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4-8 | MoVal 2040 GENERAL PLAN
DRAFT
Air Installation Compatible Use Zones Study. In
addition, the Department of Defense (DoD) requirements applicable to Clear Zones and accident potential zones are outlined in Department of Defense Instruction, DODI 4165.57 1977 and DODI 4165.57
2011. While the existing segment of Heacock Street
in the Clear Zone meets the exceptions for both the
1977 and 2011 DoD guidance (DODI 4165.57 1977
and DODI 4165.57 2011), any future improvements of
the street segment in the Clear Zone may be constrained given the previous stated requirements. The City will coordinate any future plans for the segment
of Heacock Street within the Clear Zone with both
the March Air Reserve Base and the Airport Land
Use Commission and consider applicable DoD
guidance. In addition, in order to ensure consistency with future MARB and ALUC land use plans, Policy C.2-13 specifies that the City will coordinate
with March Air Reserve Base and Airport Land
Use Commission staff to ensure that Heacock Street
within the Clear Zone is consistent with future land
use plans adopted by the March Air Reserve Base
and/or the Airport Land Use Commission.
Planned Improvements
An efficient circulation system ensures that Moreno
Valley residents can choose the transportation mode
that works best for the trip they want to take; that
improvements to bicycle and pedestrian systems
conform to national standards; that residents are not
unduly delayed due to traffic congestion; that emergency vehicles can reach emergencies in as little time as possible; and that greenhouse gases are not being
generated by unnecessary car trips. An array of major
roadway improvement projects underway or planned
are listed below. This is not an exhaustive list of all improvement projects identified in the Circulation
Diagram, but highlights significant local improvement projects critical to the City’s success. ◆ Eucalyptus Avenue Extension – Eucalyptus Avenue
is the existing connection between Redlands
Boulevard and World Logistics Parkway. The
planned changes include the construction of three
through lanes (two lanes in the westbound direction and one lane in the eastbound direction), the addition of medians, left-turn pockets, dedicated
right-turn lanes, drainage improvements, landscaping, sidewalks, and minimum Class II bike lanes. If roadway right-of-way allows, or through
innovative roadway design solutions, prioritize the
implementation of Class IV separated bikeways
over Class II bicycle lanes.
◆ Widening of Alessandro Boulevard – Alessandro
Boulevard is planned to be widened from two to
four lanes between Nason Street and Redlands
Boulevard and then approximately a half mile east
of Redlands Boulevard to Gilman Springs Road,
a project over five miles long. The improvements
include medians, traffic signals, channelization,
left-turn pockets, dedicated right-turn lanes,
drainage, landscaping, sidewalks, bike lanes, and
trails.
◆ Widening of Gilman Springs Road – Gilman Springs
Road is planned to be widened from two to six
lanes between SR 60 and Alessandro Boulevard,
a project over five miles long. The improvements
include medians, traffic signals, channelization,
left-turn pockets, dedicated right-turn lanes,
drainage, landscaping, sidewalks, and bike lanes.
◆ Gilman Springs Interchange Improvement – The
Gilman Springs Road/SR 60 interchange
improvement plans include the realignment of
Gilman Springs Road and the removal of the
existing eastbound and westbound ramps. The
plans include widening the overcrossing from
two to six through lanes, the westbound exit
ramp from one to two lanes and then to three
lanes at the arterial, and the westbound loop and
eastbound on-ramps from one lane to two lanes
with a HOV (High-Occupancy Vehicle) lane. The
improvements also include the addition of an auxiliary lane to the west of the interchange. ◆ SR 60 Interchange Improvements – Interchange
improvements are proposed, in design and/or
going to construction at Redlands Boulevard and
World Logistics Center Parkway.
Goal C-2: Plan, design, construct,
and maintain a local
transportation network that
provides safe and efficient
access throughout the city
and optimizes travel by all
modes.
POLICIES
C.2-1: Design, plan, maintain, and operate
streets using Complete Streets principles
for all types of transportation projects,
including design, planning, construction,
maintenance, and operations of new and
existing streets and facilities. Encourage
street connectivity that aims to create a
comprehensive, integrated, connected
network for all modes.
C.2-2: Implement a layered network approach
by prioritizing conflicting modes, such
as trucks and bicyclists, on alternative
parallel routes to provide safe facilities for
each mode.
C.2-3: Work to eliminate traffic-related fatalities
and severe injury collisions by developing
a transportation system that prioritizes
human life on the roadway network.
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DRAFT
C.2-4: Space Collectors between higher
classification roadways within
development areas at appropriate onequarter mile intervals.
C.2-5: Prohibit points of access from conflicting
with other existing or planned access
points. Require points of access to
roadways to be separated sufficiently to
maintain capacity, efficiency, and safety of
the traffic flow.
C.2-6: Wherever possible, minimize the
frequency of access points along streets by
the consolidation of access points between
adjacent properties on all circulation
element streets, excluding collectors.
C.2-7: Plan access and circulation of each
development project to accommodate
vehicles (including emergency vehicles and
trash trucks), pedestrians, and bicycles.
C.2-8: Require subdivision and parcel
map improvements, including street
improvements, to be constructed in
accordance with the City’s subdivision
Ordinance and Engineering Standards, as
determined by the City Engineer.
C.2-9: Require connectivity and accessibility to
a mix of land uses that meets residents’
daily needs within walking distance.
Typically, this means creating walkable
neighborhoods with block lengths between
330 feet and 660 feet, based on divisions of
the square mile grid on which the City is
laid out.
C.2-10: Ensure that Complete Streets applications
integrate the neighborhood and
community identity into the street design
and retrofits. This can include special
provisions for pedestrians and bicycles
that complement the context of each
community.
C.2-11: Incorporate traffic calming design into
local and collector streets to promote safer
streets.
C.2-12: Recognize the need for modified sidewalk
standards for local and collector roads
within low density areas to reflect the rural
character of those areas.
C.2-13: The City will coordinate with MARB
and ALUC staff to ensure that Heacock
Street within the Clear Zone is consistent
with future land use plans adopted by
the March Air Reserve Base and/or the
Airport Land Use Commission.
ACTIONS
C.2-A: Update Standard Plan cross-sections
consistent with best practices and to
address new cross-sections adopted in
the Circulation Diagram (Neighborhood
Collector and Mixed-Use Boulevard).
C.2-B: Invest in critical infrastructure and
implement pilot programs to leverage new
transportation technology.
C.2-C: Establish uniform, transparent and
anonymized data-sharing to assist
mobility informed decision-making while
maintaining people’s privacy.
C.2-D: As new transportation technologies and
mobility services, including connected
and autonomous vehicles, electric
vehicles, electric bicycles and scooters,
and transportation network companies
(e.g., Uber and Lyft) are used by the
public, review and update City policies
and plans to maximize the benefit to the
public of such technologies and services
without adversely affecting the City’s
transportation network. Updates to the
City’s policies and plans may cover topics
such as electric vehicle charging stations,
curb space management, changes in
parking supply requirements, shared
parking, electric scooter use policies, etc.
C.2-E: Research best management practices
for new designs, improvements, and
infrastructure upgrades such as
Autonomous Vehicle (AV) sensors in the
roadway and lane striping to promote
safety, smart infrastructure that can
communicate with vehicles and vice
versa, and in road electrification of
vehicles. Consider developing standards to
designate AV parking areas separate from
standard parking areas, where AVs have
the ability to stack park when not in use.
2296
4-10 | MoVal 2040 GENERAL PLAN
DRAFT
Efficient Circulation
Within the planning horizon of the General Plan,
automobiles are expected to remain the dominant
mode of transportation. Moreno Valley residents have
expressed concerns with vehicular congestion on the
City’s roadways. For these reasons, ensuring smooth
vehicular circulation will continue to be an important
effort for the foreseeable future in Moreno Valley.
LEVEL OF SERVICE (LOS) AND
VEHICLE MILES TRAVELED (VMT)
Level of Service (LOS)
Given Moreno Valley’s overall development pattern
and that the City’s vehicular mode share is anticipated to remain relatively high, Level of Service (LOS) continues to be a useful measure of the
potential localized effects of development and land
use changes on the transportation network and on the
efficiency of vehicular travel. Thus, LOS continues as
an important measure of mobility in Moreno Valley
even as the General Plan seeks to balance LOS with
other considerations and measures.
LOS represents a qualitative description of the traffic operations experienced by the driver at an intersection or along a roadway segment. It ranges from LOS “A”, with no congestion and little delay, to LOS “F”,
with excessive congestion and delays. Table C-1 provides definitions for different LOS levels.
Table C-1: Level of Service Definitions
LOS DEFINITION
Level of Service A Free-flow travel with freedom to maneuver.
Level of Service B Stable operating conditions, but the presence of other road users causes a
noticeable, though slight, reduction in
convenience, and maneuvering freedom.
Level of Service C Stable operating conditions, but
the operation of individual users is
substantially affected by the interaction
with others in the traffic stream.
Level of Service D High-density, but stable flow. Users may experience restriction in speed and
freedom to maneuver, with poor levels of
convenience.
Level of Service E Operating conditions at or near capacity.
Speeds are reduced to a low but relatively
uniform value. Freedom to maneuver is
difficult with users experiencing frustration
and poor convenience. Unstable operation
is frequent, and minor disturbances
in traffic flow can cause breakdown
conditions.
Level of Service F Forced or breakdown conditions. This condition exists wherever the volume
of traffic exceeds the capacity of the
roadway. Long queues can form behind
these bottleneck points with queued traffic
traveling in a stop-and-go fashion.
COMMUNITY CHARACTER TRADEOFFS
With a commitment to Complete Streets and a
desire to accommodate other users such as pedestrians and bicyclists, it is particularly important that LOS thresholds, which are commonly evaluated to
determine the size and design of the roadway system
or the feasibility of development, are balanced with
other metrics that seek to reduce vehicle travel and
enhance community values. This approach requires
consideration of the following tradeoffs associated
with different LOS thresholds, which ensures that the
policy will represent clear community priorities and
provide specific exceptions when other community
values are considered more important than LOS:
1. Costs – Because LOS policies influence the size
and type of transportation infrastructure investments, maintaining a higher LOS (e.g., LOS A, B, or C) may be an inefficient use of public funds
when considering the cost to build, operate, and
maintain the roadway network.
2. Safety – Higher LOS thresholds are often associated with higher vehicle speeds for peak and non-peak hours, which increases the potential for
and severity of collisions between vehicles and
bicyclists or pedestrians.
3. Alternative Transportation Modes – Traditional
LOS policy measures driver comfort and convenience, which means that considerations for pedestrians or bicyclists using the same facility are
not always incorporated. Transit in Moreno Valley
is also tied directly to standard vehicle LOS.
4. Physical Space – The goal of an efficient transportation network is to increase the capacity for person-trips, not just vehicle-trips. Maintaining a
higher LOS policy typically focuses on using the
public right-of-way or road space to move automobiles through the network instead of people.
