1 Resolution No. 2026-XX
Date Adopted: September 1, 2026
RESOLUTION NO. 2026-XX
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
MORENO VALLEY, CALIFORNIA, RECOMMENDING THAT THE
CITY COUNCIL APPROVE GENERAL PLAN AMENDMENT
(PEN26-0058) AMENDING THE CIRCULATION ELEMENT OF
THE 2024 GENERAL PLAN AND OFFICIAL MORENO VALLEY
TRUCK ROUTE MAP
WHEREAS, the City of Moreno Valley ("City") is a general law city and municipal corporation of the State of California; 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 and a proposed Ordinance amending Chapter 12.36 (Truck Routes) of Title 12 (Vehicles and Traffic) of the City’s Municipal Code regarding truck routes (collectively, “Proposed Project”); and
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 route network that promotes efficient freight movement in compliance with state and federal laws and regulations applicable to such truck traffic and truck routes; and 2 Resolution No. 2026-XX
Date Adopted: September 1, 2026
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 Route 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 has determined that an Addendum is the appropriate CEQA documentation for the Proposed Project, 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 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, 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, CALIFORNIA, DOES HEREBY RESOLVE AS FOLLOWS:
Section 1. Recitals and Exhibits
3 Resolution No. 2026-XX
Date Adopted: September 1, 2026
That the foregoing Recitals and attached exhibits are true and correct and are hereby incorporated by this reference.
Section 2. Notice
That pursuant to Government Code Section 66020(d)(1), notice is hereby given that General Plan Amendment (PEN26-0058) may result in certain fees, dedications, reservations, or other exactions as authorized by law.
Section 3. Evidence
That the City Council has considered all evidence submitted into the administrative record for General Plan Amendment (PEN26-0058), including but not limited to:
(a) The proposed General Plan Amendment (PEN26-0058) and all documents, records, and references contained therein, including, without limitation, the proposed Official Moreno Valley Truck Route Map, both of which are attached hereto as Circulation Element Amendments and Official Moreno Valley Truck Route Map, respectively;
(b) The Addendum to the Revised Final Program Environmental Impact Report (State Clearinghouse No. 2020039022) and all documents, records, and references contained therein;
(c) The previously certified Revised Final Program Environmental Impact Report for the 2024 MoVal 2040 Project and all documents, records, and references contained therein;
(d) All related staff reports, the City Council Staff Report, and all documents, records, references, and staff presentations related thereto; (e) Testimony and comments received during the public hearing; and (f) All written correspondence submitted before or during the public hearing.
Section 4. Findings
That based on the foregoing Recitals and Evidence contained in the Administrative Record, the City Council makes the following findings:
(a) General Plan Amendment (PEN26-0058) updates the City's long-range transportation policies to provide a balanced, multimodal transportation system that supports the safe and efficient movement of people and goods.
(b) General Plan Amendment (PEN26-0058) is consistent with Government Code Section 65302(b) and other applicable State planning requirements, including implementation of Senate Bill 932, Assembly Bill 98, and Senate Bill 415.
(c) General Plan Amendment (PEN26-0058) improves coordination between roadway planning, active transportation, traffic safety, and goods movement while supporting Complete Streets, Vision Zero principles, and the City's designated truck route network.
(d) Incorporation of the Official Moreno Valley Truck Route Map into the Circulation Element provides a policy framework for efficient goods 4 Resolution No. 2026-XX
Date Adopted: September 1, 2026
movement while minimizing truck traffic impacts on residential neighborhoods and other sensitive land uses.
(e) General Plan Amendment (PEN26-0058) maintains internal consistency with the goals, policies, and implementation measures of the MoVal 2040 General Plan and will not adversely affect the public health, safety, or general welfare.
Section 5. Recommendation
That based upon the foregoing Recitals, Evidence contained in the Administrative Record, and Findings, the City Council hereby approve General Plan Amendment (PEN26-0058), including the Official Moreno Valley Truck Route Map incorporated therein.
