HomeMy WebLinkAbout5/4/1992CALL TO ORDER: 7:00 pm
PLEDGE OF ALLEGIANCE
ROLL CALL: COMMISSIONERS: Chairman Flamenbaum, Vice
Chairman MacBride, Grothei Li and Meyer
MATTERS FROM THE AUDIENCE/PUBLIC COMMENTS:
This is the time and place f or . the',general public to address the
members of the Planning commission, on any item that is within
their jurisdiction, allowing the public an opportunity to speak on
non-public hearing and non -agenda items. Please: complete a
when addressing the Planning commission:
OLD BUSINESS: None
NEW BUSINESS: None.
CONTINUED PUBLIC HEARING
1. Draft General Plan (continued from April 27, 1992)
The Diamond Bar General Plan is a statement by local
citizens of what they feel is in the best interest of their
community. It serves as a blueprint for the type of
community they desire for the future, and provides the means
by which that future can be obtained. 11
The General Plan expresses, in the, form of text,, maps and
illustrations, the policies and programs necessary to create
and maintain a functional, .healthful and desirable
environment in which to.'w*o'rk and live. The Diamond Bar
General Plan will serve as a comprehensive strategy for the
management.of growth.and.change in,:our,community.throughout
the next twenty years.
The Proposed General Plan addresses both the incorporated
city limits and its adopted --sphere of influence. The Draft
Environmental Impact Report (DEIR):,prepared for the Diamond
Bar General Plan addresses the environmental impacts.created
by the Plan as well as initigation.measures for the impacts.
The Draft Diamond Bar General Plan incorporate's the seven
required general plan elements. (land use, housing, open
space, conservation, safety, noise, and circulation) into
five major sections:
The Plan for Public Services and Facilities
The Plan for Resource Management
anagement (Open *Space,
Conservation)
The Plan for Public Health and Safety (Noise and
Safety)
The Plan for Physical Mobility (Circulation)
The Plan for Community Development (Land Use, Housing)
a. The focus of the May 4, 1992, 'hearing will be to review
the Plan for Physical Mobility (Circulation Element).
b. Final review of Plan for Resource Management with,
revisions as directed by Planning Commission.on April
20, 1992.
ANNOUNCEMENTS:
Staf f
Planning Commissioners
ADJOURNMENT:
2. May 11, 1992 7:00 p.m. for review of the Plan for Community
Development (Housing and Land Use Elements).,
..... ....
CITY OF.DIAMOND BAR
INTEROFFICE MEMORANDUM
TO: Chairman and Planning Commissioners
FROM:-. James DeStefano, Community Development Di
06
SUBJECT: Review of the General Plan
MEETING DATE: May 4, 1992
DATE: May 1, 1992
GENERAL PLANT
The Planning Commission- began a series of publi c* hearings regarding
the General Plan on April 13, 1992., The Commission has approved
the Plan for Public Services and Facilities and reviewed the Plan
for Resource Management and the Plan for Public Health and Safety.
1110WQW10�. �*%]
It is recommended that the Planning Commission open the Public
Hearing on the entire General Plan, . receive testimony and review
the Plan for Physical Mobility, review changes to the Plan for
Resource Management and continue the General Plan public hearing to
May 11, 1992.
PLAN FOR PHYSICAL MOBILITY
The purpose of the Plan for Physical Mobility is to examine Diamond
Bar's circulation for community needs. The Plan is designed to
provide, the basic goals, objectives and programs to manage existing
transportation facilities .and .future transportation growth. The
"system" is significantly affected by forces outside the City
jurisdiction. The Circulation Element is designed to account for
the external forces and develop a strategy to implement the choices
the city makes. Simply stated, the circulation system. needs
involve balancing the demand for increased roadway capacity with
the vision of our community image and quality of life.
In December, 1990, DKS Associates was employed to develop and
prepare a Circulation Element.The Element *addres*ses issues of
regional and local issues. Existing conditions are evaluated and
components of.the plan were identified. - Actions studied for future
City needs included:
• Improving Grand Avenue to optimize through traffic
carrying capacity.
Emphasizing Diamond. Bar Boulevard as a "local" arterial.
Developing Tonner Canyon Road as an alternative travel
corridor around the rJ*
Extending several -existing streets that currently
terminate at the City limits adjacent to the City of
Industry.
Protecting residential neighborhoods from through
,traffic.
An assessment of future regional traffic growth.
The General Plan Advisory Committee (GPAC) and Traffic and
Transportation Commission (T&T) have reviewed the circulation
Element. GPAC has recommended a plan that outlines measures which
focus on local priorities over regional needs. C apacity should not
be improved nor roadways created, widened or extended which GPAC
feels will benefit others while further reducing the quality of
life for our residents. Local needs take precedence when weighing
regional versus local needs of through traffic into residential
areas.
The position of the Traffic and Transportation Commission is to
improve the overall,local 'and regional traffic needs. Improve our
internal system with, an eye toward solving the regional
transportation problem. Diamond Bar is at the crossroads of
several cities and counties and has an I opportunity to explore and
implement regional transportation priorities.
The Commission has previously received the Plan for Physical
Mobility. Attached to this memorandum is an updated version, dated
April 10, 1992, of the Plan as revised by the consultant DKS.
Changes to the document are identified in
Also please find attached excerpts from the State of California
publication entitled "General Plan Guidelines" regarding the
Circulation Element. Please also review relevant sections of both
the Master Environmental Assessment and the Master Environmental
Impact Report. Copies of GPAC and T&T minutes relevant to the
Circulation Element are attached.
PLAN FOR RESOURCE MANAGEMENT
The Planning Commission reviewed the Plan for Resource Management.
(Open Space and Conservation Elements) on April 20, 1992.
Revisions to the Plan as recommended by the Commission are attached
with corrections highlighted in
JDS\mco
attachments
prepared for
by
DKS Associates
April 10, 1992
--
V. PLAN OR PHYSICAL OBI
A. Introduction
The purpose of the Diamond Bar Plan for Physical Mobility is to evaluate the transportation
needs of the City and present a comprehensive transportation plan to accommodate those needs.
Located at the convergence of Route 57 and Route 60, at Los Angeles County's borders with
San Bernardino and Orange Counties, Diamond Bar's traffic circulation has been significantly
impacted, in fact dominated, by regional traffic needs.
The focus of this plan is the identification and evaluation of local circulation needs of the City
of Diamond Bar, balancing those needs with regional demands and mandates. It has been
developed to guide the orderly improvement of the circulation system within the City in a
manner which will protect the quality of life which is Diamond Bar and in direct response to
the City's Land Use Element. The overall intent € the Circulation Element is to provide safe
and efficient movement between homes and jobs, stores, schools or parks within the City.
1. GOVERNMENT CODE RELATING TO CIRCULATION PLANNING
Under State planning law, each city must develop and adopt a comprehensive long-term general
plan for the physical development of that city. The following is a mandatory requirement
relating to city transportation planning: --
Government Code Section 65302(b): A circulation element consisting of the general
location and extent of existing and proposed major thoroughfares, transportation routes,
terminals, and other local public utilities and facilities, all correlated with the land use
element of the plan.
This is the first circulation element prepared for the City of Diamond Bar. Although it is a new
city, it is not a newly developing city, but rather one that is largely built out. Many strategic
decisions related to transportation facilities (e.g., locations of roadways) were made at the
County level, prior to its incorporation. This circulation element provides the first opportunity
to evaluate how best to utilize these facilities, from the perspective of the City of Diamond Bar,
its residents, businesses, and other users of City services.
2. CIRCULATION SYSTEM OF THE CITY OF DIAMOND BAR
The circulation system within and adjacent to the City includes the following:
a) freeways for regional access
b) streets and highways
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
3309.DBCircE1Ch1 A-1
c) transit and paratransit services
d)' bicycle and equestrian trails
e) railroad lines
f) goods movement
Each component of the circulation system is addressed in the circulation element, although the
emphasis is on the components -relating to --vehicular -(and in particular, automobile)
transportation. Five basic steps were involved in developing the circulation element. The first
step consisted of documenting existing conditions and assembling a factual data base. The
second step involved the development and validation of a transportation model used to forecast
future travel demand and travel patterns within the City and the surrounding area. Step three
entailed identification of problems, opportunities and issues. The fourth step was the evaluation
of alternative improvement scenarios. The fifth and final step comprised the definition and
refinement of the circulation element.
The resulting document is organized into the following sections:
1. Introduction
32. Existing Conditions
A Travel For-eeast 1\ edell
-53. Future Conditions
6. Cengestion Management opment Reviev
1�
:7. Genelusiens and
S4. Goals, Objectives and Implementation Programsl
A technical appendix supports this document and contains the details of analysis of existing
and future conditions, travel forecast model documentation, the congestion management plan
and other implementation programs.1
1 Reorganized to conform more closely to other elements of General Plan.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
33G9.DBCircELCh1 A-2
B. Existing Conditions
This section documents the circulation system infrastructure and its operating conditions within
the City of Diamond Bar as of late 1990/early 1991. It also provides an evaluation of the
adequacy of the system to accommodate existing travel demand.
The components of the circulation system in the City of Diamond Bar include the following:
. Streets and Highways
. Transit Service
• Railroads
. Bicycle and Equestrian Facilities
® Aviation
• Goods Movement
The basic components of the Diamond Bar circulation system are described below.
1. MAJOR STREET CHARACTERISTICS
Functional Classification
The two major considerations in classifying the City's street network functionally are access to
adjacent properties and movement of persons and goods into and through the City. City streets
are classified by the relative importance of these two functions assigned to them. The
classification of streets is essentially a determination of the degree to which access functions are
to be emphasized at the cost of the efficiency of movement or discouraged to improve the
movement function. The design and operation of each street, 'therefore, depends upon the
importance placed on each of these functions. For example, streets designed to carry large
volumes of vehicles into and through the City have more lanes, higher speed limits, and fewer
driveways, while residential streets have fewer lanes, lower speed limits, and more driveways to
provide access to fronting properties.
The functional classification system allows the residents and elected officials to identify preferred
characteristics of each street. If observed characteristics of any street change from the
functional classification, then actions can be taken to return the street to its originally intended
use or to change the designated classification. For example, if traffic volumes and speeds on
a residential street exceed expected levels, then measures can be implemented which are
designed to lower, traffic volumes and reduce speeds.
Under the Circulation Element of the County of Los Angeles, roadways within Diamond Bar
were categorized into four functional classification types:
® Freeways
• Arterial Streets
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
3309.DBCircELCh2 B-1
® Local Residential and Collector Streets
® Streets
Figure 2-1 displays the City's existing freeway and arterial networks.
The following section describes the geometric and operational characteristics defined for
freeways, arterial streets, collector streets and local residential streets in the City. The
descriptions are generally grouped by facility type and include the number of lanes, curb -to -
curb pavement width, presence of on -street parking, median, bike lanes or truck restrictions, and
average daily traffic volume.
Freeways generally provide inter -regional access. Their primary function is to move vehicles
through the City, thus, there is not access to adjacent land, and limited access to arterial streets.
Freeways contain anywhere from 4 to 12 lanes with recommended design volumes from 65,000
to 205,000 depending on geometric designs which permit high travel speeds.
Arterial streets are generally the commercial arteries. They carry the majority of traffic entering
or traveling through the City. A major arterial would contain either four or six lanes of through
traffic, plus left -turn lanes. Minor arterials serve the same function as major arterials, but have
four lanes of through traffic and may or may not have separate left -turn lanes. Recommended
design volumes on arterials range from 30,000 to 60,000 depending on number of lanes and left -
turn movements.
Arterials serve two primary functions: to move vehicles into and through the City, and to serve
adjacent commercial land uses. Driveways and other curb cuts along arterials are generally
limited to minimize disruption to traffic flow.
Collector streets are intended to carry traffic between residential neighborhoods and the arterial
street network. They are generally two and four -lane roadways which have a mixture of
residential and commercial land uses along them. Average daily traffic volumes on collector
streets are generally between 10,000 and 20,000. Higher density residential land uses or side
yards of single-family homes may be located adjacent to collector streets. Higher traffic volumes
may be acceptable on certain collector streets such as those with fronting commercial
development or extra wide cross sections.
Local residential streets are designed to serve adjacent residential land uses only. They allow
access to residential driveways and often provide parking for the neighborhood. They are not
intended to serve through traffic traveling from one street to another, but solely local traffic.
Traffic volumes on a residential street should not exceed about 2,500 vehicles per day and 200-
300 vehicles per hour. The maximum residential traffic volume which is acceptable to persons
living along a street may vary from one street to another depending upon roadway width, type
of dwelling units (i.e., high density apartments versus single-family homes), presence of schools
and other factors. The maximum volume of 2,500 is, therefore, to be used as a guide only.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
3309.DBCircELCU B-2
DKS Associates
mule l AN 1 cmlt%G.
COLLECTOR
Figure 2-1
DIAMOND
ROADWAYEXISTING
Local residential streets include those streets predominantly residential in terms of adjacent
property use, and are intended to retain a residential character.
Physical characteristics and operating conditions of the two freeways running through the City
of Diamond Bar are described in the following paragraphs.
Orange Freeway (State Route 57) - The Orange Freeway is controlled and operated by the
California Department of Transportation (Caltrans). In addition to carrying traffic generated
by Diamond Bar, the corridor serves as the principal north -south route connecting most of
Orange County to the south of Diamond Bar with Interstate 10 and the eastern Los Angeles -
western San Bernardino County areas to the north. The Orange Freeway and the Pomona
Freeway combine into one freeway for approximately one mile along the City's northwestern city
limit. Grade -separated interchanges within the City of Diamond Bar include Diamond Bar
Boulevard/Brea Canyon Cut-off Road, Pathfinder Road, the Pomona Freeway, Grand Avenue,
and Sunset Crossing. Lane configuration varies from three to five lanes in each direction, with
six lanes total at its joining with the Pomona Freeway.
Pomona Freeway (State Route 60) - The Pomona Freeway is also controlled and operated by
Caltrans. It is the principal east -west facility through Diamond Bar operating within the
northern section of the city. The Pomona Freeway, along with Interstate 10, is a principle route
connecting downtown Los Angeles to Riverside and San Bernardino counties. Interchanges
within the City of Diamond Bar include Brea Canyon Road, Grand Avenue, and Diamond Bar
Boulevard. Access to Chino Hills Parkway in the far eastern section of Diamond Bar is possible
via the Phillips Ranch Road interchange just north of the Diamond Bar/Pomona city boundary.
The Pomona Freeway consists of four lanes each direction as it enters Diamond Bar from the
west, increasing to six lanes each direction as it combines with the Orange Freeway. After it
diverges from the Orange Freeway, it decreases to four lanes for approximately 1/4 mile, then
decreases to three lanes as it enters Pomona.
ARTERIAL STREETS
Physical characteristics and operating conditions of the 12 arterial facilities within the City are
described in the following paragraphs.
Diamond Bar Boulevard - Diamond Bar Boulevard is a four -lane major arterial of varying width
which originates in south Diamond Bar at the Orange Freeway, and exits Diamond Bar in the
north at Temple Road where it continues into Pomona as Mission Boulevard. The roadway
generally follows a northeast -southwest direction as it cuts through central Diamond Bar.
Diamond Bar Boulevard acts as an extension of Brea Canyon Cut-off Road, drastically changing
the general direction of the roadway as it curves beneath the Orange Freeway from a northwest -
southeast route west of the freeway. It has an 84 -foot curb -to -curb width and a 14 -foot median
between the Orange Freeway and Fountain Springs Road, widening to 100 feet with a 20 -foot
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
33699.DBCircEGCh2 B-4
median between Fountain Springs Road and Clear Creek Canyon. The roadway has a width
of 84 feet between Clear Creek Canyon Road and Steep Canyon Road, 96 feet from Steep
Canyon Road to the south Pomona Freeway ramp, and 84 feet from the Pomona Freeway to
Temple Road with a 14 -foot median throughout. Wide class II bike lanes, which are painted
and signed, exist along the curb lanes throughout the entire length of the roadway. Parking is
prohibited throughout its length except for some restricted parking adjacent to the northbound
approach to Grand Avenue. The section of roadway between Golden Springs Drive and the
north Orange Freeway ramp is designated a truck route to permit truck traffic between the
Orange and Pomona freeways. Average Daily Traffic (ADT) volumes along Diamond Bar
Boulevard range from 17,400 to 32,800, with the heaviest congestion between Pathfinder Road
and Sunset Crossing Road with ADT volumes over 24,400.
Brea Canyon Cut-off Road - Brea Canyon Cut-off Road is a two-lane northwest -southeast minor
arterial in southwest Diamond Bar. It runs from the western Diamond Bar city limits to the
southernmost Orange Freeway interchange within the City. The roadway becomes Diamond
Bar Boulevard as it extends east of the interchange. Its . width varies from 40 feet at its
entrance into the city to 84 feet at the Orange Freeway. Parking is unrestricted throughout its
length. The ADT along Brea Canyon Cut-off Road is approximately 10,500 vehicles per day.
Colima Road - Colima Road is a four -lane major arterial running east -west from Diamond Bar's
westernmost limits to Brea Canyon Road, where it continues east as Golden Springs Drive.
It has a curb -to -curb width of 84 feet with a painted two-way left -turn lane, except for a section
between Lemon Avenue and the east Pomona Freeway ramp where it narrows to a width of
74 feet. The segment of roadway between Lemon Avenue and Brea Canyon Road is a
designated truck route. Parking along Colima Road is prohibited east of Lemon Avenue.
Average daily traffic volumes along Colima Road range from 17,700 at the City's western limits
to 29,200 in the section of roadway between the eastbound SR -60 ramp and Brea Canyon Road.
Golden Springs Drive - Golden Springs Drive is a four -lane minor arterial which originates as
an extension of Colima Road at Brea Canyon Road, and terminates at the Temple
Road/Avenida Rancheros intersection along Diamond Bar's northern city limits. It is initially
an east -west route with a painted median and a curb -to -curb width of 84 feet narrowing to 64
feet near the Orange Freeway overpass where the roadway turns towards the northeast. The
roadway widens to 78 feet through the Gateway Center Drive/Copley Drive corridor with an
intermittent north side shoulder and a 20 -foot raised median. It has a consistent width of 64
feet from Copley Drive to Temple Avenue with a painted median. Parking is prohibited south
of Ballena Road except near Brea Canyon Road. Parking is permitted in the residential area
north of Ballena Road with the exception of the southbound lanes between Ballena Road and
Sunset Crossing Road. ADT volumes along Golden Springs Drive range from 16,400 to 20,700
between Brea Canyon Road and Ballena Road, with lower volumes north of Ballena Road of
approximately 10,500 vehicles per day. Striped Class II bike lanes exist south of Diamond Bar
Boulevard, with an unstriped Class III bike route on both sides of the roadway north of
Diamond Bar Boulevard.
Grand Avenue - Grand Avenue is a four -lane major arterial with a 13 -foot median and a curb -
to -curb width of 84 feet throughout its length. It originates at the Orange/Pomona Freeway
interchange at Diamond Bar's northwestern boundary with the City of Industry, and follows a
southeast -northwest route through central Diamond Bar. Grand Avenue curves towards the east
as 'it continues into San Bernardino County. Current construction will extend Grand Avenue
from the Orange/Pomona Freeway interchange northwest through the City of Industry, where
the roadway will ultimately connect with the currently detached section of Grand Avenue in the
City of Walnut*. Parking is prohibited (although currently unsigned) along Grand Avenue's
--
entire length. Due to the recent opening of Grand -Avenue into the developing areas of Chino
Hills in San Bernardino County, volumes are still increasing as drivers change their travel
patterns. Recent ADT counts range from 27,400 near SR-57/SR-60 to 16,600 as the roadway
enters San Bernardino County.
Pathfinder Road - Pathfinder Road runs east -west from the City's western limits to Diamond
Bar Boulevard. West of Fernhollow Drive, it is a minor arterial of varying width with a painted
median. It is two lanes each direction with a curb -to -curb width of 65 feet from the city limit
to Brea Canyon Road west of the Orange Freeway. Very low ADT volumes of approximately
4,300 are found along this segment of Pathfinder Road. Between the two disjointed sections
of Brea Canyon Road which straddle the Orange Freeway, the width varies from a two-lane
roadway 42 feet wide at the western leg of Brea Canyon Road, to an 86 -foot roadway consisting
of one westbound lane and two eastbound lanes at the Brea Canyon Road-Fernhollow Drive
intersection to the east at Fernhollow Drive. Parking is prohibited east of Fernhollow Drive
except for restricted angled parking along the south side of Pathfinder between Fernhollow
Drive and the north Orange Freeway ramp. -ADT volumes within the two segments of Brea
Canyon Road range from 14,600 to 20,200.
East of Fernhollow Drive, Pathfinder Road is a four -lane major arterial with a painted median
and a curb -to -curb width of 86 feet. Parallel parking is unrestricted east of Fernhollow Drive
except adjacent to westbound Pathfinder Road west of Evergreen Springs where parking is
prohibited from 7:00 AM to 5:00 PM schooldays. Average daily traffic volumes east of Brea
Canyon Road-Fernhollow Drive are approximately 13,000 vehicles.
Brea Canyon Road - Brea Canyon Road is a minor arterial which parallels the Orange Freeway
as it enters the City of Diamond Bar from the south, and continues north through Diamond Bar
into the City of Industry. The roadway is divided into two separate sections which straddle the
Orange Freeway and intersect Pathfinder Road from opposing directions on either side.
