CITY OF SAN BERNARDINO
CITY-WIDE TRUCK ROUTE
STUDY
AUGUST 2023
July 2023
Contents
1 INTRODUCTION ............................................................................................................ 1 2 REGULATORY FRAMEWORK ....................................................................................... 3
2.1 Federal Regulations ............................................................................................................... 3
2.2 State Regulation ...................................................................................................................... 4
2.2.1. Truck Size Limits 6
2.2.2. Weight Limits 7
2.2.3. Establishment of Local Truck Routes 8
2.3 Local Regulation .................................................................................................................. 10 3 EXISTING TRUCKING CONDITIONS ........................................................................ 13
3.1 Roadways And Land Use .................................................................................................. 13
3.2 Pavement Conditions ......................................................................................................... 15
3.3 Existing Roadway Volumes .............................................................................................. 17
3.4 Existing Truck Travel Patterns ......................................................................................... 19 4 IMPLEMENTATION .................................................................................................... 22
4.1 Recommended Truck Routes.......................................................................................... 22
4.2 Turning Radius Analysis .................................................................................................... 30
4.3 Truck Parking Policy ........................................................................................................... 31
4.4 Municipal Code Updates .................................................................................................. 31
4.5 Agency Coordination and Environmental Review .................................................. 33
City of San Bernardino – City-Wide Truck Route Study
List of Figures
Figure 2-1 – Current Roadway Truck Travel and Parking Prohibitions.................................................................... 12 Figure 3-1 – Existing City Roadway Classifications ......................................................................................................... 14 Figure 3-2 – Existing City Land Use Patterns ..................................................................................................................... 15 Figure 3-3 – Existing City Roadway Pavement Conditions .......................................................................................... 17 Figure 3-4 – Current Roadway Truck Travel and Parking Prohibitions.................................................................... 18 Figure 3-5 – Existing Truck Activity ....................................................................................................................................... 20 Figure 3-6 – Existing Truck Trip Density .............................................................................................................................. 21 Figure 4-1 – Proposed Regulatory Truck Routes ............................................................................................................. 23 Figure 4-2 – Proposed Regulatory Truck Routes with Land use ................................................................................ 24
List of Tables
Table 2-1 – Vehicle Lengths ....................................................................................................................................6 Table 3-1 – Pavement Condition Index (PCI) Values ........................................................................................ 16 Table 4-1 – Truck Route Segment Characteristics ............................................................................................ 25 Table 4-2 – Truck Turning Radius Issues at Intersections ................................................................................ 30
List of Appendices
Appendix A: Local Trucking Destinations on Roadways with Low Pavement Ratings Appendix B: Analysis of Truck Routing Mobile Apps
Appendix C: Trucking Mobile Apps Analysis Results Map
Appendix D: Truck Following Results Map
Appendix E: STAA/Terminal Truck Turning Radii Analysis
Appendix F: Truck Parking Issues Review
City of San Bernardino – City-Wide Truck Route Study Page 1 1 INTRODUCTION
The Truck Route Study was developed for the City of San Bernardino, part of the General Plan update.
The study analysis and report were undertaken by KOA Corporation, with The Tioga Group, Inc. as a subconsultant.
The goals of the study are the following:
Determine the existing pattern of medium-duty and heavy-duty truck trips. Identify the reasons behind existing truck trip patterns. Determine potential shifts or increases in truck trip patterns from future development inside and outside the city.
Identify potential conflicts between existing truck routing patterns, proposed truck routes, and community preferences.
Develop an understanding of future commercial and industrial land development plans in neighboring cities and the greater Inland Empire.
Prepare truck route system options to balance the need for truck access and through movements with local community preferences.
Establishment and enforcement of a truck route network can reduce damage to city streets where truck traffic can be prohibited, and also can reduce the number of trucks that drive past schools and residential neighborhoods.
The adoption of the recommendations in the Truck Route Study, and subsequent passing of an ordinance, will allow the City Council to designate the routes that trucks must use when passing through and traveling to and from points within San Bernardino. The ordinance will define the ability of the City to legally enforce the truck routes. Truck route signage will be installed along the truck routes as part of the implementation plan.
The analysis of potential truck routes included consideration of land use, roadway functional classification, pavement conditions, industrial corridors and single site locations, interagency linkages, truck delivery needs, and overall city circulation needs. Local truck trip patterns are determined as much or more by adjoining city land uses as by San Bernardino’s own development patterns.
Introduction
This study provides the following results, from this analysis and definition of routes:
Defines the basis of compliance with federal and California Vehicle Code trucking regulations Identifies existing policies and regulations at all government levels that enable and define trucking operations on public roadways
Provides the basis for commercial vehicles and truck regulations through ordinances or resolutions so that commercial and industrial areas within the City limits can be served, while prohibiting commercial vehicles and trucks from using certain highways within residential areas Defines the regulatory routes that control both truck travel and parking locations Summarizes the characteristics of each truck route segment, including roadway and lane widths, and overlap with future bicycle projects
Supports the diversion of trucks from residential areas and Downtown Recommends Municipal Code changes on truck regulations Provides a framework for regulatory truck route sign placement
A truck route map is included in this report. A table that lists the proposed truck route segments is also included, including all segments by roadway, and pavement quality, curb lane widths, and proposed bicycle facility segments under the City Active Transportation Plan (ATP). Pavement quality values were compiled from the City pavement management system. Curb lane widths were compiled as well, to determine if widths are adequate for truck travel. Data on proposed bicycle facilities indicates where bicycle facility implementation may be in conflict with the truck routes. Pavement rehabilitation and/or roadway improvements may be necessary before truck route implementation.
Selected intersections along the proposed truck routes were analyzed for potential truck turning issues.
The roadway intersections were selected for this analysis to identify potential restrictions in geometry where trucks would be turning. These locations may have to be evaluated further and potentially improved as part of the implementation of the truck routes.
City of San Bernardino – City-Wide Truck Route Study Page 3
2 REGULATORY
FRAMEWORK
Existing federal and state laws are reviewed in this section, as these laws affect how trucks can use national and regional freeway and highway networks, and they also affect how local jurisdictions can regulate truck travel. Existing City of San Bernardino regulations on trucking are also reviewed in this section.
2.1 FEDERAL REGULATIONS
Federal law sets the maximum gross vehicle weights and axle loads on the Interstate System, at 80,000 pounds gross vehicle weight, 20,000 pounds for each single axle, and 34,000 pounds for each set of tandem axles. The National Network includes the Interstate highways and certain roadways designated by each state, and there are Federal standards on the Network for truck length and width.
The 1982 federal Surface Transportation Assistance Act (STAA) allowed larger trucks on the National Network. These larger trucks are called "STAA vehicles”. Federal regulations prohibit states and local jurisdictions from enacting or enforcing any law denying reasonable access to STAA vehicles between the National Network and terminals or trucking destinations for loading/unloading, including facilities for food, fuel, repairs, and rest.
The Senate Joint Resolution Number 7 of 2003 maintained the current federal truck size and weight limitations at the time, and rejected proposals to experiment with longer and heavier trucks on public highways. This was done as part of the reauthorization of the federal Transportation Equity Act for the 21st Century.
States may not enact or enforce any law that denies access within one road-mile from the National Network, for trucks that use the most reasonable and practicable route available. Specific safety reasons on individual routes can justify mandating that alternate routes be used. Vehicle dimension limits on state or local regulations are not permitted to be more restrictive than federal requirements.
Truck operators may request access from the National Network, if such a route is not defined by State truck network maps, by specific truck types along specific routes to points of loading and unloading.
States are required to have defined procedures for the review of new route requests within a 90-day period.
Regulatory Framework
2.2 STATE REGULATION
The movement of trucks is regulated by the State of California for State highways and Interstate routes within California, and local jurisdictions are permitted by State law to regulate access by trucks to local roadways. Other policies, establishing the right to regulate truck trips and enforce weight limits, are defined by the California Vehicle Code (CVC).
Maximum truck size and weight regulations in the CVC ensure that trucks have safe operating characteristics, such as clearance under bridges, turning radius at corners, and stopping capability. The regulations also ensure that truck movements and parking do not damage state and local highways and roadways. The CVC allows local jurisdictions to issue permits to vehicles in excess of these size or weight standards. The CVC includes sections that define how truck size and weight limits may be enforced, and provides authority to local jurisdictions to establish truck routes on specific streets and to prohibit trucks on other streets.
Caltrans District 8, which encompasses San Bernardino County, publishes a Truck Networks on California State Highways map, as do the other Caltrans districts throughout California. The National Network within the County is defined by this map, as are the STAA truck terminal routes and California Legal Routes.
Figure 2-1 provides an illustration of the STAA routes on the freeways and highways in San Bernardino.
All of the Interstate highways and the State highways in the area are STAA routes. One of the State highways within the center of the city, Foothill Boulevard, is a designated STAA route from the I-215 freeway to Pepper Avenue in Rialto.
Truck size, weight, and route regulations at the State level are discussed after the figure.
Regulatory Framework
City of San Bernardino – City-Wide Truck Route Study Page 5
Figure 2-1 – Current Area Surface Transportation Assistance Act (STAA) Truck Routes
Regulatory Framework
2.2.1. Truck Size Limits
Caltrans defines the following combinations as legal when operating on the "designated system." The designated system is a network of highways defined by these criteria:
1. Qualified by the U.S. Secretary of Transportation (National Network or the Interstate System) and
2. Identified by the Department of Transportation (Caltrans) or 35401.5(a) by local authorities as Terminal Access. VC These combinations may leave the designated system at identified signs at points of egress and ingress for access to terminals. VC These combinations may leave the designated system at identified signs at points of egress and ingress, where they may travel one mile to the facilities for food, fuel, lodging and repair.
The California Legal trucks and other truck sizes are defined by the Length Sections 35400-35414, Width Sections 35100-35111, and Height Section 35250 of the California Vehicle Code (CVC).
The legal maximum size of trucks, as truck tractor-semitrailers, in California are "green" trucks that are Interstate STAA type and "black" trucks that are California Legal trucks. Table 2-1 provides the maximum allowed lengths for these two truck tractor-semitrailers types.