Section 6. Repeal of Conflicting Provisions
That all provisions previously adopted by the City Council in conflict with this Resolution are hereby repealed.
Section 7. Severability
That if any provision, section, paragraph, sentence, or word of this Resolution be rendered or declared invalid by any court action in a court of competent jurisdiction or by reason of any preemptive legislation, the remaining provisions, sections, paragraphs, sentences, or words as hereby adopted shall remain in full force and effect.
Section 8. Effective Date
That this Resolution shall take effect immediately upon adoption.
Section 9. Certification
That the City Clerk shall certify as to the adoption of this Resolution and shall cause the same to be processed in the manner required by law.
APPROVED AND ADOPTED this 1st day of September, 2026.
___________________________
Ulises Cabrera
Mayor
City of Moreno Valley
ATTEST:
____________________________
M. Patricia Rodriguez, MMC, City Clerk
5 Resolution No. 2026-XX
Date Adopted: September 1, 2026
APPROVED AS TO FORM:
____________________________
Steven B. Quintanilla, City Attorney
Attachment A: Circulation Element Amendments
Attachment B: Official Moreno Valley Truck Route Map
6 Resolution No. 2026-XX
Date Adopted: September 1, 2026
RESOLUTION 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 Resolution 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)
Attachment A: Circulation Element Amendments
DRAFT
Circulation is how we get around the City
and it has great influence on the quality of
our daily lives and the strength of the local
economy. An efficient, safe, and connected
transportation system that supports the
movement of people and goods by car, truck,
transit, bicycle, mobility, and walking will help
support productive and healthy lifestyles and
a prosperous economy. As Moreno Valley and
the surrounding region continue to grow,
circulation systems in the City will focus
on maintaining and enhancing a complete
transportation network, including automobile
travel, transit, non-motorized transportation,
and goods movement; these circulation
aspects, as well as parking and emergency
access, are addressed in this chapter.
This chapter satisfies the statutory
requirements for the General Plan Circulation
Element and provides a circulation
diagram identifying major thoroughfares;
transportation routes for vehicles, transit,
bicycles, and pedestrians; and also a military
airport. This chapter includes policies for
Complete Streets, which provide a balanced,
multimodal transportation network serving
all users and abilities and supports other
chapters of the General Plan by providing and
enhancing multimodal transportation options
and supporting adjacent land uses.
4 Circulation
0 H
j
4-2 | MoVal 2040 GENERAL PLAN
DRAFT
Citywide development patterns, public services/
facilities, and the economy are discussed in the Land
Use and Community Character, Parks and Public
Services, and Economic Development Elements,
respectively. Promotion of healthy and active lifestyles that include getting around and experiencing the City
outside of the car are addressed in the Environmental
Justice and Healthy Community Elements, and
ensuring accessible housing to transit dependent populations is addressed in the Housing Element.
Regional Connectivity
The City of Moreno Valley is located in the western
part of Riverside County. Interstate 215 (I-215) lies
west of the City and State Route 60 (SR 60) runs
through the northern portion of the City. These highways are accessed by multiple on/off ramps throughout Moreno Valley and intersect in the western portion of the City (west of the Moreno Valley Mall)
just outside of the City limits. The northern border of Moreno Valley backs up to the Reche Canyon/Box
Springs Mountain Reserve, which is just south of the
Riverside/San Bernardino County line. To the east
of Moreno Valley lies the City of Beaumont, to the
south is the City of Perris, and to the west is the City of Riverside.
The City of Moreno Valley’s public transit commuter
modal share is about the same as Riverside County’s
(approximately 1 percent). The Riverside Transit
Agency (RTA) provides the majority of available
public transportation via fixed route bus and paratransit services. Sunline Transit Agency (STA) provides a commuter link bus route connecting the cities of Riverside, Moreno Valley, Beaumont, and Palm
Desert; this route connects to the Riverside Metrolink
Station. 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.
