San Bernardino County Non-Motorized was updated in 2018, Upland had 39.95 Transportation Plan (2011 with 2018 miles of existing bicycle facilities and 21.64 Revision) miles of proposed improvements, which SBTCA developed the Non-Motorized included upgrading 12.19 miles of Class III Transportation Plan (NMTP) in 2011 (revised bicycle routes to Class II bicycle lanes. The projects identified for Upland have been
in 2018) to support the development of a integrated into the San Bernardino County cohesive and integrated framework for
delivering a safe, interconnected bicycling Active Transportation Plan (2020) and were and walking system for San Bernardino incorporated into the development of this Plan, where still appropriate.
County. The NMTP contains guiding goals
and policies intended to provide a vision Regional Safe Routes to School Plan for the County, as well as cost estimates, (2017)
design guidelines, implementation priorities, SBTCA developed the Regional Safe Routes and funding opportunities to support
local jurisdictions in implementation. The to School Plan Phase II (RSRTSP) in 2017 overarching goals of the NMTP are: to guide strategic improvements to the safety and accessibility of non-motorized
► Increased bicycle and pedestrian ac- transportation networks around San cess: Expand bicycle and pedestrian fa- Bernardino County schools. The ultimate cilities and access within and between goal of the RSRTSP is to promote walking neighborhoods, to employment centers, and bicycling to school and improve shopping areas, schools, and recreation- community health by providing safer and al sites. more accessible bicycle and pedestrian ► Increased travel by cycling and walking: facilities. The RSRTSP compiled findings Make the bicycle and walking an integral from field observations and student travel part of daily life in San Bernardino Coun- pattern data collected from approximately ty, particularly (for bicycle) for trips of ten percent of the County's public schools; less than five miles, by implementing and assembled an inventory of site-specific maintaining a bikeway network, providing recommended school zone bicyclists and end-of-trip facilities, improving bicycle/ pedestrian network improvements based transit integration, encouraging bicy- on data; provided resources for future cle use, and making bicycling safer and implementation efforts at a regional scale; more convenient. and developed a strategy for periodically ► Routine accommodation in transpor- collecting student data for monitoring and tation and land use planning: Routinely modeling purposes. consider bicyclists and pedestrians in the The goals of the RSRTSP are to:
1- planning and design of land develop-
4 ment, roadway, transit, and other trans- ► Support the overall Countywide Vision o portation facilities, as appropriate to the and implementation strategy for pro- RI context of each facility and its surround- viding safe routes to schools in San Ber- z ings. nardino County that encourage alternate T.
► Improved bicycle and pedestrian safety: mode choices for students and parents. c Encourage local and statewide policies ► Build upon the Phase I inventory and pri- s6 and practices that improve bicycle and oritization study to better integrate SRTS a pedestrian safety. sites and corridors with Countywide ac- 2 tive transportation efforts including the The NMTP includes profiles for local other components of the Active Trans- jurisdictions, including the City of Upland, portation Plan. which document land use, relevant ► Develop a student data collection strat- programs and municipal code policies, egy to document the benefits of active existing and proposed bicycle facilities,
and priority improvements. When the NMTP transportation to leverage more SRTS funding for local jurisdictions.
34 Page 379 of 707
► Conduct and document walk audits to SANBAG Complete Streets Strategy better identify their exact infrastructural (2015)
needs and provide access accommoda- The San Bernardino Associated Governments tions for students to bicycle and walk to (SANBAG) Complete Streets Strategy school. (CSS) was developed in 2015 to help local ► Define a series of possible implementa- jurisdictions implement Complete Streets tion efforts to identify and remove barri- policies and projects in their communities. ers, over time, to active transportation for Complete Streetsaredesigned and operated all of the schools in the County. to enable safe access for all street users, ► Address both actual and perceived safe- including pedestrians, bicyclists, motorists, ty concerns, together with strategies that and transit riders of all ages and abilities. could significantly decrease bicycle and The CSS encourages local jurisdictions to pedestrian facilities and injuries. integrate Complete Streets policies into local planning projects, including General
The RSRTSP selected 55 public schools in Plan amendments, and provides the San Bernardino for data collection and necessary tools to adopt and implement implementation based on demonstrable Complete Streets policies with relative need and willingness to collaborate, ease. For example, the CSS provides an including three Upland schools (Baldy overview of Complete Streets principles and View Elementary, Citrus Elementary, and statewide requirements, model language Sycamore Elementary). Volume II of the for Complete Streets Policies and General RSRTSPcontainedSRTSrecommendationsfor Plan, and best practices for integrating the three selected schools in Upland, which Complete Streets efforts with other planning proposed six engineering recommendations projects. It is intended as an addendum to along 13th Street for Sycamore Elementary; the San Bernardino County Nonmotorized six engineering recommendations along Transportation Plan (NMTP) and provides llth Street for Baldy View Elementary; and additional resources for implementing key seven engineering recommendations along recommendations from the NMTP. 7th Street for Citrus Elementary. Engineering
recommendations varied by school, but
included improvements such as school
signage, high visibility crosswalks, bulb-outs,
ADA curb ramps, tree trimming, red curbs,
traffic signals, sidewalk installation, and
more. These engineering recommendations
were reviewed to assist with SRTS
recommendations.
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Endnotes
' Caltrans. (2020). Active Transportation Program Fact Sheet. https://dot.ca.gov/-/media/dot-media/pro- grams/local-assistance/documents/atp/2020/atpfactsheet20202024.pdf 2 Caltrans. (2020). Active Transportation Program Fact Sheet. https://dot.ca.gov/-/media/dot-media/pro- grams/local-assistance/documents/atp/2020/atpfactsheet20202024.pdf Rails to Trails Conservancy. (2023). Connecting America's Active Transportation System. https://www.rail- stotrails.org/wp-content/uploads/2024/01/Connecting-Americas-Active-Transportation-System_fact- sheet_2023.pdf
4 Rails to Trails Conservancy. (2022). New Rails-to-Trails Conservancy Data Shows Strong Demand for Places to Walk, Bike and Be Active Outside. https://www.railstotrails.org/trailblog/2022/december/21/new-rails-to- trails-conservancy-data-shows-strong-demand-for-places-to-walk-bike-and-be-active-outside/ 5 StreetLight Data. (2023).Walking in America: Metro&Statewide Pedestrian &Mode Share Trends. 6 StreetLight Data. (2023). Bike Boom or Bust?: Metro&Statewide U.S. Bicyle Activity Trends.
Rails to Trails Conservancy. (2023).New Data Illustrates Importance of Connected Trail Infrastructure to the Nation. https://www.railstotrails.org/resource-library/resources/connected-trail-infrastructure/ 8 Rails to Trails Conservancy. (2023). New Data Illustrates Importance of Connected Trail Infrastructure to the Nation. https://www.railstotrails.org/resource-library/resources/connected-trail-infrastructure/ 9 Rails to Trails Conservancy. (2023). New Data Illustrates Importance of Connected Trail Infrastructure to the Nation. https://www.railstotrails.org/resource-library/resources/connected-trail-infrastructure/ 10 NACTO. (2016). High-Quality Bike Facilities Increase Ridership and Make Biking Safer. https://nacto . org/2016/07/20/high-quality-bike-facilities-increase-ridership-make-biking-safer/; Urban Institute. (2022).
Why US Cities Are Investing in Safer, More-Connected Cycling Infrastructure. https://www.urban.org/ur- ban-wire/why-us-cities-are-investing-safer-more-connected-cycling-infrastructure " Federal Highway Administration. (n.d.) Proven Safety Countermeasures. https://highways.dot.gov/safety/ proven-safety-countermeasures
12 NACTO. (2022). Shared Micromobility in the U.S. and Canada: 2022. https://nacto.org/wp-content/up- loads/2023/11/NACTO_sharedmicromobilitysnapshot_correctedNov3-2023-1.pdf 13 Glusac, E. (2021). Farther, Faster and No Sweat: Bike-Sharing and the E-Bike Boom. The New York Times. https://www.nytimes.com/2021/03/02/travel/ebikes-bike-sharing-us.html 14 Kamal, S. (2023). Why California public transit is at a pivotal moment. CalMatters. https://calmatters.org/ politics/capitol/2023/04/public-transit-california/
u.
15 Kamal, S. (2023). Why California public transit is at a pivotal moment. CalMatters. https://calmatters.org/ ct politics/capitol/2023/04/public-transit-california/ G
16 Kamal, S. (2023). Why California public transit is at a pivotal moment. CalMatters. https://calmatters.org/ politics/capitol/2023/04/public-transit-california/
"SCAG.(2024).Connect SoCal. https://scag.ca.gov/sites/main/files/file-attachments/23-2987-connect-so- o cal-2024-final-complete-040424.pdf?1714175547
18 SCAG. (2024). Connect SoCal 2024 Mobility Technical Report. https://scag.ca.gov/sites/main/files/file-at- 0 tachments/23-2987-tr-mobility-final-040424.pdf?1712795207 2 19 Brey,J.(2023).Microtransit Has Broad Appeal,Despite Clean Drawbacks.Governing. https://www.governing . com/transportation/microtransit-has-broad-appeal-despite-clear-drawbacks#::text=But%20many%20 o transit%20advocates%20are%20wary%20of%20the%20trend.&text=ln%20Brief%3A,t%20we11%20served%20 2 by%20transit
0 20 Schank,J&Huang,E.(2022).Microtransit:A Good IDea Just Got Even Better.San Jose State University.https:// transweb.sjsu.edu/sites/default/files/2249-Schank-Demand-Responsive-Transportation-Shared-Mobility. pdf
36 Page 381 of 707
21 Brey,J.(2023).Microtransit Has Broad Appeal,Despite Clean Drawbacks.Governing. https://www.governing . com/transportation/microtransit-has-broad-appeal-despite-clear-drawbacks#::text=But%20many%20 transit%20advocates%20are%20wary%20of%20the%20trend.&text=ln%20Brief%3A,t%20well%20served%20 by%20transit
22 Graham, A. (n.d.). ZEB Regulation. California Transit Association. https://caltransit.org/Advocacy/ How-We-Advocate/Key-Issues/ZEB-Regulation#:-:text=The%201CT%2Oregulation%2C%20which%20has,ze- ro%2Dem ission%20technology%20by%202040
23 SCAG. (2024). Connect SoCal. https://scag.ca.gov/sites/main/files/file-attachments/23-2987-connect- soca l-2024-f i na l-com plete-040424.pdf?1714175547
24 SCAG. (2024). Connect SoCal. https://scag.ca.gov/sites/main/files/file-attachments/23-2987-connect- soca I-2024-f i na I-com plete-040424.pdf?1714175547
25 United States Environmental Protection Agency. (2023). Fast Facts on Transportation Greenhouse Gas Emissions. https://www.epa.gov/greenvehicles/fast-facts-transportation-greenhouse-gas-emissions 26 United States Environmental Protection Agency. (2023). Fast Facts on Transportation Greenhouse Gas Emissions. https://www.epa.gov/greenvehicles/fast-facts-transportation-greenhouse-gas-emissions 27 United States Department of Transportation: Federal Transit Administration. (2010). Public Transportation's Role in Responding to Climate Change. https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/PublicTrans- portationsRolelnRespondingToClimateChange2010.pdf
28 Lamanna, M., Klinger, C. A., Liu, A., & Mirza, R. M. (2020). The Association between Public Transportation and Social Isolation in Older Adults: A Scoping Review of the Literature. Canadian Journal on Aging / La Revue Canadienne Du Vieillissement,39(3),393-405.doi:10.1017/S0714980819000345 29 American Trails. (2020).Why Trails? https://www.americantrails.org/why-trails 3o U.S. Department of Transportation. (2023). Traffic Safety Facts - Pedestrians. https://crashstats.nhtsa.dot . gov/Api/Public/ViewPublication/813458;U.S.Department of Transportation. (2023).Traffic Safety Facts- Bicy- clists and Other Cyclists. https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813484 31 The League of American Cyclists.(2022).Benchmarking Bike Networks. https://bikeleague.org/sites/default/ files/Benchmarking-Bike-Networks-Report-final.pdf
32 California Transportation Commission. (n.d.). Active Transportation Program. https://catc.ca.gov/pro- grams/active-transportation-program
33 American Trails. (2020).Why Trails? https://www.americantrails.org/why-trails 34 Rails to Trails Conservancy. (2019).Active Transportation Transforms America. https://www.railstotrails.org/ media/847675/activetransport_2019-report_finalreduced.pdf 35 Smart Growth America (n.d.). Economic Benefits Activity-Friendly Routes to Everyday Destinations.https:// smartgrowthamerica.org/wp-content/uploads/2020/11/routes-to-destinations-economic-benefits.pdf 36 Flusche,D.(2012).Bicycling Means Business:The Economic Benefits of Bicycle Infrastructure. https://bikelea- gue.org/sites/default/files/Bicycling_and_the_Economy-Econ_Impact_Studies_web.pdf 37 Campbell, R., & Wittgens, M. (2004). The Business Case for Active Transportation The Economic Benefits of Walking and Cycling. https://nacto.org/docs/usdg/business_case_for_active_transportation_campbell . pdf
38 Northern Colorado Bike&Ped Collaborative.(n.d.).Why Invest in Active Transportation? https://nfrmpo.org/ wp-content/uploads/benefits-of-active-transportation.pdf 39 Crompton, J. (2020). The Impact of Trails and Greenways on Property Values. https://www.nrpa.org/ o parks-recreation-magazine/2020/may/the-impact-of-trails-and-greenways-on-property-values/ 4o Northern Colorado Bike&Ped Collaborative.(n.d.).Why Invest in Active Transportation? https://nfrmpo.org/ wp-content/uploads/benefits-of-active-transportation.pdf Q
41 Doyle,T. (2023,September 28).New APTA Report Says Public Transit Users Can Save$13,000 Annually.Amer- U ican Public Transportation Association. https://www.apta.com/news-publications/press-releases/releases/ new-apta-report-says-public-transit-users-can-save-13000-annually/
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2 Existing
Chapter 2 documents and analyzes the existing conditions of Upland's mobility system. The chapter includes geospatial analyses of several relevant datasets, such as land use,activity centers,existing bicycle and pedestrian infrastructure, 1 public transit, activity centers, collision hotspots, and more. The findings of this chapter were used,in combination with community input,to identify key mobility _� gaps, needs, and priorities and develop recommendations for improvement. -. '-- -- =
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1 Upland at a Glance
11 78,847
;- ;,, ' Residents
'\:.
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ti ,. " Upland 16
Square Miles
rf
11111P1111.W1.'
�� • 28,040
,' :\ r ai 4, Housing Units
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13 111 'j- [. � '-.---IV,',, 0-JR d, /.• up=1 Parks i
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Signalized
.. - _ Intersections
Reimagining Upland's mobility network with
new and improved mobility options requires 37.6 first developing a strong understanding f Miles of Bicycle & of the community's current needs and Multi-use Facilities priorities.Chapter 2 presents the findings of a
comprehensive existing conditions analysis
1- based on community demographics, land 335.4 a use, roadway conditions, collision history, Miles of o previously planned projects, and other Sidewalks Zit foundational information. Each dataset in
Z this chapter provides valuable information
' to paint a holistic picture of Upland's 209 4 .10 0 current pedestrian, bicycle, and public Miles of Public a) transit network and key areas needing Streets w improvement.
2 The findings of this analysis, combined with4if01 12.5 the input from an extensive community Miles of Fixed Bus 0 engagement process, were used to Routes* - develop a set of projects and programs to
0 facilitate safe, comfortable, and enjoyable 2.7 Q walking, bicycling, and public transit access Miles of Regional throughout Upland. The recommended Commuter Rail Line projects are presented in Chapter 5. Pae� 385 of 707 40 *Omnitrans'microtransit service(OmniRide)covers all 16 square i es in Upland.
2.1 COMMUNITY PROFILE Race 15.7%
I Two or
A demographic profile was completed 17.4% more races using the most current data available from Other
the 2022 U.S. Census Bureau American race
Community Survey (ACS) 5-Year Estimates.
Upland has a total population of 78,847 0.2%
Native 48.1%
residents and 28,040 housing units within White its 16-square-mile city boundary, resulting American
in a population density of 4,928 people per 1•1r° square mile. American
q Indian
Key demographics and comparisons with 10.3% 1 7.2% San Bernardino county and California sta- Asian Black tistics:
► Race & Ethnicity: The racial composition Ethnicity
of Upland is 48.1 percent white, 10.3 per-
cent Asian, 7.2 percent Black, 1.1 percent
American Indian, 0.2 percent Native Ha-
waiian, 17.4 percent an other race, and 56.3% 43.7% Not Hispanic Hispanic
15.7 percent two or more races. Approxi- or Latino or Latino mately 43.7 percent of Upland residents
are Hispanic or Latino.
► Age: The median age of Upland (37.1) is
higher than the average of San Bernardi-
no county (33.9) and similar to that of
California (37.3). Age 15.1%
► Approximately 15.1 percent of Upland Above 65 residents are 65 or older, which is
higher than 11.9 percent countywide
and similar to 14.9 percent statewide. 63.4%
► Roughly 21.5 percent of Upland res- Adults 21.5% idents are under age 18, which is (19-64) Under 18 slightly lower than county and state
percentages of 25.9 and 22.3 percent,
respectively.
► Income & Poverty: Upland's median
household income of $93,994 is higher Vehicle Availability than the average of $77,423 for San Ber-
nardino county and $91,905 for California. 1.2% 13.8% No vehicle One vehicle co
Additionally, the reported percentage of available available o people in poverty in Upland (10.5 percent) • :
is slightly lower than that of San Bernardi- o no county (13.8 percent) and California 0 (12.1 percent). 42.9% CD
Three or c
► Vehicle Availability: Most Upland house- more vehicles co holds have access to one or more vehi- w Iles, with roughly 1.2 percent lacking ac- 42.0% Two vehicles O
cess to a vehicle. available a
0 0
Source: U.S. Census Bureau. (2022). American
Community Survey, ACS 5-Year Estimates Subject
Tables DP05, S0101, S0801. Page 386 of 707 41
2.2 COMMUTE CHARACTERISTICS
Transportation Mode Share
Transportation mode share is used to identify ork W e
Worked from home
commuting patterns within a community.
This Plan is particularly interested in 2.6%
supporting and encouraging the following Taxicab, motorcycle, mode shares as viable alternatives to driving or other means in single-occupancy vehicles:
0.6% 1.3%Walked
► Walking Mode Share: The walking mode Bicycle 1.6%Public Trans•ortation share measures the percentage of work-
ers aged 16 years and over who commute
to work by foot. Walking mode share pat-
terns are connected to the relative prox- O O imity of housing to employment centers.
Walking mode share reflects how well in-
frastructure and land-use patterns sup-
port travel to work by foot.
► Bicycling Mode Share: Similar to the
walking mode share, bicycling mode
share measures the percentage of resi-
dent workers aged 16 years and over who
commute to work by bicycle.
► Public Transit Mode Share: Public transit
mode share measures the percentage of
workers aged 16 years and over who com-
mute to work by transit. This mode share
reflects how well first-mile-last-mile in-
frastructure, transit routes, and land-use
patterns support travel to work by transit.
Approximately 34,680 Upland residents
commute to work by driving, walking,
bicycling, taking public transit, or other
means. Roughly 4,506 residents work from
home.Currently,most Upland residents (73.3
percent) rely on personal vehicles to travel
to and from work. This mode is followed
in prevalence by working from home (11.5
T. percent), carpooling (9.1 percent), taxicab/
0 motorcycle/other (2.6 percent), public
transportation (1.6 percent), walking (1.3
percent), and bicycling (0.6 percent). With 73.3% nearly three-quarters of Upland commuters Drove alone driving alone to work, there is a clear need
for improved access to safe, efficient, and i
o viable alternatives to single-occupant
commuting, while also providingbetter
g .•. .•.
mobility choices for short local trips.
Source:U.S.Census Bureau.(2022).American Community
Survey,ACS 5-Year Estimates Subject Table S0801.
42 Page 387 of 707
Travel Time to Work for Uplanders
The average time it takes Upland commuters to get to work (across all travel modes) is estimated at 30.4 minutes. Roughly half of commuters have a commute time greater than 25 minutes, indicating a moderate amount of non-localized employment. However, 10.6 percent of commuters spend less than 10 minutes traveling to work, presenting an opportunity to help short-distance commuters opt for walking, bicycling, or public transit instead of driving. lir } �.. V"
_ Y a [
•
_ _. ► _. r � ''.,f;� .gar-.' '",,,_ t . y- y_
10.6% 10.8% 14.4% 14.2% 7.3% 14.5% 6.4% 8.2% 13.7% I
f
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4 . . ,Anuml, Ill .