The section of roadway east of the Orange Freeway and south of Pathfinder Road is a minor
arterial of varying width. It is two lanes with a width of 30 feet and an east side shoulder from
its southern entrance into the City to Copper Canyon Road, widening to four lanes with a width
of 64 feet and a west side shoulder between Copper Canyon Road and Diamond Bar Boulevard.
The roadway narrows to two lanes with a width of 38 feet and a west side shoulder south of
Cool Springs Drive, and 30 feet with an east side shoulder between Cool Springs Drive and
Fountain Springs Road. It widens to 64 feet between Fountain Springs Road and Pathfinder
Road. Parking is not permitted south of Pathfinder Road except for unrestricted parking just
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CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
3309.DBCircE1Ch2 B-6
north of Diamond Bar Boulevard, and south of Pathfinder adjacent to the high school where
parking is restricted on both sides. Traffic volumes south of Pathfinder Road average between
4,400 and 8,000 vehicles per day.
On the west side of the Orange Freeway, Brea Canyon Road continues north of Pathfinder
Road to Colima Road as two-lane minor arterial with a curb -to -curb width of 36 feet. Its width
varies between 52 feet and 72 feet between Via Sorella Road and Gerndale Street with one
northbound lane, two southbound lanes, and a painted median. Between Gerndale Street and
Colima Road its width varies between 72 feet and 84 feet with two lanes each direction.
Parking is prohibited along the entire length between Pathfinder Road and Colima Road. ADT
volumes range from 10,100 at Pathfinder Road to 15,500 just south of Colima Road.
North of Colima Road, Brea Canyon Road becomes a four -lane major arterial with a width of
84 feet and a painted median. It is a designated truck route with parking restricted only
between Lycoming Street and the northern city limits on the streets west side. North of Colima
Road, ADT volumes along Brea Canyon Road range from 20,500 to 32,700.
Sunset Crossing - Sunset Crossing is primarily an east -west collector road running from Golden
Springs Drive to the City's western limits, but provides access to truck and heavy vehicular
traffic between the southbound Orange Freeway ramp and Diamond Bar Boulevard. This
section is classified as a minor arterial consisting of a four -lane undivided roadway with a curb -
to -curb width of 64 feet, and continues. west as a minor arterial to Big Falls Drive where it
reduces to a residential street. It terminates as a cul-de-sac west of Big Falls Drive. Parking
is prohibited within the section between the Orange Freeway ramp and Diamond Bar Boulevard.
The ADT volume along the section of Sunset Crossing Road west of the Orange Freeway ramps
is 5,800 vehicles.
Lemon Avenue - Lemon Avenue is a north -south four -lane major arterial which extends south
into the City of Diamond Bar from the City of Industry to Colima Road, where it continues
south reducing to a residential street. It has a curb -to -curb width of 84 feet with a 14 -foot
raised median. Parking is unrestricted except along the east side of the roadway south of
Lycoming Road. Lemon Avenue is a designated truck route allowing commercial traffic to
access the Pomona Freeway from the heavy industrial areas to the north. Average traffic
volumes are approximately 12,100 vehicles per day.
Walnut Drive - Walnut Drive is a four -lane minor arterial which extends west from Lemon
Avenue into the City of Industry. It is a designated truck route with parking prohibited along
its entire length. The roadway has a curb -to -curb width of 48 feet, with ADT volumes of 5,200
vehicles.
Chino Hills Parkway - Chino Hills Parkway is a four -lane major arterial which runs north -
south in the easternmost section of the City of Diamond Bar. The roadway extends north into
the City of Pomona where it becomes Phillips Ranch Road, with access to the Pomona Freeway
just north of the city limits. To the south, Chino Hills Parkway extends into San Bernardino
County. The roadway has a curb -to -curb width of 84 feet, and parking is unrestricted. Current
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
33699.DBCircE1Ch2 B-7
ADT counts of 8,100 vehicles should be expected to increase significantly due to significant
development within the immediate area.
Chino Avenue - Chino Avenue is a two-lane minor arterial which extends into San Bernardino
County approximately 1/4 -mile east of Chino Hills Parkway. It has a curb -to -curb width of 64
feet, with unrestricted parking. Traffic volumes along Chino Avenue are currently 4,560 vehicles
per day.
COLLECTOR STREETS
Streets within the City of Diamond Bar which have been designated as collector streets are
listed below. Streets have been divided into five zones and two groups consisting of major
collectors and minor collectors.
Zone 1 (West of the Orange Freeway, South of Industry)
Major Collectors:
Washington Street
Lycoming Street
Lemon Avenue (south of Colima Road)
Minor Collectors:
Gemdale Street
Glenbrook Drive
Flintgate Drive
Calbourne Drive
Willow Bud Drive
Peaceful Hills Road
Shaded Wood Drive
Canyon Ridge Road
Fallowhead Court
Zone 2 (East of the Orange Freeway, West of Diamond Bar Boulevard, and South of Grand
Avenue)
Major Collectors:
Gateway Center Drive
Copley Drive
Valley Vista Drive
Bridge Gate Drive
Montefino Avenue
Mountain -Laurel Way
Maple Hill Road
Kiowa Crest Drive
Morning Canyon Road
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
33699.DBCircElCh2 B-8
Evergreen Springs Drive
Fountain Springs Road
Cold Springs Lane
Minor Collectors:
Birdseye Drive
Acacia Hill Road
Silver Hawk Drive
Santaquin Drive
Fernhollow Drive
Castlerock Road
Zone 3 (East of Diamond Bar Boulevard, South of Grand Avenue)
Major Collectors:
-Derringer Lane
Ridge Line Road
Minor Collectors:
Quail Summit Drive
Rolling Knoll Drive
Steeplechase Lane
Shadow Canyon Drive
Zone 4 (South of the Pomona Freeway and North of Grand Avenue)
Major Collectors:
Golden Prados Drive
Gold Rush Drive
Aramitos Place
Leyland Drive
Summitridge Drive
Longview Drive
Minor Collectors:
Palomino Drive
Ballena Drive
Carpio Drive
Great Bend Drive
Cove Place
Highcrest Drive
Steep Canyon Road
Clear Creek Canyon Drive
Cleghorn Drive
C I T Y 0 F DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
33699.DBUrcELCh2
•
Zone 5 (North of the Pomona Freeway, East of Industry)
Major Collectors:
Sunset Crossing Road (east of Diamond Bar Boulevard)
Prospectors Road
Minor Collectors:
Highland Valley Road
High Knob Road
Del Sol Lane
Decorah Road
Sylvan Glen
LOCAL STREETS
All streets in the City of Diamond Bar not designated as freeways, arterials, or. collectors are
local streets.
2. ROADWAY SEGMENT CHARACTERISTICS
'Fabled -1 A summaryizes of the existing roadway characteristics including number of lanes,
posted speed, parking restrictions, presence of sidewalks, bike lanes, etc., for all freeways,
arterials and selected collector streets, within the City is contained in the appendix to this
documents. Characteristics are for both directions of roadway unless otherwise noted.
Roadway traffic operation is generally evaluated by the ratio of existing daily traffic volumes to
the daily roadway capacity. Capacity is measured in terms of the ability of the street system to
meet and serve the demands placed on it. It is generally considered the most practical measure
of how well the mobility needs of the City are being met.
Average daily capacity is the theoretical maximum number of vehicles that can pass over a
segment of roadway in 24 hours. The capacity of a roadway is affected by a number of factors
including roadway type, street and lane widths, the number of travel lanes, the number of
crossing roadways, signal cycle length, the absence or presence of on -street parking, the number
of driveways, pavement conditions and roadway design. Level of service C volumes are used
to define the maximum desirable volumes as the evaluation criteria for this study. Table 3-2 22=1
presents the maximum desirable service volumes of various roadway configurations for different
levels of service.
1 Reorganized to conform more closely to other elements of General Plan.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
3309.DBCircELCh2 B-10
Table 34 2-1
Daily Roadway Capacity Values
Table 3-3 2_2 lists existing average daily volumes and volume -to -capacity ratios along arterials
while Figure 3-2 2_2 displays these daily traffic volumes graphically. Most values shown are
based either upon single day counts or, an average of multiple daily counts for typical days,
generally accepted to be Tuesday through_ Thursday with traffic unaffected by holidays, inclement
weather, or other impediments to normal traffic conditions. Average daily volumes obtained
prior to 1990 have been modified by an annual growth factor of 2%.
3. INTERSECTION OPERATING CONDITIONS
Operating conditions have been analyzed at 31 key signalized intersections and three
unsignalized intersections. Traffic volumes for each intersection were collected on a typical
weekday during AM and PM peak traffic periods. Morning peak hour counts were taken
between 7:00 AM and 9:00 AM, and evening peak hour counts were taken between 4:00 PM
and 6:00 PM.
Signalized Intersections
The measured volume was then compared to estimate capacity to determine the volume -to -
capacity (V/C) ratio. Based on the volume -to -capacity ratio, each intersection is described by
a level of service (LOS).
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
33699.DBCircELCh2 B-11
Maximum Average Daily
Volumes by Level of Service
Type of Roadway
A
B
C
D
E
6 Lanes Divided
33,900
39,400
45,000
50,600
56,300
4 Lanes Divided
22,500
26,300
30,000
33,800
37,500
4 Lanes (Undivided)
15,000
17,500
20,000
22,500
25,000
2 Lanes (Undivided)
7,500
8,800
10,000
11,300
12,500
Local Road
3,000
3,500
4,000
4,500
5,000
Table 3-3 2_2 lists existing average daily volumes and volume -to -capacity ratios along arterials
while Figure 3-2 2_2 displays these daily traffic volumes graphically. Most values shown are
based either upon single day counts or, an average of multiple daily counts for typical days,
generally accepted to be Tuesday through_ Thursday with traffic unaffected by holidays, inclement
weather, or other impediments to normal traffic conditions. Average daily volumes obtained
prior to 1990 have been modified by an annual growth factor of 2%.
3. INTERSECTION OPERATING CONDITIONS
Operating conditions have been analyzed at 31 key signalized intersections and three
unsignalized intersections. Traffic volumes for each intersection were collected on a typical
weekday during AM and PM peak traffic periods. Morning peak hour counts were taken
between 7:00 AM and 9:00 AM, and evening peak hour counts were taken between 4:00 PM
and 6:00 PM.
Signalized Intersections
The measured volume was then compared to estimate capacity to determine the volume -to -
capacity (V/C) ratio. Based on the volume -to -capacity ratio, each intersection is described by
a level of service (LOS).
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
33699.DBCircELCh2 B-11
Table 2-2
City of Diamond Bar Arterials
Average Daily Traffic and Volume -to -Capacity Ratios
Daily
Volume -to
Location
Capacity (a)
Volume
Capacity Ratio
Diamond Bar Boulevard:
e/o Brea Canyon Road
30,000
17,400
0.58
s/o Fountain Springs Road
30,000
20,700
(b)
0.69
s/o Pathfinder Road
30,000
27,000
(b)
0.90
n/o Pathfinder Road
30,000
28,200
0.94
s/o Grand Avenue
30,000
31,000
1.03
n/o Grand Avenue
30,000
24,400
0.81
n/o Steep Canyon Road
30,000
25,000
(b)
0.83
s/o Golden Springs Drive
30,000
29,300
0.98
n/o Golden Springs Drive
30,000
32,800
1.09
s/o Sunset Crossing Road
30,000
31,300
1.04
n/o Highland Valley Road
30,000
18,600
(b)
0.62
s/o Temple Avenue
30,000
16,700
0.56
Colima Road:
w/o Calbourne Drive
30,000
17,700
0.59
w/o Lemon Avenue
30,000
19,800
0.66
e/o Lemon Avenue
30,000
19,900
0.66
w/o Pomona Freeway
30,000
22,100
0.74
w/o Brea Canyon Road
30,000
29,200
0.97
Golden Springs Road:
e/o Brea Canyon Road
30,000
19,300
0.64
w/o Copley Drive
30,000
18,000
(b)
0.60
w/o Grand Avenue
30,000
19,700
0.66
e/o Grand Avenue
30,000
20,700
0.69
w/o Prospectors Road
20,000
16,500
(b)
0.83
w/o Diamond Bar Boulevard
20,000
16,600
(b)
0.83
e/o Diamond Bar Boulevard
20,000
16,400
(b)
0.82
w/o Sunset Crossing Road
20,000
10,400
(b)
0.52
s/o Temple Avenue
20,000
10,600
0.53
Grand Avenue:
w/o Golden Springs Drive
30,000
27,400
0.91
(a) Capacity represents level of service C traffic flow
conditions.
(b) 1989 count adjusted by 2% growth factor.
33699.Table2-2
Table 2-2
City of Diamond Bar Arterials
Average Dailv Traffic and Volume -to -Capacity Ratios
Location
Capacity (a)
Daily
Volume
Volume -to
Capacity Ratio
e/o Golden Springs Drive
30,000
24,700
0.82
w/o Diamond Bar Boulevard
30,000
23,600
0.79
e/o Diamond Bar Boulevard
30,000
19,700
0.66
e/o Longview
30,000
16,600
0.55
Pathfinder Road:
w/o Peaceful Hills Road
30,000
4,300
0.14
w/o Orange Freeway (SB)
25,000
14,600
0.58
e/o Orange Freeway (NB)
30,000
20,200
0.67
w/o Diamond Bar Boulevard
30,000
13,000
0.43
Brea Canyon Road:
s/o Silver Bullet Drive
10,000
8,000
0.80
n/o Diamond Bar Boulevard
10,000
4,400
0.44
s/o Pathfinder Road
10,000
7,600
0.76
n/o Pathfinder Road
10,000
10,100
1.01
n/o Via Sorella
25,000
10,200
0.41
s/o Colima Road
30,000
15,500
(b)
0.52
n/o Colima Road
30,000
28,300
(b)
0.94
n/o Pomona Freeway
30,000
32,700
(b)
1.09
n/o Lycoming Street
30,000
26,500
0.88
n/o Washington Street
30,000
20,500
0.68
Brea Canyon Cut -Off Road:
s/o Pathfinder Road
10,000
10,500
1.05
Sunset Crossing Road:
w/o Orange Freeway
20,000
5,800
(b)
0.29
Lemon Avenue:
n/o Colima Road
30,000
12,100
0.40
Walnut Drive:
w/o Lemon Avenue
20,000
5,200
0.26
(a) Capacity represents level of service C traffic flow conditions.
(b) 1989 count adjusted by 2% growth factor.
33699.Table2-2
r
Table 2-2
City of Diamond Bar Arterials
Average Daily Traffic and Volume -to -Capacity Ratios
Daily Volume -to
Location Capacity (a) Volume Capacity Ratio
Chino Hills Parkway:
n/o Chino Avenue 30,000 8,100 0.27
Chino Avenue:
e/o Chino Hills Parkway 10,000 4,500 0.45
(a) Capacity represents level of service C traffic flow conditions.
(b) 1989 count adjusted by 2% growth factor.
33699.Table2-2
Table 2-2
City of Diamond Bar Arterials
Average Daily Traffic and Volume -to -Capacity Ratios
Daily Volume -to
Location Capacity (a) Volume Capacity Ratio
Chino Hills Parkway:
n/o Chino Avenue 30,000 8,100 0.27
Chino Avenue:
e/o Chino Hills Parkway 10,000 4,500 0.45
(a) Capacity represents level of service C traffic flow conditions.
(b) 1989 count adjusted by 2% growth factor.
33699.Table2-2
DKS Associates
Figure 2-2
EXISTING DAILY TRAFFIC VOLUMES
The Intersection Capacity Utilization (ICU) was the methodology used to determine operating
levels of service at signalized intersections. Level of service values were assumed, as shown in
Table 3-4 2_3. Within urban areas, LOS D is typically assumed to be the maximum acceptable
LOS during peak hour traffic. At LOS E, congestion begins to occur in quantities and for
durations beyond acceptable limits. Although it is theoretically impossible to observe LOS F,
it serves to indicate that the travel demand for the intersection exceeds the capacity. Without
mitigation measures to iincrease the capacity of the intersection during LOS E and LOS F,
congestion will occur during the peak hour. The duration of the congestion is dependent upon
many operational considerations which can be evaluated during the actual operation of the
intersection. Hourly lane capacities of 1,600 vehicles per lane per hour were assumed with 0.10
additional increment for yellow or loss time. This is consistent with the most recent
recommendations included in the Los Angeles County Congestion Management Plan.
Table 34 2_4 displays the results of the level of service analysis for the 33 signalized
intersections for both AM and PM peak traffic periods. Figure 33 22=3 displays these signalized
intersections, in addition to AM and PM peak LOS for those intersections with deficient levels
of service.
During the AM peak period, five signalized intersections in the City operate at level of
service E or F and experience very poor operating conditions and significant delay. The
intersections at level of service E or F are:
® Diamond Bar Boulevard/Brea Canyon Road
® Diamond Bar Boulevard/Mountain Laurel Way
® Pathfinder Road/SB SR -57 ramps
The remaining 31 signalized intersections are currently operating at levels of service A through
D during the morning peak periods which indicate acceptable operating conditions.
During the PM peak period, eight signalized intersections experience level of service E or F.
Those intersections which experience significant delay are:
® Diamond Bar Boulevard/Pathfinder Road
® Diamond Bar Boulevard/Mountain Laurel Way
® Diamond Bar Boulevard/Grand Avenue
. Diamond Bar Boulevard/Temple Avenue
• Golden Springs Road/Grand Avenue
® Brea Canyon Road/WB SR -60 ramps
Acceptable levels -of service exist at the remaining 30 signalized intersections during PM peak
periods.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
33699.DBCircELCh2 B-16
4
Table 3-4 2-3
Level of Service Interpretation
Volume -to
Level of Capacity
Service Description Ratio
A Excellent operation. All approaches to the intersection 0-.60
appear quite open, turning movements are easily made,
and nearly all drivers find freedom of operation.
B Very good operation. Many drivers begin to feel .61-.70
somewhat restricted within platoons of vehicles. This
represents stable flow. An approach to an intersection
may occasionally be fully utilized and traffic queues
start to form.
C Good operation. Occasionally drivers may have to .71-.80 '
wait more than 60 seconds, and back-ups may develop
behind turning vehicles. Most drivers feel somewhat
restricted.
D Fair operation. Cars are sometimes required to wait .81-.90
more than 60 seconds during short peaks. There are
no long-standing traffic queues. This level is
typically associated with design practice for peak
periods
.
E Poor operation. Some long-standing vehicular .91-1.00
queues develop on critical approaches to intersections.
Delays may be up to several minutes.
F Forced flow. Represents jammed conditions. Backups Over 1.00
from locations downstream or on the cross street may
restrict or prevent movement of vehicles out of the
intersection approach lanes; therefore, volumes carried
are not predictable. Potential for stop and go type
traffic flow.
Source: Based on National Academy of Sciences, Highway Capacity Manual, 1965 and 1986.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
33699.DBCircELCh2
B-17
AM and PM Peak Hour Level of Service
at Signalized Intersections
Intersection
Diamond Bar Blvd./Brea Canyon Rd.
Diamond Bar Blvd./Cold Springs Ln.
Diamond Bar Blvd. /Sugar Pine Place
Diamond Bar Blvd. /Pathfinder Rd.
Diamond Bar Blvd./Mountain Laurel Way
Diamond Bar Blvd./Grand Ave.
Diamond Bar Blvd./Golden Springs Dr.
Diamond Bar Blvd.Nons/K-mart Entrance
Diamond Bar Blvd./EB 60 Ramp
Diamond Bar Blvd./WB 60 Ramp
Diamond Bar Blvd./Sunset Crossing Rd.
Diamond Bar Blvd./Highland Valley Rd.
Diamond Bar Blvd./Temple Ave.
Colima Rd./Lemon Ave.
Colima Rd./EB 60 Ramp
Golden Springs Dr./Colima Rd. & Brea Canyon Rd.
Golden Springs Dr./Gateway Center Dr.
Golden Springs Dr./Copley Dr.
Golden Springs Dr./Grand Ave.
Golden Springs Dr./Ballena Dr.
Golden Springs Dr./Temple Ave.
Grand Ave./EB 60 Ramp
Grand Ave./Montefmo Ave.
Grand Ave./Summitridge Dr.
Grand Ave./Longview Dr.
Pathfinder Rd./SB 57 Ramp
Pathfinder Rd./NB 57 Ramp
Pathfinder Rd./Brea Canyon Rd. & Fern Hollow Dr.
Pathfinder Rd./Evergreen Springs Dr.
Brea Canyon Rd./WB 60 Ramp
Brea Canyon Rd./Lycoming St.
Brea Canyon Rd./Washington St.
Chino Hills Pkwy./Chino Ave.