5. Air Quality and Greenhouse Gas (GHG) Emissions –
LOS thresholds influence travel speeds and may
induce vehicular travel in the case where driving
is made easier. Cut-through traffic is an example
of induced travel in Moreno Valley. Higher speeds
and induced vehicle travel can both result in
V higher levels of air pollutant and GHG emissions.
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6. Community Character – Achieving LOS thresholds
may require changes to the roadway, such as
road widening, that can influence the character
of neighborhoods by changing the building-tostreet relationship, or by removing opportunities for green infrastructure and wide sidewalks
alongside streets. Some of the proposed mixeduse areas in the General Plan have streets that would need to have additional pedestrian crossings, trees, pedestrian-scaled lighting and other features to enable them to be more comfortable
for pedestrians, rather than widened to accomodate traffic flow.
The policy tradeoffs listed above can be used to make
decisions about LOS thresholds on specific roadways
should the road conditions change during the implementation of this General Plan. When the tradeoffs for meeting the LOS standard conflict with competing goals, City intersections or roadway segments can be exempted from the LOS policy on a case-by-case
basis, as determined by the City Engineer.
Vehicle Miles Traveled (VMT)
Vehicle Miles Traveled (VMT) is the State mandated
performance metric for environmental analyses
pursuant to the California Environmental Quality
Act (CEQA) to describe the overall amount of travel
in the City based on distance and is directly related to fuel consumption, air pollution, and GHG emissions.
VMT is defined as the amount of driving miles generated by a project or plan. It is typically expressed as vehicle miles traveled by resident, employee, or
service population and is used to evaluate transportation or environmental impacts. Although VMT relates specifically to automobiles, it is able to capture the effects of development patterns such as land use
mix and density along with transit, bike, and pedestrian infrastructure improvements by reflecting their impacts on vehicle trip generation and trip lengths.
While the City no longer uses LOS as a CEQA
signicance metric per SB 743, LOS remains a useful
tool for local congestion management and nonCEQA development review. VMT is used to evaluate a project’s environmental impacts related to vehicle
travel and associated GHG emissions.
Efforts to reduce VMT may include locating housing and jobs near transit stations, implementing Transportation Demand Management (TDM)
strategies such as commute trip reduction programs,
transit system improvements, or providing facilities
for modes of transportation other than single-occupant vehicles. Introducing a greater mix of land uses can also reduce VMT in that residents may have
better access to resources and opportunities such as
entertainment, shopping, parks and recreation, and
jobs, thus reducing the length of their trips.
TRANSPORTATION
Moreno Valley is preparing for emerging transportation technologies. A wave of recent advancements has changed the mobility landscape and the City desires
to be prepared for the next wave of unforeseen and
disruptive trends. The following transportation technologies have recently changed mobility options and choices or are anticipated to change future mobility
options.
◆ Transportation Network Companies (TNCs): also
called a ride-hailing service, are companies like
Uber and Lyft that provide on-demand rides for
passengers with mobile apps or websites. TNCs
tend to increase demand for curb space but can
decrease the demand for parking.
◆ Autonomous Vehicles (AVs): are vehicles that are
capable of driving with limited or no human
involvement. There are six levels of autonomy
(0-5) that range from issuing warnings and
momentary interventions with the human driver
to a fully automated machine which requires no
human involvement to operate.
◆ Connected Vehicles (CVs): are vehicles that can
interact with one another and/or with infrastructure. Some CVs can also be autonomous vehicles; however, CVs can be human-operated.
◆ Car sharing services are services that allow
consumers access to a vehicle without owning a
personal car. Car share services typically charge a
monthly or yearly membership fee and an hourly
rate for access to its shared vehicle fleet.
◆ Micromobility: is a combination of emerging
trends including bike share, e-scooters, and
e-bikes.
– Bike Sharing Services: bike sharing services operate like car sharing services in that consumers can rent from a shared bicycle fleet.
– Electric Scooters and Bikes: E-scooters and
e-bikes are powered by an electric motor to
propel riders along streets and up hills.
◆ Microtransit: is defined as a privately-operated
transit system, which in many cases mirrors the
operations of public transit agencies along select
routes. Microtransit operators can be highly flexible, tailoring their operations to match short-term or long-term changes in travel behavior.
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4-12 | MoVal 2040 GENERAL PLAN
DRAFT
Intelligent Transportation Systems (ITS) refers to
a set of tools that facilitates a connected, integrated transportation system. Applications of ITS include
adaptive traffic prioritization signals aimed at congestion management and improving traffic flow, and the collection and dissemination of real-time travel
information such as transit arrivals or traffic incident alerts. Other applications of ITS to be considered
as transportation patterns change and emerging
technologies come online may include connected and
autonomous vehicles and smart city integration.
The City of Moreno Valley currently has an
Advanced Traffic Management System (ATMS) that
allows staff to monitor traffic at strategic locations
throughout the City. The system allows for the transportation system to work more effectively and efficiently by providing the ability to adjust critical traffic signals from the City’s Transportation Management
Center (TMC). These tools allow the City of Moreno
Valley to effectively monitor and address congestion
issues.
In addition, the City’s Intelligent Transportation
System incorporates innovative field infrastructure
including fiber-optic communication media and end
equipment, closed circuit television (CCTV) cameras, permanent Dynamic Message Signs (DMS), advanced transportation controllers, and video and
radar traffic signal detection. The City is able to differentiate between vehicles, bicyclists and pedestrians, helping traffic to flow more efficiently and improving
safety for all road users. The City also has the ability to provide signal priority for buses on heavy transit
corridors.
CURBSIDE MANAGEMENT
Curbside management is a crucial aspect of any
transportation network. The curbside is the public
space in a transportation network “where movement
meets access.” Curb space has traditionally been used
to accommodate private vehicle storage or on-street
parking; however, cities are increasingly recognizing
the need to accommodate demand for curbside use
generated by transit boarding, emergency vehicle
access, Americans with Disabilities Act (ADA) access,
bicycles, bicycle infrastructure, taxis, transportation network companies (TNCs), and delivery vehicles.
The development of a set of curbside management
guidelines could help Moreno Valley balance the
needs of these different curbside users. Examples
of curbside management best practices include the
following:
◆ Collecting data to create a curb use data inventory;
◆ Ensuring that pick-up/drop-off areas are in appropriate locations; ◆ Configuring roadways to ensure that they do not
interfere with bike lanes;
◆ Accounting for loading and parking needs; and
◆ Incorporating “flex spaces” that can allow a curb
space to play many roles (such as loading, parking,
or public space) over time depending on demand.
PARKING
Parking goals and policies reflect both the necessity
of providing for adequate and appropriately located
vehicle and bicycle parking in existing and new development, and priorities related to safety, urban design/ community character, and transportation demand
management. More flexible parking standards for
projects that provide VMT reduction and TDM
measures such as shared parking lots, subsidized
transit passes, or carshare help to reduce development
costs, remove pedestrian barriers, and create a more
pedestrian-friendly and attractive built environment.
Parking requirements are implemented primarily
through the City’s Zoning Ordinance (Moreno Valley
Municipal Code Title 9, Planning and Zoning).
ITS allows the City to monitor different locations
strategically and adjust traffic signals to improve flow.
INTELLIGENT TRANSPORTATION
SYSTEMS (ITS)
Rideshares decrease the need for parking, but increase
the demand for curb space.
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Circulation | 4-13
DRAFT
LOCAL ISSUES: BYPASS TRAFFIC
AND SCHOOL DROP-OFFS/PICK-UPS
Moreno Valley experiences cut-through traffic by
vehicles during peak commute hours on the SR 60
and I-215 freeways. Drivers use City streets to bypass
freeway congestion, thereby creating higher levels
of congestion and greenhouse gas emissions in the
process. Traffic calming measures can improve the
safety of vulnerable users on City streets, such as
older adults and children who may use active modes
of travel, while at the same time reducing the desirability of cut-through traffic on roads with reduced speeds. The City already deploys several well-known
traffic calming measures on applicable street classifications such as speed humps, speed cushions, lane and road diets, and speed feedback signs. The
City can revisit existing traffic calming policies and
other recommended methods by the Institute of
Transportation Engineers (ITE) to strategize for additional discouragement of cut-through traffic.
Congestion related to school drop-offs/pick-ups is an
issue of concern for Moreno Valley residents. The
General Plan includes policies and actions to work
with the two school districts in the City (Moreno
Valley and Val Verde Unified School Districts) to
develop measures that mitigate congestion related to
student drop-off and pick-up. Additionally, the City
will continue to maintain and seek opportunities to
enhance programs such as Safe Routes to School that
promote cycling and walking as healthy, affordable,
and viable transportation options.
EMERGENCY ACCESS
Adequate emergency vehicle access is crucial in terms
of protecting the safety and well-being of Moreno
Valley’s residents. Emergency access to individual
buildings is regulated by the adopted California
Fire Code. Emergency access can also be facilitated
through roadway design standards that allow for
emergency vehicle movement, as well as the identification of evacuation routes should residents need to leave in the event of a disaster. See Chapter 6, Safety, regarding goals and policies related to emergency
access.
C.3-4: Require development projects to complete
traffic impact studies that conduct vehicle
miles traveled analysis and level of service
assessment as appropriate per traffic
impact study guidelines.
C.3-5: Manage freeway bypass traffic
during peak commute hours from SR
60 and I-215 through traffic signal
timing coordination and Intelligent
Transportation Systems (ITS) to limit
impact on City streets.
C.3-6: Require new developments to participate
in the Transportation Uniform Mitigation
Fee Program (TUMF), the Development
Impact Fee Program (DIF) and any other
applicable transportation fee programs
and benefit assessment districts.
C.3-7: Support regional efforts for the
development of a VMT mitigation impact
fee program.
C.3-8: Ensure that new development pays a fair
share of costs to provide local and regional
Speed humps are a common traffic calming measure in
residential areas.
Goal C-3: Manage the City’s
transportation system
to minimize congestion,
improve flow and improve
air quality.
POLICIES
C.3-1: Strive to maintain Level of Service (LOS)
“C” on roadway links, wherever possible,
and LOS “D” in the vicinity of SR 60
and high employment centers. Strive to
maintain LOS “D” at intersections during
peak hours.
C.3-2: Allow for a list of locations to be exempt
from the LOS policy based on right-ofway constraints and goals and values of the community. The City Engineer shall
update the exempted intersections and
roadway segments list periodically to be
included with the traffic impact study
guidelines and adopted by ordinance.
C.3-3: Where new developments would increase
traffic flows beyond the LOS C (or
LOS D, where applicable), require
appropriate and feasible improvement
measures as a condition of approval. Such
measures may include extra right-ofway and improvements to accommodate additional left-turn and right-turn lanes at
intersections, or other improvements.
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4-14 | MoVal 2040 GENERAL PLAN
DRAFT
transportation improvements and to
mitigate cumulative traffic deficiencies and
impacts.
C.3-9: Employ parking management strategies,
such as shared parking in mixed use
areas, on-street residential parking, and
spill-over parking to avoid construction of
unnecessary parking.
C.3-10: Require traffic and parking management
plans for major events to utilize travel
demand management strategies
encouraging transit and other alternatives
to single occupant vehicles to limit the
impact to City Streets.