Li,
Less than 107 20to2 5to44 c i
minutes i min - illi . ,_
ni
Q
o
Source: U.S. Census Bureau. (2022).American Community Survey,ACS 5-Year Estimates Subject Table S0801. U
2.3 LAND USE General Plan Land Use Legend
Figure 2-1 displays land use in Upland Single-family Residential (Low) according to the City's General Plan Land Single-family Residential (Medium) Use Map (adopted in 2015). Upland is
dominated by low-density, single-family Single-family Residential (Mobile Home) residential land uses with some pockets W Multi-family Residential (Low) of multi-family, mixed-use, and rural Multi-family Residential (Medium) residential housing. Community facilities,
such as parks and schools, are interspersed Neighborhood Commercial with residential housing throughout the city. = Highway Commercial Upland has a small downtown area, which
is generally bounded by Euclid Avenue Regional Commercial to the west, Campus Avenue to the east, Office/Professional Arrow Highway to the north, and 8th Street lf. " Commercial/Residential Mixed Use to the south. Commercial and office land
uses are concentrated in Downtown Upland A Commercial/Office and along major corridors, such as Foothill Business/Residential Mixed Use Boulevard, N. Mountain Avenue, N. Benson
Commercial/Industrial Mixed Use
Avenue, and off of State Route 210. Large
swaths of industrial land uses and public Light Industrial/Business Park utilities are located along the western and = Industrial eastern city limits with additional areas
IIIII
concentrated near the railroad line in Gravel Mine southern Upland. = Cable Airport
IM Institutional
2.4 ACTIVITY CENTERS r Civic/School
To be eligible for State funding, a city's ParklOpen Space bicycle and pedestrian plan must address = Public Utilities connections between specific activity Specific Plan center types. Activity centers are essential
destinations within a community, including
•
schools, parks, major employers, office 4,•,•
buildings, industrial sites, government -'' . -� nr. ;':
sites, retail centers, hospitals, and tourist - " ... attractions.Identifying these activity centersu. , _ 4 and their distribution in a community, is ` o essential to creating useful bicycle and Y RI pedestrian networks. `�'
z ,-�
L Figure 2-2 shows activity centers in Upland, t i, 0 such as City Hall, the Library, the Police
Department, San Antonio Regional Hospital, v. I I the Metrolink Station, Cable Airport, and '.. '` , . 0 Downtown Upland, as well as schools, parks, h • I - and shopping areas. The mobility projects proposed in Chapter 5 are intentionally 3 ` _., , _ 0 located along key corridors that will connect ,, p people to major destinations.
c
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D
Farmers Market in Downtown Upland
44 Page 389 of 707
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Figure 2-1:General Plan Land Use
r_ City Boundary
Source:
Parks&Schools:City of Upland
General Plan Land Use: City of Upland,2015
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Ontario
Figure 2-2: Activity Centers 4
Downtown 0 Metrolink Station I School
City Hall 0Cable Airport Park
�w Library • Bus Stop r_' City Boundary Mixed-Use Source:
C.:: Hospital Parks&Schools:City of Upland Commercial Land Use:City of Upland
Police Department Bus Stop:Omnitrans,2024
0 0.5 1KW391o0
I I I
2.5 STREET 2.6 POSTED SPEED LIMIT
CLASSIFICATION Figure 2-4 displays the posted speed limits throughout Upland's road network. Upland's
Figure 2-3 depicts Upland streets based on high-speed corridors (25 to 45 miles per the following classifications: Major Arterial, hour) include:
Secondary Arterial, Collector Streets, and
Local Roads. Interstate 10 (I-10) freeway ► 8th Street runs along the south boundary of the city, ► 16th Street providing regional access and connecting ► 19th Street
Upland with other parts of San Bernardino Arrow Highway county and California. State Route 210 (SR- 9 y 210), also known as the Foothill Freeway, runs ► Baseline Road through the north part of the city, providing ► Benson Avenue connections to Pasadena to the west and ► Campus Avenue San Bernardino to the east. Euclid Avenue is Central Avenue part of State Route 83, a north-south route
that connects Upland to Ontario and Chino ► Euclid Avenue to the south. Foothill Boulevard is part of ► Foothill Boulevard State Route 66, an east-west route formerly ► Monte Vista Avenue part of U.S. Route 66. ► Mountain Avenue
Major and secondary arterials, which ► San Antonio Avenue provide local access to major destinations
throughout Upland, include: The posted speed limit for these major and secondary arterials varies between 25 and
► 8th Street 45 miles per hour (mph). None of the surface ► 16th Street streets within Upland have posted speeds ► 19th Street of 50 mph or above. Posted speed limits along major and secondary arterials play
► Arrow Highway an important role in developing enhanced ► Baseline Road recommendations appropriate for these ► Benson Avenue higher-speed streets.
► Campus Avenue
► Central Avenue
► Euclid Avenue
► Foothill Boulevard
► Monte Vista Avenue
► Mountain Avenue sr,
�o
► San Antonio Avenue ts The remaining collector and local street provide access to residential housing,
schools, parks, and other destinations.
Knowing that the arterial roadways provide
access to essential local destinations
highlights the need for public transit routes,
as well as active transportation facilities
that support safe and comfortable non-
motorized travel along these car-oriented
corridors.
t,
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Figure 2-3: Street Classification
Major Arterial School
- Secondary Arterial Park
- Collector Streets r' City Boundary
Local roads Source:
Parks&Schools:City of Upland
Street Classification:City of Upland
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Figure 2-4: Posted Speed Limit
25 mph or under School
30 - 40 mph Park
45 mph r' City Boundary
Sou rce:
Parks&Schools:City of Upland
Posted Speed Limit: KTUA and City of Upland
0 0.5 1 IMO 394 o r0
1 I I
2.7 TRAFFIC VOLUMES a
Figure 2-5 shows the average daily roadway - '!. traffic volumes for Upland's street network. _7
Corridors with high (red) and medium ' Y;. (orange) traffic volumes are generally along 7:a ,. _A,- major and some secondary arterials: .,
► 16th Street s ',
► Arrow Highway
► Baseline Road ,;. ,i; } i
`=pia ;
► Benson Avenue • :- '•t • •.,,,., ;
►
4• -.?Campus Avenue =-,
_ :.;:�.-;; ,. _
► Euclid Avenue =; ,.'
► Foothill Boulevard Y7r .
► Grove Avenue •
,r:.
► Monte Vista Avenue : ,. -
► Mountain Avenue ':
► San Antonio Avenue 4 ,1
These higher-volume corridors reflect their =
importance in providing critical connections i- _ -- to regional and local destinations. Providing
active transportation and public transit
infrastructure along or near these high- �y
volume corridors may give community = ~- - ' members viable alternatives to traveling in -
single-occupancy vehicles. However, given - •
the large volume of vehicular traffic along `
high-volume routes,traffic calming,physical
separation, and other safety measures willOp-
._.•
be essential to prevent conflicts between
drivers and other road users. "*" _ ` : ; ••:•: :
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Ontario
Figure 2-5:Vehicular Traffic Volumes
Average daily number of automobile trips I School — High (22,001 - 51,750) Park
Medium (7,301 - 22,000) r' City Boundary
Low (250 - 7,300)
Source:
Parks&Schools:City of Upland
Average Daily Number of Trips: Replica,2023
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2.8 HEALTH AND EQUITY stressors. CalEnviroScreen provides a score based on the cumulative impacts
Understanding the geographic distribution experienced by a particular community, of various social, economic, health, and with higher scores experiencing greater environmental risks and burdens is essential burdens and lower scores experiencing to identifying the areas in greatest need of lower burdens. These scores are used to infrastructure improvements and supportive identify and prioritize communities that are resources. Transportation, in particular, is a most burdened by environmental injustices. key component of healthy and equitable Figure 2-6 displays the range of communities. For example, communities CalEnviroscreen scores across Upland. with safe and affordable multi-modal Census tracts with darker red colors (like transportation options have expanded south of Foothill Boulevard) have higher access to employment and education CalEnviroScreen scores and therefore opportunities, healthy food sources, have relatively high pollution burdens and recreational spaces,and more.The provision population sensitivities. Census tracts with of viable non-vehicular transportation lighter green colors (like north of 15th Street) options, such as public transit and bicycle have lower scores, and correspondingly and pedestrian facilities, enables people lower pollution burdens and sensitivities. without access to a vehicle to reach their
desired destination with relative ease. At SB 535 Disadvantaged the same time, improving the safety of
problematic transportation corridors in Communities underserved communities through traffic Senate Bill 535 (SB 535) directed that calming and other safety measures is at least 25 percent of the proceeds of another important way to improve comfort the State's Cap-and-Trade Program and quality of life. go to projects that provide a benefit to Prioritizing the allocation of resources in disadvantaged communities and at least underserved areas is an important step 10 percent of the funds go to projects towards improving equity and quality of located within those communities. SB 535 life for all community members, regardless gave CalEPA the responsibility for identifying of socioeconomic status. Additionally, those communities. Figure 2-7 shows the many grant funding sources prioritize Disadvantaged Communities designated funds in underserved or disadvantaged by CalEPA for SB 535. communities. As a result, analyzing All areas from Foothill Boulevard to the health and equity patterns in Upland is southern city limit are designated as critical in leveraging funds from not only Disadvantaged Communities. These areas the Caltrans ATP grant but also other represent the 25% highest scoring census funding sources aimed at supporting tracts in CalEnviroScreen 4.0, census tracts healthy and equitable communities. previously identified in the top 25% in Four data sources were analyzed for this CalEnviroScreen 3.0, census tracts with high assessment: (1) CalEnviroScreen 4.0, (2) amounts of pollution and low populations, c SB 535 Disadvantaged Communities, and federally recognized tribal areas as (3) Transportation Equity Index, and (4) identified by the Census in the 2021 American California Healthy Places Index. Indian Areas Related National Geodatabase. 0 U
Locating mobility improvement projects 0-,
CalEnviroScreen 4.0 in these areas will not only benefit those co
CalEnviroScreen 4.0 is a mapping tool in greatest need of public investment, but w from CalEPA and the California Office of these projects will also compete better for N Environmental Health Hazard Assessment State grant funds. m (OEHHA) that identifies areas most affected a a
by an accumulation of environmental v pollution, health burdens, and social
Transportation Equity Index specific use cases for the EQI are also under In 2024, Caltrans launched the spatial development.However,generally,theEQlwas screening tool, Transportation Equity Index developed to identify transportation-based priority populations for applicable funding
(EQI), to identify transportation-based programs,to support planning-and project- priority populations at the Census block level level analysis, and to identify opportunities and operationalize Caltrans' commitment to advance equitable outcomes during to equity. Transportation-based priority project planning, development, and design. populations are communities that are most For these reasons, the EQI was used as one burdened by the transportation system and of five tools to evaluate health and equity in receive the fewest benefits.The EQI integrates Upland.
transportation and socioeconomic
indicators into three "screens" to identify Figure 2-8 displays the results of the EQI for transportation-based priority populations. Upland. The EQI has categorized several A census block will meet the threshold of a areas in Upland as transportation-based priority populations, including along Foothill
transportation-based priority population if
Boulevard, Euclid Avenue, Campus Avenue,
the Demographic Overlay, Traffic Exposure
and between Benson Avenue and Mountain
Screen, and Access to Destinations criteria
are all met: Avenue. The transportation-based
priority populations shown in Figure 2-8
► Demographic Overlay: Communities demonstrate areas that experience more with low-income and/or tribal land sta- transportation-related burdens than the tus. If either of the low-income household rest of Upland and may benefit most from or Tribal Land criteria are met, the block is mobility improvements. screened for inclusion for further analysis
with the transportation-specific indica- California Healthy Places tors (traffic exposure and access to des- Index
tinations indicators).
The California Healthy Places Index (HPI) is
► Traffic Exposure: Communities with a peer-reviewed data mapping platform low-income and/or tribal land status that created by the Public Health Alliance of are most burdened through high expo- Southern California. The HPI maps data for sure to traffic and crashes. Exposure to social indicators that impact health, such traffic is measured by proximity, volume, as education, job opportunities, access and vehicle type for all interstates, high- to clean air and water, and more. Similar ways, principal arterials, and minor arte- to CalEnvioScreen, HPI is a useful tool to rials in the state. Exposure to crashes is help identify health inequities affecting measured through a statewide crash ex- neighborhoods across California. u. posure calculation.
o ► Access to Destinations: Communities Figure 2-9 displays the percentile ranking for with low-income and/or tribal land status different neighborhoods in Upland,with lower RI
Z that have the greatest gaps in multimod- percentile areas (blue) experiencing less T. al access to destinations.Access to desti- healthy conditions than higher percentile a nations is measured by three unique ac- areas (green). Figure 2-9 shows that health cess to destinations indicators designed conditions are lower in east central and w to evaluate gaps in transit, bicycle, and southern Upland with an area south of Arrow 2 pedestrian access to work and non-work Highway and east of Euclid Avenue having destinations. the worst health conditions in the city. The HPI scores help to demonstrate which areas
0 Because the EQI is a novel tool, the practical would benefit most from infrastructure and applications of the EQI are still being tested. programs aimed at improving community c For example, the EQI is currently being health and safety, access to opportunities, Q piloted for use in the Caltrans System and quality of life.
Investment Strategy (CSIS). Other program-
54 Page 399 of 707
AL
San Antonio
.. ... Heights
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Figure 2-6: CalEnviroScreen 4.0
Percentile (higher percentile areas experience greater burdens) I School 0 - 25 Park
26 - 50 r' City Boundary
51 - 75
Source:
76 - 100 Parks&Schools:City of Upland
CalEnviroScreen 4.0: ❑EHHA,2021
0 0.5 1 FM(0 400 o'O
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Heights
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Figure 2-7: SB 535 Disadvantaged Communities
Disadvantaged Communities I School
Park
r' City Boundary
Source:
Parks&Schools:City of Upland
SB 535 Disadvantaged Communities:OEHHA.
2022
0 0.5 1 Kilo 401 o'O
1 I I
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Heights
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Figure 2-8:Transportation Equity Index
Transportation-Based Priority Populations I School Park
r' City Boundary
Source:
Parks&Schools:City of Upland
Transportation Equity Index:Caltrans
0 0.5 1 Fitit 402 o 0
i I I
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Heights
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Figure 2-9: Healthy Places Index
Less to more healthy community conditions School 0 - 25 Park
26 - 50 r 1 City Boundary
51 - 75
Source:
76 - 100 Parks&Schools:City of Upland
Healthy Places Index,2022
0 0,5 1 rt 403 00
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2.9 PUBLIC TRANSIT Source: Omnitrans
Public transit, when efficient and convenient, can offer a viable low-cost replacement to driving in a single-occupancy vehicle. Public transit in Upland is provided by Omnitrans and Metrolink. Currently, 1.6 percent of commuters in Upland use public transit as their primary mode of transportation to work. Enhancing public transit service to improve the experience for existing riders while also expanding accessibility and ease to attract new riders is essential to developing a multimodal mobility system. Additionally, improving active transportation facilities along bus routes can help address first-and-last-mile problems (i.e., the distance between a bus stop and the final destination) that often deter people from using public transit. Understanding the existing distribution, ridership patterns, and quality of public transit in Upland is an essential first step in identifying opportunities for improvement.
Omnitrans
Omnitrans operates four fixed bus routes OmniRide Microtransit Service (Routes 66, 83, 84, and 85) that provide
service in the southern parts of Upland, as
shown in Figure 2-10.
► Route 66 serves Fontana, Upland, and
Montclair via Foothill Boulevard. • 0 - ___ :• .
► Route 83 serves Upland and Chino via Eu-
'- clid Avenue. In addition to fixed bus routes, Omni- c ► Route 84 serves Upland, Chino, and On- trans offers OmniRide, an on-demand o tario via Mountain Avenue and Central microtransit service in Upland. OmniRide Zit Avenue. customers can reserve rides on a smart- z
LT. ► Route 85 provides service between the phone application, get picked up within a Chino Transit Center, Montclair, Upland, 15 minutes, and be dropped off at a "vir- and Chaffey College in Rancho Cu- tual stop" close to their desired destina- 6 camonga via Arrow Highway. tion. OmniRide costs $4 per ride and in- a cludes a day pass to OmniTrans service
2 Route 66 provides weekday service every on the day of travel. Veterans, seniors, 20 minutes during peak hours and every people with disabilities, and Medicare 0 30 minutes during off-peak hours; and enrollees can ride at a discounted rate weekend service every 30 minutes. Routes of $1 per ride. OmniRide virtual stops are c 83 and 85 have a weekday service of every distributed evenly throughout Upland, Ti 30 minutes. Route 84 provides service every providing affordable and convenient 60 minutes Monday through Sunday. access to most of the city. 60 Page 405 of 707
San Antonio
Heights
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Figure 2-10: Omnitrans Fixed Bus Routes and Stops
- Route 66 1 School
- Route 83 Park
Route 84 r' City Boundary
- Route 85
Source:
Bus stop Parks&Schools:City of Upland
Bus Route and Stops:Ornnitrans.2024
A Metrolink Station
- Railroad 0 0.5 1t 406 0 0
I I I
Bus and Microtransit Service the highest average weekday activity with Accessibility roughly 99 riders per day. More generally, Making public transit accessible is an many bus stops on Route 66 along Foothill essential component of increasing public Boulevard also have high weekday activity transit ridership. While public transit users with several stops serving 40 to 60 riders may drive to access a regional transit route per day. The popularity of these bus stops is likely due to the mix of commercial, office,
like Metrolink, people are more likely to walk and industrial destinations along these or ride a bicycle to reach a local bus stop. major arterials.
Understanding the geographic distribution
of public transit stops in Upland and the Bus Stop Amenity Inventory areas within walking distance of them can
be used to identify gaps in easy access to Transit stop amenities and ADA (Americans public transit. Figure 2-11 displays the areas with Disabilities Act) accessibility can in Upland within a 10-minute walk (or half- increase the comfort and safety of public mile) of a fixed bus stop (blue) or a "virtual" transit users. Transit stop amenities can microtransit stop (yellow). The areas shown include posted route schedules, trash in (green) are where there is an overlap receptacles, lighting, sheltered waiting in coverage between fixed bus stops and areas that protect from rain and sun, real- virtual microtransit stops. The 10-minute time arrival updates, Wi-Fi connectivity, and walk zones displayed in Figure 2-11 illustrate more. Transit stops that are ADA-compliant which neighborhoods are within reasonable meet the following requirements:
walking distance to public transit and which ► Bus stop has a curb ramp at the nearest are not. intersection with a sidewalk connecting Fixed Bus Stops the intersection to the bus stop.
Because there are no fixed bus routes
► ADA boarding area (also called a landing
or stops north of Foothill Boulevard, easy pad) is at least eight feet wide and five access to regular public transit service is feet long. nonexistent for residents living north of 14th ► ADA boarding area connects the curb to Street. Additionally,there are gaps in access the sidewalk. south of Arrow Highway between Benson ► ADA boarding area is flat, paved, and Avenue and Mountain Avenue, Mountain clear of obstructions. Cracks must be less Avenue and Euclid Avenue, and Monterey than 2 inches wide and the slope must be Avenue and the eastern city limit. less than 2 percent.' OmniRide "Virtual Stops" Figure 2-13 displays the basic amenities and While there are gaps in access to fixed ADA compliance of each bus stop in Upland. a public transit routes and stops, Omnitrans' Several bus stops are not ADA-compliant, microtransit service, OmniRide, bridges this revealing a need for collaboration between gap by picking riders up from a "virtual the City and Omnitrans to increase the stop" and dropping them off close to their ADA accessibility of Upland's bus system.
LT.
requested drop-off point. OmniRide's wide Additionally, very few bus stops have both 0 distribution of "virtual stops" provides near a shelter and a bench, indicating a major atotal coverage of Upland, offering residents need for improved bus stop amenities. a convenient and affordable public transit While several bus stops are not ADA-com- 2 option to get anywhere in the city. pliant, Omnitrans makes accommodations for persons with disabilities per the ADA. Ac-
Bus Ridership Patterns commodations include but are not limited 0 Figure 2-12 displays the average number to wheelchair-accessible ramps or lifts and of people getting on (boarding) and off securement areas on all buses; low-floor 0 (alighting) Omnitrans buses on a typical kneeling buses; audio and visual on-board weekday in Fall 2023. Figure 2-12 shows that bus stop announcements; and TDD/TTY ac- the southbound bus stop at Euclid Avenue cess via the California Relay Service, 711.2 62 and Foothill Boulevard on Route 83 has Page 407 of 707
11. •
San Antonio
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Figure 2-11: Access to Public Transit in Upland
Bus Route School
• Bus Stop Park
• Virtual Stop r' City Boundary
Access to bus stops within 10-minute walk (1/2-mile)
Source:
IIIIII Fixed-route bus stop only Parks&Schools:City of Upland Virtual stop only Transit Access:Ornnitrans,2024 Both fixed-route and virtual stop access
0 0.5 1 Niro408o0
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Figure 2-12: Omnitrans Average Weekday Bus Stop Activity Average Weekday Stop Activity Bus Route 1 School 100 Park
F 1 50 r' City Boundary
Boarding source:
- Alighting Parks&Schools:City of Upland
Bus Route and Stops:Ornnitrans, 2024
*Boarding and alighting data is not available for virtual0 0.5 1 Filito 409 0 0 bus stops and therefore not shown on this map.
1 1 I
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Figure 2-13: Bus Stop Amenity Inventory
Stop with a bench and a I School
•
shelter Park
a Stop with a bench only r i City Boundary 0 Stop with no bench or
shelter Source:
Parks&Schools:City of Upland
Stop is ADA Compliant Bus Route and Stops:❑mnitrans.2024 Bus Route
0 0.5 1 Kilo 410 o 0
*Virtual bus stops do not have amenities and are therefore not shown on this map. I i
Metrolink
Metrolink is a commuter rail system that
provides regional public transit service ' • across six Southern California counties,
including Los Angeles, Orange, Riverside, ‘, San Bernardino, and Ventura counties, as .,Att.�t'��i``,,,,. 'r, well as to Oceanside in San Diego County. ;,-:.;-;•,-,--.•.- ., --- '"�
Figure 2-14 displays the Metrolink rail system. f
The San Bernardino Metrolink line can be ' •' r " _` % ::""'
I n Tr in t ti n in _ 1
accessed atthe Upland d a Sao b
Downtown Upland. From the Upland Train �\;-'�
Station, riders can access hundreds of �:
regional connections, including city buses,
shuttle buses, light rail, and subway lines. /
Upland Train Station
Figure 2-14: Metrolink Regional Rail System Map
Lancaster•
Palmdale!• METROLINK REGIONAL RAIL SYSTEM
Vincent Grade/Acton•
Vista Canyon!NEW STATION
M
Via Princessa•
Santa Clarita!
VENTURA M LOS ANGELES SAN BERNARDINO
CO. Newhall• CO. CO.
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LangBeachp Pm�a p�mm°°imQmm CO. •Perris-Downtown Ct ORANGE f++S'''' m \
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Source: Metrolink
66 Page 411 of 707
Railroad Crossing Inventory
The San Bernardino Line of the Metrolink commuter rail system travels through Upland and crosses eight intersections in the city: Central Avenue, Benson Avenue, Mountain Avenue, San Antonio Avenue, Euclid Avenue, 2nd Avenue, Campus Avenue, and Grove Avenue. Railroad crossings, without adequate safety measures, can present real and perceived safety risks and barriers to people crossing the intersection by foot, bicycle, or mobility aid device.
A pedestrian safety inventory of each Metrolink crossing in Upland was conducted to identify any needs for safety and accessibility improvements. Key findings are summarized in Table 2-1. A complete inventory can be found in Appendix B. The City can use the findings of this preliminary inventory to collaborate with Metrolink for future safety upgrades. Guidelines for pedestrian at-grade rail crossings can be found in Metrolink's SCRRA Highway-Rail Grade Crossing Manual (2021) and Part 8 of the California Manual on Uniform Traffic Control Devices.
All railroad crossings in Upland have flashing-light signals, crossbuck signs, and automatic gates for vehicles to warn road users that they are approaching a railroad crossing. However, none of the sidewalks leading to the railroad crossings in Upland have detectable warning surfaces to alert pedestrians with visual impairments that they are approaching a hazard.
Notably, while all railroad crossings in Upland have automatic gates to stop vehicular traffic for a passing train, nearly all (except for the northbound crossing at Mountain Avenue, both crossings at 2nd Avenue and Euclid Avenue,and the northbound crossing at Campus Avenue) are missing an automatic gate that serves the pedestrian crossing.