33699.Table2-4.wkl
AM Peak Hour
Volume -to- Level of
Capacity Service
1.32
0.66
0.61
0.78
0.94
0.80
0.46
0.49
0.73
0.80
0.76
0.43
0.90
0.59
0.66
0.42
0.36
0.39
0.74
0.43
0.63
0.58
0.64
0.80
0.56
1.24
0.84
0.52
0.50
0.86
0.49
0.50
0.33
F
B
B
C
E
C
A
A
C
C
C
A
D
A
B
A
A
A
C
A
B
A
B
C
A
F
D
A
A
D
A
A
V
PM Peak Hour
Volume -to- Level of
Capacity Service
0.88
D
0.74
C
0.69
B
0.95
E
0.94
E
1.26
F
0.73
C
0.86
D
0.75
C
0.64
B
0.82
D
0.54
A
0.97
E
0.72 C
0.73 C
0.88 D
0.78 C
0.64 B
0.93 E
0.82 D
0.63 B
0.75 C
0.82 D
0.73 C
0.60 A
0.76 C
0.73 C
0.85 D
0.60 A
1.02 F
0.59 A
0.60 A
0.28 A
DKS Associates
NOT 57
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57
1
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Q UNSiGMAUZED
Q SMAMED AFTER DATA
COLLECTED
LOS
• :�,...�.. .:. i�e. y.. t. _-._'. .^r.T .. �.. .'. �. f.. .. .c"..�L_ .-..-:''. _ _C ':.....�� _ :::�.u. �i-...-.. �1 b_f -. l a�._..4—L ... -. _wv ... ... ... ^. M.__..�. .� ... e_� :.... .. ... . .... ..... �. .. .. - ..
Unsignalized Intersections
Three unsignalized intersections which exist at Orange Freeway ramps were also chosen for
analysis. Both the northbound and southbound Orange Freeway ramps at the Diamond Bar
Boulevard/Brea Canyon. Cut-off Road are currently controlled by stop signs on the ramp
approaches only. The southbound Orange Freeway ramp 'at Sunset Crossing Road is a "r type
intersection containing a stop sign on all three approaches.
Analysis of unsignalized intersections is conducted differently from signalized intersections due
to different operating characteristics. At signalized locations, all approaches to the intersection
are subject to delay by a red signal intersection. Delay at unsignalized intersections is
dependent upon the approach, its requirement to stop, and the distribution of traffic between
approaches.
Minor Street Stop Controlled Intersections - For intersections where only the minor street is
required to stop, only the minor street traffic and left turning traffic from the major street are
subject to delay. The major street through movement is never forced to stop to accommodate
traffic. A level of service is, therefore, calculated for the minor street traffic movements and
the major street left turns only. Major street traffic is not constrained and measurement of a
level of service is not possible.
The traffic performing constrained movements at such an intersection must wait for gaps in
major street traffic before proceeding through the intersection. The level of service for any
traffic movement is based on reserve, or unused, capacity of the lanes involved.
The 1985 Highway Capacity Manual (HCM) procedure for unsignalized intersections was used
to evaluate the operating conditions of stop controlled intersections.
All -Way Stop Controlled Intersections - The capacity of multi -way stop controlled intersections
is a function of the number of approach lanes and of the departure headways of vehicles
crossing from a stopped position. At capacity, operations are relatively predictable, with queues
developing along each approach and vehicles discharging in a regular manner. The capacity is
greatest when the demand volume is evenly split between the crossing facilities. A characteristic
of intersections with a 50/50 demand is that vehicle delay tends to be uniform, and because of
the regular discharge pattern, is tolerated by most drivers. Lesser capacities and more variable
distribution of delay occurs where demand is not as evenly split among the approaches.
Although detailed level of service techniques for this type of intersection are not included in
the Highway Capacity Manual, estimated capacities for various geometric configurations and
traffic volume characteristics are presented.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
33699.DBCircELCh2 B-20
Table 3-6 2_5 shows the results of capacity analysis for the three unsignalized intersections
studied.
Figure 33 2_3 displays the locations of the unsignalized intersections which were analyzed, in
addition to AM and PM peak levels of service. Intersections with minor street stop control
displays the LOS for the movement found to have the lowest level of service.
4. EXISTING THROUGH TRAFFIC AND RESIDENTIAL INTRUSION
Traffic on the streets of Diamond Bar consist of motorists who live, work and shop in the City
of Diamond Bar plus motorists who are passing through the City but do not stop for any reason.
The alignment of the City's three most significant arterials, Diamond Bar Boulevard, Colima
Road/Golden Springs Drive, and Grand Avenue results in large volumes of through traffic.
Currently, during peak commute periods, congestion is heavy along SR -57 and SR -60,
particularly through the one -mile long section of freeway within Diamond Bar -where SR -57
merges with SR -60, and in the segment immediately east of SR -57 where the capacity of SR -60
is reduced to three travel lanes in each direction. Congestion is particularly heavy during PM
peak traffic. Diamond Bar Boulevard is an attractive alternative route, primarily due to
interchanges with the freeway at both the southern and northern sections of the City. Diamond
Bar Boulevard intersects with the Orange Freeway south of the merger, and at the northern
divergence of the Orange and Pomona freeways. In addition, it serves as a shortcut to traffic
traveling to or from San Bernardino County via Grand Avenue. These factors result in a large
intrusion of commuter traffic using Diamond Bar Boulevard to travel between areas to the south
of the City and jurisdictions north and east of Diamond Bar.
Colima Road and Golden Springs Drive are also utilized as an alternative route for avoiding the
congested segment of combined freeway. During AM peak traffic, the route is utilized by traffic
traveling west from SR -60 and southbound SR -57 towards the westbound SR -60 corridor west
of the City of Diamond Bar. The Diamond Bar Boulevard exit is used to access Golden Springs
Drive, with traffic continuing west on Colima Road eventually reentering westbound SR -60
beyond the point of congestion. The same route is also used during PM peak traffic with traffic
exiting eastbound SR -60 at either the Azusa Avenue, Fullerton Road, Nogales Street, or Brea
Canyon Road exits, and entering either eastbound SR -60 or northbound SR -57 at Diamond Bar
Boulevard.
Grand Avenue is currently the only east -west route which directly serves the developing Chino
Hills area. Although SR -60 is accessible to the north, heavy congestion along the freeway
makes Grand Avenue an attractive route for vehicular traffic traveling between the Diamond
Bar, Chino Hills, and Los Serranos areas of San Bernardino County and areas west of Diamond
Bar along the SR -60 corridor towards Los Angeles and south of the City along the SR -57
corridor towards Brea and northern Orange County.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
3309.DBCircELCh2 B-21
.� t
Table 2-5
AM and PM Peak Hour Level of Service
at Unsignalized Intersections
Intersection Movement
AM Peak PM Peak
LOS LOS
Sunset Crossing Rd./SB 57 Ramp All Movements* E
Diamond Bar Blvd./SB 57 Ramps WB Diamond Bar Blvd. Left Turn F
SB 57 Off -ramp Left Turn F
SB 57 Off -ramp Through F
SB 57 Off -ramp Right Turn A
Diamond Bar Blvd./NB 57 Ramps EB Diamond Bar Blvd. Left Turn C
NB 57 Off -ramp Left Turn F
NB 57 Off -ramp Through E
NB 57 Off -ramp Right Turn A
*All -way stop controlled intersection.
33699.Table2-5
A
A
E
D
A
A
F
D
F
License Plate Survey
To quantify the magnitude of through trips within the City of Diamond Bar, a license plate
survey was conducted at seven '........'i..'. " locations (designated as stations A through
G) throughout the City. These locations were comprised of eight inbound and seven outbound
stations which are described in Table 3-7 2_6. The survey was conducted over a typical two-
day period during PM peak traffic periods. Due to high volumes, a sampling of the vehicle
license plates was recorded as they passed inbound/outbound survey stations. A computer match
was then performed comparing the license plates of vehicles entering the City at a particular
location with those noted at each outbound station. A match was then compared with the
previously determined travel time from inbound to outbound station. If a vehicle was noted
entering the City at one point and exiting the City at another point within a specific fraction
of the accepted travel time, the trip was assumed to be a through trip.
Due to the large number of survey stations and high traffic volumes, only a portion of the
vehicles passing a survey station were noted. The sampling consisted of white cars, which
typically comprise approximately 20%-25% of traffic. Total traffic volumes for the survey period
were established for each survey station, in addition to roadway segments within the City which
lie along one or more through trip routes using ADT count and PM peak intersection turning
movement count data.
To account for white vehicles missed during the survey due to either high traffic volumes, large
vehicle queues, obscured or missing plates, or missing survey time increments, an expansion
factor was derived to increase white vehicle volumes obtained to a theoretical volume of white
vehicles which would be expected to pass each survey station. For this survey, it was assumed
that white vehicles comprised 20% of the total traffic volume. This was verified through a two-
day field observation prior to the survey. The total number of white vehicle matches for each
inbound/outbound pairing were then adjusted by the product of the inbound and outbound
station expansion factors. This value was again increased by a multiple of five to convert white
vehicle through trip volumes to total through trip volumes. Finally, through trip volumes for
the two days were averaged to establish typical PM peak traffic through trips volumes.
License plate matching between inbound and outbound stations was performed by computer.
In addition to exact matches, "near" matches were considered in which similar sounding
characters were replaced, consecutive characters were transposed, and single characters were
dropped or ignored such that only three of the four characters were considered.
Travel times corresponding to license plate matches were then compared with expected travel
times measured during the first day of the survey for each inbound/outbound station pairing.
License plate matches with travel times greater then ±8 minutes of the expected travel time
were eliminated from consideration. Verifications of the remaining matches were made from
original data. Matches were then weighted to address questions regarding the validity of near
2 Wednesday, March 27, and Thursday, March 28, 1991.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
3309.DBCircELCh2 B-23
Table 2-6
Through Trip Traffic License Plate Survey Locations
STATION DIR LOCATION
A-1
NB
Brea Canyon Rd. n/o Diamond Bar Blvd.
A-2
NB
Diamond Bar Blvd. e/o Brea Canyon Rd.
A-3
SB
Diamond Bar Blvd. e/o Brea Canyon Rd.
B-4
NB
57 Freeway off -ramp s/o Pathfinder Rd.
B-5
SB
57 Freeway on-ramp s/o Pathfinder Rd.
C-6
EB
Colima Rd. e/o Western City Limit
C-7
WB
Colima Rd. e/o Western City Limit
D-8
EB
EB 60 Freeway off -ramp n/o Colima Rd.
D-9
NB
Brea Canyon Rd. n/o Colima Rd.
E-10
EB
Grand Ave. e/o NB 57/EB 60 Freeway
E-11
WB
Grand Ave. e/o NB 57/EB 60 Freeway
F-12
WB
Grand Ave. w/o Longview Dr.
F-13
EB
Grand Ave. w/o Longview Dr.
G-14
SB
Diamond Bar Blvd. s/o EB 60 Freeway
G-15
NB
Diamond Bar Blvd. s/o EB 60 Freeway
33699.Table2-6.wkl
matches and matches with excessive travel times between stations. Matches were weighted so
that an acceptable percentage of "possible" matches would be considered as true matches or true
through trips.
Through trips with an inbound/outbound station travel time more then ±4 minutes of that
expected were analyzed and weighted differently then matches closer to expected travel times.
All verified and unverified exact matches were considered if the travel time corresponding to
the match was within the ±4 minutes of expected travel time range. It was assumed that only
some vehicles with excessive travel times were legitimate through trips. Excessive travel times
could be attributable to the incorrect noting of the time during either the survey itself or while
transcribing cassette recorded data, unsynchronized surveyor watches, legitimate vehicle delay
due to large traffic queues, or to vehicles actually stopping within the City.
It was assumed that most vehicles actually stopping within the City to conduct business would
likely require more than 10 minutes, which was the maximum deviation from expected travel
time that was considered. Thus, most of the additional time is likely due to timing errors and
legitimate traffic delay. Two of three exact matches with excessive travel time were considered
if license plate matches were verified, while one-half were considered a match if only the first
four characters were known to be exact.
Only a portion of near matches and unverified exact matches were assumed to actually be the
same vehicle passing both the inbound and outbound station. In addition, the more the matches
travel time deviated from the expected travel time, the more likely were the chances that the
vehicles were not the same. Either 25% or 67% of near matches were considered actual
through trips for travel times within the ±4 minute range, with the percentage of matches
considered dependant upon the characters in question and judgment regarding the likelihood
of the near matches being an actual match. Only 15% of unverified near matches exceeding
the ±4 minutes of expected travel time range were considered actual through trips.
After establishing the number of through trips between each inbound/outbound station pair,
through trip traffic percentages were calculated for each segment of roadway comprising all of
the possible through trip routes which vehicles were most likely to have traveled in their trip
through the City. For roadway segments containing a survey station, the total number of
through trips are based upon the summation of through trips for inbound/outbound station pairs
containing that station. Through trips percentages for internal arterial segments lying along
multiple through trip routes were calculated by summing all of the through trips whose routes
included the roadway segment under consideration.
Results
The three principal arterial routes within the City of Diamond Bar were found to have
significant percentages of their total traffic volumes comprised of vehicles making through trips.
Most of the through trips found along the PM peak flow direction travel lanes of Diamond Bar
Boulevard, Colima Road/Golden Springs Drive, and Grand Avenue were observed exiting the
City into San Bernardino County along Grand Avenue.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
33699.DBCircELCh2 B-25
Through traffic traveling north along Diamond Bar Boulevard was assumed to have accessed
the City in the south from either the North 57 Freeway, Brea Canyon Road, or Brea Canyon
Cut -Off Road. Twenty two percent of the vehicles observed traveling along Diamond Bar
Boulevard between Brea Canyon Road and Pathfinder Road were also observed exiting the City
north into Pomona or east into San Bernardino County. Approximately two-thirds of this
through trip traffic turned east onto Grand Avenue, while most of the remaining through trips
continued north along Diamond Bar Boulevard towards Pomona via either Diamond Bar
Boulevard or the Pomona Freeway. Additional traffic volumes and through trips are contributed
to northbound Diamond Bar Boulevard from Pathfinder Road. Twenty percent of the total
traffic along the route between Pathfinder Road and Grand Avenue were found to be making
through trips, with 12% of total traffic continuing east into San Bernardino County along Grand
Avenue and 6% continuing north on Diamond Bar Boulevard past the northernmost survey
station. Due to the large percentage of through trips along northbound Diamond Bar Boulevard
turning east onto Grand Avenue, smaller through trip percentages of total traffic are found
north of Grand Avenue. Along this segment of roadway, 8% to 10% of the total traffic
volumes were vehicles observed traveling from the City's southern limits north towards Pomona.
Through trip traffic along eastbound Colima Road accounts for 15%-18% of the total traffic.
Traffic was not observed entering the eastbound Pomona Freeway on-ramp located west of Brea
Canyon Road, but 3% of eastbound traffic west of the Pomona Freeway ramps and 7% of
traffic traveling east along the short segment of Colima Road east of the ramps was observed
traveling north on Brea Canyon Road. Five to seven percent of traffic along eastbound Colima
Road are destined for eastbound Grand Avenue and the Chino Hills area. Along northbound
Golden Springs Drive between Brea Canyon Road and Grand Avenue, 8% of the total traffic
volumes are through trip vehicles, with 6% of the vehicles continuing east onto Grand Avenue.
Between Grand Avenue and Diamond Bar Boulevard, through traffic accounts for only 4% of
northbound Golden Springs Drive traffic.
A significant percentage of vehicles using Grand Avenue fail to stop anywhere within the City.
During PM peak traffic, 22% of the vehicles exiting the Orange/Pomona Freeway and traveling
eastbound on .Grand Avenue towards Golden Springs Drive continue their trip east into San
Bernardino County (with another 2% of through traffic traveling to other outbound stations).
Between Golden Springs Drive and Diamond Bar Boulevard, additional through trip traffic from
Golden Springs Drive increase the through trip percentage along Grand to 23% of total traffic
volumes. Grand Avenue east of Diamond Bar Boulevard is the arterial segment experiencing
is the largest volumes of through trip traffic with the City. Additional through trips from
Diamond Bar Boulevard traffic increases the through trip percentage traveling on eastbound
Grand Avenue to 42% of total traffic. Approximately one-third of this through trip traffic was
observed traveling along the entire length of Grand Avenue between the freeway and the City's
western limits.
Table 3-8 22=7 summarizes the total volumes, through trips, and through trip traffic percentages
which were determined to have traveled along all of the arterial segments comprising the various
through trip routes while Figure 3-4 2_4 displays these percentages graphically. Table 3-9 2-
8 summarizes the origin and destination of through trips along segments of arterials most
significantly impacted by PM peak traffic.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
33699.DBCircELCh2 B-26
Table 2-7
PM Peak Percentage of Through Trip Traffic
Dir. Roadway Segment From/To
Sampled
Volume
During
Survey
Sampled
Through
Trips
During
Survey
Through
Trips
Percentage
NB
Diamond Bar Blvd.
Brea Canyon Rd./Pathfinder Rd.
3,360
736
22%
SB
Diamond Bar Blvd.
Brea Canyon Rd./Pathfinder Rd.
829
46
6%
Total
4,189
782
19%
NB
Diamond Bar Blvd.
Pathfinder Rd./Grand Ave.
4,950
977
20%
SB
Diamond Bar Blvd.
Pathfinder Rd./Grand Ave.
2,092
62
3%
Total
7,042
1,039
15%
NB
Diamond Bar Blvd.
Grand Ave./Golden Springs Dr.
2,670
280
10%
SB
Diamond Bar Blvd.
Grand Ave./Golden Springs Dr.
1,925
113
6%
Total
4,595
393
9%
NB
Diamond Bar Blvd.
Golden Springs Dr./EB 60 Freeway
3,339
361
11%
SB
Diamond Bar Blvd.
Golden Springs Dr./EB 60 Freeway
2,577
204
8%
Total
5,916
565
10%
EB
Colima Rd.
West City Limit/EB 60 Ramp
2,107
311
15%
WB
Colima Rd.
West City Limit/EB 60 Ramp
1,237
112
9%
Total
3,344
423
13%
EB
Colima Rd.
EB 60 Ramp/Brea Canyon Rd.
3,107
570
18%
WE
Colima Rd.
EB 60 Ramp/Brea Canyon Rd.
1,766
80
5%
Total
4,873
650
13%
EB
Golden Springs Dr.
Brea Canyon Rd./Grand Ave.
3,782
320
8%
WB
Golden Springs Dr.
Brea Canyon Rd./Grand Ave.
1,171
135
12%
Total.
4,953
455
9%
NB
Golden Springs Dr.
Grand Ave./Diamond Bar Blvd.
2,286
81
4%
SB
Golden Springs Dr.
Grand Ave./Diamond Bar Blvd.
990
91
9%
Total
3,276
172
5%
33699.Table2-7
le 2-7
Peak Percentage of Through Trip Traffic
Dir. Roadway Segmen
EB
Grand Ave.
WB
Grand Ave.
Through
Total
EB
Grand Ave.
WB
Grand Ave.
During
Total
EB
Grand Ave.
WB
Grand Ave.
Total
EB
Pathfinder Rd.
WB
Pathfinder Rd.
163
Total
EB
Pathfinder Rd.
WB
Pathfinder Rd.
803
Total
NB
Brea Canyon Rd.
NB
Brea Canyon Rd.
NB
Brea Canyon Rd.
SB
Brea Canyon Rd.
42%
Total
33699.Table2-7
From/To
60/57 Freeway/Golden Springs Dr.
60/57 Freeway/Golden Springs Dr.
Golden Springs Dr./Diamond Bar Blvd.
Golden Springs Dr./Diamond Bar Blvd.
Diamond Bar Blvd./San Bernardino Co.
Diamond Bar Blvd./San Bernardino Co.
SB 57 Freeway/Brea Canyon Rd.
SB 57 Freeway/Brea Canyon Rd.
Brea Canyon Rd./Diamond Bar Blvd.
Brea Canyon Rd./Diamond Bar Blvd.
Diamond Bar Blvd./Pathfinder Rd.
Colima Rd./WB 60 Freeway
Pathfinder Rd./Colima Rd.
Pathfinder Rd./Colima Rd.
r
Sampled
Sampled
Through
Volume
Trips
Through
During
During
Trips
Survey
Survey
Percentage
2,651
643
24%
1,617
163
10%
4,268
806
19%
3,486
803
23%
1,660
131
8%
5,146
934
18%
3,638
1,520
42%
744
138
19%
4,382
1,658
38%
2,013
1
0%
1,439
141
10%
3,452
142
4%
2,418
242
10%
836
58
7%
3,254
300
9%
663
44
7%
1,923
395
21%
1,149
115
10%
795
25
3%
1,944
140
7%
r
DKS AssoclateS
LEGEND
Aft INBOUND STATION
i IM OUTBOUND STATION
Figure 2-4
PM
PEAK PERCENTAGE F THROUGH
.:...a' __... vu.u...... z..• .�.•_.. �. ':::��a.::.v.«Y<.v..�hit_ J::t_.`�...�3Y.t'.::;.:r'_"<uJ......vA.':i'..: ...9i�...�i. J..... Lu... .. �. �..C.� _.. .. ....._ _.. .n _�� .. __,.
Table 2-8
PM Peak Direction Through Trip Traffic. Composition for Significant Arterial Segments.
Through Through Through
Trip Trip Trip
Location Route Vehicles Percentage
NB Diamond Bar Blvd.
Brea Canyon Rd. to Pathfinder Rd.
A2 - F13
451
13
A2 - G15
221
7
Others
64
2
TOTAL
736
22
Pathfinder Rd. to Grand Ave.
A2 - F13
451
9
A2 - G15
221
4
B4 - F13
158
3
B4 -G15
49
1
Others
98
2
TOTAL
977
20
Grand Ave. to Golden Springs Dr.