C.3-11: Implement National Pollutant Discharge
Elimination System Best Management
Practices relating to construction of
roadways to control runoff contamination
from affecting water resources.
C.3-12: Evaluate opportunities to incorporate
new materials, technologies or design
features that improve performance of the
circulation system.
C.3-13: Promote efficient circulation planning at
schools, partnering with the local school
districts to optimize school drop-off/pickups.
ACTIONS
C.3-A: Periodically review and update traffic
impact study guidelines for vehicle miles
traveled and level of service assessment.
C.3-B: Periodically collect traffic count data to
support existing traffic operations and
future infrastructure.
C.3-C: Update the City’s standard roadway
cross-sections and standard plans to reflect
state-of-the-practice in safe and efficient
roadway design.
C.3-D: Update the ITS Master Plan to include
the latest technology and innovations and
continue investment to expand the ITS
and citywide camera system.
Local Connectivity and
Roadway Safety
Convenient and safe connections between neighborhoods and destinations throughout the City are a priority for Moreno Valley decision-makers and
community members, with strong support for more
ways of getting around and experiencing all the
great things the City has to offer outside of using a
car. The General Plan contains policies and actions
to facilitate greater bus, train, automobile, bike, and pedestrian connections and address barriers. The
existing and planned bicycle and pedestrian network
is depicted in Map C-2.
PEDESTRIAN AND BICYCLE
CIRCULATION
To help people choose to walk and bike, all legs of
the journey should feel safe and pleasant. Moreno
Valley can enhance pedestrian and bike connections
to important community destinations between parks,
schools, commercial centers, and neighborhoods,
making sure that there are continuous routes and
direct connections. New developments should provide
direct connections between neighborhoods as well,
with pathways and streets designed for walkers and
bikers. These safe, pleasant, and universally accessible paths, routes, and lanes will all be part of an integrated multi-use system within Moreno Valley and connecting beyond.
Non-motorized modes of transportation are environmentally-friendly alternatives to motor vehicles that enhance both personal and social well-being
through opportunities for exercise and social interaction. These alternatives to motorized transportation are important parts of a complete transportation
system that offers residents of Moreno Valley a suite of options for moving around their City. In addition to
acting as alternatives to single-occupant vehicle travel, these modes of travel provide many public access,
health, and economic benefits, and are therefore
recognized as integral components of Moreno Valley’s
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Circulation | 4-15
DRAFT
transportation system. Safe, convenient, attractive,
and well-designed pedestrian and bicycle facilities are essential if these modes are to be properly accommodated and encouraged.
Pedestrian Facilities
Nearly everyone is a pedestrian at one time or
another. Walking or the use of a wheelchair is part of
almost every trip, whether it is from the parking lot
to a building or from one’s home to a bus stop, work,
or store. The pedestrian environment is thus a crucial
part of an accessible transportation network, while also playing an important role in the public realm where
attractive pedestrian environments can spur activity.
Factors that affect walkability and the pedestrian experience in Moreno Valley are described below. ◆ Direct, Fine-Grained Pedestrian Networks. Walking is
more efficient and desirable as a means of transportation if direct pedestrian travel, rather than circuitous routes, are available. This is achieved
through the development of fine-grained networks
of pedestrian pathways that allow for direct access
to destinations.
◆ Sidewalk Continuity. Communities are more
walkable if sidewalks do not end abruptly and
are present on the entire segment and both sides
of a roadway. This is especially important for the
mobility-impaired or those pushing small children
in strollers.
◆ Sidewalk Conditions. This refers to the physical
condition of sidewalk surfaces. Sidewalks that
are broken or cracked can deter walkability and
impede mobility, particularly for persons with disabilities, such as those in wheelchairs and persons using walkers or strollers.
◆ Shading. People are more inclined to walk in
areas where there is shade present, particularly
in Southern California with its relatively warm
weather and limited rainfall as compared to other
locations. Additionally, shade trees and/or canopies create an aesthetic value that is pleasing to the pedestrian.
◆ Grade. People are more inclined to walk in areas
that are relatively flat or have limited grade
changes.
◆ Amenities. All else being equal, people are more
inclined to walk in areas that are interesting
environments with shopping, retail, restaurants,
and other similar uses. Pedestrian-friendly amenities include street furniture, attractive paving, way-finding signage, enhanced landscaping,
public art and enhanced lighting.
◆ Buffers. A more walkable environment is one in
which there is some degree of separation between
the pedestrian and the motorist. This typically
includes wider sidewalks, street parking and
sidewalk bulb-outs at intersections where feasible.
Crosswalks with appropriate signage serve as an
important buffer as well.
most people live, and proposed, connecting networks
of bicycle facilities in the eastern portion of the City.
With relatively flat terrain and a rectilinear street grid, Moreno Valley is an inherently bikeable community.
Improving bicycle facilities can increase the likelihood and desirability of this active transportation mode
for short-distance trips, school trips, and recreational activities. The different types of bicycle facilities designated in Moreno Valley are described below. ◆ Class I Bikeways (Multi-Use Paths). Class I bikeways are facilities that are physically separated from vehicles, designated for the exclusive use of
bicyclists and pedestrians with minimal vehicle
crossings.
◆ Class II Bikeways (Bike Lanes). Class II bikeways
are striped lanes designated for the use of bicycles on a street or highway. Vehicle parking and vehicle/pedestrian cross flow are permitted at
designated locations.
◆ Class III Bikeways (Bike Routes). Class III bikeways, also referred to as bike routes, are only identified
by signs or pavement markings. A bicycle route is
meant for use by bicyclists and for motor vehicle
travel (i.e., shared use).
◆ Class IV Bikeways (Cycle Tracks). Class IV bikeways,
also referred to as cycle tracks, are protected bike
lanes, which provide a right-of-way designated
exclusively for bicycle travel within a roadway that
is protected from vehicular traffic with devices
such as curbs, flexible posts, inflexible physical
barriers, or on-street parking.
◆ Bicycle Boulevards. Bicycle Boulevards are convenient, low-stress cycling environments on low traffic volume streets, typically parallel to higher
traffic volume streets as an alternative to them.
These roads prioritize bicyclists and typically
include speed and traffic volume management
measures, such as intersection ROW control, to
discourage motor vehicle traffic.
Bicycle Facilities
The City of Moreno Valley has made a concerted
effort to expand the access to alternative transportation options for residents, recognizing both health and environmental benefits. This includes existing and
proposed bicycle facilities, with the majority of existing facilities in the western portion of the City where
Ie.-e
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4-16 | MoVal 2040 GENERAL PLAN
DRAFT
Map C-2: Existing and Planned Bicycle and Pedestrian Network FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK MoVal 2040 Revised Draft Program EIR NOT TO SCALE
March Air
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Perris
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FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK MoVal 2040 Revised Draft Program EIR NOT TO SCALE
March Air
Reserve
Base
Lake
Perris
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FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK MoVal 2040 Revised Draft Program EIR NOT TO
Sphere of Influence
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FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK MoVal 2040 Revised Draft Program EIR NOT TO SCALE
Sphere of Influence
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FIGURE 4
16 1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK Sphere of Influence
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FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK MoVal 2040 Revised Draft Program EIR NOT TO SCALE
Sphere of Influence
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Map C-2: Existing and Planned Bicycle and Pedestrian Network FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK MoVal 2040 Revised Draft Program EIR NOT TO SCALE
Sphere of Influence
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Circulation | 4-17
DRAFT
The City’s Bicycle Master Plan recommends bicycle
programs to improve facilities that can make it safer
for users of all ages and abilities to ride a bicycle on City streets. It outlines a Citywide bikeway network,
identifies infrastructure gaps, and aligns with regional efforts like WRCOG’s Non-Motorized Transportation
Plan. Existing high traffic volume arterials and truck
routes can conflict with existing and proposed bicycle
routes throughout the City. The City’s Bicycle Master
Plan and Circulation Element have identified parallel
east-west corridors (Neighborhood Collectors) to
provide low-stress alternatives to riding on arterials
as part of the layered network. The City still provides bicycle facilities on most major arterials and additional buffers/protection is recommended on high speed/volume roadways, especially along truck routes
to limit conflicts. Additional bicycle infrastructure in congested areas, such as bicycle signal heads, traffic
signal bicycle detection, green bicycle lanes, and twostage turn queue boxes can further enhance bicycle facilities on high-stress corridors.
Alignment with SB 932 (2022)
SB 932 reflects California’s growing commitment to
road safety and climate-resilient mobility by requiring cities and counties to integrate bicycle, pedestrian, and traffic calming plans into the Circulation Element. The law’s intent is to reduce traffic-related
fatalities—particularly for vulnerable road users—by
mandating evidence-based, equity-focused strategies that prioritize safety in high-injury corridors, school zones, and business districts. SB 932 also
imposes implementation timelines and introduces
legal accountability, signaling a shift toward proactive, data-driven safety planning within the General Plan framework. The City embraces the Safe System
approach, which recognizes that humans will make
mistakes and that the design of the transportation
system should prevent those mistakes from resulting
in fatalities or serious injuries.
Between January 2022 and December 2025, Moreno
Valley recorded a total of 3,204 traffic collisions (see Map C-3), according to Statewide Integrated Traffic
Records System (SWITRS) data. These crashes
resulted in 4,875 injuries and fatalities, including 49 fatalities and 181 severe injuries, underscoring the
continued need to improve roadway safety througout
the City. Notably, 266 of the victims were pedestrians
or bicyclists, underscoring the heightened vulnerability of people who are non-motorized road users and the urgent need for improved infrastructure, traffic
calming, and safety interventions consistent with the
goals of SB 932.
Moreno Valley’s Local Road Safety Plan (LRSP)
lays the groundwork for meeting the intent of SB
932 by identifying high-injury corridors, prioritizing
safety improvements, and using data-driven strategies to reduce fatalities and serious injuries. While not a formal Vision Zero policy, the LRSP aligns
with its core principles and provides a foundational
framework for developing comprehensive bicycle,
pedestrian, and traffic calming plans required under
SB 932. Expanding the LRSP into a full Vision Zero
Action Plan would strengthen the City’s commitment to safety, improve implementation readiness, and position Moreno Valley for additional State and
federal funding opportunities.
The City’s Bicycle Master Plan continues to serve as
a valuable guide for bicycle infrastructure improvements. Updating or supplementing the plan would provide an opportunity to incorporate the broader
multimodal planning approach envisioned by SB 932,
including pedestrian planning and evidence-based
traffic calming strategies. Additionally, the City
does not have a standalone Pedestrian Master Plan,
and existing efforts related to walkability are mostly
limited to school route guidance and general design
principles in the General Plan.
Table C-2 Crash Rank by Intersections
RANK INTERSECTION NUMBER OF
COLLISIONS
1 Alessandro Blvd and Perris Blvd 18
2 Perris Blvd and Sunnymead Blvd 16
3 Cactus Ave and Perris Blvd 13
4 Alessandro Blvd and Heacock St 12
5 Heacock St and Sunnymead Blvd 11
6 Iris Ave and Kitching St 10
7 Heacock St and Ironwood Ave 8
7 Ironwood Ave and Pigeon Pass Rd 8
8 Frederick St and Sunnymead Blvd 6
9 Bluechip Cir and Iris Ave 3
Note: 2024- 2025 is provisional and subject to change.