TABLE 2-1: Upland Railroad Crossing Inventory
0 DETECTABLE
FLASHING SEPARATE
RAILROAD -LIGHT PEDESTRIAN PEDESTRIAN SIDEWALK ARNING SURFACE CROSSING SIGNAL /ROADWAY GATE ON APPROACH TO GATE CROSSING
Central Avenue V V
(North Bound)
Central Avenue V V
(South Bound)
N.Benson Avenue V V
(North Bound)
N.Benson Avenue V V
(South Bound)
N.Mountain Avenue V V V
(North Bound)
N.Mountain Avenue V V
(South Bound)
N.San Antonio Avenue ✓
(North Bound)
N.San Antonio Avenue V V
(South Bound)
Euclid Avenue* V V V Cl)
(North Bound) 0
O
Euclid Avenue* V V V
(South Bound) c
c
S.2nd Avenue V V V U
(North Bound)
CD
S.2nd Avenue
(South Bound)
I
x
N.Campus Avenue ✓ V .,/ W
(North Bound) I ci
N.Campus Avenue V V/ CD
(South Bound) Q
Grove Avenue V V 2
(North Bound) (_)
Grove Avenue V V
(South Bound) _
I�aaae 4"I4 oT 07 67
*Phase II of the Metrolink Station Accessibility Improvement Project will install pedestrian crossing gates at Euclid Avende crossings.
I
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2.10 ACTIVE TRANSPORTATION
This Plan seeks to improve and expand active transportation facilities that will make it safer and easier for people to walk, ride a bicycle,or use a mobility aid device on a regular basis.The following analyses evaluate existing pedestrian and bicycle infrastructure, as well as usage patterns and collision history. Together, these datasets provide critical information needed to develop recommendations for future improvement.
Pedestrian and ADA Infrastructure
Sidewalks, crosswalks, and curb ramps are foundational components of pedestrian infrastructure,yet in many cities,including Upland,these critical facilities are missing or require improved maintenance. Figures 2-15 through 2-17 document and evaluate existing pedestrian and ADA infrastructure throughout Upland. Additionally, Figure 2-18 displays Upland's urban trail system.
Sidewalk Conditions
aAs part of the City's Sidewalk Master Plan,a separate planning endeavor from this Plan,sidewalk o conditions were mapped and evaluated to identify areas in need of repair, maintenance, or RI improvement.The sidewalk conditions shown in Figure 2-15 are based on measurements from Z a Sidewalk Surface Tester. A Sidewalk Surface Tester is a small vehicle fitted with high-tech T. equipment that maps small irregularities such as cracks in sidewalk panels or separation 0 between sidewalk panels. These irregularities, which pose safety risks and mobility barriers, c were compared to current standards to give each sidewalk a score between 0 and 100. aw
0 Figure 2-15 shows that nearly all streets in Upland have complete sidewalks except for a small 2 portion of Benson Avenue and Howard Access Road near Greenbelt Park and a few other areas. Streets missing sidewalks force pedestrians to walk alongside vehicular traffic in the o street or avoid walking altogether. Additionally, Figure 2-15 shows many sidewalks in Upland are in fair or poor condition, which is consistent with commentary received from community c members who participated in the community engagement process for this Plan. Figure 2-15 is Q a useful tool that can be used alongside pedestrian collision data and community feedback D to identify potential sidewalk installation and improvement projects. 70 Page 415 of 707
San Antonio
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Figure 2-15: Sidewalk Conditions
Sidewalk Conditions School
- Poor (0 - 25) Park
Fair (26 - 50) r' City Boundary
Good (51 - 75)
Source:
- Excellent (76 - 100) Parks&Schools:City of Upland Missing Sidewalk Sidewalk Condition: City of Upland, 2024 0 0.5 1FM(0416oC‘
I I I
Curb Ramps f
A curb ramp is a short ramp that facilitates
access between a sidewalk and a roadway ::'i••
for people using wheelchairs, walkers, �� ' strollers, skateboards, scooters, mobility
devices, or are otherwise limited in their - ______ _ •
mobility. ADA standards require that newly
constructed curb ramps include detectable
warnings to alert pedestrians with vision
impairments of an upcoming hazard, such
as passing traffic. Detectable warnings ,
consist of a series of small domes, also
known as truncated domes, that contrast = ;`,
in color with the surrounding sidewalk or - r r` 4v
street. Curb ramps with truncated domes _ .?:
4 allow people to safely access their desired Curb ramp with truncated domes destination.
Figure 2-16 shows the distribution of curb ti,
ramps with and without truncated domes, ; k'
as well as pedestrian crossings that are
missing curb ramps altogether at Upland's - - major intersections. There are 47 major - - - - _ ; r intersections missing one or more curb --'W - - - ramps at Upland's main intersections. Of - -_ - _ _ the major intersections mapped in Figure `" ' •
2-16, 26 have curb ramps with truncated •
t,; -
domes and 116 have curb ramps missing - ; T_ truncated domes. Detailed data for nearlyi' 7
all intersections in Upland is available, but
was not summarized for this document.
ti
•
TheADArequiresstateandlocalgovernments -
to provide curb ramps at pedestrian
crossings and at public transportation Curb ramp without truncated domes stops where walkways intersect with a
curb. The ADA also requires state and local --i-:-
1- governments to install curb ramps on any ;F 4 newly constructed or altered streets, roads, `y o highways, and pedestrian walkways (aside r 1.
Zit from circumstances excepted byTitle 28 i0 I r At` 44"••.,-., .: ' T. Part 35 of the Code of Federal Regulations). _ - 6 . r./ c Streets, sidewalks, roads, and highways that e �. • E were built before the ADA went into effect
a) may be missing curb ramps, as evidenced -1 ? ;P, ;�_ e by the red circles in Figure 2-16. Collecting . t;; _ -- ..tea- 2 an inventory of missing curb ramps is the - ° _ - first step to identifying and prioritizing curb f--;R o ramp installation projects that will make _ Upland more accessible for people with
p p p �.- .
c disabilities.
0 D
Missing curb ramp
72 Page 417 of 707
San Antonio
Heights
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Figure 2-16: Curb Ramps
• Intersection Missing One or More Curb Ramps School o Intersection with Curb Ramps Missing One or More Truncated Park Domes r' City Boundary
• Intersection with Curb Ramps and Truncated Domes
Source:
Parks&Schools:City of Upland
Curb Ramps: KTUA based on Google
Maps aerial imagery
0 0.5 1 Kilo 418o0
1 i I
Crosswalks
t‘ii
Crosswalks are designed to both guide pe- L destrians and alert drivers of a road crossingf ;__
location.Crosswalks are noted by pavement r�'�- ,, • _ ° a ' markings that delineatepedestrian crossing ' ' J�." g ,'
paths within signalized intersections and on ,. . , •.ti ''', .:, ','.°'• '', '' .'-'`' �+ ':r; ', g n :t ..� ,h,7 ;4' c
approaches to other intersections where ";. k.1. '`j . - • :: h . traffic stops, such as at STOP signs. At non- �" • x ,,w
intersection locations, such as a mid-block L , Awe-._- ' .= �- -:.A.
crossing, crosswalk markings legally estab- _ - - - - -- lish the crosswalk. Crosswalk markings can �� Y- be enhanced with perpendicular striping, - . - in addition to parallel stripes, to enhance _. .-; _=• crossing visibility for drivers. '- -''" '
Figure 2-17 shows 74 of Upland's major in' ,1,1111 tersections are missing one or more cross-
walks in Upland. Notably, all intersections
along Euclid Avenue are missing crosswalks.
Crosswalk with standard parallel striping
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74 Page 419 of 707
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Figure 2-17: Crosswalks
• Intersection Missing One or More Crosswalk I School • Intersection Not Missing Crosswalks Park
r' City Boundary
Source:
Parks&Schools:City of Upland
Crosswalks: KTUA based on Google
Maps aerial imagery
0 0.5 1 Fitit420o0
i i I
Trails Ye Bridle Path (Euclid Avenue Bridle Path) With Upland situated at the base of the San Ye Bridle Path (Bridle Path) is a roughly Gabriel Mountains, residents and visitors 3-mile-long trail that traverses a linear park are close to numerous trailheads providing in the center of Euclid Avenue between opportunities for outdoor recreation and Foothill Boulevard and 24th Street. The nature exploration. While most hiking trails, trailhead is marked by a Madonna of the such as Potato Mountain,Stoddard Peak,and Trail monument and an entry gate. Despite Sunset Peak, are located north of Upland's being located on a median in one of the city limits, three urban trails exist within city's major arterials, this tree-lined trail is Upland. The urban trails shown in Figure a popular attraction for people walking, 2-18 provide Uplanders with opportunities running, and riding bicycles. Even with to recreate outdoors and travel from one its popularity, there are opportunities to place to another without a motor vehicle. improve the comfort and safety of trail users 1 when crossing intersections along the path.
What is an Urban Trail? I Pacific Electric Trail An urban trail is a public path that allows The Pacific Electric Trail is a roughly 20- people to walk,use a mobility aid device, mile Class I multi-use path that travels or ride a bicycle, scooter, or skateboard through the communities of Upland, Rancho through an urban environment without Cucamonga, Fontana, and Rialto. A Class I feeling any threat from motor vehicles. multi-use path is two-way path physically Urban trails are often located alongside separated from motor vehicles. A 4.4-mile existing roads, waterways, utility rights segment of the Pacific Electric Trail runs east of way, and abandoned railroad tracks. to west through Upland, including through Ideal urban trails are long corridors the heart of Downtown. that provide connections to popular
destinations, such as parks, schools, The Pacific Electric Trail is wide, flat, and housing, and commercial destinations. I paved; providing space for pedestrians, runners, bicyclists, and equestrians to share
the corridor. Though the Pacific Electric Trail
.;, .,. :- ;;, % ; A :a _ is physically separated from motor vehicles, trail users do encounter vehicles when
h. .
Qaa PD.410,S,�,.ratih..rw..1 crossing north-south intersections along It
the trail. While the Pacific Electric Trail is a
� widely used asset for Uplanders, community � e ._`.4 r t ` members and stakeholders have noted `'` . _ -- the need for trail improvements, such as 1 - — _ landscaping, public art,and other amenities, ce
- as well as regular maintenance, to enhance
o - = the trail experience.
Zit .. . .
ZT. Ye Bridle Path Other Urban Trails
- x In addition to the trails described above, E F ' i .;t-,- _ '. additional Class I multi-use paths exist ��_ � : ',, _g along a County flood control channel - in southwestern Upland; alongBenson
2 L , •
p'. .:; •,�- Y'` • " Avenue, Mildura Avenue, and Deakin ��` `' _ Avenue in northwestern Upland; and along o rt •, r• : °x • a short segment of Rancho Cucamonga's Cucamonga Creek Trail as it passes
? through eastern Upland.The San Bernardino
TisK :.+r'. .. Flood Control District also maintains a � system of natural surface paths around the
Pacific Electric Trail Cucamonga Basin.
76 Page 421 of 707
San Antonio
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1 Figure 2-18:Trails
- Class I Multi-use Path School
- Natural Surface Path Park
r' City Boundary
Source:
Parks&Schools:city of Upland
Class I Multi-Use Path: SCAG
Natural Surface Path:KTUA
0 0.5 1 '4 r;.- 422o*
I I 1
Bicycle Infrastructure
With data from SCAG, Figure 2-19 displays existing and previously proposed bicycle facilities in Upland, as well as how they connect to bicycle facilities in neighboring cities.
Currently,there are 37.6 miles of existing bicycle facilities in Upland,including:
► 8.1 miles of Class I multi-use paths
► 15.2 miles of Class II bicycle lanes
► 14.3 miles of Class Ill bicycle routes
The Upland General Plan Circulation Element (2015) and the SBCTA Active Transportation Plan (2020) proposed roughly 28 miles of additional bicycle facilities in Upland,including:
► 6.5 miles of Class I multi-use paths
► 19.9 miles of Class II bicycle lanes
► 1.6 miles of Class III bicycle routes
The previously proposed bicycle facilities documented in the Upland General Plan Circulation Element (2015) and the SBCTA Active Transportation Plan (2020) were considered in the development of the updated bicycle network proposed by this Plan in Chapter 5.
CLASS I MULTI-USE PATH CLASS II BICYCLE LANE
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A two-way facility physically separated from A one-way facility that provides an exclusive motor vehicles and used by pedestrians,bicyclists, travel lane for bicyclists on the roadway. These and other non-motorized users. are not physically separated from motor vehicles. 1- CLASS III BICYCLE ROUTE CLASS IV SEPARATED BIKEWAY* Q :� ji A)' i.. fY.<
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A roadway that is shared by bicyclists and motor A one or two-way facility that provides an vehicles through the placement of signage and/ exclusive travel lane for bicyclists on the roadway o
or pavement markings. with physical protection from traffic. c
0 Q *Currently, there are no Class IV separated bikeways in Upland.However, the neighboring cities of Claremont and Rancho Cucamonga have Class IV separated bikeways on Foothill Boulevard leading up to Upland's city limit. 78 Page 423 of 707
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i Figure 2-19: Existing and Previously Proposed Bicycle Facilities Existing Bicycle Facilities Previously Proposed Bicycle School Class I Multi-Use Path Facilities Park
Class II Bicycle Lane — — Class I Multi-Use Path r' City Boundary Class III Bicycle Route — — Class II Bicycle Lane Source:
Class IV Separated — — Class Ill Bicycle Route Parks&Schools:City of Upland Bicycle Facilities: SCAG
Bikeway — — Class IV Separated
Bikeway 0 0.5 1 Kilo 424 o'0
I I I
Popular Active Transportation -... f
Routes - �' . - ,A-J
Knowing popular active transportation s'��r �f4 ;."- routes that community members take with- ,,.
in Upland can help the City identify the cor- F1 - - ••• . 2' R. ridors in which improvements would great- _ .•
:• ; a - : ' a.` 'x - "'' •
ly impact those already using them. Figure >_ ? T f" "` 2-20 displays the most commonly used .•. " `
routes by people walking, rolling, and rid- ,1 - witof L ' • f�� ,L ing a bicycle based on data from Replica, f
an independent company used widely by _ = �� _
planning professionals, including Caltrans, _0 :�r - to analyze near real-time, high-quality data `" - -=:`y y sources to understand mobility, land use, _ "" s people, and economic activity patterns. Bi-
cycle and pedestrian data from Replica is
based on a vast array of datasets that use
observed data from phones, vehicles, con-
1:1
sumer spending transactions, data,survey '°'" ` ' counts, and more. e ;�, 4`4.
The popular active transportation routes � ; displayed in Figure 2-20 are generally nears ,;
a. ikr.-.
activitycenters, such asparks, schools, and h" `�, ` `,• �� `r �, ?fir:
shopping areas, as well as along commer- _t ''•-" fir '.,F r•4' cial and mixed-use corridors, further sup- ' ;;'£�.l porting the need for high-qualityactive ''
p g ;� r" , 1 — ^
transportation facilities leading to popular ", = ' ! �ltin. ••..
community destinations. Figure 2-20 shows ..%. - -- -- _ - - that active transportation trips are more - - - predominant in southern Upland, indicating -
higher rates of walking and bicycling south _ - Y -�-_ _- __ of Foothill Boulevard.Additionally,high active -~transportation volumes are shown along Euclid Avenue (likely due to the Bridle Path) - =�- -`�,---- - and near the Colonies Crossroads shopping
1- center in northeastern Upland.
u.
oWhile the routes displayed in Figure 2-20 are
RI already popular, many are along major and
Z secondary arterials with medium-to-high
L vehicular traffic volumes,such as portions of ,' 0 Benson Avenue, Mountain Avenue, San An-
cT_ tonio Avenue, Euclid Avenue, and Campus = -. -� °' Avenue. Riding a bicycle on arterials with • w
0 medium-to-high vehicular traffic volumes -, ::, "�-i tends to onlybe tolerable for experienced - '"--vi - t' •�:_ . „'�{ - adult bicyclists, rather than comfortable for ' ,r;-� L 0 all ages and abilities. Providing safer active - ' - , p transportation facilities along these popular
0 corridors would improve conditions for those - - TD_Q who already use them while enabling new -
IIIN
users of all ages and abilities to try walking, --
rolling, or riding to reach their destination. - -80 Page 425 of 707
•L•. A
San Antonio
Heights
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ry.
Figure 2-20:Active Transportation Volumes
Average Daily Number of School
Walking and Bicycling Trips Park
Very High (501 - 615) r' City Boundary
High (101 - 500)
Source:
Moderate (51 - 100) Parks&Schools:City of Upland Average daily number of walking and bicycling
Low (31 - 50) trips: Replica,2023
Very low (5 - 30) 0 0.5 1 Kilo 426 o'0 I I I
Bicycle and Pedestrian-Related Collision History
Bicycle and pedestrian collision data were obtained from the Transportation Injury Mapping System (TIMS) managed by SafeTREC to provide Statewide Integrated Traffic Records System (SWITRS) collision data. This dataset captures reported bicycle-vehicle, pedestrian-vehicle, and bicycle-pedestrian collisions that resulted in injury or property damage in Upland in the 11-year period of 2012 through 2022 (1/1/2012 to 12/31/2022).
During these 11 years,there were a total of 520 collisions involving pedestrians or bicyclists, which resulted in 530 injuries and 20 fatalities. Collision density and location data are displayed in Figure 2-21. Figure 2-21 shows that collision densities are highest along and south of Foothill Boulevard, particularly near intersections along Mountain Avenue and Euclid Avenue. It is important to note that collision hot spots are concentrated in SB 535-designated Disadvantaged Communities (shown in Figure 2-7), indicating more mobility hazards in underserved areas of Upland.
The bulk of both collision types resulted in visible injury (49.81 percent) or complaint of pain (38.85 percent), with 7.69 percent resulting in severe injury and 3.65 percent in death.
It is important to note that collisions involving bicyclists and pedestrians are known to be under-reported, and therefore such collisions are likely under-represented in this analysis.
Additionally, collisions on off-street paths are not reported in the dataset, though off-street collisions would likely be between active transportation users (rather than vehicle-involved), and would therefore point toward a different set of interventions and improvements than those involving vehicles.
Collisions Involving Pedestrians
Between 2012 and 2022,there were 216 collisions involving pedestrians in Upland,which resulted in 223 injuries and 19 fatalities. Most pedestrian-related collisions were caused by a pedestrian violation (37.5 percent) or a driver failing to yield to the pedestrian right-of-way (28.4 percent).
A variety of driver, bicyclist, and pedestrian violations caused the remainder of the collisions.
Of all pedestrian-related collisions, approximately 48.2 percent were categorized as the fault of drivers, 32.9 percent as the fault of pedestrians, and 18.9 percent were unclear or not listed.
Collisions Involving Bicyclists
Between 2012 and 2022, there were 306 collisions involving bicyclists in collisions in Upland, which resulted in 310 injuries and 1 fatality. Most bicycle-related collisions were caused by bicyclists failing to yield to the vehicle right-of-way (30.5 percent) or bicyclists being on the wrong side of the road (19.2 percent). A variety of driver, bicyclist, and pedestrian violations u. caused the remainder of the collisions.
Collisions Involving Vulnerable Age Groups
z Figure 2-22 displays collision locations with a focus on vulnerable age ranges - youth under L the age of 18 and seniors over the age of 65. Collisions involving victims over the age of 65 0 are scattered throughout Upland. However, there are substantially more collisions involving victims under the age of 18 south of Foothill Boulevard, including many around Upland High °' School and along Mountain Avenue,San Antonio Avenue,11th Street,and Foothill Boulevard.The prevalence of youth collisions in southern Upland further emphasizes the need for improved 2 infrastructure and safety measures for bicyclists and pedestrians south of Foothill Boulevard. 0 D
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0 Q
82 Page 427 of 707
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Figure 2-21: Bicycle and Pedestrian-Related Collisions
• Pedestrian Collision I School
X Fatal Pedestrian Collision Park
• Bicycle Collision r' City Boundary
X Fatal Bicycle Collision
Bicycle and Pedestrian Collision Density Source:
Parks&Schools:City of Upland
High Collisions:Transportation Injury Mapping System,2012-2022
Low
0 0,5 1 Fitifo42800
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Figure 2-22: Bicycle and Pedestrian-Related Collisions by Age • Bicycle or pedestrian collision under 18 years of age School X Fatal bicycle or pedestrian collision under 18 years of age Park • Bicycle or pedestrian collision over 64 years of age r' City Boundary X Fatal bicycle or pedestrian collision over 64 years of age Source:
- All other age group bicycle or pedestrian collision Parks&Schools:City of Upland Collisions:Transportation Injury Mapping
X All other age group fatal collision System, 2012-2022 0 0.5 1 Kilo 429 o O
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.• ..'_ ;:� Y Page 430 of 707
2.11 SCHOOLS
Safe Routes to School (SRTS) is a movement that promotes walking and bicycling to school through a combination of infrastructure improvements, educational campaigns, encouragement programs, and enforcement. Active transportation and traffic calming infrastructure near schools, combined with education and encouragement programs, can lead to more students getting to school by foot or bicycle, reducing traffic congestion and air pollution near schools and promoting active lifestyle habits for students and their families.
Upland contains 14 public schools, all within Upland Unified School District (Table 2-2). Section
2.11 includes information related to enrollment, collision history, and student poverty at each Upland school, which will be used in combination with community input, to develop and prioritize the SRTS recommendations presented in Chapter 5.
TABLE 2-2: Upland Schools
SCHOOL INFORMATION
SCHOOL
ADE LEVELS tUDENT ENROLLMENT
Baldy View Elementary K-6 574
Cabrillo Elementary K-6 560
Citrus Elementary K-6 561
Foothill Knolls Academy of Innovation K-8 568 Hillside High 10-12 166
Magnolia Elementary K-6 524
Pepper Tree Elementary K-6 778
Pioneer Junior High 7-8 716
Sierra Vista Elementary K-6 429
Sycamore Elementary K-6 439
Upland Elementary K-6 419
Upland High 9-12 3070
Upland Junior High 7-8 667
aValencia Elementary K-6 587
0 Source: National Center for Education Statistics (2023-2024 School Year) T.
Z
Walking and Riding a Bicycle to School
Figure 2-23 and Figure 2-24 display reasonable walking (0.25 to 0.5 miles) and bicycling °' distances (1 to 2 miles) around Upland schools. As shown in Figure 2-23, many residential neighborhoods and parks are within walking distance of Upland schools, which helps inform the geographic extent of SRTS infrastructure improvements that should be considered and recommended.For added emphasis,Figure 2-24 displays the areas within bicycling distance to 0 Upland schools and shows that nearly the entire city is within a five- to ten-minute bicycle ride to a school.Given that a substantial amount of the community lives within walking or bicycling distance of a school, the provision of safety programs and infrastructure improvements that Q would help youth and their families opt for active transportation can substantially impact Upland's mobility patterns.
