ATTACHMENT C
Circulation Element of the
Victorville General Plan
Circulation Element
Circulation
Circulation
TABLE OF CONTENTS
Page
PURPOSE OF THIS ELEMENT ........................................................................................................... 1
RELATIONSHIP TO OTHER ELEMENTS ........................................................................................... 1
VISION – CIRCULATION ..................................................................................................................... 2
ANALYSIS OF BASELINE CONDITIONS ........................................................................................... 2 Existing Transportation System ............................................................................................... . 2 Regional Setting ........................................................................................................... 2 Southern California Logistics Airport ............................................................................ 4 Existing Roadway Network .......................................................................................... 4
MAJOR CIRCULATION COMPONENTS ............................................................................................ 6 Freeways ..................................................................................................................... .............. 6 Interstate 15 ............................................................................................................... ... 6 I-15 Comprehensive Corridor Study ............................................................................ 6 New Interchanges ......................................................................................................... 6 United States Highway 395 – Alignment ..................................................................... 7 US-395 – Realignment ................................................................................................. 8 State Route 18 .............................................................................................................. 8 High Desert Corridor ..................................................................................................... 8 Historic Route 66 .......................................................................................................... 9 Roadway Classifications ...................................................................................................... ..... 9 Super Arterials ............................................................................................................. . 9 Major Arterials ............................................................................................................. 15 Residential Arterials .................................................................................................... 15 Arterials ................................................................................................................... .... 15 Secondary Arterials .................................................................................................... 15 Collectors .................................................................................................................. .. 15 Local Streets ............................................................................................................... 15 Roadway Components ........................................................................................................... 16 Super Arterial .............................................................................................................. 16 Major Arterial, Arterial and Collector Street ............................................................... 16 Intersections ................................................................................................................ 16 Segments .................................................................................................................... 17 Alignments .................................................................................................................. 17 Public Transportation ........................................................................................................ ...... 17 Bus Service ................................................................................................................. 17 Passenger Rail ........................................................................................................... 19 Victor Valley Transportation Center ........................................................................... 19 Park-and-Ride Lots ..................................................................................................... 19 i
Circulation
Freight and Goods Movement ............................................................................................................ 19 Freight Train Service .................................................................................................. 19 Truck Routes .............................................................................................................. 2 0 Bicycle and Pedestrian Facilities and Trails .......................................................................... 20 Congestions Management Program ...................................................................................... 23 Deficient Intersections ................................................................................................ 24 Near Deficient Intersections ....................................................................................... 24 Satisfactory Intersections ........................................................................................... 25 Wet and Dry Utilities ........................................................................................................ ....... 25
NEW ROADWAY AND RETROFIT SECTIONS
Retrofit Street Sections For Existing Development ………………………………..10 Street Sections For New Development ………………………………………………12 Collector & Local Roadways …………………………………………………………..14
GOALS, OBJECTIVES POLICIES, AND IMPLEMENTATION ......................................................... 27
LIST OF FIGURES
Page
Figure CIRC-1 Circulation Planning Area ...................................................................................... 3 Figure CIRC-2 Roadway Network .................................................................................................. 5 Figure CIRC-3a Roadway Classification Standards ...................................................................... 10 Figure CIRC-3b Roadway Classifica tion Standards………………………………………………...11 Figure CIRC-3c Roadway Classification Standards ...................................................................... 14 Figure CIRC-4 Existing Public Transit Facilities .......................................................................... 18 Figure CIRC-5 Freight Rail and Truck Routes ............................................................................. 21 Figure CIRC-6 Non Motorized Transportation Plan Map ............................................................ 22 Figure CIRC-7 Circulation Map .................................................................................................... 26
ii
Circulation
Circulation Element
PURPOSE OF THIS ELEMENT
The Circulation Element is one of the re-
quired General Plan elements identified in
State Planning and Zoning Law. As speci-
fied in California Government Code (Section
65302(b)), a Circulation Element is required
to identify the general location and extent of
existing and proposed major thoroughfares,
transportation routes, terminals, airports
and other local public utilities and facilities
in the City’s Planning Area. This Element is
intended to provide guidance to decisions
that expand and improve the transportation
system for local and regional trips, and to
accommodate the diverse transportation
needs of the residents of the Planning Area.
Furthermore, this Element is intended to
specify the City’s policies for coordination of
transportation infrastructure planning with
planning of public utilities and facilities,
where joint benefits can be achieved.
A well-planned circulation system is an es-
sential component of the community infra-
structure that supports and can determine
the general pattern of settlement. Con-
versely, the location, type and intensity of
development determine, to a major extent,
the physical parameters of the transporta-
tion system, especially the local roadway
network. Failure to achieve an efficient
roadway network could have negative eco-
nomic consequences that could adversely
affect the quality of life for local residents
and businesses. The design, location and
constituent modes of travel can have signifi-
cant effects on air quality, plant and animal
habitat, environmental noise, energy use,
and community appearance. Both economic
and environmental considerations have
been incorporated into the development of
this Circulation Element.
RELATIONSHIP TO OTHER ELE-
MENTS
Land use policy depends upon and as-
sumes there is an integrated circulation sys-
tem to effectively move people and goods in
and through the Planning Area. A primary
purpose of this element is to correlate the
transportation network with the land use
plan, so that movement of people and
goods is maintained in an efficient manner,
with a minimum of congestion. This correla-
tion is achieved, in part, through a projec-
tion of roadway system capacity require-
ments associated with the mixture, location
and intensity of land uses envisioned in the
land use element. Those projections have
been translated into roadway design stand-
ards and the distribution of roadway classifi-
cations and transportation infrastructure
throughout the planned circulation network.
Please refer to the Circulation Plan de-
scribed later in this Element.
To the extent that the Circulation Plan
(“Plan”) is successfully implemented, traffic
will move efficiently through the Planning
Area, with minimal congestion. Minimizing
congestion will yield air quality benefits, be-
cause automobiles and trucks that flow
smoothly along roadways, as opposed to
slow/stop/start conditions, operate more
efficiently and generate lower volumes of air
pollutants through their exhaust systems.
The Plan is also designed to foster develop-
ment of mixed uses, compact development
patterns, transit-oriented development, and
to facilitate use of alternative modes of trav-
el that reduce total trips by single-
passenger automobiles. The combination
of these land use strategies, together with a
circulation network that will support those
strategies, will help reduce total vehicle
miles traveled, thereby reducing total vehic-
ular exhaust emissions. These air quality
benefits are directly correlated with goals,
policies and objectives relating to air quality
in the Resources Element.
Traffic modeling developed in support of
this updated Circulation Element was ap-
plied to the assessment of noise impacts
C-1
Circulation
associated with implementation of the pro-
posed Circulation Plan. This effort has sup-
ported development of the Noise Element
policy framework to protect existing and fu-
ture residents and other noise-sensitive
land uses from the adverse effects of expo-
sure to excessive traffic noise. Results of
traffic forecast modeling were also consid-
ered in the development of air quality man-
agement strategies, in the Resources Ele-
ment.