Table 2-1 Truck Lengths
LENGTHS "GREEN" STAA TRUCKS
"BLACK"
CALIFORNIA
LEGAL TRUCKS
Overall Length: unlimited Unlimited 65 feet Max
Semitrailer: 53 feet Max 48 feet Max unlimited
KPRA (kingpin-to-
rearmost-axle
distance):
40 feet Max
(two-axle
semitrailer);
38 feet Max
(single-axle
semitrailer)
unlimited 40 feet Max
(two-axle
semitrailer);
38 feet Max
(single-axle
semitrailer) Source: Caltrans Quick Guide: Truck Lengths & Routes
Regulatory Framework
City of San Bernardino – City-Wide Truck Route Study Page 7
2.2.2. Weight Limits
Caltrans has also established standardized maximum vehicle weights across the State of California in CVC Weight Sections 35550 - 35558. The following are the basic rules on maximum vehicle weights:
Vehicle Combination Weight: 80,000 pounds
Axle Weight, each single axle: 20,000 pounds
Axle Group Weight, less than 8'-6" (8-feet-6-inches) between outer axles: 34,000 pounds For other unique configurations where the distance between axles is higher, a weight chart is provided in the CVC for those calculations.
A gross vehicle weight rating (GVWR) is also defined to classify trucks by weight, per Section 350 of the CVC. The GVWR is the manufacturer-specified loaded weight of vehicles, as the maximum allowable total weight of a road vehicle or trailer that is loaded, including the base vehicle weight, fuel, passengers, cargo, and trailer weight.
Regulatory Framework
The categories of these ratings are the following:
Class 1: <6,000 lb GVWR, light trucks, 2 axles
Class 2: 6,000 – 10,000 lb GVWR, light trucks, 2 axles Class 3: 10,000 – 14,000 lb GVWR, medium-duty trucks, 2 axles Class 4: 14,000 – 16,000 lb GVWR, medium-duty trucks, 2 axles Class 5: 16,000 – 19,500 lb GVWR, medium-duty trucks, 2 axles Class 6: 19,500 – 26,000 lb GVWR, light-heavy-duty trucks, 3 axles Class 7: 26,000 – 33,000 lb GVWR, heavy-duty trucks, 3 axles Class 8: >33,000 lb GVWR, heavy-duty trucks, 3 or more axles
2.2.3. Establishment of Local Truck Routes
The State of California Vehicle Code, in Division 11, Rules of the Road Section 21000-23336, Article 3, states the following:
“Local authorities, for those highways under their jurisdiction, may adopt rules and regulations by ordinance or resolution…Prohibiting the use of particular highways by certain vehicles….”
The California Vehicle Code allows for local definition and control of truck routes on city roadways, in Division 15 (Size, Weight, and Load), Chapter 4, Section 35401.5. The following section provides for truck access on routes identified by “local authorities” or cities, and defines the maximum length of trucks with trailers:
(a) A combination of vehicles consisting of a truck tractor and semitrailer, or of a truck tractor, semitrailer, and trailer, is not subject to the limitations of…[Sections 35400 (special vehicle types and accessories) and 35401 (multiple trailer configurations)…], when operating on the Dwight D. Eisenhower National System of Interstate and Defense Highways or when using those portions of federal-aid primary system highways that have been qualified by the United States Secretary of Transportation for that use, or when using routes appropriately identified by the Department of Transportation or local authorities as provided in subdivision (c) or (d), if all of the following conditions are met:
Regulatory Framework
City of San Bernardino – City-Wide Truck Route Study Page 9 (1) The length of the semitrailer in exclusive combination with a truck tractor does not exceed 48 feet. A semitrailer not more than 53 feet in length shall satisfy this requirement when configured with two or more rear axles, the rearmost of which is located 40 feet or less from the kingpin or when configured with a single axle which is located 38 feet or less from the kingpin.
(2) Neither the length of the semitrailer nor the length of the trailer when simultaneously in combination with a truck tractor exceeds 28 feet 6 inches.
Connections to trucking destinations that are off of designated highways and local roadways are permitted by the following within the same Vehicle Code section, within a one-mile distance when the need for access can be defined in this manner:
(c) Combinations of vehicles operated pursuant to subdivision (a) may also use highways not specified in subdivision (a) that provide reasonable access to terminals and facilities for purposes limited to fuel, food, lodging, and repair when that access is consistent with the safe operation of the combinations of vehicles and when the facility is within one road mile of identified points of ingress and egress to or from highways specified in subdivision (a) for use by those combinations of vehicles.
The following clause defines a process for adding routes to local truck networks, if needed to access new land uses that generate regular truck trips:
(d) The Department of Transportation or local authorities may establish a process whereby access to terminals or services may be applied for upon a route not previously established as an access route. The denial of a request for access to terminals and services shall be only on the basis of safety and an engineering analysis of the proposed access route. If a written request for access has been properly submitted and has not been acted upon within 90 days of receipt by the department or the appropriate local agency, the access shall be deemed automatically approved. Thereafter, the route shall be deemed open for access by all other vehicles of the same type regardless of ownership. In lieu of processing an access application, the Department of Transportation or local authorities with respect to highways under their respective jurisdictions may provide signing, mapping, or a listing of highways as necessary to indicate the use of specific routes as terminal access routes.
A “terminal” is where freight originates, terminates, or is handled, or where a motor carrier maintains operating facilities.
Regulatory Framework
The following clause allows for moving trucks to access residential areas that are outside of the truck routes:
(f) Notwithstanding subdivision (d), the limitations of access specified in that subdivision do not apply to licensed carriers of household goods when directly en route to or from a point of loading or unloading of household goods, if travel on highways other than those specified in subdivision (a) is necessary and incidental to the shipment of the household goods.
2.3 LOCAL REGULATION
The current General Plan has the following policies related to trucking. These are listed in the General Plan under Goal 6.5, which is entitled “Develop a transportation system that reduces conflicts between commercial trucking, private/public transportation, and land uses”:
6.5.1 Provide designated truck routes for use by commercial/industrial trucking that minimize impacts on local traffic and neighborhoods.
6.5.2 Continue to regulate on-street parking of trucks to prevent truck parking on residential streets or in other locations where they are incompatible with adjacent land uses. The use of signs, restricted parking, limited parking times, and the posting of “no overnight” parking signs are mechanisms that can be employed depending upon the specific needs of the affected area.
6.5.3 Prepare neighborhood protection plans for areas of the City where heavy vehicle traffic or parking becomes a significant enforcement problem. (C-2)
6.5.4 Require that on-site loading areas minimize interference of truck loading activities with efficient traffic circulation on adjacent roadways. (LU-1) There are existing Municipal Code provisions that govern the use of trucks or parking of trucks on specific streets within San Bernardino. The Code text establishes limits for these activities on the roadways based on vehicle weight, through the following sections. The primary Code section text is provided, and the locations listed in each section were mapped and are shown on Figure 2-2:
10.24.190 Commercial Vehicles Prohibited on Certain Streets A Pursuant to the authority and restrictions of Vehicle Code Sections 35701 , et seq., no person shall operate or drive any commercial vehicle upon the following streets, and the Traffic Engineer shall cause appropriate signage to be erected giving notice thereof…
B. Pursuant to the authority and restrictions of Vehicle Code Sections 35701 , et seq., no person shall operate or drive any vehicle exceeding a maximum gross weight Regulatory Framework
City of San Bernardino – City-Wide Truck Route Study Page 11 limit of ten thousand pounds upon the following streets, and the Director of Public Services shall cause appropriate signs to be erected giving notice of such weight limitation prohibition…
C. Pursuant to the authority and restrictions of Vehicle Code Sections 35701, 35703, et seq., no person shall operate or drive any commercial vehicle having a manufacturer's Gross Vehicle Weight rating (GVWR) exceeding thirty thousand (30,000) pounds upon the following streets, and the Director of Public Services shall cause appropriate signs to be erected giving notice of such weight limitation prohibition… The following Municipal Code text establishes prohibitions for parking of trucks on public roadways under specific conditions. An exception is defined for trucks involved in construction activities:
10.16.120 Parking of Commercial Vehicles Prohibited on Public Streets and Rights-of-Way; Exceptions
A. No person shall park or stand any commercial vehicle, truck tractor, semitrailer or trailer having a manufacturer's gross vehicle weight rating of ten thousand (10,000) pounds or more on any street, alley or parkway in any residential district, or on any residentially zoned property in the city.
B. No person shall park or stand any commercial vehicle, truck tractor, semitrailer or trailer having a manufacturer's gross vehicle weight rating of ten thousand (10,000) pounds or more for a continuous period of time in excess of two (2) hours on any street, alley or parkway in any nonresidential district of the city. Each consecutive two (2) hour period shall be considered a separate violation for the purpose of this subsection.
C. The provisions of this section shall not apply to:
1. Any vehicle or trailer component thereof, making pick ups or deliveries of goods, wares or merchandise from or to any building or structure located on the restricted streets and highways, or for the purpose of delivering materials to be used in the actual and bona fide repair, alteration, remodeling or construction of any building or structure upon the restricted streets or highways for which a building permit has previously been obtained….
E. Any commercial vehicle, truck tractor, semitrailer or trailer having a manufacturer's gross vehicle weight rating of ten thousand (10,000) pounds or more left parked or standing on any street, alley or parkway in excess of twenty four (24) hours may be towed away pursuant to California Vehicle Code section 22651(n)….
Regulatory Framework
Figure 2-2 – Current Roadway Truck Travel and Parking Prohibitions
Sources: City of San Bernardino Municipal Code, KOA
City of San Bernardino – City-Wide Truck Route Study Page 13
3 EXISTING TRUCKING
CONDITIONS
3.1 ROADWAYS AND LAND USE
The existing land use, as defined by current General Plan analysis efforts, was mapped along with the local roadway network. This provided for the analysis of potential truck routes the consideration of patterns of industrial and commercial land uses that generally require deliveries or shipments of goods and materials by large tractor-trailer trucks. It also provided for an analysis of the framework of primary roadways that provide routes from these land uses to regional highway and freeway travel routes.