86 Page 431 of 707
San Antonio
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Figure 2-23:Areas within Walking Distance of Upland Schools 10-Minute Walk to School (1/2 Mile) 11111 School
= 5-Minute Walk to School (1/4 Mile) Park
Residential Land Use r i City Boundary
Source:
Parks&Schools:City of Upland
Land Use: SCAG
0 0.5 1 Fillt 432 o 0
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C s'
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Figure 2-24: Areas within Bicycling Distance of Upland Schools 10-Minute Bike to School (2 Miles) IMI School
5-Minute Bike to School (1 mile) Park
Residential Land Use r i City Boundary
Source:
Parks&Schools:City of Upland
Land Use: SCAG
0 0.5 1 Etifo433o0
I I I
Collisions Near Schools
All students who live within walking or bicycling distance should have the opportunity to walk or ride a bicycle to school without fear or threat of collision. Unfortunately, in Upland, both perceived and real safety threats to pedestrians and bicyclists exist in the areas surrounding each school. For example, 627 pedestrian and bicyclist-related collisions have occurred within a half-mile radius of Upland schools between 2012 to 2022 (Table 2-3). Altogether,there were 265 pedestrian and 364 bicycle collisions over the 11-year period, which resulted in 240 complaints of pain, 317 injuries, and 17 fatalities.
The highest number of collisions occurred near Upland Elementary, Upland Junior High, Baldy View Elementary, and Upland High, while the lowest number of collisions occurred near Valencia Elementary.Notably,most of the schools with high collision rates are also located in SB 535-designated Disadvantaged Communities, suggesting that there are less safe conditions around the schools located in underserved areas of Upland. The substantial number of collisions near schools indicates a critical need for both infrastructure improvements and programmatic solutions to increase pedestrian and bicycle safety for students and their families.
TABLE 2-3: Upland Schools Ranked by Total Bicycle and Pedestrian Collisions
NUMBER OF PEDESTRIAN OR BICYCLE
COLLISIONS(2012-2022) SCHOOL IN A
SCHOOL DISADVANTAGED
0.25-MILE 0.25 TO TOTAL WITHIN COMMUNITY
RADIUS 0.5-MILE 0.5-MILE (PER SB 535)
RADIUS
Upland Elementary 12 77 89 Yes
Upland Junior High 12 77 89 Yes
Baldy View Elementary 2 76 78 Yes Upland High 21 54 75 Yes
froothill Knolls Academy of Innovation 15 38 53 No Citrus Elementary 8 37 45 Yes
Sycamore Elementary 7 38 45 No
Cabrillo Elementary 7 33 40 Yes
Hillside High 3 27 30 Yes
Magnolia Elementary 0 25 25 No
Sierra Vista Elementary 4 17 21 No Pioneer Junior High 2 16 18 No
Pepper Tree Elementary 2 9 11 No Valencia Elementary 1 7 8 No
Total I 96 531 627 I I a U
Source: Transportation Injury Mapping System. Safe Routes to School Crash Data. (2012-2022) W
Q
0
Student Poverty
In the 2022-23 school year, California became the first state to implement a statewide Universal Meals Program for all school children. All students attending public school districts, county offices of education, and charter schools are eligible for breakfast and lunch at no charge, regardless of their eligibility for free and reduced-price meals. While all children are now eligible for free meals,the Free and Reduced Price Meal (FRPM) Eligibility dataset provided by the California Department of Education is still useful for measuring student poverty levels within schools. FRPM data uses specified family size and income standards to identify and distribute additional resources to students experiencing poverty.
Figure 2-25 and Table 2-4 show Upland schools ranked by the percentage of students eligible for the FRPM program within each school. Schools with greater percentages of students eligible for the FRPM program, such as Upland Junior High, Hillside High, Upland Elementary, Baldy View Elementary, and Citrus Elementary, should be prioritized for programs and projects aimed at improving safe and easy access to school as a way to uplift underserved students and their families.
TABLE 2-4: Upland Schools Ranked by Student Poverty Percentages SCHOOL STUDENT POVERTY SCHOOL IN A DISADVANTAGED
PERCENTAGE COMMUNITY
(%ELIGIBLE FOR FRPM (PER SB 535)
Upland Junior High 91.5% Yes
Hillside High 87.6% Yes
Upland Elementary 86.3% Yes
Baldy View Elementary 85.1% Yes
Citrus Elementary 84.9% Yes
Cabrillo Elementary 81.4% Yes
Sierra Vista Elementary 75.8% No
Sycamore Elementary 74.6% No
Foothill Knolls Academy of Innovation 72.2% No Upland High 69.2% Yes
Pioneer Junior High 50.1% No
H
a Magnolia Elementary 44.0% No
0 Valencia Elementary 42.6% No
Pepper Tree Elementary 39.9% No
T.
Source: 2023-24 California Longitudinal Pupil Achievement Data System (CALPADS) a0
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Figure 2-25: Student Poverty Based on FRPM Eligibility
= Under 50% Park
IM 50% - 60% r.., City Boundary
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Endnotes
' Transit Design Guidelines - ADA Compliance Checklist. Omnitrans (2023). https://omnitrans . org/busstops/
2 ADA compliance and mobility devices on the bus. Omnitrans. (n.d.). https://omnitrans.org/ ride-guide/ada-and-modification/
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COMMUNITY
ENGAGEMENT September 11,2024
June 26,2024 Technical Advisory
TIMELINE: Technical Advisory Committee Meeting #2 Committee Meeting #1 0
April 20,2024 0
Pop-Up Event#1: 0 A
Earth Day Celebration — _ �J
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T. April 2024 ( i‘e,o)
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April 19,2024 0
o Intercept Surveys at August 27,2024 Upland Elementary
p Community Open
D • House
c
Ti June 14&15,2024
D
Pop-Up Event#2:
Upland Lemon Festival
96 Page 441 of 707
3.1 COMMUNITY ENGAGEMENT OVERVIEW
This Plan is designed to improve access to safe and convenient mobility options for everyone who lives,works,and plays in Upland.Creating a plan that adequately addresses Upland's most pressing mobility needs could only be accomplished by facilitating an inclusive, accessible, and meaningful community engagement process. To cultivate a collaborative community engagement experience, residents, stakeholders, and City staff were invited to participate in a wide variety of engagement opportunities throughout the 18-month planning process.
Additional emphasis was placed on under-served communities that disproportionately lack access to high-quality facilities and services.
The following methods were used to connect with Upland community members:
► Project Website & Online Comment Map ► Two (2) Community Events ► Social Media ► Five (5) Technical Advisory Meetings ► Community Survey ► Thirteen (13) Walk Audits
► Five (5) Pop-up Events ► One (1) Public Works Committee Meeting Altogether,the input collected across these methods provided the City with invaluable insights into Upland's greatest needs and opportunities for improvement. Chapter 3 presents the key findings from feedback gathered throughout the community engagement process. These findings were used to develop the recommendations presented in Chapter 5. The complete results of all community engagement efforts are in Appendix C.
January 23,2025
Technical Advisory July 8,2025
Committee Meeting #4 Public Works
O Committee Meeting
0 November 2024 April 9,2025
Walk Audits Community Workshop
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U
November 14,2024 Technical Advisory M
Technical Advisory 0
Committee Meeting #5
• Committee Meeting #3
o
September 2024 March 8,2025 -c
Po U Events#4: U
Community Pop-Up
Survey Closed - Lemon Zest 5K&1K
- Upland Farmers Market Page 442 of 707 97
Project Publicity
Several tools were used to inform the public
about the Plan and engage community City of ldylande members in the planning process. Tools �� \ included social media posts, a project
website, and distinct branding. All
engagement materials were provided in
both English and Spanish.
Project Branding
Distinct branding for the Plan was developed
to promote project familiarity and MobilityMaster Plan distinguish the project as a new planning
endeavor. A unique project logo and color
palette was used for all outreach materials
and presentations. • •
Project Website
A website was created to provide Project logo and color palette information about the project, share
project announcements, and gather
community feedback. The website included
an interactive online comment map that -- - -- enabled community members to add Upland Mobrlity Master Plan location-specific comments about Upland's
mobility system.
Social Media
Social media was used throughout
the development of the Plan to share
information and invite community members
to participate in a collaborative planning
process. The City posted on social media
to publicize the Plan, promote events and Project website feedback opportunities, and share project
updates. :i\ plan Maestro de Mavifidad de Upland fannann,a: a_s.cw,„efrcnttsy
•�" Upland Mobility Master Plan n_ wnbur vG•gaca V/ WearertvenednvareatwreM Nl lnMDe•Lean a5K slim hnacac RpNa dlrfrr041Ndn rl:oft herea rncosa4! CO 4awiWy 5r^r^J•andr ttyg and mostmpartantly whum1-.",va mgwrreaedulutvwe'rWMr 9^�m Nr datei:�ar�w W:oFM�r+h.
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Promotional materials in English and Spanish
98 Page 443 of 707
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3.2 POP—UP EVENTS
-.
Pop-Up #1: Earth Day ff. ^ #,
it
Celebration °1 ''`
A pop-up booth was held on April 20th, 2024 •
at the Earth Day Celebration at Greenbelt
Park. The booth engaged over 71 event
attendees with interactive poster boards .
that invited people to provide input on E
Upland's mobility system. Several location ` . a specific comments related to pedestrian,
bicycle,ADA accessibility,transit, and driving --- '4, concerns were made for a range of streets %in Upland. The input collected at this event helped the planning team gain an initial - _ . understanding of community priorities and
key problem corridors in need of better --:"' _. active transportation andpublic transit w `' " p 3 \
infrastructure.
Pop-Up #2: Upland Lemon
ea
Festival
A pop-upbooth was held on June 14th and '4.2;°
7 .�►
15th, 2024 at the Upland Lemon Festival in Upland Earth Day Celebration Downtown Upland. Event attendees were
invited to complete the community survey;
add location-specific comments to citywide ,-- t; s;= ''' maps; vote on mobility infrastructure r
facilities; and share any other thoughts - ; related to mobility in Upland. ;:. :; ,'- .• Several location-specific comments mp�l; _ - - _ _
related to driving, pedestrian, and bicyclist - -�'� _ " -A --' concerns were made for streets throughout `_'� ., �- ,�., = � Upland. While comments were placed on _ _ 1- several streetsu. , Foothill Boulevard received ; ° :. ir
4 the most comments, mostly related toki R s 1 0poor streetpavement conditions. For the
,1 }
Zit voting activity, the mobility infrastructure .• : 6 • , t.
Z solutions that received the most votes e • - . _i 'LT. r
c from participants were improved sidewalks, JF ... 41, L enhanced crossings, curb extensions, Class
a) IV separated bikeways, and Class I multi- • • • r
w use paths. The planning team interacted {, I Y 2 with over 110 people and used participant __• _ / . ± input to understand community needs and
developcommunity-driven solutions. ': r.. , o y-
D
Q n,
D
Upland Lemon Festival
100 Page 445 of 707
Pop-Up #3: Gibson Senior _ -- '
Center _ .-- - I _ j �' A pop-up booth was held on March 7th, i v; s,' .'. t f il 2025 at the Gibson Senior Center. About ! b H' !! 32 seniors visited the booth to learn about ' '
the project, voice concerns, and share /f x i needs for mobility improvements, with a , * focus on the areas surrounding the Senior I
Center. The most common issues raised by I ,
participants were the need for curb ramps, 1
sidewalk improvements, and additional v -_;t ,� ' ,a# street lighting. r`�
___ .
Pop-Up #4: Lemon Zest 5K/1K '�" A
A pop-up booth was held on March 8th,
2025 at the Lemon Zest 5K & 1K at Magnolia Gibson Senior Center Park. Roughly 15 event attendees visited the . -Y - t,- -. ;: ,,I,- booth to learn and ask questions about ,, : • r. . . , the project. As avid walkers and runners, ,', .;,; .`� participants expressed interest in the Plan ... . ,`; fail and were pleased to hear the City is working `'' §i. - �r to improve mobilityin Upland. `" _ • F - p p , : •
Pop-Up #5: Upland Farmers ,�.v( 11. --- - Market
The final pop-up booth was held on March
8th 2025 at the Farmers Market in Downtown -- ¢ �,' t Upland.Over 148 event attendees stopped b �. - 4" p pp Y , `f,
the booth to learn about the project, review - �'
draft recommendations, and provide input. ,;; - Many participants expressed appreciation p ' ` for the City's efforts to improve walking and - ;__1 bicycling throughout Upland. Lemon Zest 5K& IK ity o�p�d— m I i y • ;:
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3.3 COMMUNITY EVENTS
Community Open House
A community open house was held on August
27th, 2024 at the Carnegie Library. Open f yA house attendees were invited to learn about I the Plan and provide input by engaging 1 with several exhibits. Interactive exhibits , were designed to educate participants on _ i_
the existing conditions of Upland's mobility R - V - ' L system and to solicit feedback on the
current strengths, needs, and opportunities T --- _` for making it easier and safer to walk, ride az
bicycle, or take public transit. _
Participants were invited to vote on their 4M top mobility issues, add location specific - `OP-Y , comments to citywide maps, and share any -
.-----.4&-Alla Z- = ".
other ideas or concerns related to active "�= - �:- - transportation and public transit. Several ` - �;�Y . �-- �:�_: , s---- location-specific comments related to �sr • `sr t.,--tl; ;, - pedestrian, bicycle, and other concerns �,^ r:_- _. "` ,`� ; . l 'r'` were made for corridors throughout Upland. { , ;�z..r� ,, ; -' `;r.c,4, ;?a, ,.. r In particular, Euclid Trail, llth Street, the % ' '?'^ ';-cz`-� .a�,� `tf 7E- Pacific Electric Trail,Campus Avenue, Foothill 1 Boulevard,and Monte Vista Avenue received Community open house the most location-specific comments.
4 r� • ,
Community Workshop
A community workshop was held on April I
9th, 2025 at the Carnegie Library to presentC) I • and collect public input on the Plan's draft l recommendations. The workshop began
with an introductory presentation to give
attendees an overview of the project before
reviewing draft recommendations displayed ' 1- in exhibits throughout the room. , �'9 G Participantswereinvitedtoreviewandprovide , `IX f- " 4 t 1 a comments on draft recommendations, r i liet i, I ..) LT. including the proposed future bicycle r• . c network, mobility programs, and conceptual -` r ,'�-_I; design segments for the Plan's priority _ , - I_1:4-Ji a.) projects. Participants shared support for ',�fr7r d- many of the draft recommendations and l t.►
2 offered new ideas for the planning team to ���
consider, including site-specific needs for r ,7- - _:
o traffic calming measures, pedestrian and ' -•,, Y;.,,r i- ':
ADA improvements, i �`p bicycle facilities and - -_� _ ,�;-: ��- -fir - -� n more. The planning t m `"
amenities, a d o e e p a g ea 4-,_ s R " used the input to revise and modify the -; _ .:: - " Q Plan's recommendations to better address :- .:;t ;� x � �3 ._ ' -, `"' , community needs. `` _"'` '` '.s `'
Community workshop
102 Page 447 of 707
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3.4 COMMUNITY SURVEY 1
A community survey was used to understand
the mobility needs, concerns, and priorities
of Upland residents, stakeholders, business
owners, and visitors. The survey was
designed to yield results that could be used
to develop recommendations to facilitate
safe and efficient active transportation
and public transit. The survey, available
online and in print, was promoted on the1 603
City's social media platforms, at community
events, on the project website, and through
intercept surveys. A total of 603 surveys COMPLETED were completed by community members. A
summary of the survey results is included in SURVEYS this chapter.
Survey Results Snapshot
Figures 3-1 through 3-8 represent a snapshot
of survey results. Complete survey resultsL .1. can be found in Appendix C.
Figure 3-1:What form(s) of transportation do you use in Upland,other than a car? Select all that apply.
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Figure 3-2: How often do you walk/roll (wheelchair, scooter, skateboard, etc.) in Upland? 100%
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Figure 3-6:What do you see as barriers to bicycling in Upland? Select all that apply. 100% 1
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Figure 3-8:Where would you like to see better walking and bicycling routes to? Select four (4). 100%
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Community Survey Takeaways
Key takeaways from the community survey include:
► Corridors of Concern: The top corridors that survey respondents avoid walking, rolling, or riding a bicycle on are Foothill Boulevard, Euclid Avenue, Mountain Avenue, Arrow Highway, and the Pacific Electric Trail.
► Priority Destinations: The top three destinations that survey respondents would like to see better walking and bicycling routes to are (1) shopping centers, (2) Downtown Upland, (3) and parks.
► Transportation Mode: Other than driving, walking was the most popular transportation mode among survey respondents (75.8 percent), followed by bicycling (37.7 percent), Metrolink (19.2 percent), and riding the bus (10.4 percent). ► Over half of survey respondents report walking or rolling (scooter, skateboard, or mobility aid device) in Upland on a daily or weekly basis.
► While roughly 15 percent of survey respondents ride a bicycle on a daily or weekly basis, nearly half of survey respondents report never riding a bicycle in Upland. ► Transportation Mode to School: Out of the survey respondents who are students or have students in the household, nearly 60 percent report commuting to school by driving or car- pooling. The second most common mode of travel to school is walking (22 percent). ► Top Barriers to Walking/Rolling: Survey respondents ranked the top barriers to walking or rolling in Upland as (1) sidewalks are narrow, damaged, or missing, (2) dangerous driving behavior, (3) lack of street lighting, and (4) safe crossings too far apart. ► Desired Pedestrian/ADA Improvements:When asked what would make it easier and safer to walk or roll in Upland, survey respondents ranked continuous sidewalks, more multi-use paths, street lighting, and street trees/shade the highest. ► Top Barriers to Bicycling: Survey respondents ranked the top barriers to riding a bicycle in Upland as (1) dangerous driving behavior, (2) there are not enough bicycle lanes, (3) bicy- cle lanes are not clean or in a safe condition, and (4) lack of bicycle parking. ► Desired Bicycle Improvements: When asked what would make it easier and safer to ride a bicycle in Upland, survey respondents ranked feeling less exposed to traffic, bicycle lanes, and more multi-use paths the highest.
► Top Bus Issues: The top bus-related issues selected by survey respondents were (1) there is not a bus stop near enough to my house, (2) buses do not run on the streets or go to des- tinations that I need, and (3) bus stops do not feel safe. ► Desired Bus Service Areas: The top destinations that survey respondents would like to see bus service to are northern Upland and the Colonies Crossroads shopping center. ► Desired Upland Station Improvements: Survey respondents desire the following improve- ments at Upland Station: more/free parking, better security/safety, lighting, restrooms, bike E parking, shade, and seating. o
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► Real and Perceived Risk of Crime: While the presence of people experiencing homeless- ness does not inherently equate to more crime, survey respondents repeatedly mentioned the presence of substance use and unhoused people as reasons for feeling unsafe walking a or riding a bicycle in Upland. -c
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3.5 TECHNICAL ADVISORY COMMITTEE
Five Technical Advisory Committee (TAC) meetings were held throughout the planning process. The TAC was comprised of representatives from local organizations, governmental agencies,schools,and businesses,as well as City staff.The five TAC meetings are summarized in this chapter. Complete minutes for all TAC meetings are provided in Appendix C.
Representatives from the following organizations participated in the TAC:
► Caltrans - District 8 ► Pedego Electric Bikes Upland ► City of Upland City Councilmember, ► Roy's Cyclery
District 4 ► San Bernardino County Fire District ► City of Upland Parks, Arts, Recreation, and Division 1 Community Services Department ► San Bernardino County Transportation ► City of Upland Public Works Department Authority ► City of Rancho Cucamonga Engineering ► Upland Chamber of Commerce Services Department ► Upland High School
► Historic Downtown Upland Merchants ► Upland Unified School District ► Omnitrans ► Upland Police Department
TAC Meeting #1: Project Kick- TAC Meeting #2: Existing Off & Goal Setting Conditions Analysis
The first TAC meeting was held virtually on The second TAC meeting was held virtually June 26th, 2024. The meeting consisted on September 11, 2024. The meeting of TAC member introductions; an consisted of TAC member introductions, informational presentation to introduce the a community engagement update, and Plan and report on progress to date; and an a presentation of key findings from the open discussion to understand the major existing conditions analysis. TAC members concerns and goals of the TAC members. asked questions and provided input on The open discussion involved resource and community engagement methods and the idea sharing, as well as establishing an existing conditions analysis. initial set of desired outcomes for the Plan.
Most notably, TAC members expressed their TAC Meeting #3: Walk Audit desire for the Plan to result in the following The third TAC meeting was held as an in- outcomes: person walk audit along Foothill Boulevard ► Create safe streets for pedestrians, and Euclid Avenue on November 14, bicyclists, and motor vehicles throughout 2024. TAC members walked along the Upland. two corridors and documented mobility m ► Increase awareness of pedestrian and challenges and opportunities related to bicyclist safety through public education. walking, riding a bicycle, using a mobility a� aid device, and taking public transit. TAC w
► Improve and enhance the Pacific Electric members observed gaps in Class II bicycle Trail in Upland. lane coverage, uneven and cracked ► Bring public transit stops into ADA sidewalks, non-ADA-compliant bus stops, compliance. faded crosswalk markings, and insufficient v pedestrian crossing time at signals.
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TAC Meeting #4: Draft Bicycle 3.6 OTHER METHODS
Network & Prioritization
Criteria Online Comment Map
The fourth TAC meeting was held virtually An online comment map was hosted on on January 23, 2025. The meeting began the project website to enable community with a progress update and summary of members to participate in the planning community engagement results to date, process from their own homes. The online including major mobility needs and key comment map invited community members corridors of community interest. Next, TAC to share location-specific input by dropping members reviewed and provided input on a pin and leaving a comment related to the first draft proposed bicycle network pedestrian, bicyclist, ADA, driving, and other and project prioritization criteria. When mobility-related issues. The issues that discussing the draft bicycle network,the TAC received the most comments were traffic asked how bus stops, parking regulations, calming, pedestrian concerns, and missing posted speed limits, and State legislation sidewalks. Euclid Avenue, 19th Street, Arrow influenced draft recommendations and Highway, 18th Street, 8th Street, and Foothill where there were opportunities for road Boulevard were the locations that received diets and one-way roads. The conversation the most comments. on project prioritization criteria included
questions about ADA accessibility and Connect RC Bicycle suggestions to integrate the City's ADA Subcommittee Meeting Transition Plan and SBCTA plans (e.g., The City of Rancho Cucamonga's Connect Capital Project Needs Analysis, Congestion RC Bicycle Subcommittee,which is a City-run Management Plan, and Measure I Funding) volunteer group dedicated to promoting a into the Plan's recommendations to ensure more bicycle-friendly Rancho Cucamonga, consistency across planning documents invited the project team to present about and increase eligibility for future funding. the Upland Mobility Master Plan on June 4, 2025. The project team's presentation
Draft TAC Meeting #5: provided an overview of the planning Recommendations process and draft recommendations. After The final TAC meeting was held virtually on the presentation, subcommittee members June 25, 2025. TAC members were asked to suggested improving bicycle connectivity review the draft Plan before the meeting and between the neighboring cities. In particular, bring their feedback and questions to the they expressed the need for better bicycle meeting for group discussion. The planning connectivity from Rancho Cucamonga to team began the meeting with a presentation the Colonies Crossroads and north of SR- u.
to summarize the project and provide 210. Specific ideas shared by subcommittee ° an overview of draft recommendations. members were extending a pedestrian/ After the presentation, the TAC engaged bicycle path east of 20th Street to connect to in a group discussion about the draft the Cucamonga Creek Trail and east of 24th LT. Plan. TAC members shared suggestions to Street across the Cucamonga Creek wash improve formatting and clarity, pointed out into Rancho Cucamonga. The planning a) data and policies to update, and praised team considered these suggestions and the comprehensive nature of the Plan's made note of these future connection recommendations. TAC feedback was used opportunities.
to revise the Plan.