TRANSPORTATION AGENCIES
The transportation agencies highlighted below influence local and regional transportation planning in and around Moreno Valley.
◆ United States Department of Transportation (USDOT)
–The US DOT coordinates all
federal transportation work. Under
the USDOT, the Federal Highway
Administration (FHWA) builds and
maintains the National Highway
System; the Federal Railroad Administration
(FRA) invests in and enforces safety regulations
along rail corridors throughout the United States;
the Federal Transit Administration provides
financial and technical assistance to local public
transit systems and oversees transit safety; and the
National Highway Traffic Safety Administration
(NHTSA) works to improve safety on roadways.
◆ California Department of Transportation
(Caltrans) –
Caltrans is responsible for the State highway system, including more than 50,000 miles of California’s highway and freeway
lanes. Moreno Valley is part of Caltrans
District 8.
◆ Southern California Association of
Governments (SCAG) – SCAG is the
transportation planning, financing, and
coordinating agency for six counties in
Southern California. The agency develops longrange regional transportation plans including the sustainable communities strategy and growth
forecast components, regional transportation
improvement programs, regional housing needs
allocations and a portion of the South Coast Air
Quality Management District’s plans.
◆ Riverside County Transportation Commission (RCTC)
–RCTC is responsible for managing
and spending Measure A sales tax
dollars, which fund transportation
improvements in Riverside County.
◆ Western Riverside Council of Governments
(WRCOG) –
WRCOG is a centralized
agency setting policy for 18
cities, the Western Riverside
County, the Eastern and
Western Municipal Water
Districts, and the Morongo
Band of Mission Indians. WRCOG’s Economic
Development & Sustainability Framework has
served as a roadmap for implementing the Agency’s
regional programs and projects. The Framework
calls for the preservation and advancements of
inter-related goal areas (Economy, Education,
Energy & Environment, Health, Water & Water
Waste, and Transportation), which are critical
|
094
H
uil
4 O. A
%
O
STTEs of
‘A
RCTC
4 CaJirans
RIVERSIDE
COUNTY
TRANSPORTATION
COMMISSION
Western Riverside
Council of Governments
u
a
179 798
6 Z
A°TRAs
Circulation | 4-3
DRAFT
to achieve and maintain a high quality of life in
Western Riverside County. WRCOG developed
and administers the Transportation Uniform
Mitigation Fee (TUMF).
◆ Riverside Transit Agency (RTA)
– RTA is the Consolidated
Transportation Service
Agency for western Riverside County and is
responsible for coordinating transit services
throughout the approximate 2,500 square mile
service area, providing driver training, assistance
with grant applications and development of ShortRange Transit Plans (SRTPs).
REGIONAL TRANSPORTATION
NETWORK
The projects listed below have broad regional significance and would reduce congestion in the City of Moreno Valley by increasing capacity of the system.
◆ State Route 60 (SR 60) Truck Lanes Project – 4.5-
mile widening project on SR 60 between Gilman
Springs Road and 1.4 miles west of Jack Rabbit
Trail in the unincorporated Riverside County
Badlands. This project, completed in 2022,
enhances the mobility and safety of SR 60 through
the Badlands and improve trucking accessibility from Moreno Valley to the east. This project opened its new lanes in 2022.
◆ Interstate 215 (I-215) High Occupancy Vehicle (HOV)
Lanes Project – 11-mile widening project on I-215
to add HOV lanes in each direction from Box
Springs Road in Moreno Valley to Nuevo Road in
Perris. This project is anticipated to improve travel
time on I-215 and is part of a long-term construction effort by the RCTC. ◆ Mid County Parkway Project – Also known as
Community and Environmental Transportation
Acceptability Process (CETAP) East, a 16-mile
transportation corridor to relieve traffic
congestion in southwestern Riverside County near
San Jacinto and Perris. This project is anticipated
to improve travel time between SR 79 and I-215
and provide connections that support multimodal
transportation. Construction is expected to begin
in 2026 and be completed by 2028.