VISION – CIRCULATION
A long-term, sustainable transportation sys-
tem serving the Victorville Planning Area is
envisioned as one that:
Provides safe and efficient travel
modes and facilities that enhance
access for residential and business
communities, including those with
special needs;
Satisfies the transportation infra-
structure needs of existing and fu-
ture travel demands and the move-
ment of economic goods, with con-
venient, multi-modal alternatives;
Achieves a high level of mobility for
the movement of goods and people,
in a cost-effective manner, without
serious consequences to the envi-
ronment;
Is coordinated with and effectively
integrated into regional transporta-
tion systems;
Develops infrastructure systems that
are coordinated with transportation
networks and support Victorville’s
residential and business communi-
ties.
ANALYSIS OF BASELINE CONDI-
TIONS
Existing Transportation System
Regional Setting
Located in the heart of San Bernardino
County, the Planning Area for the City of
Victorville includes its sphere of influence as
illustrated in Figure Circ-1. It is located
approximately 35 miles northeast of the City
of San Bernardino and about 97 miles
northeast of the City of Los Angeles. Nes-
tled just north of the San Bernardino Moun-
tains and at the edge of the Mojave Desert,
the City is in an area known as Victor Valley
and commonly referred to as the “High De-
sert”. The City shares boundaries with the
City of Adelanto to the northwest, the Town
of Apple Valley to the east, the City of Hes-
peria to the south and unincorporated San
Bernardino County to the southwest and to
the north. There are also portions of unin-
corporated San Bernardino County nested
within the City of Victorville. The Mojave
Freeway (Interstate 15 or I-15) and United
States Federal Highway 395 (US-395)
serve as the primary regional connections
to other San Bernardino County cities, while
State Route 18 (SR-18) provides connec-
tion to San Bernardino County communities
east and west of the City. In addition, major
rail routes pass through the City and South-
ern California Logistics Airport (SCLA) is a
commercial airport in place of the decom-
missioned George Air Force Base.
With a resi-
dential popu-
lation ap-
proaching
120,000 and
growing rap-
idly, the City
of Victorville
also serves
the employment and retail needs of the
more than 300,000 people who call the Vic-
tor Valley area their home. Victorville is
home to the largest enclosed regional
C-2
“The SCLA Specific Plan is
designed to accommodate airport
and aviation as well as industrial
and commercial land uses”
Circulation
C-3
FIGURE CIRC-1: Circulation Planning Area
Circulation
C-4
shopping center between San Bernardino
and Las Vegas, located along the I-15 cor-
ridor. It is an emerging commercial hub
that benefits from its business-friendly envi-
ronment and central location.
Southern California Logistics Airport
Victorville is strategically situated along the
“e·Corridor” (a portion of the I-15 between
Ontario and Barstow), with global access
provided by the all-cargo. Southern Califor-
nia Logistics Airport (SCLA). SCLA is lo-
cated in the northwest corner of the City of
Victorville and is within 30-40 minutes of
driving from the Ontario International Air-
port. It is planned to be a domestic and
international air cargo facility, with a 4,740-
acre business complex integrating manu-
facturing, industrial multimodal and office
facilities. The SCLA Specific Plan was
adopted by the City to provide a planning
tool for implementing the reuse plan estab-
lished by the Victor Valley Economic Devel-
opment Authority (VVEDA) pursuant to the
Base Closure Realignment Act (BCRA),
and to implement related policies of the
General Plan Land Use, Noise and Safety
Elements. The SCLA Specific Plan is de-
signed to accommodate airport and avia-
tion uses as well as industrial and commer-
cial land uses. Its circulation plan includes
establishing a mass transit system to serve
the site; designating Phantom Road as a
minimum six-lane Super Arterial to connect
to Air Expressway; introducing a new north/
south road, ‘Perimeter Road’ which will
connect future Colusa Road from the north
to Phantom East Street to the South; and
upgrading several roads to arterials, which
will eventually connect Phantom East and
West Street to the rest of the site.
Existing Roadway Network
The City’s circulation system is comprised
of freeways and their interchanges, arterial,
collector and local streets, public transpor-
tation and non-motorized transportation. In
addition to these facilities and services, the
implementation and management of the
circulation system includes parking policies
and goods and freight movement.
Non-Motorized Transportation Plan
In 2011, the City Council of the City of Vic-
torville approved, by Resolution No. 10-
052, a non-motorized transportation plan
for bikeways and pedestrian trails. The plan
was initiated by the City’s Public Works De-
partment when they applied for and were
awarded a grant from the Southern Califor-
nia Association of Governments (SCAG).
The plan utilizes existing and future road-
ways, paseos, washes, utility corridors, the
California Aqueduct and the Mojave River
Walk to form an interconnecting network of
trail and bikeways. This non-motorized
transportation plan helps in meeting the
goals and objectives of the General Plan
and guides the future, orderly development
of trails and bikeways, by requiring devel-
opers to install the segments adjoining their
projects.
Complete Streets
The term complete streets describes a
comprehensive, integrated transportation
network with infrastructure and design that
allows safe and convenient travel along
and across streets for all users, including
pedestrians, bicyclists, persons of disabili-
ties, motorist, trucks, emergency services
and public transportation. The Circulation
Element will balance the needs of automo-
biles with the needs of pedestrians, bicy-
clists, and public transit services.
The City of Victorville recognizes the im-
portance of Complete Streets infrastructure
and modifications that enable safe, conven-
ient and comfortable travel for all catego-
ries of users. Implementation of complete
streets will happen over time and evolve
the City’s current street network into multi-
modal streets that offer safe and attractive
choices of travel options throughout the
City. This will be accomplished through the
Circulation
C-5
FIGURE Circ-2: ROADWAY NETWORK
Circulation
C-6
implementation of updated roadway sec-
tions and the retrofit of existing street net-
works that embody the principles of com-
plete streets.
Figure Circ-2 illustrates the circulation net-
work through build-out year 2035, including
the City’s local thoroughfares and limited
access freeways. Regional access to the
City of Victorville is provided primarily by
the I-15 freeway and several other high-
ways.
MAJOR CIRCULATION
COMPONENTS
Freeways
Interstate 15
Over the years, I-15 has emerged as a mul-
ti-faceted corridor, serving commuters in
the cities of the Victor Valley. For the City,
it provides access to and from Riverside
County to the south and Barstow, continu-
ing to Nevada, to the north. Also called the
Mojave Freeway, this is a major north-
south corridor, with three lanes through Vic-
torville in each direction. According to the
California Department of Transportation
(Caltrans), the section of the I-15 within
Victorville carried an annual average daily
traffic (AADT) of 60,000 to 104,000 vehi-
cles in 2006, of which approximately 17%
to 24% was comprised of truck traffic. In
Victorville, seven full-service interchanges
with the I-15 are currently provided at the
following streets:
Bear Valley Road
Palmdale Road (SR-18) / 7th Street
Roy Rogers Drive / La Paz Drive
Mojave Drive
National Trails Highway / D Street
E Street
Stoddard Wells Road
Stoddard Wells Road North (Sphere
of Influence)
Dale Evans Parkway (Sphere of In-
fluence proposed)
I-15 Comprehensive Corridor Study
A Major Investment Study (MIS) examined
potential improvements on I-15 between
the State Route 60 (SR-60) interchange in
Mira Loma (Riverside County) and the Mo-
jave River crossing in Victorville. This effort
evaluated possible solutions to problems of
higher than average truck volumes (10 to
15% of total traffic), steep grades ap-
proaching 6% through the Cajon Pass,
roadway design limitations particularly at
the I-15/I-215 interchange, heavy traffic de-
mand on both weekdays and weekends,
and limited alternative travel options. Five
alternatives were selected for detailed eval-
uation, from an initial set of nine alterna-
tives, including:
A. No-Build;
B. Transportation Demand Management /
Transportation System Management
(TDM/TSM);
C. High Occupancy Vehicle (HOV) Lanes;
D. Full Corridor Dedicated Truck Lanes;
and
E. Reversible Managed Lanes.
The Southern California Association of
Governments (SCAG), San Bernardino As-
sociated Governments (SANBAG), and the
California Department of Transportation
(Caltrans) jointly sponsored this study. The
Final Report was completed December 20,
2005. Based on the report findings, two
alternatives will be carried forward for fur-
ther corridor development efforts: Alterna-
tive D and Alternative C/E hybrid.