Source: California Statewide Integrated Traffic Records System (January 1, 2022 to December 31, 2025).
Class I bikeway (bike path)
Class II bikeway (bike lane)
Class III bikeway (bike route)
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Map C-3: Crashes by Crash Severity
Van Buren Blvd
Center St
E Alessandro Blvd
Trautwein Rd
60 215
215
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Reserve Base
Box Springs
Mountain
Reserve
Sycamore
Canyon
Wilderness Park
M ORE NO
V ALLEY
VAL VERDE
MEAD
VALLEY
Redla nds Blvd
Live Oak Canyon Rd
Alessandro Blvd
Iris Ave
Nason St
Heacock St
60 60
60 10
Norton
Younglove
Reserve
Lake Perris
State
Recreation Area
EL CASCO
Perris Valley Storm
Drain
Lak e
Perri s
Ramona Expy
Ramona Expy
Hansen Ave
215
215
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Regional Indian
Museum
NUEVO
Morongo
Golf Club
EDEN HOT
SPRINGS
EDEN
CALIMESA
COLLEGE
DR
ALESSANDRO BLVD
MORENO
BEACH DR
DAY ST
SUNNYMEAD BLVD HEACOCK ST
PERRIS BLVD
PIGEON PASS RD
N PERRIS BLVD
FREDERICK ST
REDLANDS BLVD
LASSELLE ST
NASON ST
IRIS AVE
EUCALYPTUS AVE
CACTUS AVE
RECHE
CANYON RD
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JOHN F KENNEDY DR
WORLD LOGISTICS PARKWAY
Legend
Sphere of Influence
City of Moreno Valley
Crashes by Crash Severity
Fatal Injury
Injury (Severe)
Inury (Other Visible)
Injury (Complaint of Pain)
Source: Transportation Injury Mapping System, 2026, SWITRS GIS Map s. .L
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Circulation | 4-19
DRAFT
The Circulation Element provides the policy framework to guide the future development and implementation of an updated Bicycle Master Plan, a new Citywide Pedestrian Plan, LRSP, and a new
Vision Zero Action Plan into a combined Active
Transportation and Safety Strategy within this
Circulation Element. Together, these plans provide
a comprehensive, data-informed framework that
identifies high-injury corridors, prioritizes infrastructure gaps, and outlines safety improvements for pedestrians, bicyclists, and other vulnerable users.
This integration also supports timely implementation,
positions the City for State and federal funding, and
ensures that safety is embedded into all future mobility decisions. transportation offerings are described below.
◆ Riverside Transit Agency (RTA) – The majority of
the available public transportation is provided by
the Riverside Transit Agency (RTA) via fixedroute and paratransit bus services. RTA provides routes within the City that connect to major
destinations such the Moreno Valley/March Field
Metrolink Station, Perris Station Transit Center,
University of California, Riverside (UCR), and
Moreno Valley Mall. Major Moreno Valley bus
routes include routes 11, 16, 18, 19, 19A, 20, and
31. In addition, RTA has one commuter link
express bus route. Route 208 connects the cities
of Temecula, Murrieta, Perris, Moreno Valley,
and Riverside. Commuter link express bus routes
provide peak-hour services for commuters in the
morning and evening during weekdays. Route 31
also provides connections to Beaumont, Banning,
Hemet and San Jacinto, and passengers can
transfer in Beaumont to Sunline Route 10 for service to the Coachella Valley. RTA also provides Dial-A-Ride services for seniors and persons with
disabilities.
◆ Metrolink – Metrolink is a commuter rail program
operated by the Southern California Regional
Rail Authority (SCRRA), providing service from
outlying suburban communities to employment
centers such as Burbank, Irvine, and downtown
Los Angeles. For Moreno Valley, the Moreno
Valley/March Field Metrolink Station is located
less than one-half mile west of the City limits.
The 91/Perris Valley Line (PVL) train services
Metrolink stations in the cities of Perris, Riverside,
Corona, Fullerton, Buena Park, Norwalk/Santa
Fe Springs, and Los Angeles. The Metrolink
10-Year Strategic Plan (2015-2025) indicated
that, through a partnership with the Los Angeles
County Metropolitan Transportation Authority
(LA Metro), they would experiment with lower
fares across the board and targeted discounts on
shorter distance trips with the goal of increasing
ridership and revenue. According to Metrolink
data, passenger boardings and average weekday
ridership on the PVL increased between Fiscal
Year 2021-22 and Fiscal Year 2023-24. 4
To improve transit connectivity, the City will work
with other local agencies to increase transit access
through a combination of new routes and/or higher
service frequency, expanded hours, and making the
public transit experience more user-friendly and
attractive, such as through improved bus shelters that
offer cooling/shade from the sun during drier months
and protection against rainy/cold conditions during
wetter months. As Moreno Valley expands its transit
offerings, the City will help support the prioritization of needs of seniors, minorities, low-income, disabled,
and transit-dependent residents to ensure that everyone can make the trips they need to live, work, and play to their fullest potential in Moreno Valley.
Given that the majority of Moreno Valley is suburban, and low-density, expanding public transit routes within Moreno Valley would likely be an inefficient method of attracting greater transit ridership.
Other methods of attracting ridership could include
focusing on providing high-quality service between
employment centers and mixed-use destinations
4 Metrolink Southern California Regional Rail Authority, Adopted Budget Fiscal Year 2023-2024, Adopted June 23, 2023, Exhibit 3.1a, https://metrolinktrains.com/globalassets/about/ financial-reports/adopted-budget/fy23-24-adopted-budgetfy25-28-projections.pdf.
PUBLIC TRANSIT
Transit service can provide an alternative to automobile travel and is a critical mode of transportation for those who cannot drive (such as the elderly, youth,
or disabled) or do not have access to a vehicle. The
transit options in Moreno Valley are depicted in Map
C-4. Within Moreno Valley, intercity buses, local
buses, and demand-responsive service are provided,
all of which help people get around. Existing public
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4-20 | MoVal 2040 GENERAL PLAN
DRAFT
along the major corridors of the City, supplemented
with features such as park-n-rides and pedestrian and
bicycle infrastructure to create multi-modal transportation nodes, and coordinating with transit providers to promote bus user satisfaction through strategies
such as reduced headways and improved on-time
performance.
TRANSPORTATION DEMAND
MANAGEMENT (TDM)
Transportation Demand Management (TDM) refers
to a comprehensive strategy to reduce driving and
resulting VMT by promoting alternatives such as
public transit, carpooling, bicycling, walking, and
telecommuting. While some TDM measures can be
undertaken by the City, such as investments in facilities and programs to encourage alternative modes of transportation, other TDM measures require collaboration with other jurisdictions, for example with transit providers to seek expanded service, or with
employers to encourage flexible work schedules and
the provision of on-site childcare, preferential carpool parking, and subsidized transit passes.
The Southern California Association of Governments
(SCAG) has developed a long-range planning vision
to balance future mobility and housing needs with
economic, environmental, and public health goals.
SCAG’s 2024-2050 Regional Transportation Plan/
Sustainable Communities Strategy (RTP/SCS), also
called Connect SoCal, has allocated $7.3 billion
through 2050 to implement TDM strategies throughout the region. There are three primary goals of SCAG’s TDM program:
◆ Reduce the number of single-occupant vehicle
(SOV) trips and per capita VMT through ridesharing (which includes carpooling and vanpooling) and providing first/last mile services to and from transit;
◆ Redistribute or eliminate vehicle trips during peak
demand periods by supporting telecommuting and
alternative work schedules; and
◆ Reduce the number of SOV trips through the
use of other modes such as transit, rail, bicycling,
walking, or other micro-mobility modes.
In addition, the Western Riverside Council of
Governments (WRCOG), of which the City of
Moreno Valley is a member agency, has identified the
following key strategies for TDM as most appropriate
in the WRCOG subregion:
◆ Diversifying land use;
◆ Improving pedestrian networks;
◆ Implementing traffic calming infrastructure;
◆ Building low-stress bicycle network improvements;
◆ Encouraging telecommuting and alternative work
schedules; and
◆ Providing ride-share programs.
RTA operates commuter link bus routes between Moreno
Valley and nearby cities.
The Moreno Valley/March Field Metrolink station is an
important connection to other cities in Southern California.
Goal C-4: Provide a convenient, safe,
resilient transportation
network that strives to
eliminate severe crashes
and improves access
between neighborhoods
and destinations within
Moreno Valley.
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Circulation | 4-21
DRAFT
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FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK MoVal 2040 Revised Draft Program EIR
NOT TO SCALE
f Influence
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FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK MoVal 2040 Revised Draft Program EIR
NOT TO SCALE
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FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK MoVal 2040 Revised Draft Program EIR
NOT TO SCALE
of Influence
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FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK MoVal 2040 Revised Draft Program EIR
NOT TO SCALE
of Influence
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FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK MoVal 2040 Revised Draft Program EIR
NOT TO SCALE
fluence
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FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND
MoVal 2040 Revised Draft Program EIR
Sphere of Influence
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FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWO MoVal 2040 Revised Draft Program EIR
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FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NET MoVal 2040 Revised Draft Program EIR
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Map C-4: Transit Lines and Facilities
Map C-4: Transit Lines and Facilities
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4-22 | MoVal 2040 GENERAL PLAN
DRAFT
POLICIES
C.4-1: Support the development of highspeed transit linkages or express routes connecting major destinations within the
City and beyond, including the Metrolink
Station, that would benefit the residents
and employers in
Moreno Valley.
C.4-2: Collaborate with major employers and
other stakeholders to improve access and
connectivity to key destinations such as
the Downtown Center, the Moreno Valley
Mall, the hospital complexes, Moreno
Valley College, and the Lake Perris State
Recreation Area.
C.4-3: Support the establishment of a Transit
Center/Mobility Hub in the Downtown
Center.
C.4-4: All new developments shall provide
sidewalks in conformance with the
City’s street cross-section standards, and
applicable policies for designated urban
and rural areas.
C.4-5: Update Moreno Valley’s Local Road
Safety Plan to prioritize the safety and
comfort of all road users—especially
people who walk, ride bicycles, or use
other non-automobile devices, and other
vulnerable populations—by designing
a transportation network that reduces
traffic-related fatalities and stress through
a Safe System approach and separation
from high-speed, high-volume motor
vehicle traffic.
C.4-6: Implement safety measures through
phased timelines, performance
monitoring, and transparent public
reporting.
ACTIONS
C.4-A: Update the existing Bicycle Master Plan
and integrate it with a new Citywide
Pedestrian Plan to create a combined
Active Transportation Plan that meets SB
932 requirements by identifying highinjury corridors, infrastructure gaps, and regional connections, while prioritizing
protected bikeways, ADA compliance, and
safe, accessible routes to schools, transit,
employment centers, and shopping areas.