◆ CETAP West – 16-mile westerly extension of Mid
County Parkway between I-15 in Corona and
I-215 in Perris. This proposed project will provide
an additional alternative east-west corridor from
SR-91 between I-15 and I-215.
◆ Cajalco Road Improvement Project – 16-mile transportation corridor to relieve traffic congestion in southwestern Riverside County near Corona
and Perris. This project will provide an alternative east-west corridor to SR 91 between I-15 and I-215. This project is expected to begin construction in 2028. ◆ The Ethanac Road Improvement Project – 10-mile
widening and realignment of the Ethanac corridor
from I-15 in Lake Elsinore to I-215 in Perris. This
project will provide additional east-west capacity
and ease congestion on I-215.
Goal C-1: Strengthen connections to
the regional transportation
network.
POLICIES
C.1-1: Support regional infrastructure
investments for all modes to relieve
congestion and support healthy
communities in the City of
Moreno Valley.
C.1-2: Maintain ongoing relationships with
all agencies that play a role in the
development of the City’s transportation
system.
C.1-3: Cooperatively participate with SCAG,
RCTC, WRCOG, and the TUMF
Central Zone Committee to facilitate the
expeditious construction of TUMF Network
projects, and planning for a transportation
system that anticipates regional needs for
the safe and efficient movement of goods
and people, especially projects that directly
benefit Moreno Valley.
High occupancy vehicle lanes incentivize carpooling by
providing faster travel to cars with more people.
IY
|
4eD4 ,
-
a) I
Riverside Transit Agency RRT
______
4-4 | MoVal 2040 GENERAL PLAN
DRAFT
ACTIONS
C.1-A: Advocate for the completion of proposed
and planned regional transportation
projects as they will alleviate congestion
on I-215 and SR 60 and will improve
traffic conditions on City streets.
C.1-B: Work with property owners, in
cooperation with RCTC, to reserve
rights-of-way for freeways, regional
arterial projects, transit, bikeways, and
interchange expansion and potential
Community and Environmental
Transportation Acceptability Process
(CETAP) corridors through site design,
dedication, and land acquisition, as
appropriate.
C.1-C: Pursue grant funding, including for major
projects that enhance connectivity to the
regional network.
Comprehensive, Layered
Network
A comprehensive transportation network gives residents and visitors multiple options for getting around Moreno Valley and connecting to its many nearby
destinations. By providing a variety of safe and
attractive transportation options, the City can ensure
that all residents have equitable access to transport,
including youth, seniors, persons with disabilities, and low-income residents.
As in many communities throughout California, in
Moreno Valley, the automobile, especially the single-occupant vehicle, is the primary mode of travel. 90 percent of total commute travel in Moreno Valley
is by car,1 as depicted in Figure C-1 Commuter Mode
Split, commute outflows on the regional network
make up a large share of vehicle trips in Moreno
Valley. Outflow refers to those who live in Moreno
Valley but are employed outside of the City whereas
inflow includes people who are employed in Moreno
Valley but live outside of the City. About 86 percent of Moreno Valley’s working population is employed outside of the City, and almost half of employed residents travel 25 miles or more to work. About 90 percent of
Moreno Valley residents work in Riverside, Orange,
Los Angeles, or San Bernardino Counties. Moreno
Valley residents traveling to work experience heavy
levels of morning and evening congestion on freeways
such as I-10, I-15, SR 60, SR 91, and I-215.2A focus on creating more jobs locally, supported by a comprehensive, multimodal circulation network, can help reduce the need for long commutes and allow Moreno Valley
residents to spend more time with family and friends.
1 U.S. Census Bureau, American Community Survey 5-Year
Estimates, 2019-2023.