New Interchanges
A new interchange is being planned at Eu-
calyptus Street, approximately 1.2 miles
south of I-15/Bear Valley Road Interchange
and about 2.3 mi north of the I-15/Main
Circulation
C-7
Street Interchange. This is a joint project
between the City of Victorville and the City
of Hesperia. This project is intended to re-
duce congestion at the Bear Valley Road
interchange and Main Street interchange,
and is expected to reduce operational con-
flicts, accidents and provide levels of ser-
vice that are consistent with the goals of the
local components of the countywide Con-
gestion Management Plan. A Project Study
Report/Project Development Support (PSR/
PDS) for this new interchange was ap-
proved by Caltrans on May 18, 2005. There
has been no further activity on the project
since approval of the PSR/PDS.
U. S. Highway 395 – Alignment
U.S. Highway 395 is a second north-south
highway that passes through the western
part of the City. Predominantly a two-lane
highway, this facility has a stretch of four
lanes just south and north of its intersection
with Palmdale Road. In the City of Vic-
torville, it currently has eight at-grade inter-
sections with the following arterials:
Eucalyptus Street
Sycamore Street
Bear Valley Road / Duncan Road
Dos Palmas Road
Luna Road
Palmdale Road
(SR-18)
Mojave Drive
Cactus Road
Caltrans traffic data shows that for Vic-
torville in 2006, this facility carried an AADT
of approximately between 16,000 and
25,000 vehicles, of which about 13% to
18% was truck traffic. With the southern
terminus of this facility at its junction with I-
15 in the City of Hesperia, this facility con-
nects the City of Victorville to the City of Ad-
elanto and unincorporated northwestern
San Bernardino County, before continuing
on to adjacent Kern County.
This alignment within the City of Victorville,
from the aqueduct to Adelanto / Hopland
Road (about 6.9 miles in length) is two-lane
with existing 4-lane segments as follows:
1.3 miles, south of Eucalyptus
Street to Bear Valley Road (1.4
miles long)
Luna Road to 0.3 miles north of
Palmdale Road (1.3 miles long).
A memorandum of understanding (MOU)
regarding the existing US-395 among Vic-
torville, Caltrans, SANBAG, San Bernardino
County, Hesperia and Adelanto became
effective on October 18, 2002. The MOU
established US-395 in the local agency gen-
eral plans as a 6-lane conventional highway
with the minimum right of way width of 130
feet. Typical cross sections for segments
and signalized intersections are included in
the MOU. Development projects adjacent to
or with significant impacts to US-395 are
required to submit a traffic report to the Cal-
trans District 8 Intergovernmental Review
California Environmental Quality Act (IGR/
CEQA). Projects are subject to the IGR/
CEQA review process and required to rea-
sonably mitigate impacts.
Caltrans is the lead agency and is proceed-
ing with the Project Approval / Environmen-
tal document to widen the existing US-395
from two to four lanes from I-15 to SR-58.
Circulation
C-8
State Route 18
The existing SR-18 is a four-lane divided
highway with turn lanes in the Town of Ap-
ple Valley, where it is also called Happy
Trails Highway, and a four-lane divided road
with a continuous left turn lane through
most of the City of Victorville (D Street).
When SR-18 joins I-15, travelers must fol-
low I-15 south to Palmdale road, where SR-
18 proceeds west and is called Palmdale
Road. A designated truck route within the
City of Victorville, this facility carried an
AADT of 19,000 to 48,000 vehicles in 2006,
of which approximately 7% to 9% was truck
traffic. SR 18 provides access to and from
Antelope Valley to the west and the Town of
Apple Valley, continuing further eastward to
Lucerne Valley.
High Desert Corridor
This proposed project will realign SR-18 to
a new alignment from about one mile south
of Yucca Loma Road in the Town of Apple
Valley, through the City of Victorville, to US-
395 in the City of Adelanto. It would be the
first phase of the 21-mile long High Desert
Corridor linking the Victor Valley to SR-14 in
the Antelope Valley. The proposed align-
ment proceeds northwest until it nears the
Apple Valley Airport, where it turns west.
The alignment continues west near SCLA in
the City of Victorville and proceeds on to US
-395. The new facility will be a four-lane
expressway between the connection to ex-
isting SR-18 and I-15 with at-grade intersec-
tions and an interchange at I-15. From I-15
to US-395, the facility will be a six-lane free-
way with grade separated interchanges at
Phantom East, Phantom West and either
Adelanto Road and existing US-395.
The project is jointly funded by Caltrans,
using Federal Demonstration and Measure I
funds. Caltrans is the lead agency. Prepa-
ration of the Project Approval and Environ-
mental Document (PA/ED) began in 2003.
The Final Environmental Impact Report/
Environmental Impact Statement was com-
pleted in 2016.
Historic Route 66
One of the original federal routes, Route 66
or Will Rogers Highway was established in
1926. Its original length of approximately
2,500 miles connected the cities of Chicago,
Illinois and Los Angeles, California, travers-
ing through the states of Missouri, Kansas,
Oklahoma, Texas, New Mexico and Arizo-
na. As a major migratory path west, espe-
cially during the Dust Bowl of the 1930s, it
supported the economies of the communi-
ties through which it passed. These com-
munities later fought to keep it alive when
the new interstate freeway system began
dominating the country’s transportation net-
work. This route was officially decommis-
sioned after the interstate freeways began
to define this country’s surface transporta-
tion and segments of this route that were
not replaced by interstate freeway align-
ments were designated as national scenic
byways and renamed ‘Historic Route
66’ (Hist-66).
Today, from the southern limit of the City of
Victorville, Hist-66 follows the current align-
ment of I-15 to the freeway’s interchange
with Palmdale Road (SR-18) / 7th Street.
North of this interchange, Hist-66 follows
the alignment of 7th Street to D Street.
Continuing northeast on D Street it follows
the National Trails Highway alignment into
the community of Oro Grande on the north-
western edge of the City
.
Circulation
C-9
Roadway Classifications
There are several different types of roadway
classifications maintained by the City of Vic-
torville that range from two lane, undivided
collectors to super arterials with six lanes
and a positive separation (raised median).
The City has developed design standards
and specifications for six different street
classifications, which are illustrated by their
standard cross-sections and, if applicable,
modified retrofit cross-sections shown in
Figure Circ-3, and described below.
Retrofit cross-sections are typically existing
roadways that are modified to include bicy-
cle lanes within existing right-of-way widths.