Figure 3-1 provides the roadway classifications within the city, with freeways as the highest order of travelway and providing regional access and access to local roadway interchanges. Highways and major arterials link with the freeway interchanges and regional route access points and provide access to all other local roadways. Depending on the trip origin and destination, trucks use various levels of this network to travel between regional destinations and local land uses.
Figure 3-2 provides the existing land uses within the city. The first two categories in the legend were the primary targets for the analysis of land use – commercial (shown in red color) and industrial (shown in a dark grey-blue color). The city truck route network must serve all of these locations that require access by large trucks for daily operations and commerce.
Existing Trucking Conditions
Figure 3-1 – Existing City Roadway Classifications
Existing Trucking Conditions
City of San Bernardino – City-Wide Truck Route Study Page 15 Figure 3-2 – Existing City Land Use Patterns
3.2 PAVEMENT CONDITIONS
Pavement conditions data, taken from visual surveys on roadways across the city that were conducted as input to the pavement management system, was mapped by location to create Figure 3-3. The information was compiled from the most recent data compiled for current pavement management actions by the City. The data is summarized as a Pavement Conditions Index (PCI) score.
The PCI value is a standard measurement in civil engineering to rate the condition of roadways. From visual surveys of pavement conditions, roadways are assigned a value within the range of 0 to 100. The value of 100 represents excellent pavement condition. Table 3-1 describes the ranges of PCI scores.
Existing Trucking Conditions
Table 3-1 Pavement Condition Index (PCI) Values
PCI SCORE CONDITION DESCRIPTION
100 – 70 Very Good
Pavements that have no distress and
require mostly preventative
maintenance.
70 – 50 Good
Pavement in this range offers
acceptable ride quality, though road
surfaces are becoming worn to the
point where rehabilitation is needed to
prevent rapid deterioration.
50 – 30 Poor Pavements that have extensive
amounts of distress and require major
rehabilitation or reconstruction.
30 – 0 Very Poor
Source: Street Saver software website
Figure 3-3 provides an illustration of the PCI values across the city. Segments with red color denote the lowest pavement quality category depicted at a value of 52 or lower. Each of five categories of values is shown, with the color changing from red to orange, to yellow, and to green, to denote the lowest to highest quality pavement categories.
A review was conducted of trucking terminals and other trucking destinations that are on roadways with low pavement ratings. These selected locations were identified through field visits and map searches. The review of these locations is provided in Appendix A.
Existing Trucking Conditions
City of San Bernardino – City-Wide Truck Route Study Page 17 Figure 3-3 – Existing City Roadway Pavement Conditions
3.3 EXISTING ROADWAY VOLUMES
Roadway daily vehicle volumes were mapped, using data from the General Plan mobility analysis from the year 2021 and from new counts conducted for this study in 2022. The volumes are truck volumes only, without PCE (passenger car equivalency) factoring that is typically done for operations analysis. The volumes are shown on Figure 3-4, by points or segments on the roadways where the counts were conducted, with size indicating the relative volume.
The highest volumes are on University Parkway, near the northern industrial corridors along Cajon Boulevard, on Waterman Avenue at the I-10 interchange and at the northern end of the city on the route to the mountain areas, on Baseline Avenue near the I-215 interchange, on 5th Street in the vicinity of the rail yards, on Mill Street near the I-215 interchange, and in the airport industrial areas on the southeast.
Existing Trucking Conditions
Figure 3-4 – Existing Truck Volumes
Existing Trucking Conditions
City of San Bernardino – City-Wide Truck Route Study Page 19
3.4 EXISTING TRUCK TRAVEL PATTERNS
Existing truck trip patterns were analyzed using data from the American Transportation Research Institute (ATRI), a company that compiles information from fleet GPS data. The data is aggregated, anonymized, and is non-customer specific. In order to have data across multiple seasons, to analyze patterns across various times of the year, four time periods of data were acquired. The data attributes included a unique vehicle number, latitude, longitude, and speed.
The time periods of the dataset applied to this analysis were within the months of August 2021, November 2021, February 2022, and May 2022, for a two-week time period within each month. The geographic boundaries of the dataset were defined as a two-mile distance from the City of San Bernardino boundaries. The boundary was extended past the City limits, in order to include patterns within travel corridors that extend outward to other communities or regional connections. The data was used to identify major trucking routes and locations of terminals and other destinations, for the development of the proposed truck routes.
Figure 3-5 provides an illustration of the truck trip data points from one of the data sets, for the month where the level of trucking activity was the highest. Figure 3-6 provides a conglomeration of these data points, analyzing the data by the density of trips and reducing the data down to major sites and corridors.
Two other elements of the analysis of existing truck trips that were applied to this study were a mapping of truck routing patterns provided by trucking mobile apps and in-field truck following. A summary of the analysis of the trucking mobile apps is provided in Appendix B, and a map of routes identified and the locations of terminals on these routes is provided in Appendix C. Results of the field following of trucks over a three-day period is provided on the Appendix D figure. All of these efforts were used to define the proposed truck routes.
Existing Trucking Conditions
Figure 3-5 – Existing Truck Activity
Existing Trucking Conditions
City of San Bernardino – City-Wide Truck Route Study Page 21
Figure 3-6 – Existing Truck Trip Density
City of San Bernardino – City-Wide Truck Route Study Page 22
4 IMPLEMENTATION
Implementation of the proposed truck routes requires posting of route regulatory signs, modification of the Municipal Code, further evaluation of overall roadway and lane widths, further evaluation of turning radius issues and potential improvements, overlap of routes with proposed bicycle facility locations, and neighboring agency coordination. These implementation steps are discussed in the sections below.
4.1 RECOMMENDED TRUCK ROUTES
Based on the analysis of roadway characteristics and trucking activity summarized in Section 3, a set of recommended truck routes within the city was developed, and is provided in Figure 4-1.
Most of the proposed truck route segments connect to regional routes on State Route highways or freeway interchanges, or link into other routes in neighboring cities. Others end at industrial parcels that require access, but do not continue farther into nearby residential areas. A summary table of all recommended truck route segments is provided later in this section.
Figure 4-2 provides a map of the proposed truck routes with the existing land use. The coverage of the truck routes includes all major commercial areas and industrial parcels. Internal road networks within commercial centers and industrial centers were not included, as those roads are generally private and not controlled by the City.
Foothill Boulevard is a State highway and is a designated STAA route from the I-215 freeway to Pepper Avenue in Rialto. The route is not valid in the City of Rialto, as there are no connecting City or STAA truck routes that provide further connections to the south and west of the intersection with Pepper Avenue.
The recommended City of San Bernardino route from the I-215 to Rancho Avenue overlaps partially with the designated STAA route and is valid for local and regional connections.
Implementation
City of San Bernardino – City-Wide Truck Route Study Page 23 Figure 4-1 – Proposed Regulatory Truck Routes
Implementation
Figure 4-2 – Proposed Regulatory Truck Routes with Land use
Table 4-1 provides a summary of all proposed truck routes with major categories of characteristics for each. Data on pavement quality from the City pavement management system is included, with high and low values across the total segments listed for each row of the table. The curb lane widths are also shown as high and low values across the segment. This width, minus areas permitted for on-street parking, should be 12 feet or wider for truck travel. Dimensions that are less than this are highlighted in blue in the table.
Proposed bicycle facilities from the Active Transportation Plan (ATP) of the City were included in the table, indicating where bicycle facility implementation may be in conflict with truck routes. If bicycle facilities are constructed within on-street parking areas, they would not affect lane widths. Reconfiguration of travel lanes for bicycle projects, however, could create lane widths that are less than 12 feet.