C.4-B: Adopt a Vision Zero Action Plan based
on the City’s LRSP to set Citywide safety
priorities and fatality reduction targets,
with updates every five years.
C.4-C: Pursue regional, State and federal
funding to support the implementation
of multimodal and safety projects, with
priority given to filling sidewalk gaps on
designated school routes and enhancing
active transportation infrastructure
Citywide.
C.4-D: Provide increased buffers and protected
bicycle lanes in high-stress areas where
feasible. Install landscaped buffers
between sidewalks and travel lanes, and
ensure pedestrian crossings are convenient
and highly visible.
C.4-E: Continue on-going coordination with
transit authorities toward the expansion
of transit facilities into newly developed
areas.
C.4-F: Work with major employers, the hospital
complexes, and Moreno Valley College
to study alternatives to conventional bus
systems, such as smaller shuttle buses
(micro-transit), on-demand transit services,
or transportation networking company
services that connect neighborhood centers
to local activity centers with greater cost
efficiency.
C.4-G: Periodically review and update the
Citywide wayfinding strategy that
enhances access to key destinations,
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2309
Circulation | 4-23
DRAFT
including Moreno Valley College,
Riverside University Medical Center,
Kaiser, and Lake Perris State Recreation
Area.
C.4-H: Initiate implementation of the bicycle and
pedestrian master plan, Local Road Safety
Plan, and Vision Zero Plan within 2 years
of Circulation Element adoption and
aim for full completion within 20 years,
including a 5-year goal to reduce fatalities
by at least 20%.
C.4-I: Track and share progress through a
public-facing dashboard and regular
updates to the City Council, detailing
project status, funding, and safety
outcomes.
C.4-J: Use CalEnviroScreen and demographic
indicators to prioritize investments in
neighborhoods with the greatest safety and
mobility disparities.
Goal C-5: Enhance the range of
transportation operations in
Moreno Valley and reduce
vehicle miles traveled per
capita.
residents.
C.5-3: Encourage bicycling as an alternative
to single-occupant vehicle travel for the
purpose of reducing fuel consumption,
traffic congestion, and air pollution.
C.5-4: Particularly in corridors and centers, work
with transit service providers to provide
first-rate amenities to support pedestrian,
bicycle and transit usage, such as bus
shelters and benches, bike racks on buses,
high-visibility crossings, and modern bike
storage.
C.5-5: Encourage local employers to implement
TDM strategies, including shared ride
programs, parking cash out, transit
benefits, allowing telecommuting, and
alternative work schedules.
ACTIONS
C.5-A: Keep the City’s traffic impact study
guidelines current and revise the CEQA
threshold of significance for VMT as
appropriate.
C.5-B: Maintain a list of recommended
Transportation Demand Management
(TDM) strategies for employers and new
developments.
C.5-C: Remain flexible in the pursuit and
adoption of transportation funding
mechanisms that fund innovative
transportation solutions.
C.5-D: Work with RTA and Metrolink to
increase transit service frequency, speed,
and reliability and increase ridership.
Strengthen linkages and access to the
Metrolink Station.
C.5-E: Integrate transit access and information
systems into employment centers, major
destinations and new multi-family
residential development.
Offering wifi on public transit is one way to make ridership a more convenient option, as well as offering a valuable service to low-income riders.
POLICIES
C.5-1: Work to reduce VMT per capita through
land use planning, enhanced transit
access, localized attractions, and access to
non-automotive modes.
C.5-2: Encourage public transportation that
addresses the particular needs of transitdependent individuals, including senior citizens, the disabled, and low -income
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4-24 | MoVal 2040 GENERAL PLAN
DRAFT
C.5-F: Develop a Park Once strategy to promote
walkability in mixed-use centers and
corridors.
C.5-G: Study the feasibility of implementing
a car-sharing program, working with
established providers.
Goods Movement
Moreno Valley benefits from ready access to the
regional transportation network, with excellent rail,
air, and freeway connections that make it a prime
location for businesses active in goods movement. At
4,500 businesses strong and growing, Moreno Valley
is home to many Fortune 500 and international companies. Top employers in the City have businesses in sectors such as fulfillment, retail distribution, grocery distribution, and manufacturing. Industrial areas of
Moreno Valley benefit from the robust transportation
network and can distribute goods easily throughout
the region and the world.
Goods movement is necessary for the vitality of
Moreno Valley and the region as a whole. Goods
movement in the City occurs primarily on major
highways that bisect and border the City, including
SR 60 and I-215. Truck traffic on City streets is
restricted to specific routes that are designated for
through traffic of trucks (truck routes) over three tons; the City’s designated truck routes are adopted by
an ordinance approved by the City Council, which
is codified in the City’s Municipal Code. A truck
routes map that depicts the geographic location of the
designated truck routes is also adopted by the City
Council via a resolution. The designated truck routes
help facilitate the movement of goods transported by
heavy-duty trucks throughout the City, while providing a connection between major highway facilities (i.e., SR 60 and I-215) and local roadways, such as
Alessandro Boulevard, Heacock Street, and Perris
Road. Moreover, truck traffic is restricted to the
designated routes, unless otherwise authorized by the
California Vehicle Code and federal law, to minimize
wear and tear on City streets, promote motorist and
pedestrian traffic safety, and minimize impacts on
senstive receptors, such as, but not limited to residential neighborhoods, parks, playgrounds, schools, and hospitals. In addition, the City supports improvements to regional goods movement facilities, such as the aviation cargo operations at March Air Reserve
Base/March Inland Port.
Assembly Bill 98, enacted in 2024, as amended by
Senate Bill 415, enacted in 2025 (collectively AB 98),
imposes new statutory requirements for cities within
California’s “warehouse concentration region,” which
includes the City of Moreno Valley, and other surrounding jurisdictions. AB 98 responds to the public health, environmental, and quality-of-life impacts
stemming from the proliferation of logistics type
warehouse and facilities. AB 98 requires the local
jurisdictions within the warehouse concentration
region to designate truck routes that prioritize the
use of major arterials and highways, avoid sensitive
receptors such as residential neighborhoods, parks,
playgrounds, schools, and hospitals, and include
public signage and accessible mapping. AB 98 also
imposes new development standards for logistics facilities related to setbacks, buffers, air quality mitigation, and the use of zero-emission equipment. The intent
of AB 98 is to create a more equitable and sustainable
approach to goods movement. In summary, AB 98
aims to reduce disproportionate burdens on vulnerable communities, promote cleaner industrial practices, and balance economic development with public health and environmental justice.
In response to AB 98, Moreno Valley examined its
designated truck routes, to consider areas of potential conflict where sensitive receptors—are located within
1,000 feet of prospective or designated truck routes.
The City found that Perris Boulevard, Alessandro
Boulevard, Frederick Street, and Heacock Street
carry some of the highest truck volumes in the City,
with truck traffic consisting of 1,300 to 1,600 trucks
per day on key segments of the aforementioned roadways. Perris Boulevard and Heacock Street, particularly north of Alessandro Boulevard, function as key north-south connectors but pass through established
residential neighborhods and areas with concentration of schools and community facilities, placing them in a higher-risk category relative to AB 98’s objective of minimizing exposure to sensitive receptors. While
these corridors play an important role in the overall
roadway network, their continued use as designated
truck rotues was carefully evaluated, in the context
of the logistics warehouse facility mitigation measures and potential rerouting of heavy-duty traffic where feasible. Alessandro Boulevard, which serves
as a major east-west corridor, accomodates largely
commercial truck traffic in character, however, segments, particularly east of Heacock Street, interface with residential uses and schools, indicating the need
for targeted mitigation and operational controls or
removal of this segment from the designated truck
routes network.
Frederick Street and portions of Redlands Boulevard
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2311
Circulation | 4-25
DRAFT
exhibit a similar pattern where commercial uses are
interpersed with residential neighborhoods, increasing the potential for conflicts with sensitive receptors.
It was determined that these corridors may benefit
from reduced reliance for through truck traffic, particularly where alternative truck routes better aligned with industrial land uses area available. In contrast,
streets such as Moreno Valley Drive, Sunnymead
Boulevard, and Ironwood Avenue primarily serve
commercial and residential areas and do not directly
support industrial access; therefore, they are not
appropriate for designation as primary truck routes
serving logistics warehouse facility uses. While certain segments such as Redlands Boulevard, Heacock Street (north of Alessandro Boulevard), and Frederick
Street, function as feeder truck routes to industrial
areas, the truck routes network shows redundancy,
allowing truck traffic to be consolidated onto corridors that more directly serve industrial zones. This approach would reduce exposure to sensitive receptors while maintaining efficient goods movement consistent with AB 98 objectives. Gilman Springs
Road poses low risk but may require signage near
recreational areas. Gilman Springs Road is also identified as a barrier to wildlife connectivity and hence reduction of truck traffic or mitigation measures on
Gilman Springs Road is highly advised. Eucalyptus
Avenue is industrial in character and better aligned
with AB 98’s objectives.
It should also be noted that since SR 60 and I-215 are
part of the federally designated National Network
Route, the City cannot prohibit truck traffic on these
routes. The City acknowledges that truck routes in
adjacent jurisdictions may not align with Moreno
Valley’s designated truck routes network; however, in
such cases, trucks may utilize non-designated local
streets within the City to access the nearest designated truck routes. Moreover, under applicable state and federal laws, trucks serving local commercial
and industrial uses may use the most direct routes
where necessary if the designated truck routes do not
provide feasible access to final destinations.
AB 98 calls for cities to clearly identify truck routes that can safely handle goods movement while minimizing impacts on neighborhoods, schools, and other sensitive areas. Based on a review of Moreno Valley’s
road network, truck routes have been established to
better align with these goals, as shown on Map C-5.
While the proposed truck routes depicted on Map
C-5 may result in a modest increase in truck travel
distance as compared to the City’s current truck
routes, this approach reduces truck activity on local
streets and near sensitive receptors by shifting heavyduty truck traffic to regional corridors such as SR-60 and I-215. This shift is expected to increase overall
truck vehicle miles traveled (VMT) by approximately
2.8 percent. However, this strategy prioritizes reducing localized impacts on air quality, noise, and safety at sensitive receptors, consistent with the intent of AB
98. Over time, the transition to zero-emission trucks
and improved traffic flow on higher-capacity corridors is expected to offset regional emissions impacts.
The City’s truck routes network is based on a set of
planning criteria that prioritize access to industrial
areas, connectivity to regional highways, and minimization of impacts on sensitive receptors. Due to existing development patterns and limited alternative
corridors, complete avoidance of sensitive receptors
is not feasible in all locations. In these cases, the
City will implement a combination of mitigation
and operational strategies, including signage, buffering, and traffic management measures. The City will also require new logistics warehouse facilities
to prepare truck routing plans consistent with the
designated truck routes network, which will be
periodically reviewed and updated (if necessary) to
respond to land use changes, community concerns,
and evolving goods movement patterns. Overall, the
City’s approach focuses on shifting heavy-duty trucks
through traffic to regional corridors while allowing
limited local access, balancing goods movement efficiency with reduced exposure to sensitive receptors.