The roadways are designated by their pri-
mary function and level of mobility. The typ-
ical roadway cross-sections illustrated in
Figure Circ-3 are general standards and in
certain cases, where implementation of the
standard street width may not be possible
due to various constraints, such as right of
way, existing development, etc., these may
be modified, subject to the approval of the
City Engineer. Where unavoidable con-
straints exist, right-of-way dedication, medi-
an, shoulder, lane widths and other features
may be modified to the non-desired widths
but still provide the functionality and safety
designated in standard roadways. The
function of the street will still remain the
same to serve the City’s traffic demand.
Super Arterials
Super Arterials transport large volumes of
intercity, intra-city, and regional traffic at
higher speeds with limited access control
points. Super arterials generally connect to
freeways to distribute traffic to other facili-
ties such as major and secondary arterials,
and collector facilities serving the City and
other regional networks. At a minimum, de-
velopment of new segments of super arteri-
als shall have a 128-foot wide right of way
consisting of six travel lanes, two bicycle
lanes with traffic buffers, and a raised medi-
an up to fourteen feet in width.
Super arterials can also have the lane con-
figuration of six travel lanes with additional
right turn lanes at intersections. This lane
configuration requires a 145 foot wide right
of way. At intersections, the super arterial
can have a double left within the center me-
dian area, three through lanes and a right
turn lane.
Existing roadways, or as specified on Figure
Circ-2, will utilize a “Retrofit” roadway clas-
sification, which provides the same six
lanes, bike lanes and sideways at non-
preferred widths within existing right-of-way.
Currently, this category includes Bear Val-
ley Road east of Petaluma Road. The
City’s recently updated Circulation Map at
build-out indicates that the full extent of
Bear Valley Road, Palmdale Road, Mojave
Drive, and US-395 are designated as Super
Arterials.
Circulation
C-10
FIGURE Circ-3a: Retrofit Street Sections For Existing Development Circulation
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FIGURE Circ-3a: Retrofit Street Sections For Existing Development Circulation
C-12
FIGURE Circ-3b: Street Sections For New Development
Circulation
C-13
FIGURE Circ-3b: Street Sections For New Development
Circulation
C-14
FIGURE Circ-3c: Collector and Local Roadway
Circulation
C-14
Major Arterials
Major Arterials facilitate mobility of large
volumes of intra-city traffic. These streets
access freeways or super arterials and dis-
tribute traffic to secondary arterials or col-
lector streets. Major Arterials have a 102-
foot minimum right of way consisting of a
minimum of four travel lanes, two bicycle
lanes with traffic buffers, and a raised medi-
an up to fourteen feet in width. Traffic sig-
nals are located at major intersections. Ex-
isting major arterials in the Planning Area
include: 7th Street, Amethyst Road, El
Evado Road, Green Tree Boulevard, Hes-
peria Road, and La Mesa Road east of Am-
ethyst Road.
Residential Arterials
Residential Arterials transport large vol-
umes of intra-city traffic to and from residen-
tial areas. These streets connect to major
arterials, arterials, and collectors. Residen-
tial arterials have a minimum right of way of
one-hundred feet, four traffic lanes with up
to a twelve foot raised median, and a Class
1 two-way bicycle and pedestrian path on
one side of the street. Traffic signals are
located at major intersections. La Mesa
Road west of Amethyst Road is the only
designated Residential Arterial.
Arterials
Arterials serve the same function as Major
Arterials, although serving relatively lower
traffic demands. The standard 98-foot right
of way contains four travel lanes with a cen-
ter left turn lane, and two bicycle lanes with
traffic buffers. Left-turn and right-turn lanes
are provided, at master planned intersec-
tions. Some of the Arterials in Victorville
include Amargosa Road, Eagle Ranch
Parkway, Hook Boulevard, Mariposa Road,
Mesa Linda Avenue, Topaz Road, Village
Drive, and most of El Evado Road.
Secondary Arterials
Secondary Arterials are localized in the Old
Town area, situated in the northeastern part
of the City, bounded by I-15 in the west,
Hesperia Road in the east, Mojave Drive/
Verde Road in the south and to the north by
E Street. The right-of-way width of these
existing roadways vary to provide facilitates
such as wider sidewalks, on-street parking
and two-to-four travel lanes. 7th Street be-
tween Forrest Avenue and D Street is the
only Secondary Arterial
.
Collectors
Collectors are street that provide circulation
within a defined geographic area and con-
nect this area to intra-city traffic routes.
Some motorists may use collectors as
through routes, but the primary function of a
collector is to connect local traffic to larger
streets and to provide access to nearby
destinations.
Collectors contain two travel lanes, center
turn lane and two bicycle lanes with a 68-
foot right of way. Alternatively, collectors
may have two travel lanes and parking with-
out a center left turn lane when located
away from intersections. Collector streets in
the Planning Area include 1st Avenue, 9th
Avenue, Cobalt Road, Cypress Avenue,
Luna Road, Pacoima Road, Reno Loop,
Sycamore Street, and Tawney Ridge Lane.
Local Streets
Local Streets provide direct access to adja-
cent properties and transport local traffic
from these properties to higher volume,
higher speed facilities. In general, local
streets are not intended to carry through
traffic. The 60-foot right of way contains
two traffic lanes and two parking lanes.
Sidewalks are generally provided within a
ten-foot, right of way. Most streets in resi-
dential neighborhoods are designed as Lo-
cal Streets. The local roadway classification
standard, as shown in FIGURE Circ-3b,
provides two options for parkway design.
C-15
Circulation
C-15
Option #1 has parkway landscape area be-
tween the curb/gutter and sidewalk, and this
option shall only be utilized when a develop-
er demonstrates sufficient means to main-
tain this landscape area, as approved by
the Planning Commission.
Roadway Components
Super Arterial Components
Traffic Signals – Super Arterials
Locations for new traffic signals shall be at
a minimum of one-half mile spacing, or at
master planned intersections (collector
street classifications or above). Proposed
traffic signal locations shall be justified by a
traffic study and are subject to the approval
of the City Engineer.
Driveway Access – Super Arterials
Residential driveway access is not allowed
from a super arterial, unless approved by
the City Engineer for a large multi-family
residential project. Commercial driveway
access, if allowed, should be as far away
from a street intersection or other driveways
as feasible. Shared driveway access with
other parcels or other developments may be
required. If a commercial driveway access
is allowed, an additional number 4, merge
in / merge out, lane is required. New drive-
way access shall allow right in / right out
access only. Left turns in and out shall be
prohibited. The design of the access con-
trol, whether raised median or other con-
trols, is subject to the approval of the City
Engineer.
Street Connections – Super Arterials
New street connections to super arterials,
including Bear Valley Road, Mojave Drive,
Palmdale Road and US-395 will be restrict-
ed. Only streets classified as collector or
higher may connect to a super arterial. No
new local street connections shall be al-
lowed.
Major Arterial, Arterial and Collector
Street Components
Traffic Signals – Major Arterial, Arterial
and Collector Street
Proposed traffic signals locations shall be
justified by a traffic study and are subject to
the approval of the City Engineer.
Driveway Access – Major Arterial, Arte-
rial and Collector Street
Residential driveway access is not allowed
to new segments or for new subdivisions
fronting on existing segments. For infill sin-
gle family homes on existing segments, for-
ward egress for residential driveways is re-
quired by either a standard circular or ham-
merhead driveway. Commercial driveway
access should be as far away from a street
intersection or other driveways as feasible,
or connect to a street of lower classification.