Implementation
City of San Bernardino – City-Wide Truck Route Study Page 25 Table 4-1 Truck Route Segment Characteristics
ROADWAY
SEGMENT
FROM TO
PAVEMENT
QUALITY
(PCI) - LOW
VALUE
PAVEMENT
QUALITY
HIGH
VALUE
CURB
LANE
WIDTH
LOW
VALUE
CURB LANE
WIDTH
HIGH
VALUE
CURB LANE
WIDTH
MINUS
PARKING
PROPOSED
BICYCLE
FACILITY
2ND ST SIERRA WAY WATERMA
N AV
82 16 8 NS
3RD ST WATERMAN
AV
TIPPECANO
E AV
64 16 17 11
3RD ST VICTORIA AV ALABAMA
ST
13 13
3RD ST TIPPECANOE
AV
DEL ROSA
AV
52 15 30 30
3RD ST DEL ROSA
AV
VICTORIA
AV
100 100 15 15
4TH ST 5TH ST TIA JUANA
ST
52 18 18 10
4TH ST TIA JUANA
ST
END ST 76 25 17
5TH ST CITY LIMIT
AT WASH
CITY LIMIT
NEAR
PEDLEY RD
64 12 13 13
5TH ST RANCHO AV MT
VERNON
AV
100 16 20 12 II
5TH ST MT VERNON I-215 SB 15 15 II
5TH ST STERLING AV VICTORIA
AV
100 13 13
9TH ST WATERMAN
AV
760 FT EAST
OF PEDLEY
RD
64 70 16 8 II
ARROWHEAD
AV
CENTRAL
AVE
ORANGE
SHOW RD
70 12 14 14 II
AUTO CENTER
RD
I-215 FWY FAIRWAY
DR
64 11 11
BASELINE ST WATERMAN
AV
OSBUN RD 64 100 16 18 18 IV
Implementation
Table 4-1 Truck Route Segment Characteristics
ROADWAY
SEGMENT
FROM TO
PAVEMENT
QUALITY
(PCI) - LOW
VALUE
PAVEMENT
QUALITY
HIGH
VALUE
CURB
LANE
WIDTH
LOW
VALUE
CURB LANE
WIDTH
HIGH
VALUE
CURB LANE
WIDTH
MINUS
PARKING
PROPOSED
BICYCLE
FACILITY
BASELINE ST I-215 NB WATERMA
N AV
64 88 16 16 IV
BASELINE ST MEDICAL
CENTER DR
I-215 SB 52 82 14 18 18 IV
CAJON BL CALIFORNIA
ST
MEDICAL
CTR DR
76 12 12 IV
CAJON BL MEDICAL
CTR DR
HIGHLAND
AV
70 76 12 12 IV
CAJON BL REX COLE RD KENDALL
DR
64 100 12 16 16
CAJON BL PALM AV JUNE ST 52 100 20 20 IV
CENTRAL AV TIPPECANOE
AV
MOUNTAIN
VIEW AV
76 13 13
CENTRAL AV WATERMAN
AV
TIPPECANO
E AV
52 70 12 18 18
CENTRAL AV ARROWHEA
D AV
WATERMA
N AV
64 20 20
CLUSTER ST MOUNTAIN
VIEW AV
SIERRA
WAY
82 14 *
DEL ROSA DR 3RD ST HARRY
SHEPPARD
BL
70 14 18 18
E ST ORANGE
SHOW RD
FAIRWAY
DR
64 12 13 *
FAIRWAY DR I-215 E ST 14 *
HARRY
SHEPPARD BL
TIPPECANOE
AV
DEL ROSA
DR
70 15 16 16
HIGHLAND AV STATE ST MT
VERNON
AV
64 76 13 20 20 IV
Implementation
City of San Bernardino – City-Wide Truck Route Study Page 27 Table 4-1 Truck Route Segment Characteristics
ROADWAY
SEGMENT
FROM TO
PAVEMENT
QUALITY
(PCI) - LOW
VALUE
PAVEMENT
QUALITY
HIGH
VALUE
CURB
LANE
WIDTH
LOW
VALUE
CURB LANE
WIDTH
HIGH
VALUE
CURB LANE
WIDTH
MINUS
PARKING
PROPOSED
BICYCLE
FACILITY
HIGHLAND AV I-215 FWY SR-259 58 100 12 14 14 IV
HIGHLAND AV SR-259 WATERMA
N AV
64 100 16 17 9 IV
HIGHLAND AV WATERMAN
AV
DEL ROSA
AV
64 88 13 17 17 IV
HIGHLAND AV DEL ROSA
AV
VICTORIA
AV
58 64 16 25 25 IV
HIGHLAND AV VICTORIA AV PALM AV 52 58 16 20 12 IV
HIGHLAND AV PALM AV SUMMERTR
AIL PL
58 64 12 15 15 IV
HUNTS LN REDLANDS
BL
WASHINGT
ON ST
52 100 16 16
INDUSTRIAL
PKWY
KENDALL DR UNIVERSITY
PKWY
52 12 12
INLAND
CENTER DR
MILL ST CITY LIMIT 58 100 14 14
MILL ST I-215 WATERMA
N AV
52 64 17 17 II
MILL ST WATERMAN
AV
TIPPECANO
E AV
52 64 12 12 II
MILL ST MT VERNON
AV
I-215 SB 58 58 13 13 II
MOUNTAIN
VIEW AV
SAN
BERNARDIN
O AV
I-10 WB 100 12 15 15
MOUNTAIN
VIEW AV
CENTRAL AV SAN
BERNARDIN
O AV
64 13 13
MOUNTAIN
VIEW AV
CLUSTER ST MILL ST 52 20 12
Implementation
Table 4-1 Truck Route Segment Characteristics
ROADWAY
SEGMENT
FROM TO
PAVEMENT
QUALITY
(PCI) - LOW
VALUE
PAVEMENT
QUALITY
HIGH
VALUE
CURB
LANE
WIDTH
LOW
VALUE
CURB LANE
WIDTH
HIGH
VALUE
CURB LANE
WIDTH
MINUS
PARKING
PROPOSED
BICYCLE
FACILITY
MT VERNON
AV
MILL ST GRANT AV 58 82 15 16 16 IV
MT VERNON
AV
RIALTO AV MILL ST 58 100 15 15 IV
MT VERNON
AV
21ST ST HIGHLAND
AV
76 15 17 9 II
MT VERNON
AV
5TH ST 4TH ST 64 16 18 18 II
ORANGE
SHOW RD
E ST WATERMA
N AV
52 70 20 12 II
ORANGE
SHOW RD
WATERMAN
AV
TIPPECANO
E AV
58 70 20 20 20 II
PALM AV INDUSTRIAL
PKWY
KENDALL
DR
46 100 12 12 II
PALM AV PALM AV
RAMP
CAJON BL 100 14 15 15 II
RANCHO AV 5TH ST RIALTO AV 64 76 13 34 34
REDLANDS BL HUNTS LN EAST CITY
LIMIT
52 64 21 21
RIALTO AV RANCHO AV MT
VERNON
AV
52 70 18 20 20 II
SAN
BERNARDINO
AV
RICHARDSO
N ST
MOUNTAIN
VIEW AV
52 20 12
SAN
BERNARDINO
AV
TIPPECANOE
AV
RICHARDS
ON ST
52 70 14 14
SIERRA WAY 2ND ST MILL ST 64 16 17 9
STATE ST SR-210 EB I-215 EB 52 100 11 12 12 II
STATE ST HIGHLAND
AV
SR-210 EB 100 11 12 12
TIPPECANOE
AV
CENTRAL AV SAN
BERNARDIN
O AV
64 64 19 23 23 II
Implementation
City of San Bernardino – City-Wide Truck Route Study Page 29 Table 4-1 Truck Route Segment Characteristics
ROADWAY
SEGMENT
FROM TO
PAVEMENT
QUALITY
(PCI) - LOW
VALUE
PAVEMENT
QUALITY
HIGH
VALUE
CURB
LANE
WIDTH
LOW
VALUE
CURB LANE
WIDTH
HIGH
VALUE
CURB LANE
WIDTH
MINUS
PARKING
PROPOSED
BICYCLE
FACILITY
TIPPECANOE
AV
MILL ST CENTRAL
AV
64 13 15 15 II
TIPPECANOE
AV
ORANGE
SHOW RD
I-10 WB 52 64 12 13 13 II
TIPPECANOE
AV
3RD ST MILL ST 70 76 14 21 21 II
WATERMAN
AV
ORANGE
SHOW RD
I-10 WB 64 100 20 20 II
WATERMAN
AV
MILL ST ORANGE
SHOW RD
64 82 20 22 22 NS
WATERMAN
AV
5TH ST MILL ST 64 64 15 15 NS
WATERMAN
AV
I-10 FWY BARTON
RD
64 100 12 12 II
WATERMAN
AV
BASELINE ST 5TH ST 64 15 20 20 NS
WATERMAN
AV
HIGHLAND
AV
BASELINE
ST
64 70 18 10 NS
WATERMAN
AV
SR-210 HIGHLAND
AV
52 64 12 18 10 NS
* Roadway is a local two-lane road with shared lane and parking space. This measurement does not apply.
Bikeway designations: II – Class II bicycle lane, III – Class III signed/sharrow route, IV – Class IV separate bikeway, NS – Neighborhood bikeway (sharrows, access restrictions)
Implementation
4.2 TURNING RADIUS ANALYSIS
Selected intersections along the proposed truck routes were analyzed for potential truck turning issues.
The analyzed locations are where four-lane roads meet two-lane roads, or where all approaching roadways are two-lane roads. The roadways were selected in this manner to identify potential restrictions in geometry at intersections on these smaller roadways, where trucks would be turning. The identified issues are potential curb overruns, where turning trucks may not have adequate space at corners to turn without going off the pavement or over curbs, based on the turning radius. These locations may have to be evaluated further and potentially improved as part of the implementation of the truck routes.
The truck turning radius analysis drawings are provided in Appendix E.
Table 4-2 Truck Turning Radius Issues at Intersections
POTENTIAL CURB OVERRUN, BY CORNER LOCATION
ROADWAY CROSS STREET NW NE SW SE
Mountain View Ave San Bernardino Ave * X X
Waterman Ave Rialto Ave X X
Mt Vernon Ave Mill St X X X
Rancho Ave Rialto Ave X X X
Rancho Ave Foothill Blvd X
Waterman Ave 5th St X X X
Mt Vernon Ave Highland Ave X X
Mt Vernon Ave
21st St (next to Cajon
Blvd)
Palm Ave Cajon Blvd
W 4th St W 5th St
State St Highland Ave *
Alabama St E 3rd St * X X X
Victoria Ave 5th St * X X X
Redlands Blvd/E
Steel Rd S Hunts Ln * X X
N Del Rosa Dr E Baseline St * X X X
* On or near City boundary
Note: Cajon Boulevard is also "Historic Route 66"
NW = northwest, NE = northeast, SW = southwest, SE = southeast Implementation
City of San Bernardino – City-Wide Truck Route Study Page 31
4.3 TRUCK PARKING POLICY
With the establishment of regulatory truck routes defined by this document, and as adopted under future action by the City, the existing prohibitions on truck travel under San Bernardino Municipal Code section
10.24.190 can be removed from City regulations, or can remain to reinforce the use of the truck route network near these areas.
There is clearly a shortage of legal truck parking where truck travel is heavy and where industrial neighborhoods are present in San Bernardino, and truck drivers are traveling additional miles over city streets to find parking. The findings and observations above imply the need for a two-pronged approach:
Planning, locating, designating, and signing additional locations where truck parking will be legal and preferred.
Consistent signage and enforcement where truck parking is a nuisance to neighboring uses and is illegal. Some jurisdictions have specified hours within which truck parking is allowed, or time limits for specific areas.
As part of the first effort, the City could investigate the feasibility of creating paper and downloadable maps of preferred parking locations that could be offered to drivers by warehouse and distribution center operators, and by law enforcement and parking enforcement personnel.
The proposed local truck route network defines permitted truck routes. Other roadways would be prohibited locations for truck travel and parking. The truck parking prohibitions defined under Code section 10.16.120 can continue to be enforced on all roadways, but truck movements to and from on- street parking, would be prohibited on roadways outside of the regulatory truck network within the city.
