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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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March Air
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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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March Air
Reserve
Base
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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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March Air
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FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND
MoVal 2040 Revised Draft Program EIR
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FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWO MoVal 2040 Revised Draft Program EIR
March Air
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March Air
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March Air
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FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NET MoVal 2040 Revised Draft Program EIR
March Air
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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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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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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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4-26 | MoVal 2040 GENERAL PLAN
DRAFT
Van Buren Blvd
E Alessandro Blvd
Trautwein Rd
60 215
215
March Air
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Box Springs
Mountain
Reserve
Sycamore
Canyon
Wilderness Park
M ORE NO
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VAL VERDE
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Red
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Alessandro Blvd
Iris Ave
Nason St
Heacock St
60 60
60 Norton
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COLLEGE
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MORENO
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DAY ST
SUNNYMEAD BLVD HEACOCK ST
PERRIS BLVD
PIGEON PASS RD
N PERRIS BLVD
FREDERICK ST
REDLANDS BLVD
LASSELLE ST
NASON ST
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¯ 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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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
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
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