Shared driveway access with other parcels
or other developments may be required. To
accommodate commercial driveway access,
an additional merge in / merge out may be
required. New driveway access may be re-
stricted to right in / right out access only, or
left turns out may be prohibited. The design
of the access control, whether raised medi-
an or other controls, is subject to the ap-
proval of the City Engineer. Full access
driveways, if allowed, should line up with
driveways on the other side of the street.
Intersections
At intersections of collector or larger road-
way classifications with another collector or
larger roadway classification, additional
right turn lanes shall be accommodated
within 100-500 feet of such intersections, as
approved by the City Engineer. The City
may require augmentation at existing inter-
sections that necessitates requirements in-
cluding dedication of additional right of way,
relocation of existing facilities, road widen-
ing, medians, restriping, signage changes
and traffic signal modifications. The City
may also require augmentation of new inter-
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sections that necessitates requirements
above the minimum standards including
dedication of additional right of way, reloca-
tion of existing facilities, road widening, me-
dians, striping, signage changes and traffic
signal construction.
The additional turn lanes may be master
planned by the City or justified by a traffic
study subject to the approval of the City En-
gineer.
Segments
Standard roadway classification widths and
cross sections can be modified as dis-
cussed below to accommodate additional
merge in / merge out lanes for driveway ac-
cess. School site or commercial site access
may also necessitate additional center turn
lanes or parking lanes and thus additional
right of way dedication, relocation of exist-
ing facilities, road improvements, medians,
striping, signage,
Caltrans buffer
Alignments
The alignment of roads on the Circulation
Map is not depicted as precise alignments.
Most of the arterial and collector alignments
in the City have been laid out along section
lines or half section lines. Usually, the cen-
terline of the right of way is located on or
between property lines. Usually, arterial and
collector roads are straight. However, sev-
eral constraints can dictate arterial and col-
lector road alignments that may shift the
alignments, introduce reversing curves or
result in slight skews at intersections. The
constraints can include, crossing SCE or
LADWP power line easements, meeting
clearance requirements for SCE or LADWP
transmission towers or transmission lines,
crossing or running parallel to major wash-
es, crossing the aqueduct, avoiding the re-
location of major utilities or avoiding impacts
to existing development.
Public Transportation
Public transportation (bus and train) pro-
vides an alternative means of travel to the
automobile and offers additional mobility
choices, while making more efficient use of
available roadway capacity. Transit service
in the Victor Valley area has expanded from
providing approximately 4,480,200 passen-
ger miles in 1998 to approximately
11,055,700 passenger miles in 2003, with
the number of average weekday transit trips
rising from about 2,579 daily trips in 1998 to
roughly 3,766 average weekday transit trips
in 2003. This growth in transit services cor-
relates to associated growth in Victorville
and surrounding areas.
Bus Service
Bus service in the City of Victorville is pro-
vided by the Victor Valley Transit Authority
(VVTA), a joint powers agency serving Vic-
torville and adjacent areas. The VVTA ser-
vice area is comprised of the cities of Ade-
lanto, Hesperia, and Victorville, the Town of
Apple Valley, and San Bernardino County.
Within the joint powers area, the VVTA cur-
rently operates 13 fixed-routes with various
transfer points to adjoining routes, with ad-
ditional subscriber services for certified rid-
ers. There are ten fixed-routes providing
service within or through Victorville. Transit
service currently is offered from 6:00 AM to
9:00 PM, Monday through Friday, and from
7:00 AM to 8:00 PM on Saturdays, with no
service on Sundays and national holidays.
VVTA buses are equipped with bicycle
racks that facilitate intermodal bicycle-
transit trips. These racks can accommo-
date two bicycles at a time. For physically
challenged patrons, Direct Access Transit is
available by reservation only. Direct Access
Transit is available the same dates and
times as general transit service and ob-
serves the same holidays.
Regional commuter bus service from the
City of Victorville was initiated in July 2002
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FIGURE Circ-4: Existing Public Transit Facilities
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but discontinued in July 2005. The com-
muter service was a three-year demonstra-
tion project funded with a Congestion Miti-
gation Air Quality (CMAQ) grant from the
Federal Transit Administration (FTA), which
at the end of the three-year period would be
funded by the VVTA or discontinued on un-
availability of funds. The program provided
commuter routes from Victorville to down-
town San Bernardino, the Rancho
Cucamonga Metrolink station and Ontario
Mills. Currently, VVTA does not provide
commuter service beyond the Victor Valley
region; however, Amtrak Motor Coach ser-
vice provides two daily round trips to Bak-
ersfield.
Passenger Rail
Passenger rail service to the City is provid-
ed by Amtrak. Figure Circ-4 illustrates
passenger rail routes serving the City of
Victorville. Amtrak’s Southwest Chief Liner
connecting Chicago, Illinois with Los Ange-
les, California, via Arizona, New Mexico,
Colorado, Kansas and Missouri, offers daily
service from the City of Victorville to Los
Angeles. This train offers a morning and an
evening commute to and from Los Angeles.
Westbound, travelers can connect to the
Coast Starlight in Los Angeles and the Pa-
cific Surfliner in Fullerton.
Victor Valley Transportation Center
Located on the north side of D Street, be-
tween 2nd Street and 6 th Street, in the
northeastern section of the City, the Victor
Valley Transportation Center offers travel-
ers multi-modal services and facilities. The
transportation center is fully accessible to
persons using wheelchairs, and is a transfer
point for Amtrak national rail service and
local bus. It contains 145 automobile park-
ing spaces in a lighted, parking lot and bicy-
cle lockers. Since the station is not staffed
by Amtrak, tickets, baggage, or package
express shipments are not handled at this
location. The nearest stations offering
these services are in Los Angeles or Bak-
ersfield.
Park-and-Ride Lots
Public transportation within the City of Vic-
torville is supported by the convenience of
park-and-ride lots. As shown in Figure Circ
-4, the City has two existing park-and-ride
lots, and one proposed in 2006. The exist-
ing lots are located at the following loca-
tions:
Victor Valley Transportation, off D Street
– 145 parking spaces
Southwest corner of Amargosa Road and
Bear Valley Road – 70 parking spaces,
with space to expand to 203).
A new park-and-ride lot is planned at the
northeast corner of Bear Valley Road and
Fish Hatchery Road, adjacent to the Victor
Valley College with 412 spaces.
Freight and Goods Movement
Freight Train Service
Southern California’s major inter-modal car-
go loading facilities are located in ports of
Long Beach and Los Angeles. In the future,
with the expansion of the SCLA, the City will
function as a major hub for inter-modal car-
go transfer and distribution. As shown in
Figure Circ-5, the City is served by a major
freight rail corridor. The Burlington Northern
Santa Fe Company (“BNSF”) operates
freight rail services through the City of Vic-
torville, with a double main line and lead
tracks for industrial uses. The services of-
fered include transporting containers, trail-
ers, and chemical/oil tankers. Union Pacific
Railroad also operates on the double main
line and Victorville is within its service area.