A2 - G15
221
8
B4 -G15
49
2
Others
10
<1
TOTAL
280
10
Golden Springs Dr. to EB 60 Freeway
A2 - G15
221
7
B4 - G15
49
1
C6 -G15
45
1
D8 -G15
22
1
Others
24
1
TOTAL
361
11
33699.Table2-8.wk1
Table 2-8
PM Ptak Direction Through Trip Traffic Composition for Significant Arterial Segments
Through Through Through
Trip Trip Trip
Location Route Vehicles Percentage
EB Colima Rd
West city limit to EB 60 Freeway
C6 - F13
145
7
C6 - D9
65
3
C6 -G15
45
2
C6 - Ell
35
2
Others
21
1
TOTAL
311
15
EB 60 Freeway to Brea Canyon Rd.
D8 - D9
160
5
C6 -F13
145
5
D8 - F13
66
2
C6 - D9
65
2
C6 -G15
45
1
C6 - Ell
35
1
D8 - G15
22
1
Others
32
1
TOTAL
570
18
EB Golden Springs Dr.
Brea Canyon Rd. to Grand Ave.
C6 - F13
145
4
D8 - F13
66
2
C6 -G15
45
1
C6 - Ell
35
1
D8 - G15
22
1
Others
7
<1
TOTAL
320
8
Grand Ave. to Diamond Bar Blvd.
C6 - G15
45
2
D8 -G15
22
1
Others
14
1
TOTAL
81
4
3699.Table2-8.wkl
f
le 2-8
Peak Direction Through Trip Traffic Composition for Significant Arterial Segments
Location
Through
Trip
Route
Through
Trip
Vehicles
Through
Trip
Percentage
Grand Ave.
NB 571EB 60 Freeway to Golden Springs Dr.
E10 - F13
583
22
Others
60
2
TOTAL
643
24
Golden Springs Dr. to Diamond Bar Blvd.
1110 - F13
583
17
C6 -F13
145
4
D8 -F13
66
2
Others
9
<1
TOTAL
803
23
Diamond Bar Blvd. to San Bernardino County
E10 - F13
583
16
A2 - F13
451
12
B4 - F13
158
4
C6 -F13
145
4
G14 - F13
104
3
D8 -F13
66
2
Others
13
<1
TOTAL
1,520
42
33699.Table2-8.wkl
Residential Neighborhood Intrusion
Needs Identification - Besides heavy commuter and significant through traffic volumes along
arterials within the City of Diamond Bar, problems of commuter traffic intrusion have been
identified by residents on others streets in the City.
Due to the extremely poor operating conditions and significant delay experienced at the
intersection of Diamond Bar Boulevard and Grand Avenue during PM peak periods (V/C =
1.46, LOS = F), local and collector streets within residential areas adjacent to this intersection
are often utilized by commuter traffic to bypass the heavily congested intersection.
Montefino Avenue is frequently used by traffic traveling between eastbound Grand Avenue and
southbound Diamond Bar Boulevard to avoid both the signal at Montefino Avenue and Grand
Avenue and heavy congestion at Grand Avenue and Diamond Bar Boulevard. Commuter traffic
traveling between northbound Diamond Bar Boulevard and eastbound Grand Avenue overflows
onto a series of residential streets to avoid the congested intersections resulting in undesirable
through traffic volumes within the neighborhoods. Most of this vehicle intrusion is experienced
along Quail Summit Drive and Rolling Knoll Road, however, some vehicles turn right onto
Mountain Laurel Way further to the south and access Quail Summit Drive and Rolling Knoll
Road via Silver Rain Drive and Meadow Glen Drive.
Due to the lack of a north -south arterial within the northeastern section of Diamond Bar,
drivers often use a series of residential roadways, which together act as a collector system, to
travel between the Chino Hills/eastern Diamond Bar areas adjacent to Grand Avenue, and
northern Diamond Bar. Traffic traveling between Golden Springs Drive and Grand Avenue
can shortcut congested Diamond Bar arterials via a north -south system of collector roadways
consisting of Carpio Drive (just south of the SR -60 overpass), Armitos Place, Leyland Drive,
and either Summitridge Drive or Longview Drive which both intersect Grand Avenue near the
City's border with San Bernardino County. An east -west collector system of roadways consisting
of Gold Rush Drive, Cove Place, and Highcrest Drive connects Diamond Bar Boulevard with
the north -south collector system at Armitos Place/Leyland Avenue providing a bypass for traffic
traveling between Grand Avenue and Diamond Bar Boulevard.
Travel on Diamond Bar Boulevard between SR -60 and Golden Springs Drive may choose
Palomino Drive to avoid congestion on Diamond Bar Boulevard or potential delay at Diamond
Bar Boulevard/Golden Springs Drive.
Intrusion of through traffic into residential neighborhoods has caused several problems, including
speeding particularly in the vicinity of schools, which need to be assessed and alleviated.
Assessing Procedures
To develop a clear understanding of the neighborhood traffic problems within the City, a field
study should be carried out for each case. The specific type of each field study will vary with
the nature of the problem, but generally information about traffic volume and potential through
traffic, speed and accidents are relevant. An engineering analysis should be performed for
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
3309.DBCircELCh2 B-33
alternate solutions for each neighborhood traffic problem. It is important to include among the
alternatives those suggested by community groups. Probable impacts of each alternative should
be assessed, cost implications and effectiveness of each alternative are the primary criteria for
evaluation. Other impact that should be assessed include:
® effects on traffic volumes, time of day of travel, and traffic composition
• effects on trip lengths and circuity
® effects on vehicle operations, including stops and starts
® impacts resulting from changes in the above traffic and trip characteristics including
fuel consumption, pollutant emissions, noise impacts, and traffic safety
® impacts on neighborhood quality from the changes in the above characteristics
In addition to the direct impacts on the affected neighborhood and traffic, neighborhood traffic
control may have desirable or undesirable impacts on other streets or neighborhoods.
A thorough and comprehensive report on the alternatives and their likely consequences together
with a summary of citizen participation meetings should be prepared for presenting to the City
Council.
An after study should be performed to evaluate the in-place performance of each measure. The
following measures are among options for neighborhood traffic control:
® Stop signs
® Speed limit and speed zoning
. Turn prohibition
® One-way street designation
® Access restriction
. Lane reduction
• Choker installation
® Traffic circles
® Median barriers
® Diverters
® Channelization
. Cul -de -lacing
® Speed humps
® Raised intersections
5. TRANSIT SERVICE
Public bus transit service is provided to the City of Diamond Bar by the Southern California
Rapid Transit District RTD and Foothill Transit.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
33699 DB0rcELCh2 B-34
Both fixed route transit and paratransit service operate within the City of Diamond Bar. Fixed
route transit services are typically bus lines which operate on regular schedules along a set
route, stopping at predefined bus stops. Fixed route service can be either local (intracity) or
regional (intercity). Paratransit services, more commonly referred to as Dial-a-Ride, are demand
responsive services which provide rides to passengers upon an individual request basis. Although
they operate within a defined service area, they do not operate on fixed routes or schedules.
Paratransit service typically serve transit dependent persons such as the elderly and handicapped.
They often serve major destinations such as hospitals and medical facilities but may also take
passengers to local destinations such as neighborhood shopping centers.
Fixed Route
Three fixed route transit lines serve the City of Diamond Bar.
All three of these transit routes are intercity routes which
originate and terminate outside of the Diamond Bar city limits, with the exception of route 495
which originates at ark-and-ride lot within the City. Fares ';`: ;:::; :,:' :' '''';:.; ..;' ; "` `".'.::.;,;:: range
g P
30 depending on origin and destination
from 1.10 to $2. �
Figure 33 2_5 displays these routes graphically. The following
paragraphs describe the service provided by each line.
Route 482 - Route 482 is an east/west intercity transit line which connects the Los Angeles
Central Business District with Pomona. The route originates in Pomona and travels along Holt
Avenue, Valley Boulevard, and Temple Avenue before turning south onto Diamond Bar
Boulevard. It then services the City of Diamond Bar along Diamond Bar Boulevard to Golden
Springs Drive where it continues west exiting the City along Colima Road. The line goes
through the cities of Rowland Heights, Industry, Hacienda Heights, South El Monte, and El
Monte prior to entering the busway along the San Bernardino Freeway where it continues into
downtown Los Angeles. In addition to a Park-and-Ride facility at Diamond Bar Boulevard and
the Pomona Freeway, the route serves an additional Park-and-Ride lot at the Lanterman State
Hospital near Highland Valley Road. Service hours within the City of Diamond Bar are
between approximately 5:45 AM and 11:30 PM on weekdays and Saturdays, and between
approximately 5:45 AM and 8:30 PM on Sundays and holidays. During the week, the line has
approximately 15 to 30-minute headways during AM and PM peak hours, and one-hour
headways during the day and evening. There are approximately one-hour headways during the
weekends and holidays.
Route 490 - Route 490 is also an intercity route which connects the cities of Fullerton and Brea
to the south of Diamond Bar, with the cities of Walnut, Covina, West Covina, Baldwin Park,
El Monte, and the Los Angeles Central Business District. The line originates near Cal State
Fullerton, and continues north where it also serves the Brea Mall. It then travels along the
Orange Freeway north into the City of Diamond Bar, exiting at Diamond Bar Boulevard. The
route operates within the City along the entire length of Diamond Bar Boulevard. It exits the
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
33699.DBCircELCh2 B-35
DKS Associates
*see* RTD -490
IIIIIIIIIIII FOOTHILL TRANSIT - 495
C PARK & RIDE LOT
Figure 2-5
EXISTING TRANSIT SERVICE ROUTES
City in the north turning west along Temple Avenue where it services Cal State Polytechnic
University and the Eastland Shopping Center before entering the West San Bernardino Freeway
at Azusa Avenue. Route 490 also services the two Park -and -Ride lots at the Diamond Bar
Boulevard/Pomona Freeway interchange and the Lanterman State Hospital. Access is provided
to disabled persons on nearly all buses serving this route. Service hours within the City of
Diamond Bar are between approximately 5:10 AM and 7:00 PM on weekdays, 6:50 AM and
8:00 PM on Saturdays, and 7:00 AM and 7:00 PM on Sundays and holidays. Within the City
of Diamond. Bar, the line operates with approximately one-hour headways both during the week
and on the weekends.
Route 495 - Line 495 is an express route to downtown Los Angeles
. It originates at the Diamond Bar Park -and -Ride facility at the Diamond Bar/Pomona
Freeway interchange. Service is limited to weekday commute with AM peak hour departure
from the Park -and -Ride lot between 5:10 AM and 7:50 AM, and PM peak hour departures from
downtown Los Angeles between 3:20 PM and 6:20 PM. Departures are at approximately 10 -
minute intervals.
Paratransit Service
Demand responsive transit service is provided to the City of Diamond Bar by the jointly
sponsored Los Angeles County and City of Diamond Bar Paratransit Service. This Dial -A -
Ride service provides transportation to handicapped persons and senior citizens within not only
the City of Diamond Bar but portions of the surrounding area. Transportation is limited to Los
Angeles County, and generally operates south of Valley Boulevard and east of 7th Avenue, with
service to medical facilities within the cities of Pomona, Walnut, Industry, and West Covina.
It operates Monday through Friday from 8:00 AM to 5:00 PM at a cost of 50 cents.
6. RAILROADS: PASSENGER RAIL
There are currently no passenger rail facilities in operation within the City of Diamond Bar.
The nearest Amtrak facilities are located in Pomona and Fullerton. The Pomona Amtrak
station, which serves the Southwest Chief line, is located at 2701 Geary Avenue and is
approximately nine miles north of Diamond Bar. The Fullerton Amtrak station, which serves
the San Diegans line, is located at the corner of Sante Fe and Harbor Boulevard and is
approximately 13 miles to the south.
7. RAILROADS: FREIGHT RAIL
The Union Pacific Railroad is the only freight rail line which serves the City of Diamond Bar.
The line lies along the City's northwestern boundary with the City of Industry, and serves the
industrial areas north of Walnut Drive and Lycoming Street.
CITY O F D IAM OND BAR P LAN FO R PHYS I CAL MO B ILITY
Revised 3-19-92
3309.DBCircELCh2 B-37
S. BICYCLE ROUTES
There are three different classes of bikeways which are commonly recognized_ . A definition of
each bikeway class is presented below:
Class I Bikeway (Bike Path) - A completely separated right-of-way for the exclusive use of
bicycles (and sometimes pedestrians). Cross-flow is minimized by limiting access to designated
points.
Class II Bikeway (Bike Lane) - Routes designated by separately striped lanes and signs along
streets or highways. They provide restricted one-way travel for bicycles, although motor vehicles
are sometimes permitted to use the bike lane to make turns and to park.
Class III Bikeway (Bike Route) - Roadways in which the travel lanes are shared by motor
vehicles and bicycles whose route is designated by. This type of bikeway does not provide
cyclists with increased privileges, but rather, informs motorists of the cycling route.
The City currently has two marked bikeways along both sides of the entire lengths of Diamond
Bar Boulevard and Golden Springs Drive. Diamond Bar Boulevard and Golden Springs Drive
west of Diamond Bar Boulevard contain Class II bike lanes. The width of the bike lanes vary
from 12 feet throughout most of the roadway to three feet at a few locations with narrower
curb -to -curb widths. Most signalized intersection bike lane approaches are striped to permit
right turns by motor vehicles. Parking is not permitted within the bike lanes except on Golden
Springs near Brea Canyon Road and the northbound lane of Diamond Bar Boulevard between
Montefino Avenue and Grand Avenue. Golden Springs Drive north of Diamond Bar Boulevard
is designated a Class III bike route on both sides of the roadway. An additional bikeway is
proposed for Brea Canyon Road between Pathfinder Road and Colima Road. Figure 3-6 2-
6 shows the existing designated bikeways within the City of Diamond Bar.
There are currently no Class I bikeways within the City of Diamond Bar.
The County plans to have bicycle routes serving the region that will connect with local bicycle
trails. The county system proposes bicycle trails to enter Diamond Bar at the eastern end of
Grand Avenue, and north into the Tres Hermans property along Tonner Canyon. Surrounding
cities have also planned bicycle routes to connect into Diamond Bar north along Mission
Boulevard (City of Pomona), west along Grand Avenue and Brea Canyon Road (the Cities of
Walnut and Industry), and west along Colima Road (into Rowland Heights).
9. EQUESTRIAN TRAILS
There are currently no official equestrian trails available to the public within the City of
Diamond Bar, although a series of trails are proposed by the County of Los Angeles. Once
completed, these trails will be owned and maintained by the County.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
3309.DBCircELCh2 B-38
Associates
11811® CLASS II
mown CLASS III
Figure 6
DIAMOND BAR EXISTING DESIGNATED
BICYCLE ROUTES
Skyline Trails Extension
The principal equestrian trail planned for the Diamond Bar area is the Skyline Trails Extension,
unofficially called the Schabarum Trail. The proposed trail is 16 miles in length and directly
parallels the City's southern and eastern boundaries with unincorporated sections of Los Angeles
and San Bernardino counties as it winds through the hills between Brea Canyon Road and
Grand Avenue. The trail originates at Schabarum Park to the west, where it interconnects with
the Skyline Trail. The Skyline Trail, in turn, interconnects with a vast system of equestrian
trails to the north and west spreading throughout most of Los Angeles County. To the east of
Schabarum Park, the trail traverses Rowland Heights, then exits under Brea Canyon Road and
the Orange Freeway where it approaches the southern city limits of Diamond Bar to the east
of Brea Canyon Road. The trail then travels near the edge of the Firestone Boy Scout
Reservation near the northern slopes of Tonner Canyon. As the trail turns northeast, it
parallels the city boundary just inside of the city limits. It then enters San Bernardino County,
traveling just east of the County line. The trail terminates at Grand Avenue, where the Summit
Ridge Park Connector Trail will allow access to Summit Ridge Park to the north of Grand
Avenue within Diamond Bar. There are also a series of three spur trails which the County has
planned to connect with the Skyline Trails Extension Trail. These three trails, collectively
known as the Skyline Trails Connections, all lie outside of the City of Diamond Bar.
Figure 3-7 2_7 shows proposed equestrian trails planned for the City of Diamond Bar.
10. AVIATION TRAVEL
There are no aviation facilities located within the City of Diamond Bar. Passenger air carrier
and air cargo facilities are located at Ontario International Airport located 15 miles to the east.
The closest general aviation airports are Brackett Field in La Verne, approximately nine miles
to the north; and Chino Airport in the City of Chino, approximately 11 miles to the east.
11. TRUCK ROUTES
The City has established a designated truck route plan. Truck routes direct heavy truck traffic
onto arterial and collector facilities and away from local (residential) streets. This plan helps
control noise and air pollution in residential areas of the City and protects local streets from
significant surface damage that might result from heavy truck traffic. North of the combined
section of the Orange/Pomona Freeway, it is necessary for freeway traffic to exit onto Diamond
Bar Boulevard when traveling southbound on the Orange Freeway en route to the eastbound
Pomona Freeway; and westbound Pomona Freeway traffic bound for the northbound Orange
Freeway. The section of Diamond Bar Boulevard between the eastbound Pomona Freeway
ramps and the northbound Orange Freeway ramps to the north, and Sunset Crossing Road
between Diamond Bar Boulevard and the southbound Orange Freeway ramps are designated
truck routes. To enable access to the heavy industrial areas of the City of Industry and the City
of Diamond Bar north of Lycoming Street, truck routes are designated in western Diamond Bar
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
3309.DBCircELCh2 B-40
DKS Associates
T
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SKYUNE EXTENSION (Shabarum) TRAIL
~
SUMMIT RIDGE PARK CONNECTOR TRAIL
along Colima Road between Lemon Avenue and Brea Canyon Road, along both Brea Canyon
Road and Lemon Avenue north of Colima Road, and along Walnut Drive. Entrances into the
City notify drivers of a five -ton weight restriction for trucks within the City (except for
designated truck routes), in addition to parking restrictions which limit commercial vehicles over
five tons to 30 minutes. Figure 3-8 2-8 shows truck routes within the City of Diamond Bar.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92
33699.DBCircELCh2 B-42
DKS Associates
Figure 2-8
DIAMOND BAR DESIGNATED TRUCK ROUTES
The purpose of this section is to address the future circulation system requirements of the City
of Diamond Bar. To assess future travel circulation characteristics within the City, a travel
forecast model is being developed. In addition, traffic volume forecasts for 2010 within and
surrounding the City have been obtained from SCAG and Orange County Environmental
Management Agency as a way to further validate future travel demand and circulation system
requirements within and surrounding Diamond Bar.
1. FUTURE LAND USE WITHIN DIAMOND BAR
Projections of future land use and increases in development within the City of Diamond Bar
have been developed by the City's planning and economic consultants in coordination with City
staff and the City of Diamond Bar General Plan Advisory Committee. The estimates of future
land use serve as input for the travel forecast model and provide the basis for estimating future
traffic demand within the City. Table 3-1 provides a summary of existing quantities of land use
within the City and projected future land use s. Land uses have been quantified by
........:::::....::: .
general categories of residential (single and multi -family), commercial, office, business park,
recreational, and public facilities.
Review of Table 3-1 shows that the levels of development which would be permissible under
the proposed General Plan would result in approximately 2,764 additional dwelling units,
1,010,000 square feet of commercial uses and 4,819,000 square feet of office and business pant
uses. These estimated additional development opportunities within the City will result in
corresponding increases in traffic. Table 3-2 summarizes the estimated trip generation of the
proposed General Plan levels of development within the City of Diamond Bar. Also shown in
Table 3-2 is the estimated existing trip generation within the City. Estimated tripmaking
within the Ci is projected to increase from 348,632 average daily trips in 1991 to 465,107
average daily trips in 2010. This represents an increase of 33 percent 1
2. PROJECTED TRANSPORTATION CONDITIONS GROWTH IN THE REGIONAL
TRAFFIC
Future growth and increases in development within the City of Diamond Bar will result in
corresponding increases in traffic within the City. In addition to increases in traffic attributable
to growth and development within the City of Diamond Bar itself, the City will be impacted by
future growth and development in surrounding communities and the region. Substantial growth
in the region will result in increased through traffic within the City of Diamond Bar.
Development within Diamond Bar would potentially impact all streets in the City, while through
traffic growth would primarily impact arterials and residential streets used as bypass routes.
1 Additional information added for completeness.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92 and 4-10-92
3309.DBCircE1Ch3 C-1
Table 3-1
Summary of Existing and Projected Land Use Within the City of Diamond Bar
GPAC
Existing
Recommended
band Use
1990
Future
City:
Single -Family Residential
12,589 d.u.
14,893 d.u.
Multi -Family Residential
5,075 d.u.
5,535 d.u.
Commercial
1,901,000 s.f.
2,911,000 s.f.
Office
2,293,000 s.f.
7,097,000 s.f.
Business Parks
1,165,000 s.f.
1,180,000 s.f.
Parks/Recreation
464.2 ac.
1,321.4 ac.
Public Facilities
211.7 ac.
294.9 ac.
Sphere of Influence:
Single -Family Residential
0
0
Multi -Family Residential
0
0
Commercial
0
0
Office
0
0
Business Parks
0
0
Parks/Recreation
3,589.3 ac.
3,591 ac.
Public Facilities
1.7 ac.