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3.7 WALK AUDITS
The planning team conducted thirteen walk audits with community members,key stakeholders, TAC members, and City staff in November 2024. Walk audits allow community members and transportation planners to walk along a route and observe the safety,comfort,and accessibility of people walking, bicycling, or using mobility aid devices in a particular area. Walk audits enable the planning team to see firsthand what it feels like to experience a corridor through the eyes of the most frequent users. By observing mobility issues and opportunities alongside community members, the planning team gained valuable insights into the perspectives of people of different ages and abilities.
Figure 3-9 and Table 3-1 display the walk audit routes and provide high-level needs identified by participants. Using input from City staff and the TAC, walk audits were planned in areas with key destinations, such as schools, parks, commercial areas, and Downtown Upland. The complete notes from the walk audits are provided in Appendix C. ;r:=: .,_.4. ., w , x.' .. 04,. _..,
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Table 3-1: Walk Audit Summary
Walk Audit#1(November 7,2024)
Block around Upland ► Improve maintenance of street trees and tree Elementary School Staff and parents wells to reduce tripping hazards. and Upland Junior from Upland ► Improve crosswalk visibility through LED stop signs High School Elementary School and/or RRFBs.
► Route #1: East half staff and Upland ► Improve organization and efficiency of student of the block Junior High School drop-off/pick-up. and the planning
► Route #2: West half team (KTUA & KPA) ► Repair uneven and cracked sidewalks. of the block
Walk Audit#3 (November 7,2024)
► Replace faded street signs.
Pacific Electric Trail ► Add truncated domes to curb ramps,where (from 2nd Avenue to Planning team/ missing.
llth Avenue) KTUA& KPA)
► Consider relocating the stop bar at 6th Avenue to
before the PE Trail crosswalk.
Walk Audit#4(November 7,2024)
9th Street (from 2nd ► Repair uneven and cracked sidewalks.
Avenue Street to llth Planning team ► Improve crosswalk visibility through high-visibility Avenue) (KTUA& KPA)
crosswalk markings.
Walk Audit#5 (November 7,2024)
► Improve ADA accessibility along residential
driveways.
San Antonio Avenue Planning team ► Consider road diet and traffic calming measures (from llth Street to the (KTUA& KPA) and to reduce speeding and make space for bicycle Pacific Electric Trail) City staff facilities. ► Realign PE Trail to direct trail users to signalized
crossing at Vernon Drive.
Walk Audit#6(November 13,2024)
Downtown Upland ► Add more bicycle parking throughout Downtown and locate in highly visible areas.
► Route #6: Loop ► Install pet waste stations in high-need areas. around 1st Avenue, Upland Chamber c
C Street,3rd of Commerce, ► Increase the brightness of pedestrian-scale a� Avenue,and 9th Historic Downtown lighting.
Street Upland Merchants, ► Install signage to facilitate proper use of the a ► Route #7: Loop City staff,and the gazebo roundabout for pedestrians. c' around 2nd planning team ► Implement consistent landscaping design LLJ >.
Avenue, D Street, (KTUA) standards throughout Downtown. 3rd Avenue, and A
► Install curb extensions where PE Trail crosses
Street streets in Downtown Upland. E
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ROUTE(S) PARTICIPANTS
Walk Audit#8 (November 14,2024)
► Explore opportunities to increase bicyclist visibility and separation from motor vehicles.
► Adjust pedestrian signal timing at 2nd Avenue,
TAC members, 11th Avenue, and Euclid Avenue intersections with Foothill Boulevard City staff,and the Foothill Boulevard. (from 2nd Avenue to planning team ► Improve lighting south of Foothill Boulevard.
Redding Way) (KTUA& Mark ► Repaint faded crosswalk markings.
Thomas) ► Install a high-visibility crosswalk at Foothill Boulevard and Redding Way.
► Conduct driver education campaigns to increase
bicyclist and pedestrian safety.
Walk Audit#9 (November 14,2024)
► Bring the bus stop at Euclid Avenue and 11th Street
Foothill Boulevard and TAC members, into ADA compliance.
Euclid Avenue (from City staff,and the ► Repair uneven and cracked sidewalks. 2nd Avenue to 11th planning team ► Explore opportunities to increase bicyclist visibility Street) (KTUA& Mark
Thomas) and separation from motor vehicles.
► Install bicycle lanes where gaps exist.
Walk Audit#10(November 14,2024)
► Infill sidewalk gaps where missing.
► Explore ways to increase separation between the
Euclid Avenue (from bicycle lanes and motor vehicles.
Foothill Boulevard to Planning team ► Install marked crosswalks where pedestrians must 14th Street) (KTUA) cross the street along the Euclid Trail. ► Extend Euclid Trail path to connect to the sidewalk
at Foothill Boulevard.
Walk Audit#11 (November 14,2024)
Southeast Upland
Loop (5th Avenue,
Washington Street, Planning team ► Repair uneven and cracked sidewalks and pot- 6th Avenue,C Street,
(KTUA) holes,where noted as issue areas.
Campus Avenue,
8th Avenue,and 9th
Zit Street)
ZT. Walk Audit#12(November 14,2024)
0 ► Implement road diet and/or traffic calming to slow drivers along San Antonio Avenue.
a) San Antonio Avenue
(from llth Street to Planning team ► Repair uneven and cracked sidewalks and empty 13th Street) (KTUA) tree wells.
► Install truncated domes at curb ramps,where
missing, such as at Orchid Court and Pine Street.
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Walk Audit#13(November 14,2024)
► Add curb ramps along 11th Street,where missing.
► Implement road diet and/or traffic calming to slow
Upland High School drivers along San Antonio Avenue.
Principal and ► Install mid-block crossing(s) along San Antonio Block around Upland student, City staff, Avenue at Orchid Court and/or Amber Court.
High School and the planning ► Expand bus stop seating and shelter area at the team (KTUA & Mark heavily used bus stop along Foothill Boulevard.
Thomas) ► Improve drainage at the San Antonio Avenue and 11th Street intersection to prevent puddling from
blocking pedestrian paths.
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3.8 KEY FINDINGS FROM COMMUNITY ENGAGEMENT
Across all community engagement methods, several key themes emerged as community priorities. Additionally, specific streets and locations were identified as areas of concern that demand special attention. These findings were used to develop the recommendations proposed in Chaper 5.
Top Mobility Needs
The top mobility needs mentioned by community engagement participants were:
► Repair uneven and cracked sidewalks • ._ . and install sidewalks where missing.
„-i,• Increase pedestrian visibility by repaint- -?iw -'', ing faded crosswalks, installing high-visi-
bility crosswalk markings, upgrading stop
signs to LED stop signs, and installing pe- _ .;
destrian signals (e.g., Rectangular Rapid _
Flashing Beacon). ;•
► -7 ilia/ -,
Address real and perceived risk of crime . ^r
for pedestrians and bicyclists by im- ';... . plementing Crime Prevention Through
Environmental Design (CPTED) strate- Uneven sidewalk in southeastern Upland gies along popular active transporta-
tion routes and continuing collaboration
between the City, the Upland Police De-
partment, and the Upland Community _Mig.� _ t- t; ' ° Resource Center to provide at-risk corn
munity members with resources.
► Enhance safety and comfort along the
Pacific Electric Trail through improved
maintenance, security measures, police s
patrols, lighting, and public art.
► Combat dangerous driving behavior
1- through public education campaigns,
a traffic enforcement, and traffic calming Faded crosswalk near Upland High School 0 0 measures.
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E ing a bicycle to their desired destinations. - -` -, ' , �" -- 0 ► Improve ADA accessibility by fixing un-
2 even sidewalks, installing missing curb ;,� ramps, removing sidewalk barriers, and
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118 Page 463 of 707
Top Areas in Need of Improvement
The top 10 streets and locations mentioned by community engagement were:
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Class II Bicycle Lane r' City Boundary
Class Ill Bicycle Route Source:
Class IV Separated Parks&Schools:City of Upland Bicycle Facilities:SCAG
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WHAT UPLANDERS ARE SAYING ABOUT MOBILITY...
P P P P
Please more protected bike
Really glad you are thinking lanes!!! Take Claremont's about mobility for people bike lanes and copy them!!! who may not have as much There's no reason Foothill's access to cars and rely on bike lane should be completely walking/public transit! It is unprotected,sloped,and really important! covered in bits of debris!!
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Traffic is too fast P P
Patrol the drivers.
and dangerous
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lanes in this
city.
P P ! !
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sidewalks to enforce traffic
more ADA violations,especially P P
compliant... SPEEDING! , Please pay attention to south Upland. So
many improvements
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F Upland.
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people that I know.The efforts I would like to see >. to do so are very appreciated a more public c and we will do as much as we transportation E can to help make Upland (and oriented city; E
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hopefully neighboring cities) both within and in o much more accessible. relationship to other co
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., 4. Mobility Toolkit
.,• .,__ . Chapter 4 provides an overview of potential mobility infrastructure facilities based ::.Ai on the latest Federal and State guidelines.This chapter can be used as a toolkit of ,,,, .t_ solutions to make it safer, easier, and more enjoyable to walk, roll, ride a bicycle, and take public transit in Upland.Many of the mobility"tools"described in Chapter 4 are included as recommended infrastructure improvements in Chapter 5. ;i
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11„4
Creating pedestrian, bicycle, and public transit infrastructure that promotes safer and less stressful means of travel is a major focus nationwide. For example, the state of practice for bicycle travel has transformed over the last decade. Much of this may be attributed to bicycling's changing role in the overall transportation system. No longer viewed as an "alternative" mode, bicycling is increasingly considered a conventional transportation mode that should be actively promoted as a tool for achieving environmental,social,and economic goals. While connectivity and convenience remain essential bicycle travel quality indicators, recent research indicates that increased acceptance and adoption of daily bicycling will require the provision of "low-stress" bicycle routes,which are typically considered to be those that provide bicyclists with separation from high-volume and high-speed vehicular traffic. 1- Similarly, pedestrian and ADA improvements are essential to an inclusive active transportation a plan because they help to serve populations who cannot or do not want to drive or ride a o bicycle. People are more likely to rely on walking or rolling (with a wheelchair or mobility aid) Zit for recreation or their daily mobility needs when the road network feels safe, comfortable, Z and designed for pedestrians. Newer innovations like all-way pedestrian crossings (also 'E known as pedestrian scrambles), modified signal timing, and flashing beacons are improving e pedestrian visibility and creating safer streets for all. °' This chapter provides an overview of both conventional and innovative forms of active w
O transportation and public transit infrastructure to inform the recommendations proposed in Chapter 5. This "toolkit" includes recommendations for traffic calming, public transit enhancements, green street improvements, placemaking, and new mobility because they o enhance the safety, comfort, and convenience of people walking, rolling, and bicycling. The p toolkit can serve as a reference and starting point for the City in developing and implementing O active transportation and public transit improvement projects across Upland. Many of the Q mobility"tools"described in this chapter are integrated into the site-specific recommendations provided in Chapter 5.
124 Page 469 of 707
4.1 CONVENTIONAL BICYCLE TREATMENTS
There are four conventional bikeway types recognized by Caltrans. Details of their design, associated wayfinding, and pavement markings can be found in the CA MUTCD and CA Highway Design Manual.
Class I Multi-Use Path
Class I multi-use paths (frequently referred to - e., as "bicycle paths") are physically separated
from motor vehicle travel routes,with exclusive �- -" rights-of-way for non-motorized users like bi- - "" - - .,.:.„bMkl. -- cyclists and pedestrians. They require physical
buffers to ensure the safetyand comfort of the -�.2. -7. . '`� path user.
:: Example from Upland
Class II Bicycle Lane �
Class II bicycle lanes are one-way facilities Class I multi-use path that carry bicycle traffic in the same direction fir_ as the adjacent motor vehicle traffic. They are '. '_•,� .-' -:
typically located between the travel ' , '�
Yp Y adjacent �� '.:� F
lane and the curb, road edge, or parking lane. ' . -`' They are not physically separated from motor °F„ ` f' .. ^ vehicle traffic.
— - �`4
Class III Bicycle Route -_ _ _��
Class III bicycle routes refer to a lane shared by — - - bicyclists and motor vehicles. They are desig- _, Example from Upland nated by signage and shared lane pavement '
markings ("sharrows") and should be paired Class II bicycle lane with traffic calming measures whenever possi-
ble. They are recommended where traffic vol- `-
umes and roadway speeds are low (30 mph or "1 ii-A. -il less per SB 1216). ■' '�' -.a
Class IV Separated Bikeway
Class IV separated bikeways, also known as
cycle tracks, are bicycle-specific facilities that eq) combine the user experience of a multi-use
path with the on-street infrastructure of a con-
ventional bicycle lane.Separated bikeways are
physically separated from motor vehicle traffic Class III bicycle route and are designed to be distinct from any ad-
joining sidewalk. Physical protection measures •• r . z •
can include raised curbs, parkway strips, re- °' i-...; .! o flective bollards, or parked vehicles. Separated ' r - '. _ - 1t • ° II ' ° bikeways can be either one-way or two-way, �� y`r_�.ll y.. ~—r.
depending on the street network, available " o right-of-way, and adjacent land use.The safe- � _ 7 _. - ty of two-way separated bikeways must be _-_ '
ia
carefully evaluated because few motor vehi- - m cle drivers are accustomed to two-way sepa- - ' -- .'. a a
rated bikeways and they may tend to look only o to the left when deciding whether it is safe to Class IV separated bikeway proceed across the separated bikeways. Page 470 of 707 125
4.2 ENHANCED BICYCLE TREATMENTS
While conventional bicycle facility types can be found throughout the United States, there has been a distinct shift towards incorporating enhanced bicycle treatments that provide additional protection and visibility. These enhancements are low-cost, easy to install, and provide additional awareness about the likely presence of bicyclists. In many instances, the installation of these bicycle route enhancements can be coordinated as part of street resurfacing projects. For example, the use of green markings has also become a simple and effective way to communicate the likely presence of bicyclists and to denote potential conflict zones between bicyclists and vehicles.
Advisory Bicycle Lane
NO 7
An advisory bike lane is a preferred space CENTER for bicyclists and motorists to operate on LINE narrow streets that would otherwise be a
shared roadway. Roads with advisory bike `-
lanes accommodate low to moderate vol- °.? - umes of two-way motor vehicle traffic and ' � , : _ —a, 1. provide a safer space for bicyclists with lit- _ - - tle or no widening of the paved roadway _ —r surface. Due to their reduced cross-section f - requirements, advisory bike lanes have the w '7f---1. :' potential to open up more roadways to ac-
commodate comfortable bicycle travel. Advisory bicycle lane Bicycle Boulevard -
Bicycle boulevards provide a convenient,
low-stress bicycling environment for people E3 L. V Na., of all ages and abilities. They are installed
on streets with low vehicular volumes and
speeds and often parallel higher volume,
higher speed arterials. Bicycleboulevard ,x,
1le�
treatments use a combination of signs,
lib
pavement markings, traffic diverters, and
traffic calming measures that help to dis Li, Nit--114;1111)4ii- voll
courage through trips by motor vehicle
1- drivers and create safe, convenient bicycle
4 crossings of busy arterial streets. They are Bicycle boulevard G similar to Class III bicycle routes but tend to
RI include more traffic calming and diversion
Z infrastructure. 1.
Bic Bicycle Detection7_,L,
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:
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a) Bicycle detection is used at intersections / '� r
with traffic signals to alert the signal con- ., 2 troller that a bicycle crossing event has -�_ P_ been requested. Bicycle detection can oc r
'cur either through the use of push buttons x � ` or by automated means and is marked byt
standard pavement symbols. ' =
D
Bicycle detection
126 Page 471 of 707
Bicycle Signal
Bicycle signals include all types of traffic - signals directed at bicyclists. These can in [ ir it -
clude typical green/yellow/red signals with
signage explaining the signal controls, or
special bikeway icons displayed within the ��4
signage lights themselves. Nearside bicycle
signals may incorporate a "countdown to
green" display, as well as a "countdown to
red."
b,
Bike Box
Bicycle signal
A bike box is a designated area at the head
of a traffic lane at a signalized intersection
1 , f
that provides bicyclists with a safe and vis- . N4 - ible way to wait ahead of queuing traffic A, ,,;"_- - ..:' i ,f -._ during the red signal phase. This positioning _ - = --- helps encourage bicyclists traveling straight - - through not to wait against the curb for the o
signal change. �J ill-
____41 ...4,-..-.--_,,ieewBuffered Bic cle Lane � Buffered bicycle lanes provide additional
space between the bicycle lane and traf-
fic lane, parking lane, or both, to provide a
more protected and comfortable space for Bike box bicyclists than a conventional bicycle lane. _
The buffering also encourages bicyclists to . - l0 �, II oi
avoid riding too close to parked vehicles, ' . .,,_�,; _ _• „0.J` keeping them out of the "door zone" where `" � _
there is the potential danger of drivers or __, — - passengers suddenly opening doors into __.--
the bicyclists' path.
Colored Bicycle Lane
Colored pavement increases the visibility i��
of bicycle routes, identifies potential areas ,
of conflict or transition, and reinforces bicy-
clist priority in these areas. Colored pave- Buffered bicycle lane ment can be used as a corridor treatment,
along the length of a bicycle lane, or within .`' a protected bikeway. Additionally, it can be - ,s.-...w.- -- , - used as a spot treatment, such as crossing _ ^ - markings at particularly complex intersec- —°o tions where the bicycle path may be un-
clear. Consistent application of color across
a bikeway corridor is important to promote - - o clear understanding for all roadway users.
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a�
Q
U
Colored bicycle lane
Green Colored Transition Striping P
Green-colored striping can be used to high- 'sl11101 ' ! „- �- alight conflict areas between bicyclists and _- . ; 4-;,_ . z_ , - 1 6
vehicles,such as where bicycle lanes merge ,.,i," 1 ` i,H iliI across motor vehicle turn lanes or drive- J -
ways. _ -�
Protected Intersection �� -
Protected intersections maintain the integri- - -- ty (low-stress experience) of their adjoining
separated bicycle lanes by fully separating
Millillillimm.— . -
bicyclists from motor vehicles at intersec- Green colored transition striping tions. Hallmark features of these protected
intersections include two-stage crossings
supported by an advanced queuing space, MIIIPTI
protective concrete corner islands, special r
bicycle-cross markings (parallel with cross- I walks), and special signal phasing. _ '.
! l ' .
Shared Lane Marking ("Sharrow") r r 3,, . ` ? Shared lane markings, also known as shar- = _ - -. - - - 1 - - - rows, are commonly used where parking is - - - .ice ,' allowed adjacent to the travel lane. It is now -- =- common practice to center them within the ''
typical vehicular travel route in the right-
most travel lane to ensure adequate sep- Protected intersection aration between bicyclists and parked ve- Y• ;: ; , . ' # hicles. Manycities install sharrows over a .,, 4 .. `°'= 1,-- ,} - - ,. .` green background to enhance visibility. --
Signage and Wayfinding R _� ` • �_
- — _
Signage and wayfinding on all streets and -- ,- - - bicycle routes are intended to identify , - ___ routes to both bicyclists and drivers, provide :
destination information and branding, and
inform all users of changes in roadway con , 1 ilj -
1- ditions. 4
a f ;r
c Two-Stage Left Turn Queue Box Sharrow
zTwo-stage left-turn queue boxes can pro-
L vide a more comfortable left-turn crossing _ t c for many bicyclists because they entail two , + " ' c low-stress crossings, rather than one poten- Apo, v.QL� tially high-stress one. They also provide a [ STATION a degree of separation from vehicular traffic,
2 because they do not require merging with ie. A MUSEUM vehicle traffic to make left turns. Bicyclists A LWRARY o wanting to make a left turn can continue ,..into the intersection when they have a green : z P L iT R ] . c light and pull into the green queue box. Bicy- r•�, .
Q clists then turn 90 degrees to face their in- vitl r mi ; , - Example from Uplandimarii tended direction and wait for the green light
of a new signal phase to continue through. Wayfinding signage 128 Page 473 of 707
4.3 PEDESTRIAN TREATMENTS
Sidewalks and ADA-compliant curb ramps represent essential and foundational elements of pedestrian infrastructure. However, additional pedestrian treatments help to facilitate a safer and more enjoyable pedestrian experience. These treatments help make pedestrians more visible to other road users, shorten crossing distances, and reduce opportunities for conflict.
Curb Extension
Curb extensions, also called bulb-outs or neck-downs, extend the curb line outward into the travelway to reduce the pedestrian crossing distance. Curb extensions typically occur at in- tersections to increase pedestrian visibility, reduce the distance a pedestrian must cross, and reduce vehicular delay. Curb extensions must be installed in locations where they will not interfere with bicycle lanes or separated bikeways. If both treatments are needed, additional design features, such as ramps or half-sized curb extensions, should be considered.
Daylighting
Daylighting refers to the removal of parked cars next to crosswalks to allow people walking, bicycling, and driving to see each other better. Daylighting can be used as a tool to improve visibility and safety at intersections, particularly on highways and arterials. The 2023 MUTCD allows, for the first time, "daylighting" of intersections using only paint and flex posts.
Enhanced Crosswalk Marking
Enhanced crosswalk markings with perpendicular striping, in addition to parallel stripes, can be installed at existing or proposed crosswalk locations. They are designed to both guide pe- destrians and to alert drivers of a crossing location. The bold pattern is intended to enhance visual awareness.