In further compliance with AB 98, the City also
adopted a Logistics Facilities Mitigation Measures
Ordinance that applies to private property development in the zoning districts that allow logistics warehouse facilities. The City will also install and
maintain clearly visible signage along designated
truck routes and at neighborhood entry points to
guide truck traffic and restrict access to non-designated streets, consistent with the policies and mandates of AB 98.
Technological innovation resulting from increased
online shopping and delivery challenges due to the
COVID-19 pandemic has created opportunities to
improve the efficiency of goods. For instance, the
future of freight transport will likely involve autonomous electric vehicles, aerial drones, sidewalk robots, and more. In light of the growing consumer demand
for goods via home delivery, there will likely be an
increased need for additional truck parking and an
increase in the movement of such goods throughout
the City using local roadways, and possibly parts of
public pedestrian spaces and airspace. Morever, theMarch Air Force Base is expected to expand its role as a logistics hub linking air and ground freight.
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2312
4-26 | MoVal 2040 GENERAL PLAN
DRAFT
Van Buren Blvd
E Alessandro Blvd
Trautwein Rd
60 215
215
March Air
Reserve Base
Box Springs
Mountain
Reserve
Sycamore
Canyon
Wilderness Park
M ORE NO
V ALLEY
VAL VERDE
MEAD
VALLEY
Red
al nds Blvd
Alessandro Blvd
Iris Ave
Nason St
Heacock St
60 60
60 Norton
Younglove
Reserve
Lake Perris
State
Recreation Area
EL CASCO
Perris Valley Storm
Drain
Lak e
Perri s
Ramona Expy
Ramona Expy
Hansen Ave
215
215
Ya'i Heki'
Regional Indian
Museum
NUEVO
60 10
Morongo
Golf Club
EDEN HOT
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EDEN
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San Jacinto
CASA LOMA
COLLEGE
DR
ALESSANDRO BLVD
MORENO
BEACH DR
DAY ST
SUNNYMEAD BLVD HEACOCK ST
PERRIS BLVD
PIGEON PASS RD
N PERRIS BLVD
FREDERICK ST
REDLANDS BLVD
LASSELLE ST
NASON ST
IRIS AVE
EUCALYPTUS AVE
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JOHN F KENNEDY DR
WORLD LOGISTICS PARKWAY
N Perris Blvd
¯ 0 0.5 1 2 Miles
*South Coast Air Quality Management District (SCAQMD), CEQA Air Quality Handbook, 1993. Sensitive Receptors are displayed 1,000 feet from Remaining Truck Routes Legend
City of Moreno Valley
Sphere of Influence
Disadvantaged Community (SB
535, SB 1000)
Remaining Truck Routes
World Logistics Center Specific
Plan Truck Routes
National Network Route
2040 Land Use
R1 Residential
R2 Residential
RR Rural Residential
R3 Residential
R5 Residential
R10 Residential
R15 Residential
R20 Residential
R30 Residential
HR Hillside Residential
DC Downtown Center
CEMU Center Mixed Use
COMU Corridor Mixed Use
C Commercial
R/O Residential Office
HO/C Highway Office/
Commercial
O Office
BP Business Park/Light
Industrial
BF Business Flex
P Public
OS Parks/Open Space
FP Floodplain
Sensitive Receptors (1,000 Ft from
Remaining Truck Routes)
K-12 School
Residential Care
Hospital and Clinic
Child Care
EUCALYPTUS AVE
*World Logistics Center Specific Plan Truck Routes, Exhibit 3-11: Truck Routes, September 2014. Streets B, E, and F have not been constructed, but will be upon development of the World Logistics Center.
STREET E STREET F
STREET B
FIGURE 3: Proposed Truck Routes and Sensitive Receptors Within 1,000 Feet SUPPORTING MOVAL 2040 CIRCULATION ELEMENT UPDATE, TRUCK ROUTE ORDINANCE, AND TRUCK ROUTES MAP PROJECT Map C-5: Proposed Truck Routes
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2313
Circulation | 4-27
DRAFT
Goal C-6: Provide for safe, efficient
goods movement by road,
air and rail.
POLICIES
C.6-1: Strive to be the most technologically
advanced freight hub in the County,
that maximizes efficiency and economic
benefits, while minimizing impacts to
residents and visitors.
C.6-2: Support implementation of new
technologies and best practices that make
logistics operations cleaner, greener, and
more efficient, including electric truck
charging stations, autonomous vehicle
sensors and communications.
C.6-3: Support March Global Port in its effort to
develop an aviation cargo center at March
Air Reserve Base.
C.6-4: Strive to minimize the impacts of truck
traffic on sensitive land uses while
maintaining efficient goods movement
along designated routes.
C.6-5: Regulate warehouse and logistics
development to reduce impacts on
sensitive uses through siting, design, and
operational standards that prioritize air
quality, neighborhood compatibility, and
environmental justice.
ACTIONS
C.6-A: Evaluate opportunities to incorporate
new materials, technologies, or design
features that improve performance of the
circulation system, including stronger
concrete roads that will have a longer life
cycle and require less maintenance.
C.6-B: Establish restrictions on vehicle weight
limit near sensitive land uses such as
schools and residential areas to discourage
cut-through truck traffic.
C.6-C: Consider provisions that allow for shared
parking in off-peak areas to maximize
space utilization.
C.6-D: Avoid routing truck traffic through or
adjacent to sensitive land uses to the extent
feasible; where avoidance is not feasible
due to existing conditions, implement
mitigation measures such as buffering,
signage, and operational controls.
C.6-E: Implement time-of-day restrictions
for truck deliveries in mixed-use or
residential-adjacent corridors where
feasible to minimize conflicts with peak
travel periods, school arrival and dismissal
times, and nighttime residential hours.
C.6-F: Continue to require new logistics
developments to submit Truck Routing
Plans and adopt zero-emission vehicle
transition timelines.
C.6-G: Cooperate with South Coast Air Quality
Management District in deploying mobile
air monitoring systems and receiving
community input on how any penalties
assessed and collected for violation of
the Warehouse Indirect Source Rule are
spent.
C.6-H: Pursue State and regional funding
to retrofit infrastructure along truck
corridors with safety and emissionreduction enhancements.
C.6-I: Install and maintain clear signage along
all designated truck routes indicating
allowed paths, prohibited turns, no-idling
zones, and loading restrictions, with
placement prioritized near sensitive land
uses and neighborhood entry points.
C.6-J: Coordinate with industrial operators and
navigation apps to align digital routing
tools with signed routes.
C.6-K: Work with Public Works, Moreno Valley
Police Department/Riverside County
Sheriff and Code Enforcement, and
any other applicable code enforcement
entities to monitor compliance and update
signage in response to route changes or
complaints.
C.6-L: Maintain and regularly update a publicly
accessible Truck Routes Map, including
GIS data, to clearly identify designated
routes and support enforcement and
coordination with regional agencies.
C.6-M: Conduct a truck routes analysis every five
years to assess land use changes, roadway
capacity, and community impacts, and
identify opportunities to shift truck traffic
away from residential areas.
C.6-N: Continue to require all new or expanded
warehouse developments to comply with
Logistic Facilities Mitigation Measures
2314
4-28 | MoVal 2040 GENERAL PLAN
DRAFT
Ordinance to reduce impacts on nearby
sensitive uses and uphold air quality and
environmental justice goals.
C.6-O: Require new logistics and warehouse
developments to be located and designed
to minimize reliance on local streets and
avoid creating new truck traffic conflicts
with sensitive receptors.
C.6-P: Coordinate with Caltrans, neighboring
jurisdictions, and regional agencies to
align truck routes and minimize the need
for trucks to use non-designated local
streets.
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Attachment B: Official Moreno Valley Truck Route Map
2316
COLLEGE
DR
ALESSANDRO BLVD
MORENO
BEACH DR
DAY ST
SUNNYMEAD BLVD HEACOCK ST
PERRIS BLVD
PIGEON PASS RD
N PERRIS BLVD
FREDERICK ST
REDLANDS BLVD
LASSELLE ST
NASON ST
IRIS AVE
EUCALYPTUS AVE
CACTUS AVE
RECHE
CANYON RD
RECHE
VISTA DR
JOHN F KENNEDY DR
WORLD LOGISTICS PARKWAY
¯
0 0.5 1 2 Miles
Legend
City of Moreno Valley
Sphere of Influence
National Network Routes
City Truck Routes
World Logistics Center Specific Plan Truck Routes
City of Moreno Valley Truck Routes Map
*World Logistics Center Truck Routes, Exhibit 3-11: Truck Routes, September 2014. Streets B, E, and F have not been constructed but will be upon the development of the World Logistics Center.
