel modes.

ME 8.7 Design Guidelines. Develop and implement street and intersection design guidelines and update City
Engineering Standards for consistency with the design
guidelines.

ME 8.8 Residential Neighborhood Streets. Streets in residential neighborhoods shall be designed to enhance and be
compatible with neighborhood character, circulation
patterns and modal choices and to provide safe access to neighborhood-serving commercial uses, schools,
churches, parks and recreational areas.

ME 8.9 Equestrian Streets. In the Equestrian Lifestyle Protection Overlay, local residential streets shall also serve as
equestrian routes for the entire right- of-way width and shall be posted to require motor vehicles to yield to
equestrians.

ME 8.10 Right-of-Way Improvements. Developers shall be responsible for right -of-way dedication and improve -
ments that provide access to and enhance new develop-
ments. Improvements include street construction or
widening, new paving, frontage improvements like curb,
gutter, sidewalks, street trees, trails and parkways,
installation of traffic signals, pavement markings and
annunciators, and other facilities needed for the safe and efficient movement of pedestrians, bicyclists,
equestrians, and motor vehicles.

ME 8.11 Street Design for Heavy Trucks. Design interior collector street systems for commercial and industrial subdivisions to accommodate the movement of heavy trucks.

ME 8.12 Heavy Truck Restrictions in Residential Neighborhoods.

Restrict heavy truck through -traffic and parking in
residential and town center areas and plan land uses so that trucks do not need to traverse these areas.

ME 8.13 Off-Street Loading Facilities. Design off- street loading facilities for new commercial and industrial develop -
ments so that they do not face surrounding roadways or

residential neighborhoods. Truck backing and
maneuvering to access loading areas shall not be
permitted on public streets, except when specifically
permitted by the City Engineer.

ME 8.14 Driveway Access. Locate and design commercial and industrial land uses so that they take driveway access
from streets with a General Plan classification of arterial or greater, and limit the number of such commercial
access points by encouraging shared access. Exceptions
may be considered for isolated convenience commercial
uses, such as standalone convenience stores or gas
stations. Industrial or business park type developments may be served via an internal network of Industrial
Collector streets.

ME 8.15 Intersection Design. Design street intersections, where appropriate, to ensure the safe, efficient passage of
pedestrians, bicyclists, equestrians and vehicles.

ME 8.16 Roadway Design. Design curves and grades to permit safe movement of vehicular traffic at the road's target speed. Target speed should be consistent with and
complement the character of the adjacent area.

ME 8.17 Sight Distance. Provide adequate sight distances for safe pedestrian, equestrian and vehicular movement at all
intersections.

ME 8.18 Additional Right -of-Way. Require additional right -of- way or easements where needed for utilities, noise
mitigation, trails, bikeways, street trees, slope
landscaping or stabilization, or drainage facilities.

ME 8.19 Right-of-Way Alignment. Align right-of-way dedications with existing dedications along adjacent parcels and
maintain widths consistent with the ultimate design
standard of the road, including required turning lanes.

ME 8.20 Pass-Through Traffic. To the maximum extent feasible, design and maintain roadways to direct “pass through”
traffic to use Regional Routes and Highways, Highway
Arterials, and Parkways, not Arterials, Collectors or Local streets.

ME 8.21 Traffic Calming. Consider using innovative traffic - calming techniques, such as roundabouts, road “diets”,
raised cross walks, stop signs, speed tables, bulbouts, planters, textured street paving, curbside parking, offset intersections and other traffic control measures
designed to slow traffic speeds where appropriate to
reduce speed and increase safety.

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Jurupa Valley General Plan, 2017 Page 3-75
ME 8.22 Emergency Response Routes. Provide a street network with quick and efficient routes for emergency vehicles, meeting necessary street widths, turn -around radii and other factors as determined by the City Engineer in
consultation with emergency responders.

ME 8.23 On-Street Parking. Design and manage on -street parking, where appropriate, to reduce traffic congestion, meet parking needs and improve pedestrian and
equestrian safety.

ME 8.24 Off-Street Parking. Design off-street parking facilities to support and enhance the concept of walkable and
transit-oriented communities by including separated
walkways, bicycle and motorcycle parking, landscaping
including trees with overhead canopies, shielded down
lighting for safety and other amenities, as appropriate.

ME 8.25 Street and Highway Widening or Extensions. Evaluate proposed street and highway extensions or widening
projects for potential noise, air quality and aesthetic impacts on existing and future land uses. Require that
the effects of truck routes, speed limits, and motor
vehicle volumes on noise levels are evaluated and
mitigated during the environmental review process.