Leading Pedestrian Interval
A Leading Pedestrian Interval (LPI) is a signal timing technique that typically gives pedestrians a three to seven-second head start when entering a crosswalk with a corresponding green signal in the same direction of travel. LPIs enhance the visibility of pedestrians in the intersec- tion and reinforce their right-of-way ahead of turning vehicles, especially in locations with a history of conflict. Generally, this leads to a greater likelihood of vehicles yielding. Depending on intersection volume and safety history, an otherwise legal right-turn-on-red (RTOR) might be explicitly prohibited during the LPI phase.
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Curb extension Daylighting Enhanced crosswalk marking
Mid-block Crossing
Mid-block crossings provide convenient
locations for pedestrians and bicyclists to '. cross thoroughfares in areas with infrequent 4. .,
intersection crossings or where the nearest ; - Y ,t intersection creates substantial out-of-di- ; , = ' ` rection travel. Mid-block crossings should ' `-" = � ' f be paired with additional traffic-control �t - f w' devices, such as traditional pedestrian sig- f
nals, pedestrian hybrid beacons, rectangu- ``� lar rapid flashing beacons, LED-enhanced i;''` ; ' . 5a_ flashing signs, and/or refuge islands. Mid-block crossing Modified Traffic Signal Timing
Adjusting the timing, phasing, and actua-
tion needed to cross high-volume and wide
streets decreases waiting times and pro-
vides additional safety and comfort for pe- I
destrians and bicyclists. I
Pedestrian-scale Lighting
Pedestrian-scale lighting provides many '.
practical and safety benefits, such as il-
luminating the path and making crossing Source: Houston Memorial Park pedestrians and bicyclists more visible to
drivers. Lighting can also be designed to be Pedestrian-scale lighting fun, artistic, and interactive to enhance user En- LI` III !Inexperience. p 4 i I i 1°:f��� 4 !_• _� - -.
Pedestrian Scramble r = �. , ; I Pedestrian scrambles, also known as all- - ;' 1.' : - :resPal' ! way pedestrian phases, stop vehicular traf- _ ` ., , fic flow simultaneously in all directions to �A .
allow pedestrians to cross the intersection 1
in any direction. These are used at inter- i -jib -
sections with particularly heavy pedestrian _..,�=-'''a g 7'9 1- crossing levels. Unless cycle lengths can be :- 4 kept under 90 seconds, Leading Pedestrian
ix
o Intervals (CPIs) are generally preferred over Pedestrian scramble a pedestrian scrambles.
z . t.,
Refuge Island ti
E Refuge islands provide pedestrians and bi- 4tir:
cyclists a relatively safe place within an in- .- w 0 tersection and midblock crossing to pause . and observe before crossing the next lane _p �
; ,i .- ...
- --otrac. _ - - . -
Senior Zone
I
Designated senior zones can be enhanced ��_with street signage, increased crossing D times at traffic signals, benches, bus stops
with shelters, and pedestrian lighting. Refuge island 130 Page 475 of 707
4.4 TRAFFIC CALMING
Traffic calming involves changes in street alignment,installation of barriers,and other physical measures to reduce traffic speeds and/or motor vehicle traffic volumes. Traffic calming is used to alter driver behavior and to improve street safety, livability, and other public purposes.
Other techniques consist of operational measures, such as police enforcement and speed displays.
Beacons and Warning Devices
Traditional pedestrian signals with count •
-
down timers remain the gold standard for / high-quality pedestrian crossings, although
some cases warrant new signal technol0-
ogies. Pedestrian Hybrid Beacons (PHBs) _,• © = and Rectangular Rapid Flashing Beacons "'' ''�•+'" � A� ; (RRFBs) are special signals used to warn - • — . traffic at unsignalized locations and assist = " .
pedestrians crossing a street via a marked
crosswalk. PHBs include a "red phase" that •requires vehicles to come to a full stop while '~'=.• ` ., RRFBs are yield stops. Either of these devic- Rectangular rapid flashing beacon (RRFB) es should be installed at locations that have
_ FH
pedestrian desire lines connecting people
to popular destinations, such as schools,
parks, and retail.
Research has shown that PHBs tend to have
a 90 percent motorist compliance rate ver- . - s, sus RRFBs,which tend to have an 80 percent 7-. �r motorist compliance rate. Traditional pe- - i ti _ __ -_ 1_ __ = destrian signals with countdown timers at = -_ . y signalized intersections tend to have a near - -' L 100 percent compliance rate. - ■�
Signals and warning devices should be M
paired with additional pedestrian improve- Pedestrian hybrid beacon (PHB) ments, where appropriate, such as curb
extensions, enhanced crosswalk markings, ;;t..; • lighting, median refuge islands,correspond- ','• `'�" =& _ ing signage, and advance yield markings to -
mitigate multiple threat crashes on multi- A- 14
lane roadways. k
Chicane '- L .
- -. _ o
Chicanes are a series of narrowings or curb — �� extensions that alternate from one side of y _
the street to the other forming an S-shaped - la path. Chicanes reduce drivers' speeds by -
causing them to shift their horizontal path of Source: NACTO travel. Chicane
Q
a
0
Hardened Centerline ;�; �� �' '
Hardened centerlines are small rubber bar �f.- ,-. • t _ 4 -4 `, riers next to crosswalks that require people • 7- 1 ,f 1 _, �r driving to make slower and more square `� '� f �_' ' left-hand turns. This small change has been .. ® l shown to significantly slow down vehicle _
speeds at crosswalks and improve safety : - % for people in the crosswalk. •
Light-Up Stop Sign
Light-up stop signs are eye-catching stop Source: Tyrone Turner/WAMU signs that use flashing LEDs to encourage Hardened centerline motor vehicle drivers to properly stop for
pedestrians and bicyclists.
One-Way Couplet ilk_______________
One-waycouplets area pair of parallel one-p �, way streets with motor vehicle traffic travel- a f ' ing in opposing directions. Couplets are of- 4 •
ten used in high-volume areas to manage �° I '' rY
and increase the capacity of travel. .. . .*'� s ', , �. ;,, '
On-Street Edge Friction , YV 4r. r v.
Edge friction is a combination of vertical el-
ements, such as on-street parking, bicycle tight-up stop sign m �r= lanes, chicanes, site furnishings, street trees,
and shrubs,that reduce the perceived street - . - width,which has been shown to reduce mo- =-�— - ^_:Sr.r tor vehicle speeds. -.i �, ,= Neckdown - .A
Neckdowns narrow a street by extending the .
sidewalk or widening the landscape area toI.,. „:%014L, .....„ give the perception that speeds should be - =- k.F� f reduced. -46C-Afie r_L7 ,...gaisaL
1- Reflective Border on Signal Head
•urce: t1 S.EPA
a Reflective borders on signal heads improve
cg
o the visibility of signal heads with a backplate On-Street edge friction zRI and are made even more conspicuous by
L framing them with a yellow retroreflective ^. ., c border. These are more visible in both day-
L time and nighttime conditions. .- I
e
Road Diet
A road diet is a transportation planning
technique that reduces the number of tray-
el lanes for motor vehicles to improve safety, .-
comfort, and access for all road users. Road
diets are often used to convert four-lane _ - _ �14 Q undivided roadways to three-lane road- Source: NACTO- .� • - ': ains v •-- ways, with the extra space reallocated for Neckdown other travel modes.
132 Page 477 of 707
Roundabout/Neighborhood Traffic
Circle -
-Roundabouts are circular intersections with }ti
yield control at their entry that allows a driver
to proceed at controlled speeds in a count- ,. .. ,t, . ,
er-clockwise direction around a central is- - - ,� land. Roundabouts are designed to maxi- ! r '` "vim- �' _ - mize motorized and non-motorized traffic "j - � through their innovative design which in- # Air S. cludes reconfigured sidewalks, bikeway by-
passes, high-visibility crosswalks, pedestrian
flashing beacons, and other traffic mea- Roundabout sures. Roundabouts can be implemented
on most streets but may require additional I
right-of-way.
Neighborhood traffic circles, also called
mini-roundabouts, are small-scale traf-
fic calming measures commonly applied .
at uncontrolled intersections on low-vol-
ume, local residential streets. They lower 0, _ - _ traffic speeds on each approach and typ- '��
ically avoid or reduce right-of-way con-
flicts because the overall footprint is small- r er compared to roundabouts. Traffic circles •
may be installed using simple markings or School pickup/drop-off zone raised islands but are best accompanied
r
by drought-tolerant landscaping or other
attractive vertical elements. -
School Pickup/Drop-Off Zone 0
School pick-up/drop-off zones are desig- -- 4 _ --,_ ,
nated areas typically managed by schools
where school buses and parent and guard-
ian motor vehicles can drop off and pick up _
children. •
-
Speed Cushion :� Y ..,
Speed cushions are a form of vertical traf-
Speed cushion
fic calming with wheel cutouts that allow
emergency vehicles to easilypass. Speed M {
g Y p y
cushions helpto reduce vehicles speeds and p SPEED .; :
enhance pedestrian safety. LIMIT r `A
2 5 TD
Speed Display z w"_ "" 0
- YOUR
I-
Speed displays measure the speed of ap- - • - proaching vehicles by radar and inform _-i '4 drivers of theirs speeds usingan LED display. w ' '-' p p Y� �`' - .
Speed displays contribute to increased tom. Ai" traffic safety because they are particularly : • °' effective in gettingdrivers travelingten or �. • t_i? '- ' _ - o + fie" ha " -dul/Flickr _c
more miles per hour over the speed limit to v reduce their speed. Speed display
Raised Crosswalk
Raised crosswalks are flat-topped road humps, often constructed with textured sur- facing on the flat section. Raised crosswalks _, shops on help to reduce vehicle speeds and enhance 0wmas NOpedestrian safety. .. r `.
1 '� T ..
Traffic Diverter �.4
_,
A traffic diverter is a roadway design feature __- placed in a roadway to prohibit vehicular =:r ._ , _ __ traffic from entering into or exiting from the
:• ,, ,
street, or both. `,,1-.--,'= L. .
Truck Apron
Truck aprons allow large vehicles, such as N '! t.L
trucks, buses, and recreational vehicles, to "' _' � ' turn without striking fixed objects or people Raised crosswalk walking,rolling,or bicycling.They are located MUM allig911111111 between the road surface and the sidewalk,
or inner circle of a roundabout. The pave-
ment is raised slightly to encourage light ve-
hicles to stay on the main road surface.
~ ter' - y 1 . A -' -
.- .,4,• :
Traffic diverter
u.
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134 Page 479 of 707
4.5 PUBLIC TRANSIT ENHANCEMENTS
Public transit rider satisfaction and interest can be enhanced through the provision of safe, convenient, and fast service. By making public transit easy to access, comfortable to use, and efficient, transit providers can improve public perception and encourage increased use.
Bus Rapid Transit ASP . ,
Bus Rapid Transit (BRT) is a high-quality bus- ,
based transit system that delivers fast and x efficient service through the use of bus-only
lanes, busways,traffic signal priority, off-board l fare collection, elevated platforms, and en-
hanced stations. BRT offers more reliable and ...0•*`� -11.+ faster public transit service than regular buses ` ,� because it is designed to avoid typical delays, �� . . .T ' "�' •' • . such as waiting in traffic or waiting for a line of
riders to pay.
_ c
Emergency Call Box
Feeling safe and secure while taking public ` transit, including walking to, from, and wait Bus rapid transit ing at a transit stop, should be foundational -,
to the public transit experience. However, that :ds c is not always the case. Emergency call boxes a ,
at transit stops and along popular pedestrian I.II
routes to/from transit stops provide individuals h ` i,
with the means to reach out for help if needed. VShop, YA' , '� " :. - ' iiih
Floating Bus Island ems` -` -'� - � _ ;. -,. a
A floating bus island is located between travel . _ . 4`a� = lanes and bicycle lanes where transit passen- �`; y I - gers board and alight transit vehicles. Pedes- = ; " ► trians cross the bike lane when traveling to or .
from the platform where the bus stop is locat-
ed. This eliminates conflict between bicyclists _ �` traveling in bike lanes and transit vehicles that Floating bus island must pull curbside to load and unload pas-
sengers. ,;:* ,• ,:,-,..v.i.
Microtransit -'�.'t+`:
Microtransit refers to a publicly provided on-
demand rideshare service that offers the .
R
flexibility of a ride-hailing service like Uber or Lyft, ... " � • - ' ' u but at affordable rates. Microtransit programs • _ o typically provide rides for short local trips .` ± om eae with small shuttles within designated service
zones, offering safe and convenient travel y - . .7�'_ o for quick trips. On top of already affordable i *tool rates, it is common for microtransit programs
to offer reduced rates to seniors, people with -°y--= Q
disabilities, and/or Medicare recipients. - Source: Omnitrans o Microtransit 0
--- 1114.11.
Mobility Hub -
Mobility hubs offer an integrated suite of
mobility options that serve a critical function I in the regional transportation system as the1 --,.,
origin, destination, or transfer point for a sig- 1 o nificant share of transit trips. They allow for
a combination of transportation options to - '� „� gather in one space to encourage people to 4 :E R J
use non-motorized forms of travel with ease. • ''__ I tti `I 1 � V, Mobility hubs are typically located along a -- __ -• -- bicycle facility and a transit stop and are -
paired with multimodal elements, such as
bikeshare, scootershare, bicycle lockers,
battery charging for e-bicycles, wayfinding ;- .-.. signage, ridesharing pickup/dropoff zones, - - Example from Upland and pedestrian amenities, such as curb ex- '� -
tensions, street furniture, and lighting. Mobility hub Real-Time Bus Information " V
Real-time bus information allows riders to r .. , �• I predict their journey and manage their time -.. ! more effectively. This increases the conve- +7.` M '� '.
nience of transit for riders by providing an I tl accurate, updated location of their bus. • _
I
Transit Stop Amenities I :l 1. ,•ir - � Transit stop amenities help to increase the 4;.
comfort and safety of public transit users. ,2„ Transit stop amenities can include posted - � 4� >� ❑hay' - -- route schedules, trash receptacles, lighting, - sheltered waitingareas thatprovide pro- '} • __ ' ' tection from rain and sun, real-time arrival - ., updates, Wi-Fi connectivity, and more. The .__-:-ems;._ provision of these amenities im roves rider `"`""""'`'`""'`'`''`""" p p Real-time bus information
satisfaction and may encourage increased
transit use. _ . ' -
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136 Page 481 of 707
4.6 GREEN STREET IMPROVEMENTS
Green street improvements incorporate tried and true stormwater management practices into transportation infrastructure to reduce stormwater runoff, prevent flooding, improve water quality, provide habitat for local flora and fauna, and create an enjoyable streetscape.
These improvements can be installed alongside sidewalks, roadways, parking lots, medians, and more to create a more sustainable and resilient mobility system. The green street improvements listed below are from the U.S. Environmental Protection Agency's Green Streets Handbook.
Bioswale °
Bioswales, also known as bioretention .�.,
swales or vegetated swales, are surface de- K - pressions that use bioretention soil media _ �- and vegetation to facilitate stormwater in ° '�' filtration, retention, sedimentation, and pol- 10 ucw , r- _ _ lution removal. Bioswales serve as stormwa- " �.i 4AkL:0,F, ter conveyance treatment devices and are �
typically located along public rights-of-way,
parking lots, sidewalks, road medians, and Y =.. . - road shoulders to capture water flow from '„ :;s""' . r :
nearby impervious surfaces. , it yry,:' fir =. .
Infiltration Trench Bioswale
Infiltration trenches are excavated linear ' • i '1 — areas filled with layers of stone and sand • . •� - _ wrapped in geotextile fabric. These trench-
es are covered with stone, gabion, sand, h., or grass with surface inlets. Stormwater is ra= _ stored in the stone reservoir and slowly infil- w t 4" ice' trates through the bottom and sides of the •,.� ; . trench. Infiltration trenches are ideal for lin- , :-'- R - ,21: "-
•
ear spaces, such as along a roadway, park-
inga: ;.T• '�
lot, or median. ;
Permeable Pavement , ,
Permeable pavements allow stormwater '� 11'1'1�1���,�► i' `'{ F' runoff to infiltrate through void space into Infiltration trench the ground below or another stormwater ;
management system instead of becoming •
surface runoff. Types of permeable pave- " ', - ` ment include porous asphalt, porous recy- ;r ; cled surface products, pervious concrete, -"";� -� "`� �� TD
and pavers arranged with void spaces. Per- ,r_ _ ^:` .; K„ . o meable pavement can be used instead of ~ impervious materials on parking lots, park- = -' ; ing lanes, driveways, sidewalks, walking <' •A:`�:° ; !•; la •
paths, bicycle lanes, parkways, road shoul- :./—.*
ders, and low-traffic roads. - i • :A� • Q
r ... a
0 Permeable pavement
Stormwater Curb Extension 14;,. - '
Stormwater curb extensions, or stormwater , :
bump outs, combine two street improvements �: T '' r
- traffic calming and stormwater filtration - to i,, . �'! - I. r-„ -s�- . , -�
produce multiple streetscape benefits. This - , -,, _,It - - - strategy involves filling the area behind the -- - �., curb with a bioretention soil media and vege- • • 17j. ' r '
tation similar to a bioretention cell or bioswale. - _ - - - i Stormwater curb extensions can be located '`� at intersections, midblock crossings, neigh-
borhood or collector streets, or any length of
a roadway.
Stormwater curb extension
Stormwater Planter
Stormwater planters are narrow, flat-bot- -� ` =- tomed landscaped areas designed to receive - - � ,,",di p g � . ,:, pil lr�;�lillrrll i 111111,'; stormwater runoff from surrounding impervi- = ~-� �f, ous surfaces, such as rooftop areas, sidewalks, f and roadways. Stormwater planters are typi- \
cally rectangular with vertical walls and are if' best suited for urban areas with limited space , , , • or areas with steep slopes. .,— ., ;
Stormwater Tree System
Stormwater tree systems, such as tree pits or
tree trenches, contain a tree or shrub planted Stormwater planter in a bioretention soil mix and a gravel reservoir �. designed to capture stormwater. Stormwater - - 4•' r 01 r `'"- -, tree systems are typically located along side- I}i �. \1I �. walks, medians, and parking lots and receive ., .\ `" ,, stormwater runoff through a curb cut, catch . '' ' N. _ basin, or stormwater inlet. , i ,__l,
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Street Trees • ,;'�; viUri, „1\\
T Street trees along roadways provide numer- .
ous benefits, such as shade, cooler tempera- ,- `► tures, better air quality, on-street edge friction, ':
4 and streetscape enhancement - all of which `t o improve the overall pedestrian experience. Stormwater tree system z Subsurface Infiltration/Detention 4;. ;:,; c Subsurface infiltration and detention systems �y � -� . �' E capture, temporarily store, and slowlyrelease
p p Y '. i -'.
a� stormwater to reduce peak runoff discharge. . f>.4 _• �' ` 0 Subsurface infiltration systems use an infil- Y ■►. p''. trative chamber system made of concrete -' , ., or plastic with perforated pipes, galleys, and �� II 'LL iiiti
o chambers to store large amounts of runoff and r . _, .. - slowly let it infiltrate into the ground. Subsur- •' --- c face detention systems temporarily store run- --: ..:K, Upland
before releasing it to a conveyance system . :;.;'.; : • Example from downstream. These systems are most suitable
for parking lots, sidewalks, and roadways. Street trees 138 Page 483 of 707
4.7 PLACEMAKING
The inclusion of placemaking urban elements, such as parklets, encourages walking and provides usable space for all ages. In many cities, these elements have helped transform urban villages and downtowns into walkable destinations. Continued coordination with local Upland businesses and organizations, such as the great examples currently found in the Historic Downtown, may provide collaborative design and funding opportunities between the City, its businesses, residents, and visitors.
Parklet ► •
."`, it R� d , �i�a
Parklets are conversions of one or two park- i i1 in spaces for outdoor seating, dining, and �.` •r -- '- " �� other amenities. Parklets can be used to ,0," •her' '" activate and improve the aesthetics of a ,�. - --I I ti streetscape. 7 �., - , ,
4. T(.A_.rrifi(rrrrrra F: .,-
Public Art '-1
ri.' ., F -_,�, `'` -^ Example from Upland Displaying community art is a great way to
showcase the history, culture, and pride of Parklet an area and create a sense of place for res-
idents and visitors alike. Community art can -
include murals, sculptures, artistic paths
and benches, and more. 4
Special Intersection Paving and ► \ # 1
Crosswalk Art , _, ► i )
V��':R_io ►�yi. S,w
Special intersection paving and crosswalk •.g/ n 11 ► lie art provide unique opportunities to high- �i -6 .� Example from Upland
light crossings or key civic or commercial
locations at intersections while breaking Public art the visual monotony of asphalt. Intersection
paving treatments and crosswalk art can
integrate context-sensitive colors, textures, -_
and scoringpatterns. Pavingtreatments _ 'r ` - - 4 1 '� and crosswalk art do not define a crosswalk = - _and should not be seen as a safety mea- sure. Standard transverse or longitudinal - ---r - . high-visibility crosswalk markings are still
required.
Street Furnishings
Crosswalk art
Transit shelters, bicycle racks, seating, drink-
ing fountains, and pedestrian-scale lighting -n - --:', 0 are important amenities for the function- ,- '~ '_� alit , design, and vitality of the urban envi-
ronment. Theyshow that the street is a safe ,.,4I i T-1,1- :': ,.;4 r , „,,. .... .: •," . n and comfortable place to be.
. , ..,._,,,,:t.,,... .„.„,,,,„,... ,, :,..„ 1 H_ Q
Example from Upland o
, ' -iti 0
Street furnishings
4.8 NEW MOBILITY
New mobility refers to evolving and emerging forms of clean and/or shared forms of transportation, which can include micromobility, ride-hailing, carpools, and automated and connected vehicles. These forms of transportation can provide alternatives to gas-powered, single-occupancy cars and help reduce air pollution and GHG emissions. Clean mobility and shared options also help address transportation equity by providing affordable transportation choices for lower-income households and those who are unable to drive or own a car.
Docked Bikeshare
Docked bikeshare is a shared transport service in which bicycles or e-bicycles are made available for shared use to individuals on a short-term basis for a price or for free. Docked bikeshare systems allow people to borrow a bicycle from a "dock" or station and return it to another dock belonging to the same system. Docked bikeshare systems often include elec- tric-assist bicycles that provide extra comfort for users.
E-Scootershare
Scootershare programs are popular forms of shared transportation services that involve the rental of electric motorized scooters for short trips. These programs involve the use of a mo- bile app to look for, rent, pay, and park the rented scooter. Scootershare programs provide a high degree of flexibility for the individual user and can be an effective method for closing mobility gaps. Short trips to visit family members and access to schools, parks, commercial areas, and transit stops are all possible with a scootershare program.