The establishment of select truck parking areas may be necessary in the future.
A review of truck parking issues across the industry and within the city is provided in Appendix F.
4.4 MUNICIPAL CODE UPDATES
Existing City truck prohibitions are defined by Municipal Code Section 10.24.190, “Commercial Vehicles Prohibited on Certain Streets. It is recommended that this Code section be amended to include the following two paragraphs:
“The City Council finds that a city-wide truck route study has been completed in full compliance with the requirements of the California Vehicle Code and the recommendations in the study should be implemented. Based upon the review of the study and related information, the city council has identified by resolution those city roadways to become regulatory truck routes, and finds that all trucks within the city shall be operated only on the Implementation
truck routes illustrated on the "Approved Truck Routes" map, attached hereto and made a part hereof, when appropriate route signs and end-of-route or no trucks signs (where necessary) are erected along the routes.”
“Pursuant to Vehicle Code §§ 21101 and 35700 et seq., the city council prohibits any commercial vehicle exceeding a manufacturer's gross vehicle weight rating of 10,000 pounds (five tons) from using any identified city highways or identified CSA roads within a residential area for any duration of the day or from using any identified city highways or identified CSA roads if the use of such highways or roads may adversely affect traffic circulation or safety within a residential area.”
Specific truck travel prohibition signs can continue to be used in areas that may require it, based on City enforcement of the regulatory truck routes and neighborhood needs. This need can be documented in the Code amendment. The City Engineer should be allowed discretion, after implementation of the truck routes, in installing a minimum amount of truck prohibition signs (designated by the California Manual on Uniform Traffic Control Devices by code R5-2) required to provide adequate notice to truck drivers to instruct them which routes are restricted for trucks use. These signs should continue to be used, or should be erected as new signs, only if the following applies:
1. If trucks are repeatedly using a particular roadway in violation of the truck route policy, by cutting through a residential neighborhood when an alternate route on a designated truck route is available.
2. If repeated travel by trucks on a roadway has resulted in trucks becoming stuck or causing roadway or property damage due to inadequate roadway widths, tight turning radii, a lower tree canopy, or an excessive street grade.
3. If truck travel is prominent on roadways determined by the City to be inappropriate for truck traffic, based on adjoining land uses and/or the local nature of the roadway.
4. If the level of truck traffic on a roadway is consistently and noticeably higher than what would be typical for a facility of that classification.
Implementation
City of San Bernardino – City-Wide Truck Route Study Page 33
4.5 AGENCY COORDINATION AND
ENVIRONMENTAL REVIEW
Letters can be provided by the City of San Bernardino to the neighboring city managers, public works directors, and city engineers to provide notice on the planned truck route network. A review period can be provided before final City Council approval of the study and recommended truck routes. The recommended truck route network, however, has been developed to match the truck routes of adjacent cities on the same roadways that cross between jurisdictions. The City of San Bernardino will not recommend or adopt truck routes that would send traffic into a neighboring city without the presence of a continuing truck route past the City boundary.
California Environmental Quality Act Guidelines (CEQA) Section 15301(c), permits categorical exemptions from CEQA for actions such as the regulatory truck routes. Adoption of a citywide truck route ordinance to amend existing sections with specified streets is exempt, as the truck routes formalize existing patterns of trucking activity, matching the use of the existing roadways currently used by trucks. No new segments of roads have been identified for truck routes that are not currently used by trucks, or are not currently one of multiple alternate and primary routes to an industrial or commercial parcel. Therefore, the adoption of the proposed truck routes would not change the distribution of truck traffic compared to existing conditions.
In addition, in accordance with CEQA Guidelines 15301, the recommended Code amendments are categorically exempt from CEQA, in that they relate to the operation of public streets and expansion of use would not occur.
City of San Bernardino – City-Wide Truck Route Study Appendices
APPENDIX A:
LOCAL TRUCKING DESTINATIONS ON ROADWAYS
WITH LOW PAVEMENT RATINGS
8142 – West 13th between N K St & Montgomery – lots of trucks & trailers parked at the east end of 13th, unknown who owns or operates this truck yard
20158 – N J St between West 2nd & West 3rd – near large BNSF rail yard, satellite shows one truck parked along route
26672 – N J St between 16
th & 17th – a residential street but is near a truck area likely operated by Alex Moving & Storage (a moving company which operates full‐sized semi trucks & trailers)
26446 – 7th St between N Sierra Way & N Waterman Ave – near large auto yards & a truck parts store, so not inconceivable a truck could end up there
26044 – E Olive St from Belvan Ave to end – next to a truck/trailer yard which is also a First Transit yard that looks to be for school buses, but photos show many semi truck/trailers as well.
26040 – S J St from W Congress St to end – Access shuttle bus yard along this street, though looks like yard may possibly be used for some sm
all box trucks as well
25982 – W 17th St from N K St to N Massachusetts Ave – near the Alex Moving & Storage yard, on the same route as N J St between 16th & 17th
25742 – Flint Way from E Weir Rd to end – small side street near Gate City Beverage distribution center with large trucks
25394 – Oak St from S Arrowhead Ave to S Mayfield Ave – close to some small truck yards with large trailers, unknown who operates these
25192 – East 2nd St from N Lena Rd to N Tippecanoe Ave – residential street, directly adjacent to a large Mattel distribution center with a 2nd St exit/entrance
21096 – Palm Ave from Industrial Pkwy to Kendall Dr – road to a major JC Penny distribution center, lots of trucks & trailers parked nearby
16339 – W Naranga St from N Rancho Ave to gate – small side road along a truck route, near a large BNSF yard
16231 – E Tennis Ct Ln from S Lena Rd to end – near major distribution centers for Kohl’s, Burlington Coat Factory, Trader Joe’s, and others; clearly a route for trucks, with trailers parked at the end
15694 – Bobbett Dr from E 11th St to Baseline St – residential street near previously mentioned First Transit yard
14715 – Greenwood St from Terrace St to Macy St – out of the way residential street, but adjacent to the BNSF yard and lots of parked trucks/trailers
14462 – W 17th St from N Perris St to N K St – same block as 17th from N K St to N Massachusetts Ave, near Alex Moving & Storage yard
14164 – Hope St from S Clevenger Dr to S Sunnyside Ave – directly next to large Kohl’s Distribution Center (with an exit onto Hope & Clevenger)
13730 – Reece St from Montgomery St to N Perris St – direct route to a lot with some small parked truck trailers, mostly looks to be a RV pa rk though
12407 – E Norman Rd from S Waterman Ave to S Foisy St – definite truck route, near a Lean Supply Solutions warehouse with lots of trucks/trailers nearby
10957 – W Congress St from S I St to S J St – near a Golden Eagle Trucking yard (& also the Access shuttle bus yard)
9950 – San Jacinto St from S Valley View Ave to S Gifford Ave – out of the way side street, but near major warehouses for Trader Joe’s, Burlington Coat Factory, Kohl’s, and others
7578 – Huff St W from S Mountain View Ave to S Arrowhead Ave – includes entrance to lot with trailers/containers, located next to a large Kohler DC
7072 – N Martin Rd from Baseline St to Meridian Ave – Service road next to a large JB Hunt yard
4926 – W Kingman St from N Mt Vernon Ave to Cabrera Ave – Residential street directly next to BNSF yard and a truck exit
1540 – N I St from Home Ave W to W 14th St – adjacent to rail tracks & some parked trucks, trailers, and containers nearby, unknown who owns or operates this yard
360 – Bobbett Dr from 9th St to E Olive St – next to the First Transit yard, also close to a large Royal Appliance warehouse
City of San Bernardino – City-Wide Truck Route Study Appendices
APPENDIX B:
TRUCKING MOBILE APPS ANALYSIS RESULTS MAP
Colton
Fontana
Highland
Loma
Linda
Redlands
Rialto
S T A T E
WATERMAN
MT
V E R N O N
A L A B A M A
CYPRESS
W A T E R M A N
T E N N E S S E E
COLTON
RIALTO
DEVORE
PALM
UNIVERSITY
A Y A L A
C E D A R
5TH
40TH
8TH
S T E R L I N G
S I E R R A
A L D E R
SAN BERNARDINO
RANCHO
A N D E R S O N
BROOKSIDE
SAN BERNARDINO
T I P P E C A N O E
V I C T O R I A
FOOTHILL
MT VERNON
STATE
COLTON
CREST FOREST
CAJON
P A L M
H U N T S
MERRILL
39TH
HIGH
LAND
W I L L O W
5TH
INLAND
CENTER
C A L I F O R N I A
M T V E R N O N
CITRUS
P E P P E R
D E L R O S A
CAROUSEL
MALL
LA CADENA
AGUA MANSA
LA CADENA
SYCAMORECREEKLOOP
BASELINE
JURUPA
RIALTO
REDLANDS
2ND
W A B A S H
LYTLE CREEK
VALLEY
VALLEY
WASHINGTON
BLOOMINGTON
CAJON
R I V E R S I D E
M T
V E R N O N
3RD
EASTON
GREENSPOT
JURUPA
RENAISSANCE
FOOTHILL
A L D E R
E
ARROW
O R A N G E
M O U N T A I N
V I E W
R I V E R S I D E
RIALTO
BARTON
BARTON
S T E R L I N G
SUMMIT
MILL
BOULDER
GLEN HELEN
SLOVER
HIGHLAND
HIGHLAND
SYCAMORECREEK
048 2 Miles
¯
0DMRUTruckLQJ 6LWHV
Truck RoutLQJ$SS7ULSV
City of San Bernardino – City-Wide Truck Route Study Appendices
APPENDIX C:
ANALYSIS OF TRUCK ROUTING MOBILE APPS
Truck Routing Apps Review
Background
Navigation, parking, and other apps designed specifically for truckers have become increasingly common in recent years, although they are still far from universally used.
Most auto drivers are familiar with Google Maps, Apple Maps, or the directions offered by various GPS systems and services. Drivers use these apps or systems to obtain directions to unfamiliar loc
ations, find the quickest route during peak periods, and estimate driving and arrival times.