2 U.S. Census Bureau, OnTheMap Application, 2022.
Figure C-1: Commuter Mode Split
Moreno Valley has a relatively flat terrain and rectilinear grid patterns of streets that makes it generally well-suited for walking and biking. However, over time
development patterns in the City have resulted in a
separation of residential, commercial, and employment
uses that do not facilitate walking, and hot weather
particularly in the summer months can make getting
around by walking and biking less desirable. Through
the General Plan Update process, community input
has strongly supported the notion of a future development pattern that facilitates getting around by driving less and walking and biking more. The General Plan
seeks to foster a compact development pattern and a
mix of uses in centers and corridors within Moreno
Valley to help create pockets of walkable areas and
facilitate connections by bicycle and transit. See
Chapter 2, Land Use and Community Character, for
additional discussion. The comprehensive, layered
transportation network described in this chapter supports Moreno Valley’s continued growth and evolution.
Commuter Mode Split
Drive Alone
Carpool
Public Transit
Bicycle/Walking
Other Means
Work At Home
Source: United States Census, 2023 5-Year Estimates
pl
II
4 6KRRO62
7%
14%
76%
ain
Circulation | 4-5
DRAFT
COMPLETE STREETS
In 2008, the State passed the California Complete
Streets Act (Assembly Bill 1358), requiring circulation elements to include a Complete Streets approach
that balances the needs of all users of the street.
Complete Streets are streets designed and operated to
enable safe access for all users, including pedestrians, bicyclists, motorists, and transit riders of all ages and abilities. The precise definition of a Complete Street
can vary depending on the context and primary
roadway users, but there are some common elements
found in successful Complete Streets policies. These
policies consider the needs of all users of the street in the planning, design, construction, operation, and
maintenance of transportation networks.3 This framework allows policymakers to shift the goals, priorities, and vision of local transportation planning efforts by
emphasizing a diversity of modes and users. Many
of Moreno Valley’s roads were designed primarily
for car travel when they were first built. Rethinking
Moreno Valley’s roads as Complete Streets will allow
people to safely walk, bicycle, drive, and take transit, sharing the street with other users.
ROADWAY CLASSIFICATIONS
AND CIRCULATION DIAGRAM
Roadway Classifications
The roadway network in Moreno Valley consists of
freeways, boulevards, arterials, collectors, and local
streets. The roadway classifications of the network,
described below, have been developed to guide long
range transportation planning in Moreno Valley to
balance access and capacity.
3 National Complete Streets Coalition, 2017.
FREEWAYS
Freeways generally provide high speed, high-capacity inter-regional access. Their primary function is to move vehicles through or around the City; thus,
there is no access to adjacent land, and limited access to arterial streets. Freeways contain anywhere from
four to 12 lanes with recommended design volumes
from 80,000 to 210,000 vehicles per day. SR 60 is an
east-west freeway containing 6 lanes. I-215, an 8 lane
highway which runs north-west, borders the City, but
is not within the City’s boundaries. The City has no
direct control over freeways as they are maintained
by Caltrans and improvements are programmed
through RCTC.
Complete Streets are streets that
have been designed to safely and
comfortably accommodate all
users, regardless of age, ability, or
mode of travel. Many street designs
historically privileged private vehicle
travel above other transport modes;
Complete Streets aim to correct
past imbalances and ensure that
roadways are safe and friendly for
pedestrians, bicyclists, and transit
riders, too.
ARTERIALS
Arterial streets carry the majority of traffic traveling through the City. They serve two primary functions:
to move vehicles into and through the City, and to
serve adjacent commercial land uses. They provide
access to freeways as well as major activity centers
and residential areas. Driveways and other curb cuts
along arterials are designed to minimize disruption
to traffic flow. Sidewalks are typically included along arterials, and protected Class I or IV bike lanes are
recommended. Truck routes are designated along
arterials. The desired maximum roadway capacity on
arterials averages from 30,000 to 55,000 vehicles per
day depending on number of lanes, type and width of
directional separation, presence of on-street parking
or bicycle facilities, configuration and frequency of
access to adjacent land uses, and intersection configurations. Moreno Valley has several designations of varying Rights of Way (ROW), the widest Divided
Major Arterial (134’ ROW), Divided Arterial (110’
ROW), Arterial (100’ ROW) and down to a Minor
Arterial (88’ ROW).