Electric Carsharing Service
An electric carsharing service could be established by purchasing a fleet of electric cars.
These cars could be rented by residents to address their transportation needs, such as com- muting to work, running errands, or getting to medical appointments. The City would have its own EV charging infrastructure which could be combined with other electric mobility options, such as electric shuttles and electric vanpool/carpool services.
Electric Shuttles
Electric shuttles can help address gaps within a community by supplementing the existing transit network or by creating new transit routes where they currently don't exist. Depending on the make and model, electric-powered shuttles can be used to offer transit services within a specified radius.
a Publicly Accessible EV Chargers
As electric vehicles (EVs) become more common,the need for publicly accessible EV charging stations will increase, especially for those who cannot install an EV charger at their home.
L Cities can help facilitate an equitable transition to EVs by installing publicly accessible EV charging stations at City-owned parking lots and structures. Not only can public EV charging stations support community members, but they can also attract new visitors into town. a)
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- Source: Charge Hub
Docked bikeshare Publicly accessible EV charger 140 Page 485 of 707
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b. . '.' _ , ;" 44 Chapter 5 proposes new and improved bicycle, pedestrian, ADA, and public transit
''h C.jt,0 AI. 4, --.' r . x ,� - facilities to expand safe and convenient ' ei. non-vehicular mobility options for people • i :- • r.• of all ages and abilities throughout Upland. z:•
'+ Proposed recommendations include • r •,. ' F i ' 4 both infrastructure solutions that improve -! , - 1.- - multimodal safety and comfort, as well '# as programmatic recommendations
• • 'r•4 `•; ' 4. -` that encourage and support active _ -..,. i transportation and public transit modes. ► y r,. a 1.:' • The planning team developed infrastructure << I' solutions to help the City bring appropriate mobility facilities to the areas that need
...0, them most. This chapter provides an ' overview of how these projects were created,
•
assessed for feasibility, and prioritized.
yam'1� To support the City in securing funding for project implementation, the chapter
�,I;,,� �, contains maps and tables that provide key project information, such as type,
:.��: _ �� location, and extent. To build momentum _ _• - - for future implementation, the Plan provides -- _ ;- � . planning-level conceptual drawings for 1 •
+, • ten priority projects. The recommendations _ proposed in this chapter are meant to 11111111111ra
;'. -"�y; serve as a guide for the City to pursue and allocate funds as they become available
'`� - through various sources. This chapter also _V _T — •
contains programmatic recommendations
, to support, encourage, and celebrate active
transportation.
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5.1 PUBLIC TRANSIT Omnitrans
RECOMMENDATIONS Bus Route Expansion
Public transit is a critical transportation As shown in Figure 2-10 in Chapter 2, Omni2 mode for people who cannot or choose not trans operates four fixed bus routes (Routes 66, 83, 84, and 85) that provide service in
to drive a motor vehicle. When accessible, the southern parts of Upland. In addition to convenient, and efficient, public transit can fixed bus routes, Omnitrans offers OmniRi- make key destinations more accessible to de, an on-demand microtransit service that those who experience barriers to driving provides public transit access to almost all a motor vehicle due to age, disability, or
economic hardship.According to U.S.Census of Upland (see Figure 2-11). Despite offering near full public transit coverage of Upland,
data, just 1.6 percent of Upland commuters some community engagement participants over the age of 16 use public transit to shared a desire for bus service to northern travel to work, compared to 73.3 percent of Upland and the Colonies Crossroads shop- workers who drive to work alone.Ten percent ping center. The community's desire for ex- of respondents to the community survey panded bus service indicates that residents for this Plan indicated using public transit, may not be aware of the OmniRide micro- which is a significantly higher (though not
statistically-valid) mode share than that in transit service that provides low-cost rides the U.S. Census 'Means of Transportation to to almost anywhere in Upland. The City is Work' dataset. encouraged to collaborate with Omnitrans to launch a public education campaign to
To increase public transit ridership, the promote the OmniRide microtransit service City can collaborate with Omnitrans and so more Uplanders are aware of the pro- Metrolink to enhance service through gram. Additionally, the City may also work improvements to public transit stop with Omnitrans to conduct a study to de- amenities, routes, and programs. The public termine the need for extending an existing transit recommendations in this chapter or adding a new fixed bus route to provide address the needs identified in the existing expanded service in northern Upland. Po- conditions analysis and expressed by tential opportunities for bus route expansion community engagement participants. are highlighted in Figure 5-1.
Bus route expansion may require a lengthy
'• planning effort among multiple agencies
_ u° that considers - among other factors - '- > route and stop feasibility,vehicle availability, impacts to existing headway, budget, and
;- yr." financial trade offs. Though public input ':: indicated a desire for a larger bus service
area, increasing public awareness of
OmniRide may more effectively support
transit demand than expanding fixed routes. co
ffi!1YATCLA?P �"'
. Collaboration Opportunity c
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The City can collaborate with Omni- E
�� p- r trans and Metrolink to promote public o ; : transit use. Potential programs include: a) '' _ _ _ C6
F _ n_°4." ` .. - _ - OmniRide Microtransit Promotional L" — - _ Campaign Q
— - __ - _ - Free OmniRide passes for youth _c . - Free Ride Day v
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Figure 5-1: Citywide Transit Network
Existing Fixed Bus Route Bus stop School
- Route 66 Q Metrolink Station Park
- Route 83 Railroad r' City Boundary
Route 84 Source:
- Route 85 Parks&Schools:City of Upland
Existing Bus Route and Stops:Omnitrans,2024
Proposed Fixed Bus Route Proposed Fixed Bus Route:KTUA 0 0.5 1 Kilo 491oO
I 1 I
Bus Stop Improvements developers should strive to provide a bench Comfort and Safety Amenities and shelter in addition to the minimum standard ADA accessibility, lighting, and
Community engagement participants route signage. For stops with higher ridership shared that bus stops in Upland do not feel (and presumably more people in the safe, which is often associated with the queue), a larger "premium" shelter should lack of comfort and safety amenities. Few be provided where possible. bus stops in Upland have both a bench
and a shelter, and not all stops are ADA To include comfort amenities and ADA accessible (Figure 2-13). Bus stops with these accessibility, existing stop locations will basic characteristics make a bus rider's need to be studied for feasibility and design. experience safer, more comfortable, and Priority bus stops for feasibility study and possibly make the bus a more attractive design to accommodate safety and comfort mode of transportation to non-transit amenities are those with the highest number riders. Additionally, making more bus stops of weekday boardings and alightings (Figure ADA accessible will increase the transit 2-12) and missing a bench or shelter (Figure accessibility and service area for ADA bus 2-13). Bus stops on both sides of the street at riders. the following intersections are priorities:
Omnitrans does not have a Passenger ► Foothill Boulevard and Benson Avenue, Amenity Agreement with the City,so bus stop Mountain Avenue, San Antonio Avenue, amenities in Upland are provided by the City Euclid Avenue, Memorial Park, Campus or a developer.Future collaboration between Avenue
the City and Omnitrans is recommended to ► Arrow Highway and Euclid Avenue improve bus stops for safety, comfort, and
ADA accessibility. Omnitrans' 2023 Transit Bus stops at locations other than these Design Guidelines designate standards per priority intersections can still be considered type of bus stop, differentiating minimum in a feasibility study and design for comfort standards from "basic", "preferred", and amenities. In particular, stops that have other stop types. neither a bench nor shelter but have lower weekly ridership than stops along Foothill
Omnitrans designates the minimum Boulevard and Euclid Avenue may also be standard bus stop type as an unobstructed considered. Many bus stops along Arrow area measuring 8' from the back of the Highway fall into this category. curb and 15' along the curb, having a pole-
mounted sign with route information,lighting, Bimodal Support and ADA compliance. A 5' curb length of To support and encourage bimodal bike- this area is designated as a landing pad bus trips,the City can identify bus stops that for boarding and unboarding passengers, fit bicycle racks or lockers. Determining the particularly ADA passengers. The Omnitrans feasibility of bicycle racks can be included in minimum standard bus stop includes no the same effort that evaluates the feasibility safety and comfort amenities like benches of benches and shelters at bus stops. or shelters, recognizing likely site area c On-board bicycle racks can also encourage o
constraints with these larger amenities. bimodal bicycle-bus trips. Omnitrans buses a There is an opportunity for the City to identify have bicycle racks on the front of the vehicle c bus stops that can feasibly accommodate that carry two or three bicycles. Full racks E safety and comfort amenities. are a common issue for bicyclists riding o Omnitrans guidelines include safety and the bus, requiring bicyclists to wait for the a comfort amenities starting with the "basic" next bus with available bicycle rack space. f stop type, which includes a bench or lean Omnitrans should strive toward a three- `a bar. Bus shelters are included starting with bicycle capacity rack on the front of all a the "preferred" stop type. Where possible buses to better support bimodal bicycle- a to bring stops to a "preferred" type, Upland bus trips. 0 in collaboration with Omnitrans and
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Metrolink Recently Completed& Planned
Upland Train Station Improvements Improvements
The City is already making strides to im-
Located within walking distance of prove mobility conditions at and near the Downtown Upland and City Hall, the Upland Upland Train Station and surrounding areas.
Train Station (Metrolink Station) is a local For example, the City partnered with SBCTA asset that provides regional mobility to design and construct:
alternatives to congested highways. Safety
improvements and amenity enhancements ► A new signalized pedestrian/bicycle at the Metrolink Station will support and crossing where the Pacific Electric Trail encourage current and prospective intersects with Campus Avenue Metrolink riders. Station improvements ► A pedestrian automated crossing safety will also support nearby high-density gate at the railroad tracks located on multifamily residential developments that Euclid Avenue may attract residents who desire a small ► Enhanced crosswalks in the downtown downtown environment while with car-free area between "A" Street and Arrow a access to regional employment centers like Highway o downtown Los Angeles. ► Pacific Electric Trail improvements from Zit Community survey respondents expressed Euclid Avenue to Campus Avenue. z
the desire for amenities to make the sta-
C tion feel more comfortable, accessible, and Additionally, with funding from Metrolink, the c safe. Desired amenities include expand- City plans to build a new 400-space parking ed and free public parking, improved se- structure at the City-owned lot at the a curity measures, easy passenger loading corner of E. C Street and N. 1st Avenue. This zones, and amenities like lighting, public parking structure will support park-and-ride restrooms, seating, shade structures, and trips for Metrolink riders who need to drive o bicycle parking. Many survey respondents to the station. As the surrounding areas also expressed a preference for Montclair's are developed, the City is encouraged to p continuewith Metrolink, SBCTA,
c Metrolink Station, which the City can look to
Q as a case study for future improvements. and developers to enhance the Metrolink D Station with new amenities to make the station more attractive to residents and
148 visitors. Page 493 of 707
Railroad Crossing Improvements
Development Spotlight Euclid Villas
and Magnolia Villas In partnership with SBCTA, the City recently completed a railroad crossing
j improvement project, which installed a pedestrian automated crossing safety gate
i ti` I at the railroad tracks located on Euclid , _ Avenue. The City can continue to improve •
vir • 1* pedestrian safety and accessibility along I • railroad crossings in Upland by using the pedestrian safety inventory presented in
�� Table 2-1, A-1, and A-2 to identify needs for future improvement projects and initiate
Two new affordable, multifamily housing collaboration with Metrolink. Guidelines for developments are planned directly pedestrian at-grade rail crossings can be adjacent to the Upland Train Station, in found in Metrolink's SCRRA Highway-Rail between the railroad tracks and Stowell
Street. As part of these transit-oriented Grade Crossing Manual (2021) and Part 8 development projects, the City secured of the California Manual on Uniform Traffic grant funding from the Regional Early Control Devices.
Action Planning (REAP) and Affordable
Housing and Sustainable Communities
(AHSC)programs to design and implement
the following mobility improvements
to facilitate access to the Upland Train
Station and Downtown Upland:
Stowell Street (Euclid Ave. to Sultana
Ave.): Sidewalk, Class I multi-use path
or other bicycle facility, and other im-
provements.
1st Avenue and 2nd Avenue (Stowell
St. to 7th St.): Wayfinding signage and
traffic study for one-way couplet con-
version on 1st Avenue and 2nd Avenue
to create space for one-way bicycle fa-
cilities.
7th Street (Euclid Ave. to 2nd Ave.):
Wayfinding signage and a Class IV sep-
arated bikeway or other bicycle facility.
2nd Avenue (Stowell St. to A St.), A
Street (2nd Ave. to 1st Ave.), and 1st
Avenue (A St.and D St.): Class IV sep-
arated bikeway or other bicycle facility,
bicycle/pedestrian connection to Pacif- co is Electric Trail, enhanced crossing at A o Street/1st Avenue, upgraded rail cross- a
ing with bicycle/pedestrian safety fea- c
tures, and other improvements. a�
A Street (2nd Ave. to Campus Ave.), o
Campus Avenue(A St.to Arrow Hwy.),
and Arrow Highway (Campus Ave. to r
9th Ave.): Class IV separated bikeway
or other bicycle facility, bicycle/pedes-
trian connection to Pacific Electric Trail, Q traffic signal modifications, wayfinding _c signage, and other improvements. 0
35 • . 41-
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5.2 PEDESTRIAN & ADA RECOMMENDATIONS
Several common issues affecting the pedestrian experience were identified in the existing conditions analysis and affirmed through the community engagement process. For example, community engagement participants repeatedly mentioned key pedestrian issues, including uneven and cracked sidewalks, missing curb ramps, dangerous driving behavior, lack of pedestrian visibility, and fear of crime. Together, these issues make it uncomfortable, challenging, unsafe, and for some, impossible, to walk or use a mobility aid device to reach destinations in Upland.
This Plan proposes several recommendations to improve pedestrian visibility, reduce dangerous driving behaviors,and increase ADA accessibility to cultivate a safe and enjoyable pedestrian experience throughout Upland. Site-specific traffic calming, pedestrian, and ADA infrastructure projects were developed as part of the SRTS recommendations and the top 10 priority project corridors. In addition to the proposed pedestrian and ADA improvements at specific locations, the following overarching recommendations should be considered citywide:
► Use the City's Sidewalk Master Plan (2024),ADA Transition Plan (2024), Traffic Signal Assess- ment & Master Plan (2024), and Local Road Safety Plan (2022) to guide the implementation of pedestrian and ADA improvement projects, with a focus on underserved areas south of Foothill Boulevard.
► Infill sidewalk gaps identified in Figure 2-15, adjacent to schools, parks, and commercial corridors, as funding becomes available.
► Install curb ramps where missing (as identified in Figure 2-16),with curbs leading to schools, parks, public buildings,and commercial destinations prioritized.Where possible, install curb ramps in a two-ramp corner installation (Caltrans Standard Plan A88A, Detail A) as op- 1- posed to a one-ramp corner installation (Detail B). o ► Ensure all new curb ramps have detectable warnings to facilitate safe crossings for pedes- trians with vision impairments.
z ► Retrofit existing curb ramps without detectable warnings (identified in Figure 2-16) to have L truncated domes, with curbs leading to schools, parks, public buildings, and commercial e destinations prioritized.
C-
a) ► Install high-visibility crosswalk markings at crosswalks adjacent to schools, parks,and com- w mercial corridors.
2 ► Modify signals for leading pedestrian intervals (LPI) and install accessible pedestrian signals (APS) at every signalized intersection adjacent to schools, parks, and commercial corridors. ► Install pet waste stations along popular pedestrian routes, such as the Pacific Electric Trail, Euclid Avenue Bridle Path, and Downtown Upland.
0 ► Where feasible, upgrade medians at intersections to include a pedestrian safety island TD_Q with a "nose"that extends past the crosswalk to protect people needing to wait on the me- dian and slow turning drivers. It is preferable to have the crosswalk cut through the median. 150 Page 495 of 707
—
Streetscape Enhancements ' ;` '4` " ' .^ '
Streetscape design and safety .• , '•.� ?4.„4 :., ". improvements can improve the 4 k - M ` . \'' perception, comfort, and enjoyment of
all road users, particularly pedestrians. , � `��`� `,.
Streetscape enhancements can 1 ,, bring multiple benefits to a corridor, 111B
including beautification, placemaking, _.,„'• { ---- 1---N, 11 . ..____ -
,..
environmental sustainability, safety, i � � ,,____ . ,
-- _- ,
and more. Streetscape enhancements
can include street and pedestrian- iL �iC o, = aav�a a scale lighting,public art,street furniture, © _ cs' shade trees or structures, landscaping, p - . 1 -- - r
pet waste stations, and more. In °
addition to installing new amenities, li� , • streetscape improvements can i �01_ III include removing items that create a •n _ e..,, 0 negative pedestrian experience, such ,o,
as graffiti,litter,overgrown landscaping, -- , , �N and empty tree wells. By adding new i`, `'0 gm
streetscape amenities and removing - — - known issues, the City can facilitate _ ''` a more comfortable and enjoyable
pedestrian experience. Streetscape '}
enhancements should be prioritized + 1 I - ' in areas with high foot traffic, such as - i Downtown Upland, as well as along the -
top ten priority projects (introduced on I I page 176). ->""
4 1 Wayfinding signage in Downtown Upland
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ill' 111E'1,I ,=.1!silllllli / - k,iniiiiUili iTIli; ,01 ' ,,--•F';-�;.u:`... ` _ :: o _ le, ' ‘- i_ -,-I-Ifs p, ...
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Seating and chess tables along the Pacific Electric Seating and pet waste station along the Euclid Trail Avenue Bridle Path
f : {y=: i :r 5.3 TRAIL
. _ .
''1:�, ,� . :, �-. , RECOMMENDATIONS
I - '--e .
•
4 • •i Upland has several popular natural surface *VI?;. . ; t _ • and Class I multi-use paths that provide r r1. Uplanders with recreational opportunities .' .- and off-street corridors for traveling without • • '•I,_y a vehicle.The Plan identifies opportunities to � = " ; ' - ' y. r ` build on the existing network of urban trails t ‘;, ;":` .' , by improving existing paths and installing �' r; ` i; . / 1 new ones for expanded connectivity. xh r1 �' 1,4
, ; '- New Trail Opportunities
`,fir rt t •
,., 'r _ The Plan proposes to expand the existing
r " __ urban trail system network by adding new • ' f Class Imulti-usepaths alongopportunity
�} t' pp y
L r, y areas. Figure 5-2 shows 11.3 miles of ' { . •,•f t 1 proposed Class I multi-use paths along the R fry I.' ;er ,
J Iry �. ;+ ¢ San Antonio Creek Channel, Cucamonga � r.4 , r !� .. t Creek, San Antonio Avenue (from 23rd �, . t ., 4 Street to llth Street), Euclid Avenue (from b. R ? ; ' : ; i'• Foothill Boulevard to 7th Street), and two !" ,. �' utility corridors in the northeast corner of . i 'fri ,111, y- "'i y iidr al :1yr,: -e the city. Most of the proposed Class I multi- • ' 1 j'' :.`= r use paths would extend or connect to L a-- '. ,=, _ - . L existing paths, expanding the recreational -to
-- t t and transportation value of Upland's urban
M ,' a.;� trail system. Others, such as those along utility corridors in northeast Upland, would
leverage off-street right-of-way that would
�-- - I • " not otherwise be developed. Trails along �1 utility corridors can be built in such a way
_-•-i,____-- __ _ -- •—- =_ that improves - rather than hinder - utility - .-"�' - - - - access.
_--- .- -
_ - '. -. .`- Page 497 of 707 .� ` . ,--•. - . - - .- . -
•
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Figure 5-2: Future Trail System
Existing Proposed School
- Natural Surface Path — — • Class I Multi-use Path Park - Class I Multi-use Path r' City Boundary
Source:
Parks&Schools:City of Upland
Class I Multi-Use Path:SCAG
Natural Surface Path and Proposed Class I
Multi-Use Path: KTUA
0 0.5 1 Kilo 498 o 0
I I I
Improvements to Existing Trails
In addition to expanding Upland's urban trail system, the Plan identifies opportunities to improve safety and comfort along Upland's most popular urban trails:the Pacific Electric Trail and Ye Bridle Path (Euclid Avenue Bridle Path).
Pacific Electric Trail Opportunities to implement CPTED strate- The Pacific Electric Trail is a community gies along the Pacific Electric Trail include:
asset used by many for recreation and ► Continue to fund Park Ranger positions transportation. Knowing this, the City under the Upland Police Department. continues to seek opportunities to improve The Park Rangers are responsible for pa- and enhance the Pacific Electric Trail for trolling Upland parks, trails, and paths to community members. For example, the City deter and address crime. recently partnered with SBCTA to construct a • Continue to install public art along the new signalized pedestrian/bicycle crossing
where the trail intersects with Campus Pacific Electric Trail, with a focus on in- Avenue and install a walking path and stalling murals on blank walls. Additional enhanced lighting along the trail from Euclid opportunities include crosswalk art along Avenue to Campus Avenue. Pacific Electric Trail crossings, decorative pavement, sculptures, and more.
The City can continue to build on recent ► Regularly maintain the Pacific Electric momentum by addressing concerns Trail to ensure the timely removal of graf- expressed during the community fiti and litter and the repair of issues. engagement process for this Plan. Many ► Install informational signage with instruc- community engagement participants tions for how to report maintenance is- reported feeling unsafe or uncomfortable sues along the Pacific Electric Trail to the using the Pacific Electric Trail due to poor City's Public Works Department. trail maintenance and the presence of
substance use and people experiencing • Increase tree canopy along the Pacific homelessness. While the presence of Electric Trail to provide shade and lower people experiencing homelessness does temperatures for trail users. not inherently equate to more crime, many ► Encourage new development to enhance community engagement participants the edge along the trail with public art, brought it up as a safety concern when seating, landscaping, and active uses, using the Pacific Electric Trail. such as cafes or commercial services. ► Encourage new development to face and
Crime Prevention Through Environmental provide views and access points to the Design Pacific Electric Trail. Orienting new and u.
To reduce crime and fear of crime, the City reorienting existing buildings toward the can explore opportunities to implement Pacific Electric Trail will both activate the zCrime Prevention Through Environmental trail and put more "eyes on the street," L Design (CPTED) principles along the Pacific therefore increasing public safety. The Electric Trail. CPTED is a multi-disciplinary trail is a unique community and regional approach to reducing actual crime and the resource to be celebrated as it is an ar- perception of crime through the intentional tery to neighboring communities. design and programming of public spaces.
2 CPTED strategies are designed to deter
crime by cultivating a sense of community
o and shared ownership of public space,
increasing visibility and activating public
spaces as a form of natural surveillance,
Q addressing maintenance issues in a
timely manner, and removing access to
uncontrolled or unobservable areas.