0
CitiW Chino Hills
east of Diamond Bar in.:..:.....::::::.::,'»
Chino Hills is located adjacent to and :...._......,.,_
e San Bernardino County.
'I'he:�>�f":'tif Chino Hills is a planned community which, at buildout, will include approximately
Com,
70,000 residences, community and neighborhood commercial facilities, and other support
residential services. It will also include office and business park development. As of late 1990,
Chino Hills was approximately 25% to 30% developed, including approximately 20,000
residences.
City of Chino
The City of Chino is located northeast of Diamond Bar. Grand Avenue provides an arterial
link between the City of Diamond Bar and the City of Chino. Chino is transitioning from a
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92 and 4-10-92
33699.DBCircELCh3 C-2
Table 3-2
Comparison of Estimated
Daily Tripmaking
Productions
Attractions
Total
Existing Conditions
158,645
189,987
348,632
Future Conditions
179,747
285,360
465,107
Difference
21,102
95,373
116,475
Percent Increase
13%
50%
33%
33699.Tab3-2
semirural, residential community to a more suburban intensity of development. This is
characterized by agricultural land uses located predominantly in the southwestern portion of the
City, being replaced by non-residential, employment generating uses especially industrial and
warehousing. Based on its General Plan, the City of Chino projects an increase of
approximately. 6,056 residential units, 4.1 million square feet of commercial uses, 3.2 million
square feet of office/business park uses and 29.3 million square feet of industrial/warehousing.
City of Industry
Approximately 1,100 acres of undeveloped land lie adjacent to the City of Diamond Bar within
the City of Industry. The City of Industry is considering potential opportunities to develop this
land in industrial uses to take advantage of existing rail lines within the area as well as location
proximate to regional highway facilities (Route 60 and Route 57). It is anticipated that access
to/from and circulation within the area would be provided via the extensions of Grand Avenue
and a future extension of Sunset Crossing Road.
City of Pomona
The City of Pomona abuts Diamond Bar on the north. With an estimated population of
121,000 in an approximately 23 square mile area, much of Pomona is currently developed.
However, some development opportunities do exist adjacent to Diamond Bar along Route 60.
The most notable of these is buildout of single-family residential within Phillips Ranch and the
planned development of a regional shopping center at the convergence of Route 60 and
Route 71.
Because of its location at the convergence of Route 57 and Route 60, at Los Angeles County's
borders with San Bernardino and Orange Counties, the City of Diamond Bar will be impacted
not only by increases in traffic attributable to growth and development within the City and
the surrounding communities, but also by increased growth and development in the region.
Increased traffic in the region will impact Diamond Bar through increased traffic volumes
along the regional transportation facilities including Routes 57 and 60 and Grand Avenue.
Estimates of future through traffic along these facilities were obtained from SCAG model data
and incorporated into the City's travel demand model.2
3. FUTURE ROADWAY SYSTEM WITHIN DIAMOND BAR3
Los Angeles County Highway Plan
The roadway network depicted in the Los Angeles County Highway Plan (November 1980) was
compared to 2010 traffic volumes for each land use scenario to evaluate future traffic conditions
2 Additional information added for completeness.
3 Additional information added for completeness.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92 and 4-10-92
33699.DBCircELCh3 C-4
in the City of Diamond Bar. The planned future network for the City corresponds to existing
roadway classifications, thus, only minor modifications to the existing network are assumed.
Future extensions of both Grand Avenue and Sunset Crossing Road are shown as part of the
future regional network. Grand Avenue is displayed as a major arterial extending from its
present terminus at Route 57/60 northwesterly into the City of Industry to the existing segment
north of Valley Boulevard. This roadway is currently under construction with completion
expected in late 1991 or early 1992. Sunset Crossing Road is shown as a secondary arterial
extending from its present terminus through the City of Industry to Brea Canyon Road in the
vicinity of Washington Street. Table 3-3 describes roadways within the City of Diamond Bar
Table 3-3
City of Diamond Bar Roadway Classification
'Los Angeles County Highway Plan (November 1980)
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92 and 4-10-92
3309.DBCircELCh3 C-5
. Roadway
Existing
Proposed
Width
Dedication
Improvement
Roadway
Classification*
Classification
sft•L
Stds. ft.
Stds. (ft.)
Diamond Bar Blvd.
Major
Secondary
100
100
80
Colima Rd.
Major
100
100
100
Golden Springs Dr.
Secondary
80
80
80
Grand Ave.
Major
100
100
100
Pathfinder Rd.
(e/o Brea Canyon
Rd. -west leg)
Major
100
100
100
Pathfinder Rd.
(w/o Brea Canyon
Rd. -west leg)
Secondary
80
80
80
Brea Canyon Rd.
(s/o Colima Rd.)
Secondary
80
80
80
Brea Canyon Rd.
(n/o Colima Rd.)
Major
100
100
100
Lemon Ave.
Major
Secondary
100
100
100
(s. of Colima)
Sunset Crossing Rd:/
Washington/Beaverhead Secondary
Cul-de-sac
80
80
64
Brea Canyon
Cut -Off Rd.
Ltd Secondary
64-80
64-80
64-80
Chino Hills Pkwy.
(referred to as
Dudley St.)
Major
100
100
100
'Los Angeles County Highway Plan (November 1980)
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92 and 4-10-92
3309.DBCircELCh3 C-5
Current and future buildout of the roadway network represented on the Los Angeles County
Highway Plan for arterials within the City of Diamond Bar corresponds to the most recent
master plans of the surrounding communities including the cities of Industry and Pomona's
circulation elements, and the Chino Hills Specific Plan.
4. YEAR 2010 TRAFFIC VOLUME FORECASTS
As deser-ibed in Seetion 4, Year 2010 traffic volume forecasts along roadways within the City
of Diamond Bar have been developed using the computerized travel forecast model developed
as part of this studv.4
Year 2010 traffic volume forecasts assume estimated levels development within Diamond Bar
which are consistent with the City's proposed General Plan. Demand to/from the surrounding
region is based on estimates included in the SCAG 2010 forecasts for the region. The roadway
network is based on the system depicted in the Los Angeles County Highway Plan. As
described above, the existing system built within Diamond Bar closely conforms to the Los
Angeles County Plan, therefore, the roadways assumed in the 2010 forecast. resemble the
existing circulation system within the City with a few notable improvements. These include:
Widening of Brea Canyon Road between Diamond Bar Boulevard and Via Sorella to
,provide two lanes in each direction.
Figure 3-1 presents year 2010 average daily traffic volume projections along roadways within
the City of Diamond Bar.
5. ROADWAY CAPACITY ANALYSIS
To provide an indication of expected traffic flow conditions within the City of Diamond Bar,
Final year 2010 traffic volume projections obtained from the forecast model are have been
compared to future roadway netwedc estimated roadway capacity_ For comparison purposes,
traffic volume projections have been provided for existing conditions and proposed General
Plan Land Use conditions.
fbr- eaeh land use alter -native have been eefnpaFed to both the e�dsting eireulation System and
the Los Angeles Geunty Highway 121an (Thlevefaber- 5. Table 3-4 summarizes the results
of this analysis.
4 Additional information added for completeness.
5 Removed for editing and continuity.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92 and 4-10-92
336W.DBCircELCh3 C-6
DKS Associates
NOTE: Traffic Volumes shown in Thousands
Figure 3-1
YEAR 2010 AVERAGE DAILY 'TRAFFIC VOLUME
Table 3-4
City of Diamond Bar Freeways Arterials
Existing and Estimated Future Average Daily Traffic (Without Tonner Canyon Road)
30,000
17,700
0.59
26,900
0.90
GPAC
30,000-
19,800
0.66
30,000
1.00
Recommended
30,000
Existing
Existing
Future
Location
Capacity (a)
Volume
V/C
Volume
V/C
1.12
w/o Brea Canyon Road
30,000
29,200
0.97
44,400
Diamond Bar Boulevard:
w/o Prospectors Road
20,000
16,500
0.83
25,100
c/o Brea Canyon Road
30,000
17,400
0.58
48,000
1.60
s/o Fountain Springs Road
30,000
20,700
0.69
48,600
1.62
s/o Pathfinder Road
30,000
27,000
0.90
52,300.
1.74
n/o Pathfinder Road
30,000
28,200
0.94
54,200
1.81
s/o Grand Avenue
30,000
31,000
1.03
60,000
2.00
n/o Grand Avenue
30,000
24,400
0.81
36,500
1.22
n/o Steep Canyon Road
30,000
25,000
0.83
38,000
1.27
s/o Golden Springs Drive
30,000
29,300
0.98
44,000
1.47
n/o Golden Springs Drive
30,000
32,800
1.09
49,900
1.66
s/o Sunset Crossing Road
30,000
31,300
1.04
47,000
1.57
n/o Highland Valley Road
30,000
18,600
0.62
28,300
0.94
s/o Temple Avenue
30,000
16,700
0.56
25,800
0.86
Colima Road:
w/o Calboume Drive
30,000
17,700
0.59
26,900
0.90
w/o Lemon Avenue
30,000-
19,800
0.66
30,000
1.00
c/o Lemon Avenue
30,000
19,900
0.66
30,300
1.01
w/o Pomona Freeway
30,000
22,100
0.74
33,600
1.12
w/o Brea Canyon Road
30,000
29,200
0.97
44,400
1.48
Golden Springs Road:
c/o Brea Canyon Road
30,000
19,300
0.64
29,300
0.98
w/o Copley Drive
30,000
18,000
0.60
27,400
0.91
w/o Grand Avenue
30,000
19,700
0.66
29,300
0.98
c/o Grand Avenue
30,000
20,700
0.69
31,400
1.05
w/o Prospectors Road
20,000
16,500
0.83
25,100
1.26
w/o Diamond Bar Boulevard
20,000
16,600
0.83
25,200
1.26
c/o Diamond Bar Boulevard
20,000
16,400
0.82
24,900
1.25
s/o Temple Avenue
20,000
10,600
0.53
16,100
0.81
Grand Avenue:
w/o Golden Springs Drive
30,000
27,400
0.91
49,100
1.64
c/o Golden Springs Drive
30,000
24,700
0.82
42,000
1.40
c/o Diamond Bar Boulevard
30,000
19,700
0.66
55,000
1.83
Pathfinder Road:
w/o Peaceful Hills Road
30,000
4,300
0.14
6,600
0.22
w/o Orange Freeway (SB)
25,000
14,600
0.58
22,200
0.89
c/o Orange Freeway (NB)
30,000
20,200
0.67
30,700
1.02
w/o Diamond Bar Boulevard
30,000
13,000
0.43
19,800
0.66
33699.Tabie3-4
Table 3-4
City of Diamond Bar Freeways Arterials
Existing and Estimated Future Average Daily Traffic (Without Tonner Canyon Road)
GPAC
Recommended
Existing Existing Future
Location Capacity (a) Volume V/C Volume V/C
Brea Canyon Road:
s/o Silver Bullet Drive
30,000
8,000
0.27
12,200
0.41
n/o Diamond Bar Boulevard
30,000
4,400
0.15
6,700
0.22
s/o Pathfinder Road
30,000
7,600
0.25
11,600
0.39
n/o Pathfinder Road
30,000
10,100
0.34
15,400
0.51
s/o Colima Road
30,000
15,500
0.52
23,600
0.79
n/o Colima Road
30,000
28,300
0.94
42,200
1.41
n/o Pomona Freeway
30,000
32,700
1.09
48,700
1.62
n/o Washington Street
30,000
20,500
0.68
30,600
1.02
Brea Canyon Cut -Off Road:
s/o Pathfinder Road
10,000
10,500
1.05
16,000
1.60
Lemon Avenue:
n/o Colima Road
30,000
12,100
0.40
18,400
0.61
Walnut Drive:
w/o Lemon Avenue
20,000
5,200
0.26
7,900
0.40
Chino Hills Parkway:
n/o Chino Avenue
30,000
8,100
0.27
35,000
1.17
Chino Avenue:
e/o Chino Hills Parkway
10,000
4,500
0.45
17,200
1.72
Pomona Freeway (SR -60):
w/o Brea Canyon Road
173,000
255,000
w/o Grand Avenue
233,000
361,000
e/o Diamond Bar Boulevard
147,000
201,000
w/o Philips Ranch Road
147,000
179,000
Orange Freeway (SR -57):
n/o Diamond Bar Boulevard
182,000
308,000
n/o Pathfinder Road
184,000
280,000
n/o Sunset Crossing Road
135,000
187,000
33699.Table3-4
_Review of Table 3-4 shows that many of the roadway facilities within Diamond Bar are
projected to carry volumes of traffic at or in excess of recommended Level of Service D daily
caRacity.6
Diamond Bar Boulevard - Average daily traffic volumes along Diamond Bar Boulevard
immediately south of Grand Avenue are projected to be 60,000 vehicles per day, or double the
LOS C carraying capacity of a four -lane roadway, South of Grand Avenue to Brea Canyon
Road, forecast daily volume along Diamond Bar Boulevard ranges from 48,000 to 54,200
vehicles per day, North of Sunset Crossing, traffic volumes along Diamond Bar Boulevard are
projected to be within the carrying capacity of a four -lane roadway.6
Colima Road - Year 2010 traffic volumes along Colima Road west of Brea Canyon Road are
projected to exceed LOS C carrying capacity of this four -lane roadway. From east of Lemon
Avenue to the City of Diamond Bar boundary, Colima Road is forecast to carry traffic at or
slightly below the recommended carrying capacity for a four -lane roadway. 6
Golden Springs Road - Golden Springs Road is forecast to carry traffic volumes within level
of service C carrying capacity for a four -lane divided roadway. The portion of Golden springs
Road east of Grand Avenue is not a divided roadway and, therefore, forecast traffic volumes
along this segment would represent level of service E conditions.6
Grand Avenue - Year 2010 traffic volume forecasts along the entire length of Grand Avenue
within the City of Diamond Bar are estimated to be in excess of the capacity of a four -lane
divided roadway As presently occurs, a significant amount of this traffic is estimated to be
through traffic with neither origin nor destination within the City.6
Brea Canyon Road - The section of Brea Canyon Road from Colima Road to Washington
Street is projected to carry traffic volumes requiring the capacity of a six -lane divided
arterial6
Routes 57 and 60 - Both the Pomona Freeway (SR -60) and the Orange Freeway (SR -57) are
forecast to carry traffic volumes significantly in excess of their capacity. This will result in
continued congestion along these facilities with spillover onto City streets as motorists seek
less congested alternatives.
6. FUTURE CIRCULATION SYSTEM
With growth and increased levels of development anticipated
Diamond Bar and the surrounding region, most notably the
roadways are projected to carry traffic in excess of estimated
6 Additional information added for completeness.
to occur within both the City of
Chino/Chino Hills area, several
carrying capacity. In addition,
CITY O F D IAMOND BAR P LAN FO R P H YS ICAL M O B I LITY
Revised 3-19-92 and 4-10-92
33699.DBCucE1Ch3 C-10
other strategies should be adopted to accommodate the City's existing and projected circulation
system needs. In some instances, "accommodating" circulation system needs may involve
balancing the demand for increased roadway capacity with the vision of the City's community
image, quality of life and other less easily quantifiable elements.
The development of Tonner Canyon as an alternative travel corridor around the City of
Diamond Bar. With significant development planned for the Chino Hills area, ,both Diamond
Bar Boulevard and Grand Avenue are expected to carry even larger through traffic volumes
from SR -57 into San Bernardino County. Alternative routes to the south would help relieve
future congestion along these and other arterials within the City of Diamond Bar.
A feasibility study was recently completed for the counties of Orange and San Bernardino by
PBQ&D (January 1991) regarding possible extensions of Soquel Canyon Road and/or Tonner
Canyon Road with various alignments for each proposed arterial considered. The Soquel
Canyon Road extension is proposed to relieve congestion along Carbon Canyon Road (SR -142)
and the Riverside Freeway (SR -91), both east -west routes connecting sections of Orange and
San Bernardino counties. The Soquel Canyon Road extension is included in the North Orange
County Master Plan of Arterial Highways as a primary arterial, and has been identified in the
Chino Hills Specific Plan as a critical length. This roadway would result in negligible reductions
to future traffic volumes within Diamond Bar.
Future traffic volumes for selected arterials in Diamond Bar were studied for both a no build
scenario with neither of these roadways, and with a buildout alternative scenario consisting of
both roadways. For the alternative buildout scenario considered, both Tonner Canyon Road and
Soquel Canyon Road are assumed to be six -lane roadways, with improved direct ramp
connections between the existing alignment Of Tonner Canyon Road and SR -57. This
alternative would also provide for construction of a new roadway connecting Soquel Canyon
Road to Tonner Canyon Road.
In the absence of these projected roadways, both Diamond Bar Boulevard and Grand Avenue
would experience significantly higher traffic volumes which greatly exceed their planned capacity.
Both roadways are represented on the Los Angeles Highway Plan with existing roadway
classifications. Diamond Bar Boulevard ADT volumes south of Grand Avenue are projected
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92 and 4-10-92
33699.DBCircELCh3 C-11
to be as high as 60,000, with average traffic volumes north of Grand Avenue of approximately
32,000 vehicles per day. ADT volumes along Grand Avenue would be expected to approach
66,000. With neither an alternative route into San Bernardino County nor the upgrading of the
roadways from existing classifications or lane numbers, both arterials would experience volumes
double their current capacities of 30,000 vehicles per day. The availability of these future
alternative routes would result in future ADT volumes along Diamond Bar Boulevard between
20,000 and 24,000 vehicles, both well below level of service (LOS) C capacity; however, volumes
along Grand Avenue of between 35,000 and 39,000 vehicles per day would still be as high as
30% over capacity. Table 3-5 compares future volumes and volume -to -capacity ratios for
segments of Diamond Bar Boulevard and Grand Avenue for both alternatives.
Both of these scenarios clearly indicate that both the existing circulation system and proposed
Los Angeles County Highway Plan does not contain sufficient roadway capacities to serve
anticipated future traffic volumes. Although the addition of an alternative route to the south
ivb significantly decrease through trip movements within Diamond Bar resulting in an
acceptable level of service for Diamond Bar Boulevard, circulation along Grand Avenue will
require mitigation to address the effects of future traffic growth.
Improve Grand Avenue to optimize through traffic carrying capacity.
-------------.....
YY1111 L11G kU111I.11G11V11 VL 1114 4nw11atV11 VL vX"—
Grand Avenue provide an even more significant role as a regional arterialzf
tali`iif>Itiei>af6fl. Measures to enhance Grand Avenue within Diamond Bar would include:
Widening te pr-eNride thfee lanes in eaeh difeetien with a raised friedian 7
Limit , idestr-eet as well as r r y o
- Optimize signal coordination
�ssse
- Reconstruction to improve interchange at Route 57/60
- Provide bus turnouts out of travel lanes
7 9 at direction of GPAC.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92 and 4-10-92
33G9.DBCircE1Ch3 C-12
'�r..c�.,.✓c- ..:__...._.._. :+�,.......,,.;: ��... u} ... .. :. - � � s ..c...d a .-� a r�
Table 3-5
Future Average Daily Traffic and Volume -to -Capacity Ratios
for Selected Arterials With and Without Soquel Canyon Road/Tonner Canyon Road
Extension
Without With Soquel and Tonner
Soquel and Tonner Buildout Alternative
Daily V/C Daily V/C
Roadwav Ca aci Volume Ratio Volume Ratio
Diamond Bar Blvd.
Brea Canyon Rd./Pathfinder Rd.
30,000
48,000
1.60
21,000
0.70
Pathfinder Rd./Grand Ave.
30,000
60,000
2.00
20,000
0.67
Grand Ave./Golden Springs Dr.
30,000
34,000
1.13
24,000
0.80
Grand Ave.
Golden Springs Dr./Diamond Bar Blvd.
30,000
42,000
1.40
39,000
1.30
Diamond Bar Blvd./San Bernardino Co.
30,000
66,000
2.20
35,000
1.17
Implications:
Increased capacity would facilitate commuter access (local residents as well as commuters
traveling through Diamond Bar to/from adjacent jurisdictions) to the freeway system and to
surrounding communities.
Limiting access to Grand Avenue will increase traffic carrying capacity but will also limit
opportunities for drivers to divert from Grand Avenue and intrude onto the local street system
or into neighborhoods.
This concept would significantly impact land use adjacent to Grand Avenue by exposure to
increased volumes of traffic, potentially reduced access, and in some instance, reduced land area
if additional right-of-way is required to implement Grand Avenue improvements.
Table 3-5 presented previously compares future volumes and volume -to -capacity ratios for
portions of Grand Avenue and Diamond Bar Boulevard with increased capacity along Grand
Avenue resulting from an increase to six lanes. Future capacities are shown for both future
conditions with and without the Soquel Canyon Road/Tonner Canyon Road extensions.
Emphasize Diamond Bar Boulevard as a local arterial. With the iffipmveffleat ef grand
Avenue, eemmute or-iefited tr-affle would be eneour-aged to tr-ayel aleng Or -and Avenue to the
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92 and 4-10-92
3309.DBCircELCh3 C-13
Since Diamond Bar Boulevard presently provides an
attractive alternative to the freeway during congested peak hours for commuters, in addition to
improving Grand Avenue, it would be necessary to implement measures to reduce the
attractiveness of Diamond Bar Boulevard as a speedy through route during peak commute hours.