Southern California’s major inter-modal car-
go loading facilities are located in the ports
of Long Beach and Los Angeles. In the fu-
ture, with the expansion of the SCLA, the
City will function as a major hub for cargo
transfer and distribution. Potentially encom-
passing 1,600 acres and creating 1,500 per-
manent jobs, the City has begun construc-
tion of the first phase of rail lines leading to
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a new inter-modal/multi-modal rail yard.
This facility will allow transfer of freight from
rail-to-truck and rail-to-rail and include stor-
age areas for automobiles and storage con-
tainers.
The City’s Foxborough Industrial Park cur-
rently offers freight rail accessed parcels.
Companies such as Goodyear, Mars M&M,
Nutro and ConAgra utilize rail spurs in their
day-to-day operations. This service will
also be offered in the industrial area at the
north end of the SCLA.
Truck Routes
Various size trucks and other types of vehi-
cles are the primary mode of transporting
goods from storage and distribution centers
in and out of the Victor Valley, to their user
destinations throughout the Planning Area.
In concert with Noise Element policies,
truck routes are restricted to arterials that
minimize disturbance to noise sensitive
land uses, such as residences, hospitals,
churches, schools, etc., with the exception
of existing truck routes adjacent to existing
developed areas such as along Hesperia
Road, Amargosa Road and Nisqualli Road.
Chapter 12.36 of the Victorville Municipal
Code establishes truck route regulations for
commercial vehicles exceeding a maximum
gross weight limit of 12,000 pounds. With
the exception of making pickups or deliver-
ies of goods, wares and merchandise from
or to any building or structure located on
non-truck routes, or for building construc-
tion or repair in these locations, trucks ex-
ceeding the specified weight limit are man-
dated to drive on City arterials that are
clearly marked as a ‘Truck Traffic Route’.
All designated truck routes have access to
the regional freeways within the Victor Val-
ley area.
As Figure Circ-5 indicates, the following
streets are designated as truck routes with-
in the City of Victorville:
Air Expressway
National Trails Highway / D Street
Hesperia Road from Bear Valley
Road to D Street
Mojave Drive from I-15 to Highway
395
Mariposa Road from Bear Valley
Road to Green Tree Boulevard
Bear Valley Road within the City
limits
Amargosa Road from Bear Valley
Road to Dos Palmas Road.
Nisqualli Road from Hesperia Road
to I-15.
Bicycle and Pedestrian Facilities and
Trails
In 2010, the City of Victorville adopted an
updated non-motorized transportation plan
to address the increased demand for non-
motorized facilities and recreational oppor-
tunities for the City. The purpose of the
plan is to provide a safe network of facilities
for pedestrians, hikers, bicyclists, wheel-
chairs, and health enthusiast that will link
public facilities such as parks, open spac-
es, golf courses, the Victor Valley Trans-
portation Center, Old Town Victorville, Vic-
tor Valley Community College, the Mojave
Narrows Regional Park, and other destina-
tions. The Plan will also provide connectivi-
ty to the San Bernardino County Non-
Motorized Transportation Plan system and
the non-motorized transportation plan of
surrounding cities.
The City of Victorville recognizes the value
of providing opportunities for local residents
and visitors to bicycle for work and recrea-
tion, as well as to use off-road trails for hik-
ing, equestrians and jogging. Such oppor-
tunities help to reduce auto trips, improve
the environment, promote healthy lifestyles
and create livable communities.
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FIGURE Circ-5: Freight Rail and Truck Routes
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FIGURE Circ-6: Non-Motorized Transportation Plan Map
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The plan promotes the alternate mode of
transportation and will utilize the Mojave
River, river washes, public utility ease-
ments, existing specific plan paseo sys-
tems, future paseos and the existing street
system to develop non-motorized facilities.
These non-motorized transportation facili-
ties, as noted on Figure Circ-6, will be pro-
vided as the City matures and continues to
build out.
In 2001, SANBAG updated the San Bernar-
dino County Non-Motorized Transportation
Plan. It is intended to coordinate and guide
San Bernardino County and local jurisdic-
tions in taking measurable steps to promote
and facilitate the use of non-motorized
modes for recreational travel and for com-
muting and other purposes. The Plan in-
cludes regional and intra-jurisdictional bicy-
cle connections and pedestrian facilities.
To develop a successful and widely used
bicycle route network, the San Bernardino
County Non-Motorized Transportation Plan
identifies the following four key issues to be
addressed: safety, access, quality of life
and effective implementation. A main goal
of this Plan is to upgrade existing facilities,
implement new facilities and develop a
countywide non-motorized network.
A majority of the non-motorized facilities
include both shared-use and exclusive bi-
cycle use facilities. Shared-use facilities,
include shared paths for pedestrians and
bicycles, and shared right of ways with bi-
cycles and automobiles. Non-motorized
facilities, specifically bike routes or shared-
paths are defined in Section 890.4 of the
California Streets and Highway Code. The
design standards for such facilities are de-
scribed in the Caltrans Design Manual and
are consistent the criteria documented in
the American Association of State Highway
and Transportation Officials (AASHTO)
Guidelines for the Development of Bicycle
Facilities.
The City’s bikeway network consists of
three types of facilities, as follows:
Class I bikeways, such as ‘bike
paths’, provide a completely sepa-
rated right of way designated for
exclusive use of bicycles and pe-
destrians with minimum cross flows
by motorists. These are shared use
paths that may be used by pedestri-
ans, skaters, wheelchair users, jog-
gers and other non-motorized us-
ers.
Class II bikeways, such as ‘bike
lanes’, provide a restricted right of
way designated for the exclusive or
semi-exclusive use of bicycles with
through travel by motor vehicles or
pedestrians prohibited, but with per-
mitted vehicle parking and cross
flows by pedestrians and motorists.
This is a portion of roadway that has
been designated by striping, sign-
ing, pavement delineation, and
pavement markings for preferential
or exclusive use of bicyclists.
Class III bikeways, such as on-
street or off-street ‘bike routes,’ pro-
vide a right of way designated by
signs or permanent markings and
shared with pedestrians or motor-
ists. Under the Caltrans Design
Standards, Class III bikeways are
designated by signage as a pre-
ferred route for bicycle use and
routes.
Congestion Management Program
The need to maintain a comprehensive and
functional regional circulation system
throughout the Victor Valley and San Ber-
nardino County was one of the main objec-
tives in the creation of the San Bernardino
Associated Governments (SANBAG).
SANBAG is the council of governments and
acts as the transportation planning agency
for San Bernardino County. There are cur-
rently 25 member jurisdictions that, through
appointed representatives, are responsible
for the cooperative regional planning of lo-
cal and regional roadway improvements,
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train and bus transportation, deployment of
intelligent transportation systems and long
term planning studies. As designated by
statute, SANBAG serves in the capacity of
County Transportation Commission, which
is responsible for allocating and program-
ming state and federal funds for regional
transportation projects throughout the
County.
SANBAG also serves as the County Trans-
portation Authority and is responsible for
administering Measure I, the half-cent
transportation sales tax originally approved
by voters in 1989 and extended for an addi-
tional 30 years in November 2004.
SANBAG also has been designated as the
Service Authority for Freeway Emergencies
and as the Congestion Management Agen-
cy responsible for establishing, maintaining,
and enforcing San Bernardino County’s
Congestion Management Program (CMP).