EUCALYPTUS AVE
STREET E
STREET F
STREET B
2317
1 Ordinance No. 2026-XX
Date Adopted: September 1, 2026
ORDINANCE NO. XX
AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF
MORENO VALLEY, CALIFORNIA, AMENDING CHAPTER 12.36
(TRUCK ROUTES) TO TITLE 12 (VEHICLES AND TRAFFIC) OF
THE MORENO VALLEY MUNICIPAL CODE TO IMPLEMENT THE
CIRCULATION ELEMENT OF THE CITY'S GENERAL PLAN
CONSISTENT WITH ASSEMBLY BILL 98 AND SENATE BILL 415
WHEREAS, the City of Moreno Valley ("City") is a general law city and a municipal corporation of the State of California, and
WHEREAS, Assembly Bill 98 and Senate Bill 415 (collectively “AB 98”) require jurisdictions to identify and establish designated truck routes that facilitate the movement of goods while minimizing impacts on residential neighborhoods and sensitive receptors; and
WHEREAS, in April and May of 2025, the City Council took the appropriate actions to approve the 2024 MoVal 2024 Project, consisting of the 2024 Moreno Valley General Plan Update, 2024 Associated Zoning Text Amendments to Title 9 (Planning & Zoning) and Zoning Atlas Amendments, and 2024 Climate Action Plan; and WHEREAS, the 2024 General Plan Update (2024 GPU), is a comprehensive General Plan Update that includes a Circulation Element, and articulates a vision for the City’s growth over the next 20 years, which includes the implementation of five new General Plan land use designations consisting of Business-Flex, Corridor Mixed Use, Center Mixed Use, Downtown Center, and Highway Office/Commercial; and WHEREAS, the 2024 Climate Action Plan (2024 CAP) describes and demonstrates how the City will comply with the State’s greenhouse gas (GHG) emission reduction standards and goals and streamline environmental review of certain future development projects; and
WHEREAS, the 2024 Associated Zoning Text and Zoning Atlas Amendments implement the land use policies and regulations, such as but not limited to zoning and development standards, and the goals and objectives set forth and described in the 2024 GPU; and
WHEREAS, in compliance with Assembly Bill 98 and Senate Bill 415, which calls for cities to clearly identify truck routes that can safely handle goods movement while minimizing impacts on neighborhoods, schools, and other sensitive receptor areas, in relation to logistics warehouse facilities, staff has prepared proposed amendments to the Circulation Element of the 2024 General Plan (General Plan Amendment) and this Ordinance amending Chapter 12.36 (Truck Routes) of Title 12 (Vehicles and Traffic) of the City’s Municipal Code regarding truck routes (Municipal Code Amendment) (collectively, PEN26-0058, “Proposed Project”); and 2318
2 Ordinance No. 2026-XX
Date Adopted: September 1, 2026
WHEREAS, General Plan Amendment (PEN26-0058) is intended to implement the provisions of Assembly Bill 98 and Senate Bill 415 pertaining to truck traffic and truck routes associated with logistics warehouse facilities to protect sensitive receptors from the impacts of such truck traffic and truck routes, in addition to updating various policies related to the movement of goods and establishing a designated truck routes network that promotes efficient freight movement in compliance with state and federal laws and regulations applicable to such truck traffic and truck routes; and WHEREAS, General Plan Amendment (PEN26-0058) is also intended to implement Senate Bill 932 by incorporating policies related to multi-modal Transportation and implementation into the Circulation Element; and WHEREAS, General Plan Amendment (PEN26-0058) includes a revised Truck Routes Map, along with additional revisions to the Circulation Element to improve clarity, update technical information, maintain internal consistency with the General Plan, and reflect current transportation conditions, programs, and best practices; and WHEREAS, staff prepared Municipal Code Amendment (PEN26-0058) to amend Chapter 12.36 (Truck Routes) of the Moreno Valley Municipal Code to establish objective standards for truck circulation and identify designated truck routes throughout the City; and
WHEREAS, Municipal Code Amendment (PEN26-0058) is intended to implement General Plan Amendment (PEN26-0058) to improve goods movement, reduce truck traffic near sensitive receptors, and support compliance with applicable State law; and
WHEREAS, staff has determined that an Addendum is the appropriate CEQA documentation for the Proposed Project, consisting of General Plan Amendment (PEN26-0058) and Municipal Code Amendment (PEN26-0058), since no major revisions to the 2024 RFEIR are necessary and none of the conditions described in CEQA Guidelines Section 15162 calling for the preparation of a subsequent or supplemental EIR (SEIR) are triggered in that the Proposed Project will not result in any new significant impacts and/or more severe impacts that were not disclosed, analyzed and mitigated for in the 2024 RFEIR, the potential impacts associated with the Proposed Project would either be the same or less than those described in the 2024 RFEIR, and no substantial changes to the circumstances under which the Proposed Project would be undertaken that will result in new or more severe environmental impacts than those previously addressed in the 2024 RFEIR, and no new information regarding the potential for new or more severe significant environmental impacts have been identified; and
WHEREAS, pursuant to Section 9.02.200 of the Moreno Valley Municipal Code and Government Code Section 65353, a duly noticed public hearing before the Planning Commission was scheduled for August 13, 2026, regarding the Proposed Project, with notice thereof duly provided in accordance with applicable law; and 2319
3 Ordinance No. 2026-XX
Date Adopted: September 1, 2026
WHEREAS, on August 13, 2026, the Planning Commission conducted a duly noticed public hearing at which all interested persons were afforded an opportunity to testify and present evidence regarding the Proposed Project and the Addendum; and WHEREAS, on August 13, 2026, the Planning Commission conducted the duly noticed public hearing as prescribed by law to consider the Proposed Project (PEN26- 0058) and Addendum to the Revised Final Program Environmental Impact Report for the 2024 MoVal 2040 Project (State Clearinghouse No. 2020039022) at which time all interested persons were provided with an opportunity to testify and present evidence, after which the Planning Commission voted 4-0 to recommend that the City Council find and determine that the Addendum prepared for the MoVal 2040 Revised Program Environmental Impact Report (EIR) (State Clearinghouse No. 2020039022), which was certified by the Moreno Valley City Council April 21, 2026, complies with the applicable provisions of the California Environmental Quality Act (CEQA) Guidelines; and approve PEN26-0058; and
WHEREAS, pursuant to the provisions of Section 9.02.200 (Public Hearing and Notification Procedures) of the Moreno Valley Municipal Code and Government Code Section 65905, a public hearing was scheduled before the Moreno Valley City Council for September 1, 2026, and notice thereof was duly published in the Press Enterprise Newspaper.
NOW THEREFORE, THE CITY COUNCIL OF THE CITY OF MORENO
VALLEY DOES ORDAIN AS FOLLOWS:
Section 1. RECITALS
The above recitals are true and correct and are incorporated herein as though set forth at length herein.
Section 2. AUTHORITY
This Ordinance is adopted pursuant to Article XI, Section 7 of the California Constitution, California Government Code Section 37100, California Vehicle Code Sections 35701 through 35718, and all other applicable laws.
Section 3. PURPOSE
The purpose of this Ordinance is to implement the Circulation Element of the City’s General Plan and establish a comprehensive framework for the safe and efficient movement of goods throughout Moreno Valley. The regulations contained herein are intended to maximize the use of freeways, highways, arterials, and designated truck routes; reduce truck traffic on local residential streets; and protect sensitive receptors from truck-related traffic, air quality, noise, and safety impacts. This Ordinance further supports the implementation of Assembly Bill 98, Senate Bill 415, and future State legislation related to goods movement and warehouse development, 2320
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while establishing objective standards for truck circulation associated with logistics and warehouse facilities within the City.
Section 4. AMENDMENT TO CHAPTER 12.36 (TRUCK ROUTES) OF TITLE 12 (VEHICLES & TRAFFIC) OF THE MORENO VALLEY
MUNICIPAL CODE
Chapter 12.36 (Truck Routes) of Title 12 (Vehicles and Traffic) of the Moreno Valley Municipal Code is hereby amended to read as follows:
Chapter 12.36 Truck Routes
A. Purpose
The purpose of this Chapter is to establish a comprehensive truck routes system and operational framework governing truck circulation within the City.
B. Definitions.
For the purpose of this section, unless the context clearly requires otherwise, the words and phrases used herein shall have the following meanings:
1. "Designated truck route" means any roadway identified on the Official Moreno Valley Truck Routes Map.
2. "Heavy-duty truck" shall have the same meaning established in Section
9.05.060 of the Moreno Valley Municipal Code.
3. “Logistics use development” or “logistics use facility” shall have the same meaning established in Section 9.05.060 of the Moreno Valley Municipal Code.
4. “Logistics park” shall have the same meaning established in Section 9.05.060 of the Moreno Valley Municipal Code.
5. "Sensitive receptor" shall have the same meaning established in Section
9.05.060 of the Moreno Valley Municipal Code.
6. "Truck access study" means a study evaluating truck circulation, routing, freeway access, queueing, safety, and impacts on sensitive receptors.
7. "Truck routing and operations plan" means a plan identifying designated truck routes, truck circulation patterns, operational procedures, and measures to prevent truck parking, truck queueing, and circulation through residential neighborhoods.
8. "Truck queueing" means the staging or accumulation of trucks on public streets while awaiting access to a logistics use facility.
9. "Truck staging area" means an on-site area designed to accommodate waiting trucks.
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C. Applicability
1. The provisions of this chapter shall apply to the following:
a. Heavy-duty trucks operating within the City.
b. Logistics use facilities.
c. Logistics parks.
d. Distribution centers.
e. Warehouses.
f. Trucking facilities.
g. Projects subject to AB 98.
2. The provisions of this chapter shall not apply to the following:
a. Emergency vehicles.
b. Public utility vehicles.
c. Public agency vehicles.
d. School buses.
e. Public transit vehicles.
f. Refuse collection vehicles.
g. Construction vehicles providing service to a permitted project. h. Vehicles making local deliveries using the shortest practical route.
D. Official Truck Routes System
1. The Official Moreno Valley Truck Routes Map is hereby incorporated by reference.
2. Designated truck routes shall include all roadways identified on the Official Truck Routes Map and future amendments approved by City Council resolution.
3. The Public Works Director may make administrative corrections that do not materially alter the operation of the truck routes system.
4. The Public Works Director or City Engineer shall install and maintain truck routes signs and traffic control devices necessary to implement this Chapter.
E. Truck Routes Requirements
1. Heavy-duty trucks shall utilize designated truck routes as identified on the Official Moreno Valley Truck Routes Map. Except as otherwise provided in this Chapter, trucks shall travel between the designated truck routes and their origin or destination using the shortest practical route.
2. The Official Moreno Valley Truck Routes Map is incorporated herein by reference. 2322
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Administrative corrections made by the Public Works Director or designee shall be limited to correcting drafting errors, street name changes, or other nonsubstantive revisions and shall not modify designated truck routes or alter truck routes designations. Any modification to a designated truck route shall require approval by the City Council.
3. Trucks shall access logistics use facilities using designated truck routes to the maximum extent feasible.
4. Truck traffic through residential neighborhoods shall be prohibited except when necessary for local deliveries or where no feasible alternative route exists.
5. Truck parking on public streets outside designated truck staging areas shall be prohibited except as otherwise authorized by law.
F. Truck Routes Signage
1. Truck routes signage shall be installed at locations determined by the Public Works Director or City Engineer.
2. Truck routes signs, pavement markings, and other traffic control devices shall be installed and maintained in accordance with the California Manual on Uniform Traffic Control Devices (CA MUTCD) and applicable City engineering standards.
Signs shall include, as applicable:
a. Truck routes identification signs.
b. Directional truck routes signs.
c. Truck parking signs.
d. No-idling signs.
e. Truck restriction signs.
f. Freeway access signs.
3. Logistics use facilities shall install truck routes signs on private property where required by the City.
G. Truck Routing and Operations Plans
1. A Truck Routing and Operations Plan shall be required for:
a. Logistics use facilities.
b. Warehouse developments.
c. Distribution facilities.
d. Projects subject to AB 98.
e. Projects generating significant truck traffic as determined by the City Engineer.
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2. The Truck Routing and Operations Plan shall include:
a. Estimated daily truck trips.
b. Peak-hour truck trips.
c. Truck ingress and egress routes.
d. Freeway access routes.
e. Queueing analysis.
f. Truck staging locations
g. Sensitive receptor analysis.
h. Signage program.
i. Idling reduction measures.
j. Emergency access procedures.
3. The Truck Routing and Operations Plan shall demonstrate consistency with the Official Truck Routes Map.
4. Facility operators shall communicate approved Truck Routing Plans to all carriers, dispatchers, tenants, contractors, and operators serving the facility.
H. Warehouse and Logistics Access Standards
1. Logistics use facilities shall provide direct access to designated truck routes.
2. Truck access through local residential streets shall be prohibited unless approved by the Public Works Director or City Engineer.
3. Truck queueing on public streets is prohibited.
4. Truck loading, unloading, and staging shall occur entirely on private property.
5. Truck circulation shall be designed to minimize conflicts with pedestrians, bicyclists, and transit users.
I. Sensitive Receptor Protection Standards
1. Truck routing shall avoid sensitive receptors to the maximum extent feasible.
2. The City shall establish, as determined necessary by the Public Works Director or the City Engineer:
a. Turn restrictions.
b. School-hour truck restrictions.
c. Time-of-day operational restrictions.
d. No-idling zones.
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e. Enhanced signage.
f. Traffic control measures.