BOULEVARDS
Boulevards are a type of arterial designed to connect
major destinations within the City and are highly visible and aesthetically landscaped with shade trees and wide sidewalks. Mixed-Use Boulevards in Moreno
Valley provide for high volumes of vehicle flow
(40,000-55,000 vehicles per day) including trucks,
while providing a wide pedestrian parkway with
access to residences along the length of the corridors
and shops and services primarily at intersections.
COLLECTORS
Collectors are intended to carry traffic between the
arterial street network and local streets or directly
from the access drives of higher intensity land uses.
Collectors serve commercial, residential, or public
uses, and are generally two-lane roadways with
sidewalks and bicycle facilities. The desired roadway
Image credit: National
Association of City
Transportation Officials
ATm
a
4-6 | MoVal 2040 GENERAL PLAN
DRAFT
capacity on a collector street is less than 12,000 vehicles per day. Moreno Valley has designated Industrial Collectors and Neighborhood Collectors. Industrial
Collectors are designed primarily for access. to industrial and logistics uses that emphasize truck access.
Bike facilities on these roads are preferred off-street or with additional protective buffers and/or barriers.
Neighborhood Collectors are residential streets that
prioritize low vehicle speeds and low-stress bicycle
and pedestrian use on parallel routes to arterials.
LOCAL STREETS
Local streets are designed to serve adjacent land uses
only. They allow access to residential driveways and
often provide parking for the neighborhood. They are
not intended to serve through traffic traveling from
one street to another, but solely local traffic. Sidewalks and shared bicycle facilities are appropriate on local
streets. The desired roadway capacity on a residential
street should not exceed about 2,500 vehicles per day
and 200-300 vehicles per hour during peak periods.
The maximum residential traffic volume that is
acceptable to persons living along a street may vary
from one street to another depending on roadway
width, type of dwelling units (i.e., high density apartments versus single-family homes), presence of schools and other factors. The maximum volume of 2,500
is, therefore, to be used as a guide only, and a neighborhood’s sensitivity to potential impacts need to be carefully considered.
Circulation Diagram
The Circulation Diagram shown in Map C-1 depicts
the proposed circulation system to support development under the Land Use Map (see Map LCC-4 in Chapter 2, Land Use and Community Character). As
Moreno Valley continues to experience residential,
employment, and commercial growth, a connected,
multi-modal street network will be essential to ensure
efficient commutes for work and goods movement,
safe active transportation, and easy access to retail
and entertainment.
The General Plan proposes a “layered network”
approach, where traffic demands of Moreno Valley
and system-wide needs of different modes can be used
as inputs as streets are redesigned and configured to
better meet the needs of bicyclists, pedestrians, and
transit, and enable everyone to efficiently and safely
navigate through the City. Considering system-wide
needs means assessing whether the system as a whole
is able to meet the needs of travelers. The layered
network approach designates modal emphasis by
street to create a comprehensive street network. The
layered network approach recognizes the need to
accommodate all forms of traffic, but with the understanding that certain streets will emphasize certain forms of transportation. Layered networks balance
vehicular transportation with “active transportation,”
which is human-powered transportation that includes
walking, cycling, using a wheelchair, in-line skating,
or skateboarding. The layered network approach
recognizes that not all modes can be accommodated
acceptably on all streets within this City, but bicycle and pedestrian movement can be emphasized on specific streets. It also helps ensure consistency with the California Complete Streets Act, passed in 2008.
A portion of Heacock Street is located within an
area that is currently identified as the Clear Zone
within the 2014 March Air Reserve Base /Inland Port
Airport Land Use Compatibility Plan and the 2018
Figure C-3: Illustrative Neighborhood Collector Cross Section Figure C-2: Illustrative Mixed Use Boulevard Cross Section —1—
A.