San Bernardino County’s CMP was created
in June 1990 as a provision of Proposition
111. Under this proposition, urbanized are-
as with populations of more than 50,000
were required to undertake a congestion
management program that was adopted by
a designated Congestion Management
Agency (CMA). As stated earlier, SANBAG
was designated as the CMA by the County
Board of Supervisors.
The CMP’s level of service (LOS) standard
requires all CMP segments to operate at
LOS E or better, with the exception of those
facilities identified in the list below. The
following Victor Valley roadway segments
have been designated LOS F in the 2001
CMP, updated in December of 2001:
Bear Valley Road, between
Amargosa Road and Mariposa
Road
Bear Valley Road, between Hesper-
ia Road and Peach Avenue
SR-18, between I-15 (North) and
Stoddard Wells Road
The procedures in the 2000 Highway Ca-
pacity Manual (HCM) were adopted as the
LOS procedures to be utilized in analyzing
CMP facilities. Through the use of traffic
impact analysis (TIA) reports and Compre-
hensive Transportation Plan (CTP) model
forecasts, the CMP evaluates proposed
land use decisions to ensure adequate
transportation network improvements are
developed to accommodate future growth
in population. If a CMP facility is found to
fall below the level of service standard, ei-
ther under existing or future conditions, a
deficiency plan must be prepared, adopted,
and implemented by local jurisdictions that
contribute to such situations.
Deficient Intersections
Deficient intersections are those with an
Intersection Capacity Utilization (ICU) value
greater than 0.95 or Highway Capacity
Manual (HCM) delay LOS worse than D
(i.e., E or F). Intersections under this cate-
gory would require mitigations to improve
the LOS to satisfactory levels, that is to an
ICU less than 0.95 or an HCM delay LOS
of D or better. Specific critical movements
that are LOS F require mitigation to satis-
factory levels. For existing deficiencies, a
determination can be made to mitigate for
future impacts to avoid degrading the LOS
of the intersection.
Near-Deficient Intersections
Near-deficient intersections are those with
an ICU value greater than 0.90 but less
than 0.95 and HCM delay LOS equal to or
better than D. Intersections under this cat-
egory are technically operating satisfactori-
ly, under the given conditions, but could
become deficient if traffic volumes increase
slightly or if the growth in traffic volumes or
land use projections become higher than
those assumed in the model.
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Satisfactory Intersections
All intersections that operate at ICU less
than 0.90 but less than 0.95 and HCM de-
lay LOS D or better are considered to be
operating satisfactorily.
Wet and Dry Utilities
Water, sewer and storm drainage infra-
structure (wet utilities) and electricity, natu-
ral gas, and telecommunications infrastruc-
ture (dry utilities) are also essential compo-
nents of the circulation system. Such infra-
structure is typically installed in conjunction
with development to serve that develop-
ment or be reasonably related to it. Utility
systems usually follow the street system
and are installed within the public right of
way. Planning and maintenance of wet util-
ities is the City’s responsibility. Private and
quasi-public entities own and manage the
dry utilities systems. An exception is that
the City of Victorville Utility Department pro-
vides service for dry utilities (exclusive of
telephone service) in the SCLA and Fox-
borough industrial area.
Through its annual Capital Improvement
Program (CIP), the City identifies anticipat-
ed major infrastructure needs for the next
five years, including street improvements,
traffic signals, sewer improvements, water
system improvements and storm drains.
Planning and programming of water system
improvements are handled by County Ser-
vice Area 64. CIP projects include those for
which funding is anticipated, from Federal,
State and local sources. Since priorities
and funding levels are subject to change,
the CIP is subject to annual review and re-
visions. The CIP is designed to:
1. Provide a centralized and compre-
hensive mechanism for forecasting
and defining capital improvement
needs;
2. Assign priorities among capital pro-
jects;
3. Budget projects in accordance with
City priorities;
4. Develop a projected revenue program
for financing;
5. Schedule projects on a fixed-time ba-
sis and provide for appropriate im-
plementation;
6. Coordinate activities of various City
departments and outside entities in
meeting schedule objectives
7. Monitor and evaluate the progress of
capital improvements; and
8. Inform the public and private develop-
ers of projected capital improvements
needs and implementation projects
While the CIP can save the City money by
facilitating purchase of land and materials in
advance of actual need, careful considera-
tion is necessary when programming pro-
jects to ensure that physical improvements
do not outpace need. The City’s policy has
and continues to be that infrastructure
should be installed only when necessary
and only to the extent warranted to avoid
excessive maintenance costs.
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Figure Circ - 7 Circulation Map
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GOALS, OBJECTIVES, POLICIES
AND IMPLEMENTATION
The following goals, objectives, policies and
implementation measures are intended to
achieve the Vision of this Circulation Ele-
ment and to guide the City’s efforts to con-
tinue to build and maintain an efficient
transportation and circulation infrastructure
to support the community development poli-
cies set forth in the Land Use Element.
GOAL #1: GOOD MOBILITY - PRO-
VIDE A SAFE, EF FICIENT TRANS-
PORTATION SYSTEM THAT EN-
HANCES MOBILITY FOR LOCAL RES-
IDENTS AND BUSI NESSES, AND FA-
CILITATES REGIONAL TRAVEL FOR
AUTOMOBILES AND TRUCKS.
Objective 1.1: Prov ide sufficient traf-
fic carrying capacity at intersections
throughout the roadway network, to
achieve level of service performance
standards.
Policy 1.1.1:
Maintain LOS “D” or better
at intersections (as defined in the most cur-
rent version of the Highway Capacity Manu-
al), except in certain high activity areas des-
ignated by the Planning Commission, where
a LOS E is acceptable.
Implementation Measure 1.1.1.1: Assess
traffic impacts of significant new develop-
ment and redevelopment projects to deter-
mine whether the projects would cause af-
fected intersections to operate at deficient
levels of service or would substantially
worsen the LOS at already deficient
LOS. A threshold for determination of what
classes of projects trigger a traffic impact
analysis or traffic study shall be established
by the City Engineer.
Policy 1.1.2: If a development project
would worsen an intersection peak hour
LOS to E or worse, it is considered a signifi-
cant impact that must be mitigated. If a de-
velopment project would worsen an already
deficient intersection by two percent or
more, it is considered a significant impact
that must be mitigated.
Policy 1.1.3: Require new development
and redevelopment projects to bear respon-
sibility for traffic sy stem improvements nec-
essary to mitigate the project’s significant
impacts at affected intersections, concur-
rently with construction of such projects.
Implementation Measure 1.1.3.1: Typically,
developers will construct necessary traffic
system improvements. Alternately, in lieu of
developer-provided improvements, the City
will impose exactions, dedications and/or
fees on new development and redevelop-
ment projects to fund improvements that
mitigate significant safety and/or congestion
impacts on the roadway network. These
shall be based on a clear and proportional
nexus between the level of project impact
and the estimated cost of providing the im-
provements required to mitigate the impact.
Policy 1.1.4: Complete deficiency plans
to mitigate near-deficient and deficient inter-
sections to an acceptable level of service or
to prevent degrading to a worse level of ser-
vice.
Implementation Measure 1.1.4.1: Incorpo-
rate deficiency plan projects into the five-
year Capital Improvement Program or into
longer range plans.
Objective 1.2: Achieve and maintain
mobility goals set forth in county-
wide CMP, on local CMP segments.