3. New logistics use facilities shall demonstrate consistency with the City's Official Truck Routes Map and applicable separation requirements established by State law and Municipal Code Section 9.05.060, whichever is more stringent.
J. Temporary Truck Routes
The Public Works Director may establish temporary truck routes and detours during emergencies, roadway closures, maintenance activities, or construction projects.
K. Administrative Authority
The Public Works Director, City Engineer, and Community Development Director are authorized to adopt administrative procedures necessary to implement this Chapter.
L. Violations and Enforcement
1. Violations of this Chapter constitute violations of the Moreno Valley Municipal Code.
2. Violations shall be enforced, as determined appropriate by the Public Works Director, through:
a. Administrative citations.
b. Civil remedies.
c. Conditions of approval enforcement.
d. Business license enforcement.
e. Any other lawful enforcement mechanism as determined by the Public Works Director.
3. Repeated violations of an approved Truck Routing Plan by a logistics use facility operator shall constitute a violation of the facility's conditions of approval.
4. Each day a violation continues shall constitute a separate violation. 2325
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Section 5. SEVERABILITY
That the City Council declares that, should any provision, section, paragraph, sentence or word of this Ordinance be rendered or declared invalid by any final court action in a court of competent jurisdiction or by reason of any preemptive legislation, the remaining provisions, sections, paragraphs, sentences or words of this ordinance as hereby adopted shall remain in full force and effect.
Section 6. REPEAL OF CONFLICTING PROVISIONS
That all the provisions of the Municipal Code as heretofore adopted by the City of Moreno Valley that are in conflict with the provisions of this Ordinance are hereby repealed.
Section 7. EFFECTIVE DATE
This ordinance shall take effect thirty (30) days after the date of its second reading.
Section 8. CERTIFICATION
That the City Clerk shall certify to the passage and adoption of this Ordinance, enter the same in the book for original ordinances of the City, and make a minute of passage and adoption thereof in the records of the proceedings of the City Council, in the minutes of the meeting at which this Ordinance is passed and adopted.
APPROVED AND ADOPTED this 1st day of September, 2026.
_________________________________
Ulises Cabrera
Mayor
City of Moreno Valley
ATTEST:
______________________________
M. Patricia Rodriguez, MMC, City Clerk
APPROVED AS TO FORM:
______________________________
Steven B. Quintanilla, City Attorney
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ORDINANCE JURAT
STATE OF CALIFORNIA )
COUNTY OF RIVERSIDE ) ss.
CITY OF MORENO VALLEY )
I, M. Patricia Rodriguez, MMC, City Clerk of the City of Moreno Valley, California, do hereby certify that Ordinance No. 2026-_XX was duly and regularly adopted by the City Council of the City of Moreno Valley at a regular meeting thereof held on the 1st day of September, 2026, by the following vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
(Council Members, Mayor Pro Tem and Mayor)
_________________________________________
M. PATRICIA RODRIGUEZ, MMC, CITY CLERK
(SEAL)
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Report to City Council
ID: 26-0335 Page 1
TO: Mayor and City Council
FROM: Angelica Frausto-Lupo, Community Development
Director
AGENDA DATE: September 1, 2026
TITLE: MUNICIPAL CODE AMENDMENT (PEN26-0090)
(REPORT OF: COMMUNITY DEVELOPMENT)
(DISTRICT: ALL DISTRICTS)
TITLE SUMMARY: Municipal Code Amendment To Amend Chapter 8.60 – Threatened And Endangered Species, Of The Moreno
Valley Municipal Code, To Adopt And Implement The
Updated 2026 Stephens’ Kangaroo Rat (SKR) Habitat
Conservation Plan Mitigation Fee Established By The
Riverside County Habitat Conservation Agency (RCHCA)
DISTRICT: All Districts
Recommendation(s)
That the City Council:
1. Find that the proposed amendment to the Moreno Valley Municipal Code is exempt from the California Environmental Quality Act in accordance with Section 15061(b)(3) of the CEQA Guidelines; and
2. Introduce (First Reading) Ordinance No. 2026-XX and adopt (Second Reading) the same at a subsequent City Council meeting, adopting the Updated 2026 Stephens' Kangaroo Rat (SKR) Habitat Conservation Plan Mitigation Fee established by the Riverside County Habitat Conservation Agency (RCHCA) and adopting the findings required by Government Code section 66001, incorporating the RCHCA Nexus Study by reference.
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SUMMARY
On July 9, 2026, the Riverside County Habitat Conservation Agency (RCHCA) approved an updated fee schedule for the Stephens’ Kangaroo Rat Habitat Conservation Plan (SKR HCP) based on the finding of a 2026 Nexus Fee Study (“Nexus Study”). The Nexus Study determined that the existing $500-per-gross-acre mitigation fee, which has remained unchanged since 1996, no longer generates sufficient revenue to support administration, biological monitoring, reserve management, and other HCP implementation requirements.
Adoption of the proposed Ordinance will implement RCHCA’s updated mitigation fee of $900 per gross acre for applicable development within the City. However, for single family residences on a single legally created lot, a Mitigation Fee of $250.00 shall be paid; and for agricultural development which requires a development permit, a Mitigation Fee of $500 per gross acre shall be paid. The adjustments will ensure that new development continues to contribute its proportional share of the costs associated with mitigating impacts to SKR habitat and maintaining the regional incidental take authorization. The updated fee schedule and supporting analysis are summarized below and provided in the RCHCA SKR HCP Nexus Study (Exhibit A).
DISCUSSION
The City of Moreno Valley, together with the cities of Corona, Hemet, Lake Elsinore, Murrieta, Perris, Riverside, and Temecula, and the County of Riverside, have formed the RCHCA to plan for, acquire, administer, operate, and maintain land and facilities for ecosystem conservation and the creation of habitat reserves to implement habitat and ecosystem conservation plans and programs for the species of concern.
The Stephens’ Kangaroo Rat Habitat Conservation Plan (SKR HCP) streamlines project approvals by establishing a regional incidental take authorization, eliminating the need for costly, project-specific negotiations with wildlife agencies. To fund this program, the City collects mitigation fees from developers prior to issuing grading permits and remits them in full to the RCHCA. Because these funds are completely passed through the City to the RCHCA, implementing the updated fee schedule creates zero fiscal impact on the City’s general fund.
The SKR mitigation fee was set at $1,950 per acre in 1988 and reduced to $500 per gross acre in 1996 following adoption of the SKR HCP. The fee has not been increased or adjusted for inflation since then. According to RCHCA’s analysis, the fee would have reached approximately $995 per acre by 2024 if it had been adjusted annually for inflation using the Consumer Price Index (CPI). Consequently, the current fee does not reflect the current cost of implementing the SKR HCP.
The mitigation fee is collected from development within the SKR Fee Area to offset impacts from the loss of SKR habitat. Fee revenue supports the activities necessary 2329
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to implement the HCP, including administration, biological monitoring, reserve management, insurance, and consulting services. These activities also support the regional incidental take authorization, which allows qualifying development projects within the plan area to proceed without separate project-specific authorization from the wildlife agencies.
Based on historical development activity and regional projections, the Nexus Study estimated an average of 1,770 gross acres of new development annually. Dividing the annual funding requirement by the projected acreage yields a fee of $900 per gross acre. The Nexus Study also recommends annual CPI adjustments and a comprehensive review of the fee every five to eight years, or sooner if implementation costs or development activity change significantly, to maintain adequate funding for the HCP.
After the required public review period, the RCHCA Board of Directors approved the updated fee schedule on July 9, 2026. The City’s current fee and the approved rate adjustment for the development categories listed below are shown in the table below.
Additional information on the fee update and Nexus analysis is provided in Exhibit A.
SKR MITIGATION FEE
Fee Category Current Fee Proposed Fee
Residential $500 / acre $900 / acre
Residential Affordable $500 / acre $900 / acre
Residential Accessory Dwelling Unit (ADU) $500 / acre $900 / acre Non-Residential – General Commercial $500 / acre $900 / acre Non-Residential – Regional Commercial $500 / acre $900 / acre Non-Residential – Office $500 / acre $900 / acre
Non-Residential – Industrial $500 / acre $900 / acre
Non-Residential – High-Cube $500 / acre $900 / acre
Individual Single-Family Home Construction (Single Lot) $250 flat fee $250 flat fee Agricultural $100/acre $500/acre
If adopted, the proposed Ordinance will formally implement the updated SKR HCP mitigation fee within the City. The fee adjustment will take effect 60 days after adoption of the Ordinance.
ENVIRONMENTAL
The proposed Municipal Code Amendment (PEN26-0090) is exempt from the California Environmental Quality Act in accordance with Section 15061(b)(3) of the CEQA Guidelines in that the amendments involve general policy and procedure making, and it can be seen with certainty that there is no possibility that the amendments will have a significant effect on the environment.
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ALTERNATIVES
1. Approve the proposed Resolution and implement the automatic increase to the SKR HCP fees. Staff recommends this alternative because it is consistent with the City’s approved agreements pertaining to the RCHCA.
2. Do not approve the proposed Resolution. Staff does not recommend this alternative because it would be inconsistent with agreements related to the RCHCA and would create a potential financial liability for the City.
FISCAL IMPACT
No fiscal impacts are anticipated from the approval and adoption of the proposed Ordinance. The SKR HCP mitigation fees are paid by the Applicant and/or Developer to the City prior to the issuance of a grading permit and are then remitted to the RCHCA.
NOTIFICATION
The proposed Municipal Code Amendment (PEN26-0060) is City-wide. A public hearing notice for the proposed Municipal Code Amendment was published in the PressEnterprise newspaper on July 31, 2026, and sent to a list of interested parties. In addition, Project materials were posted to the City’s website (http://www.morenovalley.ca.us/cdd/documents/about-projects.html) thirty (30) days prior to the scheduled public hearing.
PREPARATION OF STAFF REPORT
Prepared By: Concurred By:
Rachel Ramirez Regine Kennedy
Management Analyst Principal Planner
Concurred By: Department Head Approval:
Sergio Madera Angelica Frausto-Lupo
Planning Division Manager Community Development Director
CITY COUNCIL GOALS
Advocacy: Develop cooperative intergovernmental relationships and be a forceful advocate of City policies, objectives, and goals to appropriate external governments, agencies and corporations.
CITY COUNCIL STRATEGIC PRIORITIES
1. Economic Development
2. Public Safety
3. Library
4. Infrastructure
5. Beautification, Community Engagement, and Quality of Life
6. Youth Programs
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Report Approval Details
Document Title: STAFFREPORT_CDD_SKRHCP_MITIGATION_FEE_INCREASE.docx Attachments: - Attachment A to Ordinance No. 2026-XX.docx - Ordinance No. 2026-XX to SKR-HCP.doc
- Exhibit A_RCHCA SKR HCP Nexus Study.pdf
Final Approval
Date:
Aug 26, 2026
This report and all of its attachments were approved and signed as outlined below:
Angelica Frausto-Lupo
Sean Kelleher
Anna Chacon
Felicia London, MPA
Launa Jimenez
Brian Mohan
Patty Rodriguez
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