Measures would include:
- Signal coordination to increase through travel time along Diamond Bar Boulevard
- Peak hour turn prohibitions to eliminate the dominant through traffic movements
Special street treatments (e.g., landmarks, entry features, landscaping, pavement
treatment, etc.) that convey the special function of Diamond Bar Boulevard as a
local street
- Where appropriate, emphasize access to adjacent land uses (i.e., Diamond Bar as
a locally serving commercial corridor)
Implications:
'Through imposition of measures which would increase the travel time along significant lengths
of Diamond Bar Boulevard and limit access to connector routes via turn prohibitions, through
traffic along Diamond Bar Boulevard would reduce. .
The increased travel time and the inconvenience of controlled routing would affect Diamond
Bar residents as well as non-residents travelling through the City.
The redefinition of the function of Diamond Bar Boulevard would affect adjacent land use
potential, which should be reflect in the City's land use plan.
The widening of the Pathfinder Road bridge over Route 57 is a committed improvement within
the City. On its own, the widening of the bridge would provide additional needed capacity to
accommodate existing peak hour travel demand and improve freeway access. Since a significant
percentage of this demand is presently comprised of through traffic, this improvement would
provide benefit to non-resident commuters as well as residents and may further contribute to
the problem to traffic diversion through the City. However, when considered in combination
with modifications to Grand Avenue and to Diamond Bar Boulevard, the Pathfinder bridge
widening would significantly improve freeway access for existing and future residents in the
southern portion of the City. At the same time, if Grand Avenue cannot be accessed from
Diamond Bar Boulevard, the benefit of the Pathfinder improvement to through traffic is
significantly reduced.
8 Removed at direction of GPAC.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92 and 4-10-92
33W9.DBCircELCh3 C-14
Cul -de -lacing of Sunset Crossing Road at the City's western limits and maintaining
Washington Street cul-de-sac9: Sunset Crossing is presently a four -lane roadway providing
access to/from a residential area of northwest Diamond Bar. Sunset Crossing west of Route 57
has an interchange with southbound Route 57, extends westerly and terminates east of the City
limits adjacent to a park and Little League field.
The County of Los Angeles Highway Plan10 assumes Sunset Crossing is
to be extended southwesterly, through the City of Industry to a connection with Washington
Street or in the vicinity. The area through which Sunset Crossing is to extend is presently
substantially undeveloped. However, the City of Industry is considering development of the area
with industrial uses to make maximum advantage of its proximity to freight rail lines.
The extension of Sunset Crossing and the proposed development of industrial uses adjacent to
this arterial would significantly increase the volume of traffic along Sunset Crossing and
introduce a significant number of trucks into this residential area.
An evaluation of the potential impacts of the development of industrial uses adjacent to the City
of Diamond Bar and the extension of Sunset Crossing to serve these uses is summarized below:
e The area within the City of Industry proposed for industrial development encompasses
approximately 1,075 acres.
® Assuming that this area is developed in an approximately equal mix of heavy industrial
uses and light industrial uses, this area is estimated to generate approximately 37,000
daily trips with approximately 4,580 trips during the morning peak hour and
approximately 4,610 trips during the evening peak hour.
® The extension of Grand Avenue would provide the backbone of the circulation system
within the area.
® With the completion of Grand Avenue, it would be assumed that some traffic presently
travelling along Brea Canyon Road would divert to Grand Avenue.
® For analysis purposes, it has been assumed approximately 20 to 25 percent of traffic
on Brea Canyon Road north of Route 60 would divert to Grand Avenue when it is
completed. Additionally, some traffic would be attracted to Grand Avenue as a
continuous regional arterial. Therefore, it has been assumed that upon completion,
Grand Avenue would carry an approximated 10,200 daily trips as "background" traffic.
The trip distribution characteristics of trips travelling to/from the proposed industrial
area were estimated as follows:
9 Added at direction of GPAC.
10 Correction
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92 and 4-10-92
3309.DBCircELCh3 C-15
e 15% to/from the north via Grand Avenue
10% to/from the east via Grand Avenue
e 35% to/from the north/east via Route 57
e 25% to/from the west via Route 60
. 15% to/from the south via Route 57
. With the buildout of the industrial area and the extensions of Grand Avenue and
Sunset Crossings the following intersections are projected to operate at LOS E or
worse during one or both peak hours:
- Brea Canyon Road at Washington Street
- Brea Canyon Road at WB Route 60 Ramps
- Brea Canyon Road at Colima Road
- Grand Avenue at NB Route 60 Ramps
- Grand Avenue at SB Route 60 Ramps
- Grand Avenue at Golden Springs Road
- Sunset Crossing at SB Route 57 Ramps
. Traffic volumes along Sunset Crossing Road which presently serves only to access a
single-family residential neighborhood would increase to approximately 21,000 vehicles
per day with a significant percentage of truck traffic.
Summary of Future Conditions
® Based on observed and projected trends, the circulation system within the City of
Diamond Bar will experience significant increases in traffic, beyond the capacity of
many of its arterials.
Some of the additional traffic will be the result of anticipated development within
Diamond Bar. A significant portion of the traffic will be the result of development
in the immediately surrounding area.
® Without modifications of selected arterials and implementation of transportation
management strategies to create an appropriate hierarchy of arterials, increased traffic
will continue to spill over onto local streets and potentially impact residential
neighborhoods within Diamond Bar.
e Three options for managing future traffic demand are to:
- increase roadway capacity for streets intended to carry regional through traffic
- implement transportation demand management strategies to manage and balance
demand and capacity
- work to control development growth
- discourage local street intrusion
- encourage corollary regional improvements
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92 and 4-10-92
33699.DBCircELCh3 C-16
D'. Goals, Objectives and Strategies
Circulation goals, objectives and strategies have been assembled for the City of Diamond Bar
to guide policy makers and City staff in the implementation of the Circulation Element. Goals
describe the overall direction for circulation planning within the City, while objectives and
implementation strategies were defined in response to each of those goals.
Objectives are statements of accomplishments that the City will strive to achieve as part of the
circulation planning process, while implementation strategies are actions used to actually achieve
the objectives. The goals and objectives are presented in priority rank beginning with the most
important, based on direction provided by the City.
GOAL 1 Enhance the Environment of the City's Street Network by Discouraging the
Intrusion of Regionally Oriented Commuter Traffic Through the City and Into
Residential Neighborhoods Along With Corollary Programs to Reinforce the
Regional Transportation and Circulation System to Adequately Accommodate
Regional Needs.
Objective 1.1 Assume ongoing responsibility and take an active role in all regional and local
transportation related planning and' decisionmaking with the specific goal of
maintaining a clear distinction between regional and local objectives.
Strategies:
1.1.2
Prior to permitting connection of roadways from adjacent
jurisdictions into the City of Diamond Bar, ensure that regional
benefits are not achieved at the expense of Diamond Bar
1 Reorganized to conform more closely to other elements of General Plan.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92 and 4-10-92
33697.DB0rcELCh4 D-1
(Revised 4-10.92)
1.1.3 Solicit federal and state funds to improve area freeways,
including grade separating SR -57 and 60, as well as completing
an interchange system between the freeways that does not
require the use of local streets.
Objective 1.2 Balance the need for free traffic flow on City arterials with economic realities,
environmental and aesthetic considerations such that streets are designed to
handle normal traffic flow without encouraging through traffic, with tolerance
to allow for potential short-term delays at peak hours.
Strategies:
1.2.1 Prepare programs of the use of through traffic control measures,
to restore many of the existing streets in Diamond Bar for local
use, including peak hour turn prohibition, signal coordination
and special treatments on City's major arterials (Diamond Bar
Boulevard and Grand Avenue/Golden Springs) to discourage
through traffic during peak travel hours within the City.
1.2.2 Maintain flexibility in the cross sections and configuration of
streets within topographically rugged or environmentally sensitive
areas. Where appropriate, require minimum improvements
including street trees and asphaltic berm curbing as approved
by the City Engineer. Within topographically rugged and rural
areas maintain flexibility in street light requirements, so as to
maintain the rural quality, as perceived by residents of these
areas and by passers-by to whom these areas are visible at night,
particularly from freeways and arterials, limiting street light
locations to those required for safety for such areas including
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92 and 4-10-92
33697.DBCircELCh4 D-2
Tres Hermanos and Sandstone Canyon area and Sycamore
Canyon.
Objective 1.3 Maintain the integrity of residential neighborhoods by discouraging through
traffic within residential areas.
Strategies:
13.1 Prevent the creation of new major roadway connections which
would adversely impact the residential character of existing
residential neighborhoods. Examples are: Sunset Crossing,
Lycoming and Washington, Tres Hermanos, Upper Sycamore
Canyon,' --B i Ii:— area. (Revised 4-10-92)
1.3.2 Implement neighborhood traffic control programs to reduce and
divert through traffic from residential neighborhoods. A
neighborhood traffic control program would provide a mechanism
for review of specific neighborhood traffic problems with
programs to be developed and implemented in coordination with
organized neighborhood groups. Neighborhood area studies
would respond to specific through traffic, speed or accident
problems. Traffic control devices such as signs, signals and
pavement markings, as well as traffic management or restraint
devices such as medians and traffic diverters would be studied
as potential solutions on a case-by-case basis. Montefino
Avenue, for example, is frequently used by traffic between
eastbound Grand Avenue and southbound Diamond Bar
Boulevard to avoid congestion at Grand Avenue and Diamond
Bar Boulevard.
1.3.3 To the extent possible, traffic control measures should be
integrated with amenities such as landscaping or tot lots to serve
the immediate neighborhoods, so that the restored street will not
only eliminate through traffic, but enhance residential quality as
well.
1.3.4 Within new residential developments such as Tres Hermanos and
Upper Sycamore Canyon area, encourage organization of
neighborhoods into smaller units.
1.3.5 Locate new developments and their access points in such a way
that traffic is not encouraged to utilize local residential streets
for access to the development and its parking for which local
roads were not intended. Areas of concern are Tres Hermanos
area, Upper Sycamore Canyon area and Northern Sandstone
Canyon area.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92 and 4-10-92
33697.DBCircELCh4 D-3
GOAL 2 Provide a Balanced Transportation System for the Safe and Efficient Movement
of People, Goods and Services Throughout the City in a Manner Which Will
Protect and Maintain the Residential Quality of Life Which is Diamond Bar.
Objective 2.1 Maximize the use of alternative transportation modes and multi passenger
vehicles for transportation within and through the City, and decrease reliance
on single passenger automobiles.
Strategies:
2.1.1 Maximize the use and availability of public transit service within
the City (particularly on Diamond Bar Boulevard, Colima Road,
Golden Springs Drive and Grand Avenue).
2.1.2 Investigate the feasibility of establishing a local transit system
based on the use of small, electric -powered buses in conjunction
with potential mixed-use urban village development in the
existing Diamond Bar golf course, at such time.
2.1.3 Support privately funded local transit systems for commuter
residents. Maintain a local transit system for seniors and youths
in conjunction with the potential future mixed-use urban village
development and main commercial developments at the major
intersections of Diamond Bar Boulevard/Grand Avenue,
Diamond Bar Boulevard/Golden Springs Drive, Diamond Bar
Boulevard/Sunset Crossing Road, Colima Road/Brea Canyon
Road, and Grand Avenue/Golden Springs Drive.
2.1.4 Pursue a cooperative effort with Caltrans and regional transit
providers in Los Angeles, Orange and San Bernardino counties
to develop a major bus transportation facility near or in the City
of Diamond Bar adjacent to the 57 Freeway and Grand Avenue.
2.1.5 Encourage participation in carpool matching services by residents
and City businesses.
2.1.6 Coordinate to the extent possible with neighboring cities in the
development of a Transportation Demand Management (TDM)
plan.
2.1.7 Investigate the potential of using vacant land areas such as Tres
Hermanos properties at the City's boundaries and near the 57
Freeway and Grand Avenue as park-and-ride sites.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL M O B I L I T Y
Revised 3-19-92 and 4-10-92
3369ZDBCircELCh4 D-4
3
2.1.8 Work with Caltrans and the City of Pomona to expand existing
park-and-ride facilities at the interchange of SR -57 and SR -60
and at Lanterman State Hospital, just inside the City of Pomona
along Highland Valley Road.
2.1.9 Expand and maintain the system of bicycle routes connecting
residential areas to major community attractions such as the
City's junior and senior high school's, major shopping center
locations near arterial intersections, County Park and Sycamore
Canyon Park, and the Little League field and park near Sunset
Crossing Road. Pursue a cooperative effort with San Bernardino
County, unincorporated areas of Los Angeles County and the
cities of Pomona and Industry to develop and interconnect the
Diamond Bar system of bicycle routes with a regional system.
2.1.10 Pursue a cooperative program with involved agencies in Los
Angeles and Orange Counties and the City of Brea to provide
access for Diamond Bar residents to a regional light rail system
especially within the Route 57 corridor, and to provide local bus
services to the access location. This could be accomplished by
a connection to I-10 or Route 60 to the north.
2.1.11 Pursue a program to widen State Routes 57 and 60 and I-10,
providing carpool lanes connecting to employment areas in Los
Angeles and Orange counties.
2.1.12 Develop and promote interconnected equestrian trails similar to
that in the City of Walnut.
GOAL 3 Develop and Construct Transportation Improvements to Provide the Capacity and
Performance Necessary to Meet the Service Needs of the Public While Preserving
Open Space and the Special Environmental Quality of the City.
Objective 3.1 Establish a functional classification system for arterial highways with
corresponding level of service operating guidelines for arterials and arterial
intersections.
Strategies:
3.1.1 Through control of land use, access and a program to discourage
through traffic, maintain level of service (LOS) D or better
during peak hours at signalized intersections to the extent
possible.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92 and 4-10-92
3369ZDBCircE1 Ch4 D-5
3.1.2 Improve intersections in the City which currently provide peak
hour traffic service levels worse than "D" where feasible within
existing right-of-way and where no significant environmental
impact would result to the City of Diamond Bar. For those
streets intended for restoration to local use, improvements
should be intended to discourage through traffic. For arterials
intended to facilitate movement of traffic, traffic improvements
should focus on maximizing operational efficiency and roadway
carrying capacity.
3.1.3 Improve arterial mid -block segments to provide average daily
service levels of "C" or better to prevent use of local and
collector streets as alternate routes for commuter and other non -
local traffic in the City.
3.1.4 Develop a repaving program for all public roadways throughout
the City establishing a program and a schedule • to maintain a
level of quality which will assure safe and efficient traffic flow.
3.1.5 Develop a program to expand and maintain pedestrian access
routes throughout the City including sidewalks, walk streets, and
pedestrian bridges.
Objective 3.2 Improve the safety and more efficient utilization of the capacities of existing
transportation facilities first through low-cost improvements such as
signalization, channelization and turning lanes, considering more costly
solutions when other alternatives have been exhausted.
3.2.1 Improve sight distance and correct operating problems at other
intersections which do not experience capacity problems but are
shown to experience operational problems.
3.2.2 Prohibit on -street parking and loading/unloading of school
children in selected locations where bus turnouts would not be
practical or effective to better maintain flow of traffic and reduce
potential hazards. Examples are Brea Canyon Road and
Pathfinder Road near the City's High School and Diamond Bar
Boulevard and Golden Springs Drive near the City's Junior High
School.
3.2.3 Consider the addition of lanes for through traffic via arterial
widening only when other measures such as packing prohibition,
signal coordination and improved transit service have either been
implemented or are not feasible.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92 and 4-10-92
33697.DBCircELCh4 D-6
Objective 3.3 Explore all available opportunities and mechanisms for funding transportation
improvements including public and private sources.
33.1 All new development shall be required to provide reasonable
mitigation measures or pay traffic impact fees for traffic impacts
identified by the City, and/or traffic impact study reports.
3.3.2 Explore the use of toll roads for local arterials at peak hours
such as Grand Avenue by marketing incentives such as
congestion pricing to raise revenue for road improvements and
alternative transportation systems.
GOAL 4 Provide Adequate Supply of Parking Both On -Street and Off -Street to Meet the
Needs for Both Residents and Commercial Businesses.
Strategies:
4.1 Encourage the provision of preferential parking for high
occupancy vehicles wherever possible.
4.2 Require all new developments to accommodate project generated
parking consistent with encouraging alternate transportation
demand management programs.
CITY OF DIAMOND BAR PLAN FOR PHYSICAL MOBILITY
Revised 3-19-92 and 4-10-92
33697.DBCircELCh4 D-%
The Required Elements of the General Plail
CIRCULATION ELEMENT
�
CHAPTER III: The Required Elements of the General Plan
CIRCULATION ELEMENT
PERTINENT GOVERNMENT CODE SECTIONS
Government Code Section 65302(b): [The general plan shall include] a circulation element
consisting of the general location and extent of existing and proposed major thoroughfares,
transportation routes, terminals, and other local public utilities and facilities, all correlated
with the land use element of the plan.
Government Code Section 65303: The general plan may ... address any other subjects
which, in the judgment of the legislative body, relate to the physical development of the
county or city.
The circulation element, required by state law since 1955, is not simply a transportation plan.
It is actually an infrastructure plan that concerns itself with the circulation of people, goods,
energy, water, sewage, storm drainage, and communications. Its provisions support the
goals, objectives, policies and proposals of the land use element. In turn the land use element
is a reflection of a community's circulation system and the planning proposals for that system.
It is no wonder that long before any other general plan elements were mandated, state law
required the circulation element to be correlated with the land use element. Perhaps the
correlation requirement was a forerunner of the internal consistency provision of Govern-
ment Code Section 65300.5. The circulation element also has direct relationships with the
housing, open -space, noise and safety elements.
The provisions of a circulation element affect a community's physical, social and economic
environment as follows:
• Physical. The circulation system is one of the chief generators of physical settlement
patterns, and its location, design and constituent modes have major impacts on air quality,
plant and animal habitats, environmental noise, energy use, community appearance and
other environmental components.
82 GENERAL PLAN GUIDELINES
r it
l r
PERTINENT GOVERNMENT CODE SECTIONS
Government Code Section 65302(b): [The general plan shall include] a circulation element
consisting of the general location and extent of existing and proposed major thoroughfares,
transportation routes, terminals, and other local public utilities and facilities, all correlated
with the land use element of the plan.
Government Code Section 65303: The general plan may ... address any other subjects
which, in the judgment of the legislative body, relate to the physical development of the
county or city.
The circulation element, required by state law since 1955, is not simply a transportation plan.
It is actually an infrastructure plan that concerns itself with the circulation of people, goods,
energy, water, sewage, storm drainage, and communications. Its provisions support the
goals, objectives, policies and proposals of the land use element. In turn the land use element
is a reflection of a community's circulation system and the planning proposals for that system.
It is no wonder that long before any other general plan elements were mandated, state law
required the circulation element to be correlated with the land use element. Perhaps the
correlation requirement was a forerunner of the internal consistency provision of Govern-
ment Code Section 65300.5. The circulation element also has direct relationships with the
housing, open -space, noise and safety elements.
The provisions of a circulation element affect a community's physical, social and economic
environment as follows:
• Physical. The circulation system is one of the chief generators of physical settlement
patterns, and its location, design and constituent modes have major impacts on air quality,
plant and animal habitats, environmental noise, energy use, community appearance and
other environmental components.
82 GENERAL PLAN GUIDELINES
CHAPTER III: The Required Elements of the General Plan.
CIRCULATION ELEMENT
• Social The circulation system is a primary determinant of the pattern of human
'= cerrlemenr_ .Tr has n mninr imnnet nn the nrens and activities which it serves. on community
cohesion, and on the quality -of human life. The circulation system should be accessible
to all segments of the population, including the disadvantaged, the young, the poor, the
elderly, and the handicapped.
• Economic. Economic activities normally require circulation for materials, products, ideas
or employees, and thus the viability of the community's economy is directly affected by
the circulation element. The efficiency of a community's circulation system can either
contribute to or adversely affect that community's economy.
No city or county is an island in its regional setting. It is therefore prudent fora local planning Interagency
agency to coordinate its circulation element provisions with applicable state and regional Coordination
transportation plans (see Government Code Sections 65103 (f) and 65080 et seq.). Likewise,
the state must coordinate its plans with local governments (Government Code Section
65080(a)) and the federal government is under a similar obligation (Section 134, Title 23
of the U.S. Code).
Caltrans is particularly interested in the transportation planning roles of local general plans
-particularlythe circulation elements. The state transportation agency believes the following
areas should be emphasized in the development of local general plans:
• The coordination of planning efforts between local agencies and Caltrans districts.
• The preservation of transportation corridors for future system improvements.
• The development of coordinated transportation system management plans that achieve
the maximum use of present and proposed infrastructure.
These areas of emphasis are addressed through Caltrans' Advance Transportation System
Development Program.. One of the program's major purposes is to resolve transportation
problems early enough in the local land use development process to avoid costly delay to
development. The coordination of state and local transportation planning is a key to the
success of a circulation element..
COURT INTERPRETATIONS
In Kings County Farm Bureau v. City of Hanford (1990) 221 Cal.App.3d 692 (as modified Multiple
222 Cal.App.3d 516a) the California Court of Appeal affirmed that a general plan may Documents
consist of several documents. Nevertheless, the information in associated documents, when
not referenced by the general plan, may not compensate for deficiencies in the circulation
element.