Policy 1.2.1:
Support and cooperate with
all aspects of the countywide CMP for main-
taining levels of service for CMP segments
located in the Planning Area.
Implementation Measure 1.2.1.1: The City
will be responsible for requiring, reviewing
and approving traffic impact analyses and
traffic studies for all applicable private and
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public projects, in accordance with CMP
standards for these studies.
Implementation Measure 1.2.1.2: Incorpo-
rate deficiency plan projects into the five-
year Capital Improvement Program or into
longer range plans.
Objective 1.3: Complete the planned
highway improvements.
Policy 1.3.1: Participate with Caltrans
and SANBAG on the environmental docu-
ments for the realignment of Highway 395
through the Planning Area.
Policy 1.3.2: Complete the project ap-
proval and environmental document for the
High Desert Corridor Project.
Policy 1.3.3: Prioritize General Plan im-
provements for new interchanges, inter-
change modifications, new road construc-
tions and road widenings.
Implementation Measure 1.3.3.1: Incorpo-
rate deficiency plan projects into the five-
year Capital Improvement Program or into
longer range plans.
Objective 1.4: Maintain smooth traf-
fic flow, reduce and minimize traffic
conflicts
Policy 1.4.1 :
Restrict residential drive-
way access to arterial roadways to loca-
tions where a finding can be made that
such access will not result in a significant
safety problem, will not conflict with traffic
movements and will not result in a conges-
tion impact.
Policy 1.4.2: Minimize through traffic in
residential neighborhoods through a variety
of land use controls, traffic control devices,
signs, traffic calming techniques, etc.
Policy 1.4.3: Support and participate in
regional efforts to improve/expand freight
movement via trucks and train services,
without increasing conflicts with passenger
car traffic and without increasing conges-
tion on the highway and arterial roadway
networks.
Policy 1.4.4 : Continue to enforce truck
route restrictions throughout the Planning
Area.
Objective 1.5: Ensure adequate
planning and programming of road-
way improvements.
Policy 1.5.1:
Review and prioritize Trans-
portation Systems Management (TSM)
measures and incorporate into Capital Im-
provement Programming (CIP) as appropri-
ate.
Implementation Measure 1.5.1: Each year,
as part of the CIP effort, select a specific
set of TSM measures to complete in the
next fiscal year, to optimize the efficiency
of the local roadway network. TSM
measures include, but are not limited to:
1. Intersection widening
2. Installation of traffic control devices –
signals and stop signs
3. Signal timing optimization
4. Signal synchronization
5. Channelization
6. Exclusive turn lanes
7. Continuous, two-way left turn lanes
8. Turn prohibitions
9. Parking prohibitions
10. One way streets
11. Intelligent Transportation System tech-
nologies
12. Traffic surveillance and incident control
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GOAL #2: EFFICIENT MULTI-MODAL
TRANSPORTATION NETWORK -
MEET DIVERSE TRANSPORTATION
NEEDS OF EXISTING AND FUTURE
RESIDENTS AND BUSINESSES IN
THE PLANNING AREA THROUGH
CONVENIENT, SAFE, MULTI-MODAL
MEANS.
Objective 2.1: Shal l work toward de-
veloping an integrated and connect-
ed multimodal transportation system
of Complete Streets that serves all
neighborhoods.
Policy 2.1.1:
Each year, as part of the
CIP effort, consider allocation of funds to-
ward completion of some portion of the Non
-Motorized components of the Circulation
Plan.
Policy 2.1.2: The Development, Engi-
neering and Public Works Departments
shall routinely work in coordination with
each other, any Bicycle or Pedestrian Coor-
dinator, and any relevant advisory commit-
tees, to create Complete Streets and to en-
sure consistency with existing Pedestrian/
Bicycle/Multi-Modal Plans, such as the Non-
Motorized Transportation Plan and this Cir-
culation Element.
Policy 2.1.3: Wherever possible, Trans-
portation Projects shall strive to create a
network of continuous bicycle- and pedestri-
an-friendly routes, including routes that con-
nect with transit and allow for convenient
access to work, home, commercial areas,
and schools.
Policy 2.1.4: The Development, Engi-
neering and Public Works Departments
shall coordinate with adjacent jurisdiction(s)
and any other relevant public agencies, in-
cluding Caltrans, to ensure that, wherever
possible, the network of continuous bicycle-
and pedestrian-friendly routes identified in
Policy 2.1.3 extends beyond Victorville’s
boundaries into adjacent jurisdictions.
Policy 2.1.5: Victorville shall rely upon
the current editions of street design stand-
ards and guidelines that promote and sup-
port Complete Streets.
Objective 2.2: Expand public transit
in conjunction with population
growth
Policy 2.2.1:
Require new development
and redevelopment projects (public and pri-
vate), to incorporate needed public transit
facilities as identified by the Victor Valley
Transit Authority (VVTA).
Implementation Measure 2.2.1.1: Consult
with the VVTA during planning/design of
major new development and redevelopment
projects and public facilities, to incorporate
appropriate public transit improvements, in
optimal locations.
Implementation Measure 2.2.1.2: Consult
with VVTA regarding regular assessments
of special transit needs for low-income, el-
derly, handicapped and other residents who
do not have access to private automobiles
or the public bus system.
GOAL #3: ADEQUATE INFRA-
STRUCTURE - DEVELOP AND MAIN-
TAIN INFRASTRUCTURE THAT SUP-
PORTS THE TRANSPORTATION AND
CIRCULATION NEEDS OF THE COM-
MUNITY IN A COST-EFFECTIVE AND
ENVIRONMENTALLY SENSITIVE
MANNER.
Objective 3.1: Meet multiple infra-
structure needs within common pub-
lic rights-of-way.
Policy 3.1.1: Planning and design of new
roadways and expansion/completion of ex-
isting roadways shall include consideration
of water, sewer, storm drainage, communi-
cations, and energy facilities that can be co
-located within the road right of way.
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Circulation
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Implementation Measure 3.1.1.1: Establish
specifications for construction of utility in-
frastructure within each roadway functional
classification.
Objective 3.2: D esign infrastructure
that minimizes impacts to the envi-
ronment.
Policy 3.2.1: Minimize or prohibit the use
of landscape materials that require regular
watering in the design of landscaping for
public streets.
Policy 3.2.2: Include in the design speci-
fications for public and private streets
structural and non-structural techniques to
filter storm water runoff prior to conveyance
to storm drain inlets.
Policy 3.2.3: Program the funding and
construction of wet and dry utilities within
City service areas concurrent with the actu-
al need for those improvements.
Objective 3.3: Provide adequate in-
frastructure improvements in con-
junction with new development and
redevelopment projects
Policy 3.3.1: Require private and public
development projects to be responsible for
constructing road improvements along all
frontages abutting a public street right of
way, in accordance with the design specifi-
cations for that roadway. Such road front-
age improvements shall be constructed
concurrently with and completed prior to
opening of the project.
Implementation Measure 3.3.1.1: Require
private and public development projects to
be responsible for constructing roads, traf-
fic control devices, wet and dry utility im-
provements necessary to meet the needs
of the project, and to property integrate into
the established and planned infrastructure
systems. Such improvements shall be
constructed concurrently with and complet-
ed prior to opening of the project.
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