Not surprisingly, a number of routing apps are available to truck drivers, and are used in the same ways. Drivers serving repeat customers or those on delivery routes would seldom need an app for directions, but might use an app to choose between routes or avoid slow‐downs due to accid
ents or work zones. Long‐haul drivers unfamiliar with the area or with specific customer locations would be much more dependent on these apps.
Many of these apps are also designed to help truckers find parking, as truck parking has been a significant issue for som
e time. According to a 2019 ATRI study, 57% of truck drivers reported using a parking app in the past year. The percentage was higher among younger drivers, with 67% of those under 45 reporting using one within the past year (notably, these statistics dealt specifically with truck parking apps, though many apps serve multiple functions). The disparity between older and younger drivers may not simply be due to younger drivers being more up with current technology. Older drivers may already have knowledge of parking and routing from their experience and not need apps, according to the study. More up‐to‐date statistics are not available, but usage will likely in
crease as new, younger drivers enter the industry and the apps themselves improve. One can speculate that these percentages have only increased since then.
Accordingly, the consultant team investigated th ese apps and tested them on sample routes in San Bernardino to determine:
Whether the apps could successfully navigate the highways and streets serving San Bernardino’s commercial and industrial areas.
Whether the apps suggested sensible routes consistent with the team’s route recommendations.
How the City might eventually inform app spon sors of designated truck routes.
Major Truck Routing Apps
With this many truckers using apps and with their use becoming more prevalent among the next generation of truckers for multiple reasons, ensuring that data regarding truck routes, parking locations, restrictions, and other necessary information is correct and up‐to‐date is essential. Fortunately, drivers themselves may help. All of these apps are subject to reviews and rating from drivers and trucking companies that use them. These reviews are av ailable on
the app store sites (Apple and Android are, of course, the two main app stores). Analyzing the reviews can help weed out apps that give incorrect or unreliable information, as truckers are less likely to use them if they see nega
tive reviews. For example, the National Association of Truck Stop Owners launched an app called Park My Truck in 2016 designed to help truckers find parking. The app claimed reliable data on parking at truck stops reported by truck stop operators themselves. Howe ver, a quick search of the app on Apple’s store reveals that, of the very few truckers who actually used this app (only two reviews show up), it was poorly reviewed. One driver’s negative review states that the reliability of data was compromised as truck stop owners over reported parking availability to lure truckers to their businesses. The app now se
ems to be essentially defunct, as new data for the truck stops listed seems to have not been reported in years.
What reviews of apps strongly suggest is that drivers mostly trust other drivers for information; many reviews suggest that they do not trust “official” sources. Drivers also logically prefer app s that serve multiple functions all‐in‐one. They do not want to have to switch back and forth from different apps, so an app that relies on data from other truckers and provides information on routing, parking, weight stations, and other things truckers must know about woul d theoretically be the most successful.
TruckerPath, which brands itself as “built for truckers, by truckers,” is a possible candidate for an all‐in‐one app. and is by far the most popular trucking app, claiming over a million regular users. TruckerPath gets exceptional reviews, wit
h a 4.7/5 average rating on the app store and
over 81,000 reviews. Although the app requires a paid subscription to access full truck routes (including restrictions due to length, height, weight, etc. – routes for trucks, not cars, in other words), it provides much of the information truckers would need all in one stop, including parking, truck stops, weight stations, routing, and amenities along the road.
Other trucking apps exist and are fairly widely used, though. Another popular and well‐ review
ed app is TruckMap, which includes much of the same information that TruckerPath provides. TruckMap app also finds load s for drivers along their routes. If a driver searches a route between two points, the app will automatically suggest loads that trucker could pick up along the route. This app does not require a paid subscription to use, and claims to have full data on routes for trucks, not cars (though it does not say in the app store where it gets this data from, unlike TruckerPath, which specifies th
at it gets it from users).
There are also some less‐used competitors to these main apps available. The website truckersreport.com, which finds trucking jobs and provides other resources for truckers, has used data that they pres
umably obtained from truckers to start an app called Hammer, which is also free to use. This is a very new app launched in 2021, but it has gained quite positive reviews on the app store from a healthy 9,400 ratings as of this writing.
The app Trucker Tools is designed to be another all‐in‐one stop for truckers (and operators). It allows them to book loa
ds, and then find routes for these loads, with relevant information (including truck stops, weight stations, etc. provided along the way. This app was one of the first in its field when it was launched in 2010). However now it only has 1,300 app store ratings and was the worst reviewed of the ones exami ned here.
Testing Truck Routing Apps in San Bernardino
These section analyzes routes that commonly used apps for getting to and between a selection of major trucking destinations in San Bernardino. The apps used were Trucker Path, Hammer, TruckMap, and Trucker Tools, which were compared to Google Maps results for cars.
In general, and as shown in the figures that follow, the apps provided reasonable routing suggestions using major thoroughfar
es that could become components of San Bernardino’s
truck route system. For most trips to San Bernardino DCs from outside locations, the apps suggested using freeways to the nearest exit and then a short trip over arterial streets.
Outbound trips suggestions tended to be the reverse: choosing a short ro ute to the nearest freeways entrance. Only cross‐town trips tended to have greater use of surface streets, as expected. In this respect, the team’s findings suggest that the highest priority for truck routes would be preferred paths to and from freeways ramps.
In practical te
sts in San Bernardino, Trucker Path, which is by far the most commonly used and well‐reviewed app specifically for truckers, was the simplest to use (aside from Google Maps).
It includes truck routes, but these are only accessible to paid subscribers (Trucker Path only uses car directions for fr ee users, making it similar to Google Maps). This could be problematic, as truckers who want to save some money could conceivably end up using a version that does not include truck restrictions and ending up on restricted routes (although they do have TruckMap and Hammer as free options).
Hammer cl
aims to be the only truly free app for truckers, with no paid subscription requirement. However, the sign‐up process does go to great lengths to verify that the user signing up is, in fact, a trucker, and one must register with an account and consent to receiving marketing emails. The serv ice also stated upon signing up that a representative may reach out to verify that the user is, in fact, a trucker, although no representative reached out to the consultant team upon signing up for the purpose of conducting this study. Regardless, the app seems intent on making sure than non‐truckers do not use it, for reasons that are unclear and unexplained
.
The trucking‐specific apps allow the user to change the truck settings (height, weight, length, etc.) so as to get the most relevant route restrictions, and they also allow the user to set preferences for things su
ch as avoiding tight turns, choosing the most direct route vs. the fastest one, etc. For the purposes of this study, the default settings for each app were used in order to control variables. These were generally for a loaded, 53’ semi‐truck and trailer that would typically be used for long‐haul trucking or transporting domestic containers (ocean‐going containers are 20’‐45’.
Screenshots of what each app sugge
sted for various routes are included below. Although some of these searches were also done again at different times of day to account for different traffic conditions, these searches did not turn up different results. Also, Trucker Tools would not allow the user to change the origin location for directions, demanding that the user’s curr ent location be used. As such, all routes for Trucker Tools originate from Highland Park, Los Angeles, rather than the sample origin described.
Long Beach to Pep Boys DC
As shown in Figure 1, the apps suggest using Tippecanoe north from I‐10.
Figure 1: Port of Long Beach to PEP Boys DC
No results for the DC turned up in a search on TruckMap or Trucker Tools, so they are not included here as presumably the apps could not find this location. Notably, Hammer and TruckerPath both automatically found a truck entrance to the DC, whereas Google Maps did not (as it is not designed to).
TruckerPath Google Maps Hammer
Port of Long Beach to Amazon ONT2
The apps again generally used Tippecanoe north from I‐10 (Figure 2), with the differences largely due to the DC entrance assumed. This may be a critical point, as truck entrances are often different from the “official” street address.
Figure 2: Port of Long Beach to Amazon ONT2
Trucker Tools:
TruckerPath Google Maps Hammer
TruckMap once again did not turn up any results in a search for ONT2. Google Maps again did not automatically find a truck entrance, and Hammer suggested an out‐of‐the‐way route that takes the driver to a part of the airport just above ONT2 rather than the truck entranc e. A trucker would have to search a more specific address to get correct directions. Note that each of the apps found a different route.
Port of Long Beach to Family Dollar Distribution Center Most apps used N State St north from SR 210 (Figure 3). Note that Trucker Path is the only trucking‐specific app to offer multiple route choices here (an d that these choices are different
from Google Maps), but that it seems to consider this DC to be a Dollar Tree location (it found it with a simple search though).
Figure 3: Port of Long Beach to Family Dollar Distribution Center
Hammer: Trucker Tools:
Port of Long Beach to Kohl’s Distribution Center
TruckerPath: Google Maps: TruckMap:
All found a route, though different apps suggested different truck entrances (Figure 4). Google Maps, TruckMap, and Trucker Tools all automatically found the correct entrance here.
Figure 4: Port of Long Beach to Kohl’s Distribution Center
Hammer: Trucker Tools:
TruckerPath: Google Maps: TruckMap:
Port of Long Beach to BNSF Yard
All trucking specific apps show the same route for this trip (although Trucker Tools shows a different freeway into town due to coming from Highland Park), but Google Maps shows a route up Rancho Ave, which could be concerning if that road is restricted (Figure 5). Trucker Path, TruckMap, and Hammer all found an accurate, viable entranc e to the facility, whereas
Trucker Tools suggests a route down a narrow residential street (though it ultimately leads to the correct entrance, this is not logical or what is used by trucks seen in field work).
Figure 5: Port of Long Beach to BNSF Yard
Hammer: Trucker Tools:
TruckerPath: Google Maps: TruckMap
Port of Long Beach to Mattel DC to BNSF Yard
As Figure 6 indicates, TruckerPath and Google Maps use Tippecanoe for the freeway connection, while the cross‐town segment between Mattel and BNSF uses surface streets.