Three California appellate cases have addressed the subject of correlation between the Correlation
circulation and land use elements: Concerned Citizens of Calaveras County v. Board of
Supervisors of Calaveras County (1985) 166 Cal.App.3d 90, Twain Harte HomeownersAsso-
ciation v. County of Tuolumne (1982) 138 Cal.App.3d 664, and Camp v. Mendocino County
Board of Supervisors (1981) 123 Cal.App.3d 334. The Concerned Citizens case sheds some
light on the term "correlated" as follows:
" `Correlated' means `closely, systematically, or reciprocally related . .. .'
[Webster's Third New Internat. Dict. (1981) p. 511.1 Section 65302 [of the
GENERAL PLAN GUIDELINES 83
CHAPTER III: The Required Elements of the General Plan
CIRCULATION ELEMENT
Government Code] therefore requires that the circulation element of a general
plan, including its major thoroughfares, be closely, systematically, and recipro-
cally related to the land use element of the plan.
"In its more concrete and practical application, the correlation requirement in
subdivision (b) of [Government Code] Section 65302 is designed to insure that
the circulation element will describe, discuss and set forth "standards" and
"proposals" respecting any change in demands on the various roadways or
transportation facilities as a result of changes in uses of land contemplated by the
plan. (See Twain Harte Homeowners Assn. v. County of Tuolumne (1982) 138
Cal.App.3d at p. 701; and Camp v. Board of Supervisors (1981) 123 Cal.App.3d
at p. 363.) The statutory correlation requirement is evidently designed in part to
prohibit a general plan from calling for unlimited population growth in its land
use element, without providing in its circulation element, `proposals' for how the
transportation needs of the increased population will be met."
After defining "correlated," the Concerned Citizens decision pointed out a situation where
correlation does not exist. The court stated:
"We conclude the [Calaveras County] general plan cannot identify substantial
problems that will emerge with its state highway system, further report that no
known funding sources are available for improvements necessary to remedy the
problems, and achieve statutorily mandated correlation with its land use element
(which provides for substantial population increases) simply by stating that the
county will solve its problems by asking other agencies of government for money.
To sanction such a device would be to provide counties with an abracadabra by
which all substance in section 65302's correlation requirement would be made to
disappear."
The Concerned Citizens decision appears to have limited its search for evidence of correlation
to Calaveras County's circulation element. By contrast, the Twain Harte case (which
originated in a different appellate district) indicates that the courts will look beyond the
circulation element to supporting documents (e.g., other sections of the general plan) when
such evidence is not readily apparent (Twain Harte, supra, at p. 701). The court in the Camp
decision upon discovering that correlation was not "expressly shown" in Mendocino
County's circulation element, apparently attempted to find it by means of construction
(Camp, supra, at p. 363). To be on the safe side, local governments should provide explicit
evidence of correlation in both their circulation and land use elements.
Statutory The Twain Harte case indicates that the courts will not automatically presume the existence
Compliance of correlation simply because a local government has adopted both its circulation and land
use elements. Although general plans, as legislative enactments of the police power, will be
presumed valid by the courts (in the sense that they are not arbitrary and capricious, but
instead are reasonably related to promoting or protecting the health, safety or welfare), such
plans must nevertheless be in substantial compliance with state law. (See Camp at p. 348 and
Buena Vista Gardens Apa rtments Association v. City ofSan Diego Planning Departmen t (19 8 5)
175 Cal.App.3d 289, 298.) In other words, the courts will review a plan for its actual
compliance with the requirements of the state's general plan statutes.
Road Dedications In the wake of the U.S. Supreme Court's Nollan decision on takings, there has been a case
relating road exactions to the circulation element. The court in Rohn v. City of Visalia (1989)
84 GENERAL PIAN GUIDELINES
CHAPTER III: The Required Elements of the General Plan
CIRCULATION ELEMENT
214 Cal.App.3d 1463 overturned a street dedication requirement on the basis of inadequate
.nexus evidence. Since the dedication requirement was supported in part by the city s general
plan (but not by empirical evidence), this case may indicate that the general plan by itself is
not armor against a takings claim. If the circulation element is to be an effective basis for
exactions, it must be based upon traffic studies that are sufficiently detailed to link land uses
and related demand to future dedications.
RELEVANT ISSUES
Although the list of mandatory circulation element issues is relatively short, it is, nevertheless,
encompassing. Issues such as "transportation routes" and "other local public utilities and
facilities" could, depending upon the local situation, cover a wide variety of topics.
Mandatory circulation issues are:
• Major thoroughfares Mandatory
• .Transportation routes
• Terminals
• Other local public utilities and facilities
In addressing the above mandatory issues, cities and counties may wish to consider the
following topics. The list below was derived from the mandatory issues and is also based on
possible local optional issues. It is not meant to be all-inclusive.
• Streets and highways Suggested
• Public transit routes, stops and terminals (e.g., for buses, light rail systems, rapid
transit systems, commuter railroads, ferryboats, etc.
• Private bus routes and terminals
• Bicycle and pedestrian routes and facilities
• Truck routes
• Railroads and railroad depots
• Paratransit plan proposals (e.g., for jitneys, car pooling, van pooling, taxi service,
and dial -a ride)
• Navigable waterways, harbors (deep -draft and small -boat), and terminals
.Airports (commercial, general and military)
• Parking facilities
• Transportation system management
• Air pollution from motor vehicles
IDEAS FOR DATA AND ANALYSIS
- Once a city or county has identified its circulation issues and goals, the planning agency
should collect and analyze data. The following suggestions are meant to stimulate thinking
rather than encompass all the research possibilities that go into preparing or amending a
circulation element.
GENERAL PLAN GUIDELINES 85
CHAPTER III: The Required Elements of the General Plan
CIRCULATION ELEMENT
Computer Program Capabilities
The following descriptions of computer software, though not comprehensive, suggest
the range of transportation programs that are available to planners who are collecting and
analyzing circulation element data. Programs are available which:
• Estimate urban travel volumes, trip generation, distribution, mode. split, and trip
assignment. (One program calculates, traffic generated by 80 different land uses or
building types.)
• Predict changes in transit use as a result of changes in transit fares, headways, vehicle
travel times and access/egress times..
• Locate the stops, computes the order of stops and provides shortest trip routes for van
pools, transit and other multi -stop trips.
• Assist planners and local zoning boards in predicting the impact of a development on
local roads.
• Provide a simple interactive graphics network analysis package suitable for simple
shortest path and traffic assignment.
• Estimate population and employment redistributions due to highway projects in or near
small communities.
• Calculate the maximum building size for a parcel of land with given zoning and parking
requirements.
• Analyze single intersections for the purpose of achieving optimum traffic signalization
efficiency (for the purpose of minimizing air pollution).
• Estimate the air quality impacts of a roadway and intersection design.
• Calculate energy savings associated with transit -related transportation system manage-
ment actions.
• Estimate the air quality impacts of proposed changes in land use based on projected
vehicle trips and speeds.
Major Thoroughfares and Transportation Routes
di
• Assess the adequacy of the existing street and highway systems and the need for expansion,
improvements and/or transportation system management as a result of traffic generated
by planned land use changes. (LU)
• Analyze existing street and highway traffic conditions. (N)
• Determine current street and highway capacities.
• Determine existing traffic volumes (using peak -rate flows).
• Determine the levels of service of existing streets and highways.
• Determine the abilities of streets and highways to accommodate local bus transit services.
• Analyze projected street and highway traffic conditions. (N)
• Estimate the number of trips generated by proposed land uses.
• Make assumptions about the routes of such trips.
• Make assumptions about the modal split (i.e., estimate the percentages of trips by transit,
passenger car, van pools, etc.).
• Project future traffic volumes on existing streets and highways (using peak -rate flows) by C
adding together current traffic volumes and the estimated marginal increase in volumes
resulting from planned land use changes.
86 GENERAL PLAN GUIDELINES
CHAPTER III: The Required Elements of the General Plan
CIRCULATION ELEMENT
4; • Determine the effects of projected traffic volumes on existing street and highway
capacities.
• Determine the future levels of service of existing streets and highways.
• Review traffic projects pertinent to local planning that are proposed within neighboring
jurisdictions.
• Review pertinent regional transportation plan and project funding priorities under the
regional transportation improvement program.
• Compare projected levels of service with desired levels.
• Analyze the potential effects of alternative plan proposals and implementation measures
(related to transportation and/or land use) on desired projected levels of service.
• Historical data and trends with regard to automobile accidents.
• Analysis of the physical condition of sidewalks, streets, highways and bridges.
References For Transportation Planning Computer Software
The U.S. DepartmentofTransportation has prepared a comprehensive listing ofmicrocomputer
software for transportation entitled UTPS Microcomputers in Transportation Software and Source
Book. Copies can be obtained by calling 202/366-4208 or by sending a self-addressed gummed label
to:
Technology Sharing Program (I-30SS)
Office of the Assistant Secretary for Governmental Affairs
U.S. Department of Transportation
Washington, D.C. 20590
The Institute of Transportation Studies, Universityof California, Berkeley, maintains a database
called INFO TAP that lisrs and "downloads" (provides copies oo current public domain transpor-
tation software. Planners may obtain access to INFO TAP by using a modem and calling 415/
642-7088. For more information contact the institute at:
Institute of Transportation, Studies
University of California, Berkeley
107 McLaughlin Hall
Berkeley, CA 94720
415/642-1008
Planners can also obtain information about software by contacting:
Regional Travel Forecasting Branch
Division of Transportation Planning
California Department of Transportation
P.O. Box 942874
Sacramento, CA 94274-0001
916/445-8238
Information regarding software that estimates transportation -related air quality impacts of land
use changes can be obtained by contacting the California Air Resources Board at:
Technical Support Division
California Air Resources Board
P.O. Box 2815
Sacramento, CA 95812
916/322-5350
GENERAL PLAN GUIDELINES 87
CHAPTER III: The Required Elements of the General Plan
CIRCULATION ELEMENT
Terminals
• Evaluation of the use of existing transportation terminals. (LU)
• Evaluation of the need for new or relocated transportation terminals. (LU)
Local Public Utilities and Facilities
• Assessment of the adequacy and availability of existing community water, sewer, and
drainage facilities and the need for expansion and improvements. (LU)
• Existing and projected capacity of treatment plants and trunk lines.
• Trends in peak and average daily flows.
• Inventory and location of existing and proposed power plants, oil and natural gas
pipelines, and major electric transmission lines and corridors. (LU)
• Assessment of current power plant development and potential future development.
Consider such factors as the demand for transmission facilities, the transport and storage
of hazardous materials, and local transportation impacts of current and future power
plant developments. (LU, S)
Transit
• Assessment of the needs of people who depend on public transit.
• Number and distribution of households without an automobile.
• Assessment of the transportation needs of special groups within the population and the
extent to which such needs are being met (e.g., the handicapped and elderly).
• Assessment of the adequacy of existing transit routes, services and facilities and the need
for expansion and improvements.
• Trends in transit use and estimates of future demand.
• Determination of existing and projected levels -of -service for transit.
• Review of regional transportation improvement program.
Private Buses
• Evaluation of private bus company services.
• Identification of the private bus routes within the local jurisdiction.
• Evaluation of the transportation needs that are or are not being met by private bus
companies.
• Determination of the private bus company plans to provide bus service in the future.
Bicycles and Pedestrians
• Assessment of the adequacy of existing bicycle routes and facilities and the need for new
ones.
• Trends in bicycle ownership and usage.
• Assessment of the level -of -service of pedestrian facilities (both current and future levels).
• Assessment of historical data and trends with regard to bicycle and pedestrian accidents.
Truck Routes
• Identification of existing truck routes. (N)
• Determination of needed changes in truck routes.
Railroads
Inventory of rail lines and facilities and assessment of plans for expansion and im-
provements. (LU, N)
88 GENERAL PLAN GUIDELINES
CHAPTER III: The Required Elements of the General Plan
CIRCULATION ELEMENT
Useful Transportation Element Definitions And Information
Levels -of -Service: According to theTransportation Research Board's 1985 Highway Capacity
Manual Special Report 209, level -of -service is a qualitative measure describing the ef-
ficiency of a traffic stream. It also describes the way such conditions are perceived by persons
traveling in a traffic stream. Levels -of -service measurements describe variables such as speed
and travel time, freedom to maneuver, traffic interruptions, traveler comfort and conve-
nience, and safety. Measurements are graduated ranging from level-of-serviceA (represent-
ing free flow and excellent comfort for the motorist, passenger or pedestrian) to level -of -service
F (reflecting highly congested traffic conditions where traffic volumes exceed the capacities
of streets, sidewalks, etc.). Levels -of -service can.be determined for a number of transporta-
tion factors including freeways, multi -lane highways, two-lane highways, signalized in-
tersections, intersections that are not signalized, arterials, transit and pedestrian facilities.
Paratransit: Transportation systems, such as jitneys, car pooling, van pooling, taxi service, and
dial -a -ride arrangements.
Recreational Trails: Public areas that include pedestrian trails, bikeways, equestrian trails,
boating routes, trails, and areas suitable for use by physically handicapped people, trails and
areas for off-highway recreational vehicles, and cross-country skiing trails.
Streets and Highways: A jurisdiction's planning of streets and highways may involve the
following terms:
Arterial: A major street carrying the traffic of local and collector streets to and from freeways
and other major streets, with controlled intersections and generally providing direct
access to properties.
Collector: A street for traffic moving between arterial and local streets, generally providing
direct access to properties.
Expressway: A highway with full or partial control of access with some intersections at
grade.
Freeway: A highway serving high-speed traffic with no crossings interrupting the flow of
traffic (i.e., no crossings at grade). Streets and Highways Code Section 23.5, in part,
states that "Freeway means a highway in respect to which the owners of abutting lands
have no right or easement of access to or from their abutting lands or in respect to which
such owners have only limited or restricted right or easement of access."
Local Street: A street providing direct access to properties and designed to discourage
through -traffic.
Scenic Thoroughfares: The following are scenic thoroughfare terms that planners may
encounter:
Local Scenic Highway: Asegment ofastate or local highway orstreet that a city or county
has designated as "scenic."
Official County Scenic Highway: A segment of a county highway the Director of the
Department of Transportation (Caltrans) has designated as "scenic."
Official State Scenic Highway: A segment of a state highway identified in the Master
Plan of State Highways Eligible for Official Scenic Highway Designation and
designated by the Director of the Department of Transportation (Caltrans).
Scenic Highway Corridor: The visible area outside the highway's right-of-way, gener-
ally described as "the view from the road."
Transit: Urban and suburban rail, bus systems and ferryboats.
GENERAL PLAN GUIDELINES 89
CHAPTER III: The Required Elements of the General Plan
CIRCULATION ELEMENT
Determination of transportation needs that are or are not being met by railroads.
Identify abandoned railroad rights of way which could be preserved for future transpor-
tation corridor use. (LU)
Paratransit
• Inventory of paratransit services and routes.
• Inventory of existing paratransit services and uses.
• Identification of the needs served by paratransit.
• Determination of future paratransit needs.
Navigable Waterways, Ports and Harbors
• Assessment of the adequacy of navigable waterways and port and harbor facilities,
including the need for expansion and improvements. (LU, OS)
• Historical data on the use of facilities and vessel registrations.
• Projection offuture demand based on newor expanded economic activities and recreational
trends.
• Projection of future needs for navigable waterways and port and harbor facilities.
• Review of plans for improvements by harbor and port districts.
Airports
• Assessment ofthe adequacy ofand safety hazards associated with existing aviation facilities
(general, commercial and military) and the need for expansion and improvements.
• Inventory of potential safety hazards posed by airport activities to surrounding land uses.
(N)Vi
:.
• Inventory of potential safety hazards to aircraft passengers posed by existing or proposed `
land uses near airports.
• Assessment of the provisions of an airport land use commission plan prepared pursuant
to Public Utilities Code Section 21675. (N)
• Aircraft landings and takeoffs.
• Descriptions of facilities.
Parking Facilities
Assessment of the adequacy of existing on- and off-street parking, particularly in urban
and commercial areas. (LU)
Assessment of the affects of parking policies (i.e., off-street parking standards, on -street
parking restrictions, graduated parking fees, etc.) on congestion, energy use, air quality,
and public transit ridership.
Transportation System Management
• .Analysis of existing and projected transportation system levels of service. (LU)
• Identification of existing and proposed modes of transportation.
• Analysis of the projected effects on the transportation system of construction improve-
ments versus the projected effects of transportation system management.
• Comparison of the costs of construction improvements versus the costs of transportation
system management.
• High Occupancy Vehicle (HOV) lane usage.
• Vehicle occupancy counts.
90 GENERAL PIAN GUIDELINES
CHAPTER III: The Required Elements of the General Plan
.CIRCULATION ELEMENT
z,�tZFa
Air Pollution from Motor Vehicles
Estimation of air quality impacts. (CO, LU)
• Analysis of air quality trends.
• Assessment of existing air quality.
• Estimation of air quality impacts of motor vehicle trips generated by land use changes and
new thoroughfares.
• Identification and evaluation of measures that will reduce the air quality impacts of motor
vehicle trips. (CO, LU)
IDEAS FOR DEVELOPMENT POLICIES
The circulation element should contain goals, objectives, policies, principles, plan proposals
and/or standards for planning the infrastructure supporting the circulation of people, goods
and communications. These development policies should be carefully correlated with the
provisions of the land use element. With this and the above ideas for data and analysis in
mind, cities and counties may wish to consider development policies for:
• The location and design of major thoroughfares in new developments. (N)
• The development and improvement of major thoroughfares, including future acquisi-
tions and dedications, based on proposed land use patterns and projected demand. This
may include a street and highway classification system. (LU)
• The levels -of -service of transportation routes, intersections and transit.
• The circulation between housing and work places. (LU)
• The scheduling and financing of circulation system maintenance projects.
• The locations and characteristics of transportation terminals. (LU)
• The development, improvement, timing and location of community sewer, water, and
drainage lines and facilities. (LU, CO)
• The current and future locations of:
- Oil and natural gas pipelines.
- Power plants.
- Major electric transmission lines and corridors. (LU) (diagram)
• The acquisition of necessary public utility rights-of-way. (LU)
• The selection and carrying out of financing measures to expand and improve public
utilities.
• Transportation and utility -related exactions.
• Assistance to those who cannot afford public utility services.
• The mix of transportation modes proposed to meet community needs.
• The development and improvement of transit and paratransit services.
• Transit and paratransit assistance.
-The roles of railroads and private bus companies in the transportation system. (N)
• The development and improvement of rail and private bus facilities and services.
GENERAL PLAN GUIDELINES 91
CHAPTER III: The Required Elements of the General Plan
CIRCULATION ELEMENT
• The encouragement of railroad and private bus company services. .
• The preservation of abandoned railroad rights of way for future transportation corridor 4
use. (LU)
• The development and improvement of bicycle routes and walkways.
• Proposed truck routes. (N)
• The basis for truck route regulations. (N)
• The safety of the traveling public including pedestrians and bicyclists.
• The development and improvement of port, harbor, and waterway facilities. (LU, CO)
• The development and improvement -of aviation facilities. (LU)
• The mitigation ofaviation-related hazards (including hazards to aircraft and hazards posed
by aircraft). (LU, N)
• The consistency of the general plan with the provisions ofan airport land use commission
plan. (Government Code Section 65302.3) (LU, N)
• Strategies for the management of parking supply such as increased parking fees, graduated
parking fees, metered on -street parking, and staggered work schedules.
• Strategies for the control of parking demand such as improved transit service, amenities
for bicyclists, and subsidized rideshare vehicles.
• The use of transportation system management.
• The roles of the private sector and various public agencies in developing, improving and
maintaining circulation infrastructure.
• Policies that reduce motor vehicle air pollution. (LU, CO)
Technical Assistance
The following state agencies may provide information or assistance for the preparation of the
circulation element: Department of Transportation (Caltrans), .Public Utilities Com-
mission, Transportation Commission, and Office ofPlanning and Research. Caltrans has the
following sources of information:
• Assembly of Statistical Reports: California Public Road Data
• Directory of California Trip Reduction Ordinances
• District System Management Plans
• Interregional Road System Plan
• Regional Transportation Plan Evaluation Report
• Route Concept Reports
• Route Development Plans
• Route Segment Reports
• System Management Data Bases
92 GENERAL PIAN GUIDELINES
UU, �K��� 8������UU��K�� ���k�|���|����N�~�
�� _ RESOURCE MANAGEMENT
��
A. INTRODUCTION
Open Space Elements and Conservation Elements were first required to be part ofcity and
county General Plans in 1970. Within Diamond Bar, many issues dealing with conservation also
overlap issues related to open apace, such as "open space for the preservation of natural
resources" and "open space for the managed production of resources" (State of California General
Plan Guidelines). As a result of this overlap and intondependenoy, these two general plan
requirements have been combined into a Plan for Resource Management, which is permitted under
State |axv'
Diamond Bar recognizes its role aaaresponsible steward ofall lands within its jurisdiction. As
consequence, the City intends to take an active role in the management of its natural and open
space resources for the benefit of the community now, and in the future.
The Plan for Resource Management deals with "open -space }and" issues, defined by
Section 65560(b) of the Government Code as "any paroel or area of land or water which is
essentially unimproved and devoted to open apace use..." Open space uses encompass four
principal categories: natural resources; managed production of resources; outdoor recreation; and
public health and safety. The first part of this Plan addresses open space and visual resources,
biological resources, and parks and recreation.