ME 8.26 Transportation Noise. Control transportation noise and speeds through proper roadway design and coordination
of truck and vehicle routing and speed.

ME 8.27 Wildlife Corridors. Design roadways to accommodate wildlife crossings or established corridors whenever
necessary and physically feasible.

ME 8.28 Dirt Roads. Identify dirt roads serving residential areas that may be impacted by traffic from new developments
and design new developments to discourage traffic from
using existing dirt roads. When this is unavoidable,
require that new developments participate in th e
improvement of the affected dirt roads.

ME 8.29 TDM in Development Review. Encourage on -site
features in all new non -residential developments that
support Transportation Demand Management (TDM).

Potential features may include preferred rideshare
parking, car sharing vehicles, on -site food service and exercise facilities.

Regional Coordination
Policies
ME 8.30 Interagency Coordination. Coordinate with transporta- tion planning, programming and implementation
agencies such as Caltrans, Southern California
Association of Governments, Riverside County
Transportation Commission, Western Riverside Council
of Governments, and the cities adjac ent to the City of Jurupa Valley on various studies relating to freeway
design, high occupancy vehicle/high occupancy toll lanes and transportation corridor planning, con struction, and improvement.

ME 8.31 Joint Funding and Improvements . Partner with
government agencies and authorities to secure funding
and encourage transportation corridor improvements
between Jurupa Valley and Los Angeles, Orange, and San
Bernardino counties.

System Funding
Policies
ME 8.32 Balanced Funding. Implement a mobility plan that balances transportation facility needs with City fiscal capabilities. Supplement City funding with grant funding whenever possible.

ME 8.33 Spread Costs. Develop funding tools that help equitably spread costs of transportation system improvements
among the users of the systems, including developers,
property owners, community service districts, special
districts, city and county, state and federal agencies.

ME 8.34 Funding Tools. Use annexations, redevelopment
agreements, tax- increment financing, revenue -sharing
agreements, tax allocation agreements and/or the CEQA
process as tools to ensure that new development pays a
fair share of costs to provide local and regional
transportation improvements and to mitigate
cumulative traffic impacts.

ME 8.35 Capital Improvement Program . Prepare a multi- year Capital Improvement Program (CIP) that establishes
improvement priorities and scheduling for transporta-
tion project construction over a period from 5 to
10 years. The CIP will be reviewed and updated annually.

ME 8.36 Regional Traffic Mitigation Fees . Participate in the establishment of regional traffic mitigation fees and/or road and bridge benefits districts to be assessed on new Mobility
Jurupa Valley General Plan, 2017 Page 3-77
development. The fees shall cover a reasonable share of the costs of providing local and subregional transporta- tion improvements needed for serving new develop -
ment.

Environmental Considerations
Policies
ME 8.37 Tree Preservation in Rights -of-Way. Preserve mature trees with street or highway rights -of-way that are
identified as superior examples of California native
species or naturalized tree species.

ME 8.38 Flood Protection. Provide all roadways located within identified flood areas with adequate flood control
measures and locate roadways outside identified flood
plains whenever possible.

ME 8.39 Impact Mitigation. Control dust and mitigate other environmental impacts during all stages of roadway
maintenance, repair or construction.

ME 8.40 Noise Mitigation. Protect residents from transportation generated noise hazards through the use of increased
setbacks, landscaped berms, walls or other sound
absorbing barriers, or a combination of these measures
along freeways, expressways, and four-lane highways to
protect adjacent noise -sensitive land uses from traffic - and rail-generated noise impacts.

ME 8.41 Habitat Conservation Planning . Incorporate specific requirements of the Western Riverside County Multiple
Species Habitat Conservation Plan into transportation
plans and development proposals.

ME 8.42 Habitat Protection. Avoid disturbance of plant and animal communities, wildlife corridors and biotic
resource areas when identifying alignments for new
roadways, or for improvements to existing roadways and
other transportation system improvements.

ME 8.43 Hazardous Materials Transport. Review and monitor proposals for expansion of pipelines and surface routes for the transport of suitable products and materials, and require mitigation of environmental impacts. In
particular, require mitigation of the potential for
hazardous chemical or gas leakage and explosion.

ME 8.44 Air Quality. Incorporate specific requirements of the General Plan Air Quality Element into transportation
plans and development proposals where applicable.