Sidewalk Sidewalk Transit Une Drive Une Drive lane Landscaped median Drive lane Drive lane Transit lane on on
ill CtD
— —
G Parking lane Sidewalk Parking lane Sidewalk
R
___
—
Cun
0 d
A—
Circulation | 4-7
DRAFT
March Air
Reserve
Base
Lake
Perris
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
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
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
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK oVal 2040 Revised Draft Program EIR
NOT TO SCALE
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
GURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK al 2040 Revised Draft Program EIR
NOT TO SCALE
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
FIGURE 4
16 1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK Sphere of Influence
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
Lak
March Air
Reserve
Base
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
Sphere of Influence
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
La
March Air
Reserve
Base
Lake
March Air
Reserve
Base
P
Sphere of Influence
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
S
NG AND PLANNED BICYCLE AND PEDESTRIAN NETWORK
Sphere of Influence
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
Sphere of Influence
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
Lak
P
March Air
Reserve
Base
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
P
i
March Air
Reserve
Base
Lake
March Air
Reserve
Base
Lake
Perris
Sphere of Influence
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
P
i
March Air
Reserve
Base
Lake
March Air
Reserve
Base
Lake
Perris
Sphere of Influence
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
March Air
Reserve
Base
Lake
March Air
Reserve
Base
Lake
Perris
Sphere of Influence
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lak
Perr
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
Map C-1: Circulation Diagram
G
4 16
1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK
Sphere of Influence
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lak
Per
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
L
Pe
Map C-1: Circulation Diagram
AA
l
/
r
J i
i
I
i
__ j. j
X ]
1177
L_.
1___
G i -
)
1 I
A /“
I
7 I
___ I
A I
X|
N
V
/
V
I \
i I I.
I
I
i
/
I
I
L.
L.4
i._
P1
i L
i
i
r
i
y
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.
Circulation | 4-9
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.
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.
Circulation | 4-11
DRAFT
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.
s -
(
)Y
",
' Ar
%.
I X
t
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.
A
Fi
A
Sae
s
Av
s
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.
f
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
P
L’
ae j
)
A p
$
)
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
All
6“
- Be
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
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
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
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK MoVal 2040 Revised Draft Program EIR NOT TO
Sphere of Influence
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
La
Per
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK MoVal 2040 Revised Draft Program EIR NOT TO SCALE
Sphere of Influence
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
FIGURE 4
16 1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK Sphere of Influence
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perri
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
Sphere of Influence
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK MoVal 2040 Revised Draft Program EIR NOT TO SCALE
Sphere of Influence
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
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
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
-1
N
I
_! ____ J
I
L )
i___ X
- =
I T
------
A __ A
A
I
□ ।
L—,
L_
i
1 1
i
/
/
I
I
N
)
____
V—V
\
\
\
/
/
/
I
i
i
i
: •' /
: i
: Y
I
L___
I
__ i
[
i
P—1 i i
i
i
, I
\j
I
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)
------- I
r
-
4-18 | MoVal 2040 GENERAL PLAN
DRAFT
Map C-3: Crashes by Crash Severity
Van Buren Blvd
Center St
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
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
Ya'i Heki'
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
RECHE
VISTA DR
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
1 • 0) > V. I
r
I D
■
?
N
200
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
1 MAAs7
; $4
■
[I %
(9 —
A, s’
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.
704 1 703
nu L
r ' L
[ i l s
l
(
3 I
4 7sh
le
TICKETS
. 1
/1(g
fy-
■ o
- E
Circulation | 4-21
DRAFT
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK MoVal 2040 Revised Draft Program EIR
NOT TO SCALE
f Influence
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
March Air
Reserve
Base
Lake
Perris
FIGURE 4.16-1 EXISTING AND PLANNED BICYCLE AND PEDESTRIAN NETWORK MoVal 2040 Revised Draft Program EIR