154 Page 499 of 707
In addition to extending the path, the City is
Placemaking Opportunity along encouraged to implement improvements Pacific Electric Trail: Crosswalk Art along the existing Euclid Avenue Bridle Path to The City can seek opportunities to enhance the safety and comfort of its users. incorporate crosswalk art along Pacific i While popular, the path is known to have Electric Trail crossings. Crosswalk art safety issues, particularly where the path can be a vibrant placemaking tool crosses vehicular traffic at the numerous to increase pedestrian visibility and mid-block intersections. Community create a sense of place. Crosswalk art engagement participants expressed the can showcase the unique character I need for intersection improvements, better of the surrounding areas and feature pedestrian visibility, safer crossings, and work by local artists, students, and amenities along the Euclid Avenue Bridle community members. Crosswalks Path.
near destinations like Downtown Opportunities to improve safety along the Upland, schools, and parks are strong Euclid Avenue Bridle Path include:
candidates for art projects due to their
proximity to activity centers. Refer to ► Conduct a future traffic study along Eu- the CA MUCTD for guidance on the clid Avenue to identify opportunities for safe implementation of crosswalk A improved multi-modal safety. Potential art and monitor potential changes in roadway modifications may include: lim- guidance as best practices evolve. iting midblock crossings to one crossing per block (for example, on Euclid Ave-
' nue between Foothill Boulevard and 13th
i ' - , °`-. —- Street,closing all except the Eugene Street ate _ crossing); installing a median crosswalk ` M of Foothill Boulevard, as is currently done 1 at Baseline Road; the replacement of
- .� — -. stop-controlled intersections with signal- ized intersections; and the implementa-
- tion of road diets and other traffic calm-
� t�1� I ing measures.
�1 ► Install pedestrian crossing signage at all ,... intersections where pedestrians must
-r: P 4= ll-i fi_;_,-.\ cross vehicular traffic to increase driver __--___-- _- ___ =  ° awareness.
'� `�"`c ► Evaluate street lighting along the Euclid Avenue Bridle Path to improve pedestrian
Ye Bridle Path (Euclid Avenue Bridle visibility at night and facilitate safer night- Path) time use. Relocate street lights blocked by tree canopy as needed. Consider pedes-
Ye Bridle Path, also known as the Euclid tal lighting designed for the pedestrian c Avenue Bridle Path, is another heavily used environment, and shielded lamps to min- o recreational corridor in Upland. Building on imize light pollution. 0 o
the path's popularity, the City proposes to ► Consider converting the intersection at a extend the path south of Foothill Boulevard Euclid Avenue and 13th Street to signal- E by installing a Class I multi-use path from ized intersection per the City's LRSP or to a a Foothill Boulevard to 7th Street (see Figure "Reduced Left-Turn Conflict Intersection" a 5-2). The path extension will also create f as a more cost-efficient treatment.
a safer option for bicyclists interested in ► Install path amenities to enhance the user °) traveling on Euclid south of Foothill Boulevard, experience, such ash hydration, pet waste, where the roadway is too constrained to p y 0 add on-street bicycle facilities. and emergency call stations. 0
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5.4 SAFE ROUTES SRTS Recommendations
TO SCHOOL ► Install curb ramps (where missing) within a quarter-mile walk zone of Up-
RECOMMENDATIONS land schools (as identified in Figure 5-3 through Figure 5-15).
Throughout the community engagement ► Retrofit existing curb ramps without de- process, many participants expressed tectable warnings to have truncated discomfort with their children walking or domes within a quarter-mile walk zone of riding a bicycle to school due to dangerous Upland schools (as identified in Figure 5-3 and speeding drivers. Making it safe for through Figure 5-15). students and their families to walk, ride a ► Infill sidewalk gaps within a quarter-mile bicycle,or use a mobility aid device to get to walk zone of Upland schools (as identified school is a top priority for the City.To support in Figure 5-3 through Figure 5-15). 1- and encourage active transportation to
4 schools, the Plan proposes several bicycle, ► Install high-visibility crosswalk markings ix
o pedestrian, ADA, and traffic calming at crosswalks within a quarter-mile walk zRI recommendations for quarter-mile (or five- zone of Upland schools (as identified in minute walk) zones around each Upland Figure 5-3 through Figure 5-15). c school (shown in Figures 5-3 through 5-15). ► Install LPIs and Accessible Pedestrian c The City can use these recommendations Signals at every signalized intersection to pursue funding and implement SRTS within a quarter-mile walk zone of Up- 0 projects at Upland schools. Additionally, land schools (as identified in Figure 5-3 2 the Plan proposes policies and programs through Figure 5-15). to help facilitate safe and comfortable ► Install LED speed feedback signs along 0 routes to schools. The City can use these corridors where high speeds are report- recommendations to pursue funding and ed, such as llth Street, 13th Street, and Ar- cimplement SRTS projects at Upland Schools. row Highway.
TD_Q ► Monitor State legislation for changes in guidance on speed limits in school zones
(e.g., CA MUCTD Update and AR 3821.
156 age 01 of 707
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I Figure 5-3: SRTS Recommendations for BaldyView Elementaryi 9 i
Proposed Pedestrian Priority for Sidewalk Repair 0 Transit Stop Enhancements High School
Add Truncated Domes Moderate Park
A- Leading Pedestrian Intervals Low [ 1 School Zone Speed Cushions (approx. 500'
interval) Not a priority
Speed feedback sign or speed Existing Bicycle Facilities hump sign Class II Bicycle Lane
Class III Bicycle Route
Proposed Bicycle Facilites
- - - Class I Multi-Use Path
- - - Class II Bicycle Lane Source:
- - - Class III Bicycle Route Parks&Schools:City of Upland Sidewalk Condition City of Upland,2024
- — - Class IV Separated Bikeway Existing Bicycle Facilities:SCAG Proposed Bicycle Facilities:KTUA
Proposed Pedestrian Enhancements:KTUA
0 200 400 Feet Page 502 of
I I I
llthSt •
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Figure 5-4: SRTS Recommendations for Cabrillo Elementary Proposed Pedestrian Priority for Sidewalk Repair School Enhancements High Park
Add Truncated Domes Moderate
I I School Zone
A- Leading Pedestrian Intervals Low
Speed Cushions (approx. 500'
interval) Not a priority
Speed feedback sign or speed Existing Bicycle Facilities hump sign Class III Bicycle Route
RRFB Proposed Bicycle Facilites
- - Class II Bicycle Lane
- - - Class III Bicycle Route
Source:
Parks&Schools:City of Upland
Sidewalk Condition City of Upland,2024
Existing Bicycle Facilities:SCAG
Proposed Bicycle Facilities:KTUA
Proposed Pedestrian Enhancements:KTUA
0 200 400 FR ge 503 of
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Figure 5-5: SRTS Recommendations for Citrus Elementary
Proposed Pedestrian Priority for Sidewalk Repair School Enhancements High Park
Add Truncated Domes Moderate
1 School Zone
Speed Cushions (approx. 500'
intervals Low J City Boundary
Speed feedback sign or speed Not a priority
« hump sign Proposed Bicycle Facilites
- - - Class III Bicycle Route
- - - Class IV Separated Bikeway
Source:
Parks&Schools:City of Upland
Sidewalk Condition City of Upland,2024
Existing Bicycle Facilities:SCAG
Proposed Bicycle Facilities:KTUA
Proposed Pedestrian Enhancements:KTUA
0 200 400 FeLge 504 of
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Figure 5-6: SRTS Recommendations for Foothill Knolls Academy Proposed Pedestrian Priority for Sidewalk Repair 1 Transit Stop Enhancements - High School
Add Truncated Domes Moderate Park
Q Install Curb Ramp
Low [ 1 School Zone
A- Leading Pedestrian Intervals
- Not a priority
Speed Cushions (approx. 500'
interval) Proposed New Sidewalk
♦ Speed feedback sign or speed
hump sign Existing Bicycle Facilities
Class II Bicycle Lane
Class Ill Bicycle Route
Proposed Bicycle Facilites Source:
- -- - Class III Bicycle Route Parks&Schools:City of Upland Sidewalk Condition City of Upland,2024
- — - Class IV Separated Bikeway Existing Bicycle Facilities:SCAG Proposed Bicycle Facilities:KTUA
Proposed Pedestrian Enhancements:KTUA
0 200 400 Feet Page 505 of
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Figure 5-7: SRTS Recommendations for Hillside High
Proposed Pedestrian Priority for Sidewalk Repair School Enhancements - High Park
Add Truncated Domes Moderate
I 1 School Zone
Install Curb Ramp
Low J City Boundary
A- Leading Pedestrian Intervals
- Not a priority
Speed Cushions (approx. 500'
interval) Proposed New Sidewalk
♦ Speed feedback sign or speed
hump sign Existing Bicycle Facilities
RRFB Class I Multi-Use Path
Class III Bicycle Route
Proposed Bicycle Facilites Source:
- — - Class II Bicycle Lane Parks&Schools:City of Upland Sidewalk Condition:City of Upland,2024
- — - Class III Bicycle Route Existing Bicycle Facilities:SCAG Proposed Bicycle Facilities:KTUA
Proposed Pedestrian Enhancements:KTUA
0 200 400 F& ge 506 of
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1 Figure 5-8: SRTS Recommendations for Magnolia Elementary Proposed Pedestrian Priority for Sidewalk Repair School Enhancements High Park
Add Truncated Domes Moderate
I I School Zone
A- Leading Pedestrian Intervals Low
Speed Cushions (approx. 500'
interval) Not a priority
Speed feedback sign or speed Existing Bicycle Facilities hump sign Class III Bicycle Route
LED Stop Sign Proposed Bicycle Facilites
- - - Class I Multi-Use Path
- - - Class II Bicycle Lane
- - Class III Bicycle Route Source:
Parks&Schools:City of Upland
Sidewalk Condition City of Upland,2024
Existing Bicycle Facilities:SCAG
Proposed Bicycle Facilities:KTUA
Proposed Pedestrian Enhancements:KTUA
0 200 400 Feet Page 507 of
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Fkouns 5-8: SRTS Recommendations for Pepper Tree Elementary Proposed Pedestrian Priority for Sidewalk Repair School Enhancements
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Parks&Schools:City ofUpland
Sidewalk Condition:City uY Upland,2024
Existing Bicycle Facilities:aoAa
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Proposed Pedestrian Enhancements:wTu*
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Figure 5-10: SRTS Recommendations for Pioneer Junior High i I Proposed Pedestrian Priority for Sidewalk Repair School Enhancements High 1 1 School Zone
Add Truncated Domes Moderate
A- Leading Pedestrian Intervals Low
Speed Cushions (approx. 500'
interval) Not a priority
Speed feedback sign or speed Proposed New Sidewalk hump sign
Existing Bicycle Facilities
Class II Bicycle Lane
Proposed Bicycle Facilites
- - - Class II Bicycle Lane
Source:
— - Class III Bicycle Route Parks&Schools:City of Upland Sidewalk Condition City of Upland,2024
- — - Class IV Separated Bikeway Existing Bicycle Facilities:SCAG Proposed Bicycle Facilities:KTUA
Proposed Pedestrian Enhancements:KTUA
0 200 400 Feet Page 509 of
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igure 5-11: SRTS Recommendations for Sierra Vista Elementary Proposed Pedestrian Priority for Sidewalk Repair School Enhancements High Park
Add Truncated Domes Moderate
I School Zone
A- Leading Pedestrian Intervals Low
Speed Cushions (approx. 500'
interval) Not a priority
Speed feedback sign or speed Existing Bicycle Facilities hump sign Class II Bicycle Lane
0 LED Stop Sign Class III Bicycle Route
Proposed Bicycle Facilites
- - - Class II Bicycle Lane
- - - Class III Bicycle Route Source:
- — - Class IV Separated Bikeway Parks&Schools:City of Upland Sidewalk Condition:City of Upland,2024
Existing Bicycle Facilities:SCAG
Proposed Bicycle Facilities:KTUA
Proposed Pedestrian Enhancements:KTUA
0 200 400 Feet Page 510 of
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Figure 5-12: SRTS Recommendations for Sycamore Elementary Proposed Pedestrian Priority for Sidewalk Repair 1 Transit Stop Enhancements High School
Add Truncated Domes Moderate
I 1 School Zone
X- Leading Pedestrian Intervals Low
Speed Cushions (approx. 500'
interval) Not a priority
Speed feedback sign or speed Existing Bicycle Facilities hump sign Class II Bicycle Lane
LED Stop Sign Proposed Bicycle Facilites
- - - Class II Bicycle Lane
- - - Class III Bicycle Route
- - - Class IV Separated Bikeway Source:
Parks&Schools:City of Upland
Sidewalk Condition:City of Upland,2024
Existing Bicycle Facilities:SCAG
Proposed Bicycle Facilities:KTUA
Proposed Pedestrian Enhancements:KTUA
0 200 400 Feet Page 511 of
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Figure 5-13: SRTS Recommendations for Upland Elementary&Junior High Proposed Pedestrian Priority for Sidewalk Repair CI Transit Stop Enhancements High School
Add Truncated Domes Moderate Park
A- Leading Pedestrian Intervals Low [ 1 School Zone Speed Cushions (approx. 500'
interval) Not a priority
Speed feedback sign or speed Proposed New Sidewalk hump sign
LED Stop Sign Existing Bicycle Facilities
Stripe Left Turn Pocket Class I Multi-Use Path
���'' RRFB
Class II Bicycle Lane
Class III Bicycle Route Source:
Proposed Bicycle Facilites Parks&Schools:City of Upland Sidewalk Condition:City of Upland,2024
- — - Class I Multi-Use Path Existing Bicycle Facilities:SCAG Proposed Bicycle Facilities:KTUA
- — - Class II Bicycle Lane Proposed Pedestrian Enhancements:KTUA — - Class III Bicycle Route Page 512 of
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Proposed Pedestrian Priority for Sidewalk Repair 1 Transit Stop Enhancements - High School
Add Truncated Domes Moderate Park
Q Install Curb Ramp
Low [ 1 School Zone
A- Leading Pedestrian Intervals
- Not a priority
Speed Cushions (approx. 500'
interval) Existing Bicycle Facilities
Class I Multi-Use Path
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Class II Bicycle Lane
Speed feedback sign or speed Class III Bicycle Route hump sign Proposed Bicycle Facilites
CD LED Stop Sign
- — - Class I Multi-Use Path Source:
,k. RRFB Parks&Schools:City of Upland
- — - Class II Bicycle Lane Sidewalk Condition:City of Upland,2024 - — - Class III Bicycle Route Existing Bicycle Facilities:SCAG Proposed Bicycle Facilities:KTUA
- — - Class IV Separated Bikeway Proposed Pedestrian Enhancements:KTUA 0 200 400 Feet Page 513 of
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Figure 5-15: SRTS Recommendations for Valencia Elementary Proposed Pedestrian Priority for Sidewalk Repair School Enhancements High [ 1 School Zone
Add Truncated Domes Moderate J City Boundary
Install Curb Ramp
Low
Speed Cushions (approx. 500'
interval) Not a priority
' Speed feedback sign or speed Proposed New Sidewalk hump sign
Existing Bicycle Facilities
Class II Bicycle Lane
Proposed Bicycle Facilites
- - - Class I Multi-Use Path
Source:
- — - Class IV Separated Bikeway Parks&Schools:City of Upland Sidewalk Condition:City of Upland,2024
Existing Bicycle Facilities:SCAG
Proposed Bicycle Facilities:KTUA
Proposed Pedestrian Enhancements:KTUA
0 200 400 Feet Page 514 of
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5.5 BICYCLE RECOMMENDATIONS
The Plan proposes roughly 62 miles of new bicycle facilities to expand and upgrade Upland's existing bicycle network (shown in Table 5-1 and Figure 5-16).
Developing the proposed bicycle network included a review of previous planning documents, including the 2015 Upland General Plan Circulation Element,2020 San Bernardino County Active Transportation Plan, SBCTA Measure I Five Year Capital Improvement Program (Fiscal Years 2024/2025 through 2028/2029), and City of Upland Capital Improvement Projects, as well as findings of the existing conditions analysis and input collected from community members and stakeholders. Through this approach,'streets of importance'were identified as candidates for bicycle facilities. Each street of importance was reviewed with the following considerations:
existing pedestrian amenities and bicycle facilities; network gaps; connectivity to schools, parks, activity centers, and other destinations; community and stakeholder input; and existing road width, lane striping, and on-street parking.
This process resulted in an ambitious yet feasible proposed bicycle network for Upland. If implemented, the proposed bicycle network shown in Figure 5-16 will provide community members with bicycle connectivity to Upland's major activity centers,offering residents viable options for bicycling to popular destinations.
1- Table 5-1: Proposed Bicycle Facilities Li_
Bicycle Amenities
p BICYCLE FACILITY TYPE MI
Community engagement participants
Z expressed the desire for more bicycle Class I Multi-use Path 11.3 T. parking near destinations, such as
_0 Downtown Upland and the Colonies Class II Bicycle Lane 18.1 EL Shopping Center. To support Upland's *Buffered bicycle lanes should be bicyclists, the City is encouraged implemented where space permits. a to install bicycle amenities, such as Class Ill Bicycle Route 21.2 bicycle racks, bicycle lockers, and Class IV: Separated Bikeway 11.7 bicycle repair stations in Downtown
0 Upland, around the Civic Center, near *Buffered bicycle lanes can the Colonies Shopping Center, along be implemented as an interim C the Pacific Electric Trail, and at the treatment if further funding is 0 needed for physical separation.
D_ Metrolink Station.
Total 62.4
170 Page 515 of 707
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Figure 5-16: Future Bicycle Network
Existing Bicycle Facilities Proposed Bicycle Facilites School Class I Multi-Use Path - - - Class I Multi-Use Path Park Class II Bicycle Lane - - - Class II Bicycle Lane r' City Boundary Class Ill Bicycle Route - - - Class Ill Bicycle Route Source:
Parks&Schools:City of Upland
Class IV Separated - _ - Class IV Separated Bicycle Facilities:SCAG Bikeway Bikeway Proposed Bicycle Facilities:KTUA;City of Upland 0 0.5 1 Kilo516o
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In addition to the proposed bicycle
facilities at specific locations, the following
overarching recommendations should be
considered citywide:
► To the greatest extent possible, pair bicy-
cle facilities with traffic calming measures,
such as speed cushions, speed feedback
signs, curb extensions, chicanes, neigh-
2.a ;A 1 borhood traffic circles, and roundabouts. x y,¢; ' ► Install green transition striping where bi- 1- '•J N. .it.. - cycle facilities cross intersections and L. }- Y�; ,. t�� ,;: '. - driveways to alert drivers that bicyclists -, `4. -17 �, .. `- I, :, may be crossing and to encourage slow- s 4 '�; E ,X,.,•' er vehicular speeds during merge condi- tions.
0, 1< Continue nue to evaluate opportunities to up- ` " } '` . - ' ., ,IL , c grade Class III bicycle routes to Class II v& � � . gris4�; _ �� bicycle lanes or Class IV separated bike- ways through parking removal and road
- — diets, where possible.
► Per SB 1216, Class III bicycle routes can
only be installed on streets with a posted
speed limit of 30 mph or less. To comply
W _ .�. with State legislation and increase bicy- _
z clist safety,any proposed or existing Class �"• '�". . a
III bicycle routes should be paired with a
Allr speed limit reduction to 30 mph or lower.
Note: The City will need to conduct a
4", ir i speed study prior to any speed limit re- 11P` ductions.
► Enhance existing and proposed Class III
bicycle routes by reducing speed limit to
_ 30 mph or lower (per SB 1216), installing sharrow pavement markings and 'Share
R ;.. the Road' signage, and implementing traffic calming measures.
► Install bicycle amenities, such as bicycle
.,.`s.. - • racks, bicycle lockers, and bicycle repair . stations in Downtown Upland, around the
Civic Center, near the Colonies Shopping
Center, along the Pacific Electric Trail, and
' 0 :,
at the Metrolink Station.
- - ► Consider updating the City of Upland Mu-
nicipal Code to remove barriers to bicy-
< -. ; cle riding, such as requiring bicycle reg- istration and prohibiting riding a bicycle
on sidewalks (see Upland Municipal Code
/ ,, .k Chapter 10.64 and Section 12.16.070). See Chapter 6 for proposed modifications.
• •
e
• Page 517 of 707
Project Prioritization Process
A prioritization analysis was conducted to rank proposed bicycle facilities in terms of need and importance. City staff and the TAC developed and refined the criteria.The City will use the results of the prioritization analysis to direct resources toward the highest-need and highest- impact projects. The prioritization analysis ranked projects based on the following criteria (listed in order of weight):
► Schools: How many schools are along the project corridor? ► Parks: How many parks are along the project corridor? ► Households with No Vehicle: How many households with no vehicles are within the project area?
► Gap closure: Does the project close a gap in the existing bicycle network? ► Commercial Land Use: How many mixed-use, commercial, and office land uses are along the project corridor?
► Collision History: How many bicycle and pedestrian-related collisions occurred along the project corridor?
► Transit Stops: How many bus stops are along the project corridor? ► Regional Network Connectivity: Does this project close a gap in connection to an adjacent community?
► Public Input: How many public comments were received for the project corridor? ► Projects that increase separation from motor vehicles: Is the project a Class I multi-use path or a Class IV separated bikeway?
► Population Density: How many people live in the project area? ► Child Density: How many children under 16 years old live in the project area? ► Senior Density: How many people age 65 or older live in the project area? ► Walk to Work: How many people walk to work in the project area? ► Bike to Work: How many people ride a bicycle to work in the project area? ► Transit to Work: How many people take transit to work in the project area? ► Disadvantaged Communities: Is this project within a State-defined Disadvantaged Com- munity?
► Median Income: What percentage of the project falls within a census tract that has a me- dian household income of less than $73,524/year (80% of statewide median from 2018- 2022 ACS)?
► Identified in a Previous Project: Has this project been identified in another project (i.e., Cir- culation Element, SBCTA Non-Motorized Transportation Plan, etc.)? Table 5-2 displays the proposed bicycle projects ranked in order of priority. For instances where the prioritization analysis resulted in ties between bicycle projects, the tie was broken based on site context, community need, and professional expertise. The City will use this list 0 to direct the pursuit and allocation of funding sources toward projects in order of priority. 0 Additionally, the City used the prioritization analysis results to help select the ten priority projects to examine more closely and develop conceptual designs.
While the ranking process provides prioritization through objective data analysis and qualitative community engagement, the City has the right to select the projects that move forward for f conceptual design and even implementation based on capital improvement funding, grant opportunities and programs, and projects that can take advantage of bicycle lane striping Q such as street repaving or incoming development projects.
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