Figure 6: Port of Long Beach to Mattel DC to BNSF Yard
TruckerPath: Google Maps:
TruckMap, Hammer, and Trucker Tools all failed to find the Mattel DC in a search (Trucker Tools also does not allow for multi‐destination route planning). TruckerPath suggested a slightly different route than Google Maps, though both routes did appear to have a high number of trucks during fieldwork.
Port of Lon g Beach to Mattel DC to Family Dollar DC
In this example, TruckerPath and Google Maps suggest similar routes (Figure 7), taking the driver across town on surface streets.
Figure 7: Port of Long Beach to Mattel DC to Family Dollar DC
Family Dollar DC to BNSF Yard
This example is notable in that the truck‐specific apps directed the driver to the freeway while Google Maps suggested surface streets (Figure 8).
TruckerPath: Google Maps:
Figure 8: Family Dollar DC to BNSF Yard
Though the desktop version of Hammer could find the Family Dollar DC in an earlier search, when it came time for this search the iPhone app could not find it. TruckerPath once again suggests multiple route options. Trucker Tools does not allow for this search. All apps found the proper truck entran ce.
Kohl’s DC to BNSF Yard
In this case as well, the truck apps suggested using a short section of freeway while Google Maps used surface streets (Figure 9).
TruckerPath: Google Maps: TruckMap:
Figure 9: Kohl’s DC to BNSF Yard
Once again, the Hammer phone app could not find the Kohl’s DC (inconsistent with the desktop version once again). All three other apps found different routes (TruckerPath once again had multiple options). Trucker Tools does not allow for this search.
Amazon ONT2 to BNSF Yard
From the Amazon Fulfillment Center to the BNSF yard Trucker Path offered options, Google Maps used surface streets, and TruckMap suggested a short stretch of freewa y (Figure 10).
TruckerPath: Google Maps: TruckMap:
Figure 10: Amazon ONT2 to BNSF Yard
Hammer:
TruckerPath suggested multiple options again, while TruckMap only had one longer option and Hammer suggested a strangely out‐of‐the‐way route, once again failing to find the actual accurate location of ONT2.
TruckerPath: Google Maps: TruckMap:
Port of Long Beach to Amazon Fulfillment Center ONT5
The last example shows the same suggested routes from the three major apps (Figure 11), but very different results from the others. Trucker Path and Trucker Tools found routes without a problem (though slightly different ones), while TruckMap came up with a wrong loc ation for ONT5, just down the road from where it is actually located. Hammer placed ONT5 around the summit of Mt. Baldy for reasons unclear.
Figure 11: Port of Long Beach to Amazon Fulfillment Center ONT5
Hammer: Trucker Tools:
These examples seem to demonstrate why truckers seem to generally prefer TruckerPath and rate it highly: it was the most consistent trucking‐specific app in terms of delivering results for TruckerPath: Google Maps: TruckMap:
all of these locations. TruckerPath also had the best functionality of any app designed specifically for truckers, and automatically found truck entrances for many of these locations (although a few were inaccurate). TruckerPath describes itself as “for truckers by trucker” which suggests that the data is crowd‐sourced from truckers themselves, though it is unclear if this applies to routing an
d mapping data or just to information on parking and truck stops.
Nonetheless, widespread use of TruckerPath suggests that truckers value getting their information from other truckers and trust this above other information sources, at least in principle.
TruckMap was second to Trucker Path in terms of overall use and ratings on the app sto re, but as shown here, it was not as reliable as TruckerPath in navigating San Bernardino. TruckMap also had worse functionality and was sometimes difficult to use. It requires drivers to find truck entrances on the map themselves, although thi s is probably preferable to automatically directing truckers to wrong entrances.
Trucker Tools also was fairly reliable in terms of finding routes, but had probably the worst functionality of any of the trucker‐specific apps for the purposes of these. It does allow for multi‐destination planning, but was very rest
rictive in allowing for searches from different
locations at different times (although truckers using it for simple directions from their current location would likely find it sufficient).
Hammer is not as well‐used as the others. In the tests conducted it frequently came up with incorrect routing and often failed to find locations (or found wrong locations), making it probably the least reliable in these tests. Nota
bly though, it is a very new app, and reviews
seem to have improved slightly since the teams first tests were conducted. Some of the routes it suggested could be very misleading to a driver, especial ly an inexperienced driver unfamiliar with the area, which is concerning.
However, it is important to note that of all these apps, Google Maps had the best functionality and was the easiest to use, finding all these locations instantly and accurately after a very simple search. Although it did not find truck entrances as Trucker Path did, it often still found the location despite misspelling or on
ly partially typing in the name, and it gave multiple route options, rail crossing information, and the most up‐to‐date traffic information. Unlike Trucker Path, it is also free to use. As such, it could be understandable that a frustrated trucker would simply choose Google M
aps and risk ending up on a restricted road (though there does not seem to be data that suggests whether a significant number of truckers do this or not, and truckers overwhelmingly do not recommend Google Maps for truck directions in online trucking forums, so it seems unlik
ely that many truckers are actually doing this). Some of these alternate route options it suggests could be restricted for trucks, and it does not allow the user to change as many settings as Trucker Path (or the other truck specific ap ps).
Most drivers should be able to avoid the worst of the bad directions these apps have provided, figuring out that Hammer’s route to ONT 2 does not make sense, for example. Issues could arise, however, from unfamiliarity or bad decision making under time pressure. A driver unfamiliar with the area or inexperienced could also be mislead down a bad route, but wind up in an undesirable area or one that is difficult to exit before they realize their mistake (or the app’s mistake). As such, making sure these apps have accurate data remains important.
App Data Sources
Given the current and growing popularity of these truck route apps, it would be to the advantage of both the City and the trucking industry to have these developments reflected in routing apps. Accordingly, the consultant team began investigating where and how routing apps obtain data.
Where these apps get up‐to‐date data on truck routes and restrictions has not yet been established. An attempt to reach out to the apps listed above and ask where they obtain their data resulted in only on
e response to date, from Hammer. This response stated, however, that the app gets its data from Her e Technologies, a large company that specializes in creating online maps for a wide variety of customers, including providing location services for Amazon, large automotive manufacturers, and many others. Here Technologies gets mapping data from a large network of camera vehicles, in other words, sending vehicles out onto roads to film street signs, restrictions, etc. and then using wha
t they document to provide updated mapping.
City of San Bernardino – City-Wide Truck Route Study Appendices
APPENDIX D:
TRUCK FOLLOWING RESULTS MAP
Colton
Fontana
Highland
Loma
Linda
Redlands
Rialto
S T A T E
W A T E R M A N
MT
V E R N O N
A L A B A M A
CYPRESS
W A T E R M A N
TENNESSEE
COLTON
RIALTO
DEVORE
PALM
UNIVERSITY
A Y A L A
C E D A R
5TH
40TH
8TH
S T E R L I N G
S I E R R A
A L D E R
SAN BERNARDINO
RANCHO
A N D E R S O N
BROOKSIDE
SAN BERNARDINO
T I P P E C A N O E
V I C T O R I A
FOOTHILL
MT VERNON
STATE
COLTON
CREST FOREST
CAJON
P A L M
HUNTS
MERRILL
39TH
HIGH
LAND
W I L L O W
5TH
INLAND
CENTER
C A L I F O R N I A
M T V E R N O N
CITRUS
P E P P E R
D E L R O S A
CAROUSELMALL
LA
CADENA
AGUA MANSA
LA
CADENA
SYCAMORE
CREEK
LOOP
BASELINE
JURUPA
RIALTO
REDLANDS
2ND
W A B A S H
LYTLE CREEK
VALLEYVALLEY
WASHINGTON
BLOOMINGTON
CAJON
R I V E R S I D E
M T
V E R N O N
3RD
EASTON
GREENSPOT
JURUPA
RENAISSANCE
FOOTHILL
A L D E R
E
ARROW
O R A N G E
M O U N T A I N V I E W
R I V E R S I D E
RIALTO
BARTONBARTON
S T E R L I N G
SUMMIT
MILL
BOULDER
GLEN HELEN
SLOVER
HIGHLANDHIGHLAND
SYCAMORE
CREEK
Truck Following
0 4 82 Miles
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City of San Bernardino – City-Wide Truck Route Study Appendices
APPENDIX E:
STAA/TERMINAL TRUCK TURNING RADII ANALYSIS
City of San Bernardino – City-Wide Truck Route Study Appendices
APPENDIX F:
TRUCK PARKING ISSUES REVIEW
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Truck Parking Needs
Truck parking is a nationwide problem. For many municipalities and their residents, truck parking issues can be as significant as truck routing issues. Complaints about trucks parked in residential and commercial areas or along rural roads can be common.
Commercial trucks and their drivers need to park for multiple reasons:
Making pickups and deliveries.
Waiting for customer pickup or delivery appointments, between assignments, or while communicating with customers or dispatchers.
Off-duty hours when trucks are not in use, typically during off-duty hours (e.g. night) or between shifts.
Mandated rests specified in federal and state Hours of Service (HOS) rules. Meal and restroom breaks.
Shortfalls in legal parking options will result in illegal parking. Likewise, a parking space shortfall in preferred areas such as industrial districts will result in truck parking in non-preferred areas. Difficulty finding parking will increase truck movements and vehicle miles through the city.
Pickups and Deliveries
Many delivery and pickup customers do not have sufficient private property space for off-street truck parking.
Lack of off-street space is particularly common for store-front businesses, older commercial areas, multi-story commercial developments, and multi-family residential areas. In these areas, trucks stopped at the curb, double- parked, blocking driveways, and in red zones are common. Designated loading zones are, as a rule inadequate, and are frequently occupied by other users. In many instances, the driver simply has no legal parking option to make the pickup or delivery.
While the parking difficulties or ordinary delivery trucks such as “box trucks” serving restaurants and stores and UPS or FedEx trucks outside office buildings are familiar, the problem escalates with larger trucks, including:
Large box trucks or semis serving retailers or restaurants. Semis delivering office furniture, equipment, etc.
Construction vehicles and building material deliveries.
These operations typically involve the use of fork lifts, pallet jacks, or other delivery means requiring more space and time. In our field work, Tioga noticed trucks parking in the street or in medians for this purpose.
Waiting for Appointments
Drivers delivering to or picking up from major truck trip generators such as manufacturing plants and distribution centers are commonly given appointment windows within which they must arrive. Drivers arriving too early may be turned away; drivers arriving too late may be turned away and a penalty assessed against their company.
Accordingly, drivers make every effort to meet appointment windows. That usually means arriving early and waiting nearby, often for more than an hour. Long-haul drivers with early appointments may arrive the night before and sleep in their tractor nearby. It is common to see long-haul trucks parked on the street, near freeway 2 Tioga
interchanges, or in unused portions of commercial business parking lots (e.g. the back portions of shopping mall lots) in and near warehouse clusters.
Off-Duty Parking
When commercial trucks are not being used they are typically parked in one of four locations:
On company property.
On street near company property.
On leased space nearby.
At or near the driver’s home.
Where company lots are small and space is expensive, as in most urban areas, truck parking tends to spill out onto public streets. Truck operators may make arrangements for parking with nearby landowners, typically on vacant lots or unused business property. Some truck operators will use nearby space, particularly vacant lots, without permission.
Owner-operators, owners of small businesses (e.g. contractors, tree services), and contract or franchise drivers typically park their trucks or tractors at or near their homes. This practice is common in unincorporated areas or in outlying areas with large lot sizes such as Muscoy. Drivers who live in apartments or condos typically park their tractors or trucks somewhere nearby.
Mandated Rest
Federal and state Hours of Service (HOS) rules apply to commercial drivers (CDL holders) that drive more than 100 miles from their operating base. As a practical matter, the HOS rules affect drivers of long-distance Class 7 and 8 semis, including those making trips between San Bernardino and the LA Basin or the ports of Los Angeles and Long Beach. The key HOS rules are:
Drivers are limited to 11 hours of driving in a 15-hour period after 10 consecutive hours of rest. Must take a 30-minute non-driving break after 8 hours of driving. May not drive after 60 hours on-duty in 7 days, or 80 hours in 8 days without at least 34 hours off-duty.
In previous years these and similar early requirements were enforced by reviewing driver log books. Drivers had some flexibility in choosing when to stop, such as driving an extra 10 minutes to find a legal parking place. Not surprisingly, some drivers and firms falsified logs.
Since 2019, HOS rules have been enforced using Electronic Logging Devices (ELDs) connected to the truck’s electronic system. ELDs have zero tolerance for HOS violations, so drivers must now find parking and shut down the engine within the HOS limits or face large fines and points on their CDL.
As a result of the stricter HOS rules enforcement, drivers must sometimes find acceptable parking on very short notice. Parking fines are usually less than the consequences of HOS violations, so drivers caught in a dilemma will park illegally. Once stopped, it would be an HOS violation to start the engine and move the truck before the end of the mandated rest.
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Meal and Restroom Breaks
The truck cab is the driver’s workplace, but it lacks a breakroom or restroom. Drivers may have mandated breaks, but also have the ordinary needs of people in the workplace. Few truck parking locations have trash cans, and virtually none have restrooms. Some customers allow drivers to use company restrooms, as do fast food restaurants.
Truck Parking Options
Truckers needing to park for any of the reasons discussed above have only a few options. Generally speaking, customers do not allow parking on their property when not actually loading or unloading. Short-term “pay lots” for trucks do not exist.
Truck stops offer parking, but cater primarily to long-haul drivers seeking overnight rest. The larger truck stops that offer overnight parking are clustered around the junction of I-10 and I-15, west of San Bernardino. The closest truck stop to San Bernardino with significant parking is the Royal Truck Stop on East Steel Road in Colton. Truck stops are thus not a viable option for short breaks or waiting for appointments. Some also charge for parking.
Drivers often use the more distant, underused parts of shopping mall parking lots, public park lots, and other “opportunity” sites for short term parking.
There are on-line services such as SecurSpace that list local parking sites, but those sites are typically for rentals rather than hourly or daily parking.
The result is that public streets are usually the only option.
Truck Parking Apps
For the purposes of this report, the consultant team searched for truck parking within the City of San Bernardino using multipurpose trucking apps and parking-specific apps. Many of the apps used for truck routing also provide information on truck parking (at least ostensibly). Other apps dedicated specifically to truck parking exist in addition to Trucker Path, Trucker Tools, TruckMap, and Hammer. While some of these are well-used and respected, others are largely unused with poor reviews, and some are not professionally designed. Park My Truck, an app designed by the National Association of Truck Stop Owners, for example, is little used by truckers and has very few ratings on Apple’s app store (what ratings do exist are negative and the parking data looks as if it has not been updated in several years, suggested the app is essentially defunct). The apps also frequently turned up results for truck stops and other parking in nearby Colton or Redlands that are not included here as they are not within the San Bernardino city limits.
Trucker Path remains a main app source for truck parking information, and allows users to search parking in a given area. This information is presumably crowd-sourced from truckers themselves. Trucker Path has not replied to multiple attempts by the consultant team to contact them regarding where they obtain their data, but the parking locations shown in the app included updated data on space availability at the location, which appears to be reported by truckers themselves. Despite this, the app only found limited truck parking locations in San Bernardino; the image below shows the locations the app found in a simple search for parking (Figure 1):
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Figure 1: Trucker Path San Bernardino Parking
Locations shown in green (of which only one was actually within the San Bernardino city limits) are those where ample available parking has recently been reported. Many other locations shown in gray either stated that truck parking is not allowed or do not have recent data on available parking spaces. Akal Cargo Inc (the one location shown in green) turned up gray when searched the next day as the most recently reported data were more than one day old at that point. Nonetheless, the app allows truckers to see if parking is available, with availability forecasts included for paying subscription members. It also provides satellite images, and reviews of the parking location. The screenshots below show both the description of the location and the satellite image (Figure 2).
Figure 2: Akal Cargo Inc on Trucker Path
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Trucker Path also shows the San Bernardino Walmart and the San Bernardino Neighborhood Market Store as truck parking locations, yet states that truck parking is not allowed at either location, though availability was reported at Walmart only two days earlier (Figure 3).
Figure 3: Trucker Path Parking Locations in Detail
Other locations within the San Bernardino City Limits are shown below, with the app stating that street parking for trucks is authorized on Mill St and on South Doolittle St (Figure 4):
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Figure 4: Trucker Path Street Parking Locations
Trucker Tools and TruckMap turned up almost no results for parking; Trucker Tools could not find any parking in San Bernardino in a search, while TruckMap only found the San Bernardino Walmart mentioned earlier. Hammer also only found the Walmart, making all of these apps largely unhelpful in finding parking.
Though these are the main apps used by truckers, other less-used apps do suggest a few other parking locations.
Jack Reports is an app for truckers dedicated to finding weigh stations and truck parking, which states that it is “powered by artificial intelligence and a community of truck drivers.” In a search of San Bernardino, however, it only turned up one potential parking location in the Northwest corner of the city. Information and a satellite image of the location from the app are shown below (Figure 5):
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Figure 5: Jack Reports Parking Location
The last parking app included in this search is Park My Rig, an app designed by LeRoy Clemmer, who has previously written a book of the same title intended to be “a comprehensive catalog of both traditional truck stops and alternative truck parking locations”. The app is designed to provide the same information as the book for truckers who prefer an electronic version. Though the app does not seem particularly well-used, it does suggest some interested parking locations with descriptions, images of which are shown below including the Walmart (Figure 6).
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Figure 6: Park My Rig Parking Locations
Truck Parking Sites
Some online sites are designed to help truckers (whether drivers or operators) book truck parking in advance if they are able to plan ahead for where they want to park. By far the leading site for this is SecurSpace, which allows
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for advance booking of various types of truck parking (for tractors, trailers, containers, or a combination of these) on either a daily or monthly basis. In the team’s searches for parking on SecurSpace in San Bernardino, availability varied widely depending on the date, but the results found were geared towards reserved container or chassis parking rather than truck parking for driver breaks or other purposes. The results for searches on a variety of dates throughout spring 2023 are provided in the images in Attachment X-A.
In many cases where easy parking was not available near a destination (including warehouses and delivery locations), trucks were parked in center lanes. Some select locations where the team spotted trucks parked in on- street parking areas are shown in Attachment X-B.
Examples of Truck Parking Locations
Where trucks are actually parked (whether legally or not) remains a different matter from where these apps have suggested parking. Perhaps due to difficulty in finding good parking spots, the consultant team found through field work in the city that trucks are often parked in areas where truck parking is either unideal or specifically prohibited; it is unclear whether many of these trucks are parked long- or short-term. A selection of locations where the team found trucks actually parked with corresponding photographs are shown in Attachment X-C.
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FOR ATTACHMENT X-A
Figure 7: Container/chassis parking off Mill St near BNSF yard
Figure 8: Container, chassis, and trailer parking on border with Muscoy
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Figure 9: Container/chassis parking south of BNSF yard
Figure 10: Container/chassis parking directly adjacent to BNSF yard
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Figure 11: Container/chassis parking south of BNSF yard
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FOR ATTACHMENT X-B
Figure 12: Trucks parked illegally in front of an Amazon Distribution Center
Figure 13: Trucks parked in and next to a shopping center parking lot
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Figure 14: Multiple large parking lots, trucks parked on the street on border with Muscoy
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Figure 15: Truck Parking lots along W Highland Ave near city limit
Figure 16: Trucks parked on side-street near Walmart area
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Figure 17: Truck parking lot at corner of Interchange Dr
Figure 18: Small truck parking lot on residential street
Figure 19: Trucks parked in baseball field lot near BNSF yard
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Figure 20: Trucks parked on residential street near High School
Figure 21: Small truck parking lot on partial residential section of Lincoln Rd
Figure 22: Truck lot on 9th St
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For ATTACHMENT X-C
Figure 23: Truck parked in center lane, not currently loading or unloading
Figure 24: Truck parked in the center lane with others parked on the side; E Mill St
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Figure 25: Truck parked in center lane near warehouses and San Bernardino Airport