The Plan for Resource Management also establishes strategies for effectively managing local
natural resources to prevent waste, destruction, or neglect. This portion of the General Plan is
concerned with the conservation, development, and utilization of natural resources such as water
(including reclaimed wastewater), energy, and the disposal and reuse of solid vvaateo' As
recommended in state law, agriculture and mineral resources are two other natural resources that,
are analyzed.
It is the intent of the Plan for Resource Management to:
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April uo 1992
® Create and retain an open space system which will conserve natural resources,
preserve scenic beauty, promote a healthy community atmosphere, provide open
space for outdoor recreation, and protect the public safety.
® Identify limits on the natural resources needed to support urban and rural
development within the City and its sphere of influence, and ensure that those
resources are used wisely and not abused.
® 3Ego_-rovide a park, recreation and open space system which enhances the livability
of urban and suburban areas by providing parks for residential neighborhoods:
preserving significant natural, scenic, and other open space resources; and meeting
the open space and recreational needs of Diamond Bar residents.
The Plan for Resource Management is closely related to the Land Use portion of the Plan for
Community Development since areas designated for open space must be consistent with
designations on the Land Use map. Areas designated as open space for public health and safety
reasons in the Plan for Resource Management are similarly addressed in the Plan for Public Health
and Safety.
B. EXISTING CONDITIONS
OPEN SPACE AND VISUAL RESOURCES
Diamond Bar is well known as a master -planned hillside residential community with outstanding
views. .
Heweyw, theFe aFe still signifleant visual FeSOUFees, P&naFily RatUFal slopes and Fidges. These aFe
undeF iRGFe * - . Fe te develop as land values MGFeasem and FneFe develepable (flatteF) land
SOUth, Fespeatively. SeyeFal undeveloped aFeas also pFavide views of undisturbed vegetatien, sueh
"ThP
GewntFyn
+Sandst011e GaRyeA,
west ef the 6:7 +FieFth ef Pathfindw Read,
. of natural slopes and ridgelines. There are
a number of undeveloped areas in the City that constitute potential open space resources such as:
Sandstone Canyon, located west of Brea Canyon and north of Pathfinder; Canyons and slopes
west of the 57 Freeway, south of Pathfinder Road and south of Brea Cutoff Road; hillsides east
of the 57 Freeway; Upper Sycamore Canyon area between Levland and Diamond Bar Boulevard:
Tres Hermanos area. The portion of Tonner Canyon that is within the City's sphere of influence
offers tremendous open sace :;>:;:arftaix€ and visual resources. M`' " " ' `'.';:;'``."`
•• • •• • a • e aa • •i EE9.
e.a�a • Via• •a
2. BIOLOGICAL RESOURCES
While Diamond Bar still contains several areas that support native plants and animals, these
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April 30, 1992
2
resources have undergone considerable transition over the years. The native flora and fauna which
once inhabited the City have been largely eliminated in developed areas. Historical agricultural and
recent urban development have removed large areas of natural vegetative cover. Animals that
once inhabited the valley floor have been forced into nearby undisturbed areas to the southwest,
south, southeast, and east of the City limits. Within the City, the following areas still support
significant biological habitats and plant species:
Sandstone Canyon - Located west of the 57 Freeway, north of Pathfinder Road.
This area encompassing over 100 acres (with three smaller canyons), contains
stands of mature riparian vegetation along a meandering stream channel. Major
plant species include coast live oak, western sycamore, California black walnut,
and willow. This area also supports a variety of wildlife including small and large
mammals that can tolerate proximity to humans such as mice, squirrels, racoon,
coyote and;. occasionally* ; mule deer.
Upper Sycamore Canyon - This 400 -acre area encompasses the upper section of
Sycamore Canyon (the lower section is already a natural City park), and is referred
to as the Bramalea property.
GPAC ® Tres Hermanos - The largest "vacant" or open area in the City is the Tres Hermanos
4-9-92 property at the northeastern cornea of Diamond Bar. This 900+ 800+ acre area
has been grazed extensively, and contains a few small canyons with remnant oak
woodland
Tonner Canyon - The City's sphere of influence, encompassing the middle 3,600
acres of Tonner Canyon, which is considered a "Significant Ecological Area" (SEA)
by Los Angeles County due to its wealth of biological resources. This portion of the
canyon contains extensive stands of riparian, oak, and walnut woodland plants,
which are considered sensitive and important native plant habitats by the California
Department of Fish and Game. Tonner Canyon supports a diverse population of
native animals, including the California ground squirrel, cottontail rabbit, coyote, the
Pacific as well as possibly the endangered Stephen's kangaroo rat, and several
species of mice. Numerous birds also utilize this area, including several species of
hawks and owls, which are all protected under California Fish and Game laws. A
sensitive species of pond turtle was also observed in the upper portion of the
canyon, although it was just outside the City limits and sphere of influence.
There is }}aMWpotential for sensitive plant species to occur within the City limits of
Diamond Bar, due to the amount of previous disturbance. However, undisturbed areas such as
Sandstone Canyon .'., '. plants such as DudI
eva
...
multicaulis, among others. Rare or endangered animal species are notfound within the
Sandy soils, especially in the previously identifiedCitY
natural areas, may harbor the endangered Stephen's kangaroo rat.
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April 30, 1992
3
3. PARKS AND RECREATION
There are nes. several existing park and recreation facilities within the City's boundaries that
provide active and passive recreational opportunities to City residents. The City has seven
developed parks ranging in size from 2 acres to 26 acres. The City also has two undeveloped
parks and one ioint park facility with Walnut Valley Unified School District. Small athletic fields
and playgrounds are available at the 8 elementary and 2 intermediate schools in the City. More
extensive fields and a gymnasium, are available at Diamond Bar High School. There are also
several quasi -public and private recreational facilities, including the Diamond Bar golf course, "The
Country" park, YMCA and Little League fields on Sunset Crossing.
NOWN-161w,
ON MINOR,
..
...
_
The State and National recreation agencies recommend a minimum of 2 acres of developed active
public parkland and 0.5 acres of undeveloped or passive parklands. The City ratio of 1.1 acres
of developed public parkland per 1000 residents is under the State and National recreation
residents.
Currently, within the Citv there is a total of 470.8 acres of recreational facilities.
The City also owns< 4� ;; .( e> ....<.:.:....................:..:............:..<
. ............ ..........75.5 acres of undeveloped
.
Parkland.
Within the City there are quasi -public parkland and/or facilities that may require M fees; these
include the Diamond Bar Golf Course, YMCA and Little League fields.
There is also a private parkland and facility which consists of "The Country" park. Only residents
of "The Country" can use the park which consists of 16.4 developed acres and 133.5
undeveloped acres.
The City is located within an hour of several regional recreation and national forest areas such as
the San Gabriel and San Bernardino National Forests to the north and northeast, which include the
summer and winter resort areas of Big Bear Lake and Lake Arrowhead. The forests provide
outdoor activities as diverse as swimming, boating, hiking, camping, downhill skiing, and cross
country skiing. There are also County recreation facilities available at Schabarum Regional Park
to the west and Bonelli Regional Park to the north (which contains Puddingstone Lake).
Within the City, the 57 Freeway is designated as a State Scenic Highway with views of the
mountains to the north and east. Local roadways such as Golden Springs Drive, Diamond Bar
Boulevard, and Grand Avenue offer a variety of r-ufat suburban and open views within the City.
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April 30, 1992
4
' 4~ WATER RESOURCES
One of the fundamental long-term constraints for both urban and rural development is the
availability and quality of water. Asthroughout Southern California, water availability has become,
and will remain, a major resource constraint facing Diamond Bar. The strategies for this section
focus on the actions which must bataken to ensure the continuing supply of water needed to
support Diamond Bar's future.
Water is provided to the area by the Three Valleyi%._.,`.,.'..`M Water District but locally distributed
through the Walnut Valley V*0".'*!WW Water Disi tely, almost all local water districts
receive most of their import ed water (other than groundwater) from the Metropolitan Water
District (MWD). As a result of the ongoing State-wide drought, now in its 044 sixth year, the
MWD has restricted local water supplies by 25 percent through the imposition of surcharges on
water that issupplied inexcess ofthese levels. AMaster Plan ofWater isbeing prepared bvthe
Walnut Valley Water M01 District which *vi#estimates a buildout population for Diamond Bar
on the order of approximately 75,000 residents, which is higher than the estimated buildout of the
City. The degree to which the modest amount of growth projected by the General Plan can be
accommodated by the local water districts will depend on the naQ|ona| availability of water.
5. ENERGY RESOURCES
The availability ofenergy resources ieagrowing societal concern. Urban and suburban land uses
within the City all rely onthe availability of a continuing supply of affordable energy resources'
However, recent experience has been that unless society's axvananuas of the critical nature of
energy availability is increased, significant dislocations in the economy and local quality of life can
naeu|1' Energy conservation is not only necessary to the continued functioning of modern society,
but provides immediate benefits to individuals and businesses in utility bill savings and improved
air quality. The strategies provided this section propose anarQY efficient building and land
use practices. Many other actions needed toconserve energy icooperation with federal and
State agencies, as well as with15
which have indicated in promoting energy cons ervation.
8' SOLID WASTE
Landfill disoosal of solid wastes and the conservation of recyclable materials have become
important public concerns by reason of the diminishinq cavacity of landfill space and growing
environmental problems facing our State. For this reason, the State Legislature passed the
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April 30, 1992
Imp Ill
-.1' .1�?H1WffAP7AW6SF14
Landfill disoosal of solid wastes and the conservation of recyclable materials have become
important public concerns by reason of the diminishinq cavacity of landfill space and growing
environmental problems facing our State. For this reason, the State Legislature passed the
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April 30, 1992
through a combination of source reduction, recycling, and composting programs, 25% of solid.
wastes from landfill disposal by 1995, and 50% or the maximum amount feasible by the year
2000.
household cleaners, paints, pesticides, and motor oil.
7. AGRICULTURE
The City of Diamond Bar presently has no important agricultural farmlands according to the
California Department of Conservation, Division of Land Resource Protection, and the Soil
Conservation Service of the U.S. Department of Agriculture. These agencies classify important
farmland into six categories according to soil type: prime; potential prime, statewide important;
locally important; and unique farmlands. While none of these classifications have been applied to
soils in Diamond Bar, the area did at one time support extensive walnut groves and cattle ranches.
Over the last 30 years, the farm and ranchlands that once typified Diamond Bar have been
converted to urban and suburban uses. Prior to 1900, the production of walnuts and cattle
grazing were the primary agricultural activities within the City. Today, only scattered grazing
remains, primarily on the Tres Hermanos property in the northeastern corner of the City. This area
contains the "headwaters" of Tonner Canyon, and the upper portions of this canyon, just south
of Tres Hermanos and west of Diamond Bar, are also grazed periodically. The middle portion of
Tonner Canyon, within the City's sphere of influence, supports oil production, as well as the
Firestone Boy Scout Camp, and is not grazed on a regular basis.
The entire Southern California region is experiencing a strong demand for housing and urban
development. Because of this demand and the inevitable conflicts between urbanization and
agriculture, previously extensive agricultural land in the City has already been systematically
removed from production
8. MINERAL RESOURCES
The City of Diamond Bar does not contain any identified (significant) mineral resources. The State
of California has established four categories of Mineral Resource Zones (MRZs). Most of Diamond
Bar is considered in MRZ-1, which identifies areas where adequate information indicates no
significant aggregate deposits are present. However, a particular bedrock formation (Puente)
underlies scattered portions of the City. This formation is classified as MRZ-3, which identifies
areas that may contain aggregate mineral deposits but whose significance cannot be evaluated
from available data. Based on available data, development in Diamond Bar will have to import
substantial quantities of aggregate materials anyway, since none of the surrounding areas contain
extensive deposits.
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April 30, 1992
6
C. RESOURCE MANAGEMENT ISSUES
1 . OPEN SPACE AND VISUAL RESOURCES
There are several major vacant hillside or open space areas remaining in the City, which are under
various pressures to develop. Many currently open lands were previously restricted from
development by the County.. The City has the option to continue to apply restrictions or to allow
additional development. The City needs to determine which areas will be preserved and what
means to use to best assure their protection. These areas should be incorporated into the planning
process for (new) active and passive parks. This is especially true for the future new development
Tres Hermanos,(:!}'>!(?re and Sandstone Canyon
properties. In addition, planning for Tonner Canyon should be done in conjunction with
property owners and representatives from the various jurisdictions that overlap Tonner Canyon.
ISSUE ANALYSIS:
the Fesi ^^ There is a need to provide a balanced oven space
as we# as %4thin and the
sphere of influence.
2. BIOLOGICAL RESOURCES
:::......:: wt<::::sore::<Ilf::lf%en.~e
contains several areas with significant biological resources. These areas should be considered for
preservation in conjunction with important open space and visual resource areas. Areas should
be selected for preservation to pfesefye- support the maximum amount of biological resources for
the longest period of timer_
reseumes This includes wildlife corridors to prevent isolation and loss of diversity in biological
"islands" if they are cut off from larger and more diverse areas. :.:
ISSUE ANALYSIS: There is a need to protect areas with important biological resources,
both within the City and within the Q4Y�g the sphere of influence.
3. PARKS AND RECREATION
The City has a variety of recreational facilities presently available for local residents, including Issue
. While there are abundant numerous
facilities in the area, some local parks are small or isolated. There are few additional parks planned
for the future_ asryet. As the City grows, there will be additional p demands placed on
existing facilities. T-heFe is also Re tFail system linking these fasilities togethe , whiE;h A-160
ISSUE ANALYSIS: There is a need to plan for adequate parks and recreational
facilities and sftes to serve the growing needs of local residents
151 I'll
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April 30, 1992
7
through the utilization of exisft facilities within City boundades
and throughout the area, additional recreation parklands are
necessary to meet the community needs.
4^ WATER
ff
Water
resource. The City already makes use of reclaimed water, and this s6*u'**r'c*'*e will probably be
depended on more in the future to "free up" potable water for additional domestic use. The level
of additional population growth in the City will be modest, but water may continue to be a limiting
factor in long-range planning.
yS8LAE AN4LYSI5: The City should work with local water ageneiespurveyors and the
community to encourage water conservation and ~'
reclaimed water.
5. ENERGY
While water iathe current resource shortage, there have also been short-term energy (fossil fuel)
mhonLogeo' /n these times of increasing population, consumption, and environmental mxvorenmoa,
the efficient use ofenergy will continue tnbeanimportant aspect ofmoaponaib|nconmnnunhyUfe'
A+�*�i�*R, There o many educational, governmental, and private institutions nearby that are on
the cuttingd of energy technology.
eneFgy teehnelegies. The City should avail itself of environmentally safe methods of resource
conservation
ISSUEAN41YSIS.
encourage energy conservation and innovation in energy systems.
G' SOLID WASTE
While the disposal of solid waste is a
ffiecent legislation has several immediate and specific implications
now required toreduce their production ofsolid waste and implement recycling programs, omwell
as arrange for the disposal of hazardous household rnatehm|a'
&SSUEA&ALYSIS:
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April 30, 1992
�
�
identify urograms that will assist the City in minimizing the
7. AGRICULTURE
Although Diamond Bar began as an agricultural community, it has become a residential suburban
community. Cattle grazing is the only agricultural activity that remains as a reminder of this
heritage. The lands that presently support grazing are already planned for various types of
development.
Them s ne need re. }
ISSUEANALYSIS: The City to should develop t€tp olicies
dealing withegrkukur,—_, ether- an te
f
conversion of agricultural land to #e
����{:and uses_ s „ r lt.re f,eeerr+en fens e,,,,.,,,n, ah
8. MINERAL RESOURCES
There are no significant, concentrated mineral resources in Diamond Bar.
ISSUE ANALYSIS: Th Fe is no need trr nen+ �feF thnRig Ofty eunwnt1v does not need
_
There is no identified issue.
D. GOALS, OBJECTIVES, AND IMPLEMENTATION STRATEGIES
"IT /S THE OVERALL GOAL OF THE PLAN FOR RESOURCE MANAGEMENT TO PROVIDE
AND MAINTAIN ADEQUATE OPEN SPACES IN THE CITY TO SERVE THE DIVERSE
RECREATIONAL NEEDS OF ITS RESIDENTS, WHILE FOSTERING THE WISE USE OF
LIMITED NATURAL RESOURCES."
GOAL 1 "Create and maintain an open space system which will preserve scenic beauty,
protect important biological resources, provide open space for outdoor recreation
and the enjoyment of nature, conserve natural resources, and protect public health
and safety."
Objective 1.1 Preserve significant visual features which are within, or are visible from the City of
Diamond Bar, with an emphasis on the preservation of remaining natural hillside
Modified slightly from wording approved by GPAC but with no change in meaning.
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April 30, 1992
9
Strategies:
1.1'2 * materials Ueproperly removed
and disposed of, rotherwise placed ooamtobecome anintegral part ofthe
site development.
1'1.3 Require that dwelling units and structures vvkhhn hillside areas be sited in
such a manner nmto utUize'ma and landscape plant materials as
backdrop for the structures and the structures themselves to provide
rnax|mouno concealment ofcut slopes.
1].4
a, This espeeially applies te, but is n--+. ---G----SaFi'— HIM—El te, the
BFaFnalea pffipefly, and any peFfien Of "The GOUAtFy" that is visible
ftem the 6:7 F=Feeway.-
a. This weuld apply te, but set ReeessaFily be !:—.+-A + G. SaMstene
1'1'5ig_�j I WA vegetation which cannot be preserved in
place, but is suitable for transplanting, be relocated elsewheFe en !he ske.
on site eF eff-site if feasible.
^ Modified slightly from wording onpm"no bvopAo but with no change ommeaning.
kul
1.1.6 Require that dwelling units atd, structures and landscaping be sited in a
manner which:
• Protects views #Few for existing development
i Retains opportunities for views from dwellings
® Preserves or enhances vistas, particularly those seen from
public places
® Preserves mature trees, natural hydrology, native plant
materials, and areas of visual interest.
1.1.7 Utilize grading permit procedures to ensure that site designs for
development proposals for hillside areas conform to the natural terrain, and
consider the visual as ects' .:'::':;'`:":'�':.�;.:::.:::::.
1.1.8 Work with the appropriate jurisdictions to protect prominent ridges, slopes,
and hilltops.....ft adjacent to, but eutside-e#, the City-. * and its sphere of
influence a. This M^'�s, but is not limited te, such as the hills in the .City .
of Industry, west of the 57 Freeway at Grand Avenue, the hills within the
County of Los Angeles (Rowland Heights), west of the 57 Freeway, south
of Brea Canyon Cutoff, the portion of Tonner Canyon within the Chino Hills
Specific Plan, and the portion of Tonner Canyon within the City of Brea
(Orange County).
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April 30, 1992
11
1.1.9
Objective 1.2 Where ecologically feasible mMaintain, protect, and preserve biologically significant
habitats, including riparian areas, oak and walnut woodlands, and other areas of
natural significance, providing only such recreational and cultural opportunities as
can be developed in a manner sensitive to the environment. '
Strategies:
1.2.1 Ensure that all development, including roads, proposed adjacent to riparian
and other biologically sensitive habitats avoid significant impacts to such
areas. Require that new development proposed in such locations be
designed to:
® Minimize or eliminate
into the impacts on environmentally sensitive areas;
® Create buffer areas adjacent to the sensitive area,
incorporating the most passive uses of the adjacent
property;
® Protect the visual seclusion of forage areas from road
intrusion by providing vegetative buffering;
® Provide wildlife movement linkages to water 69UFaesi , food
and nesting•
® Provide vegetation that can be used by wildlife for cover
along roadsides; and
0
Revised by GPAC 4-9-92
' Modified slightly from wording approved by GPAC but with no change in meaning.
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April 30, 1992
12
1.2.2 Preserve existing mature
trees and vegetation.- ; within existing natural and naturalized areas'iGt?i
.:.::.:::::::::: .
a, Natural
vegetation to is be removed only as is necessary to locate approved
development and the construction of needed infrastructure. Name
b. Prepare a tree preservation ordinance that requires developers and
residents to protect, maintain, or otherwise preserve healthy mature
oak, walnut, pepper and sycamore trees. The ordinance should
emphasize preservation of these species in place whenever feasible,
;::should -. provide a replacement ;.* .r *.bl i a
necessary.
' Modified slightly from wording approved by GPAC but with no change in meaning.
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April 30, 1992
13
Objective 1.3
Strategies:
1.2.3 In conjunction with local schools and volunteers,: the City will
4 3", an seFnFnu ity 4Fee planting 'PFBgFaFn environment
........................
if�... . . ..... ..... .
education program, 'for the use of open space lands.
--------------------- ........ ............................ a...
1.2.5 Incorporate, where feasible, the input of a certified rborist, landscape
architect, and/or qualified horticulturist into the review and approval of
landscape proposals through the design review process.
tJ a.".tai*n a system of public and private park and recreation
facilities which meets the active and passive recreational needs of Diamond
Bar residents of all ages.
1 3.1 Maintain epen spaee and FeE;Featien pFe@FaFns emphasizing the deyelepmeF�t
ef aetive FeGFeatieR aFeas (pFiFnaFily eeFnFnuRity athletie fields), apffeeiatieR
aREI ffeteetieR ef RawFal epeR space, and develepFneRt ef a GeFAFnuRity
eenteF, in eei�uRetieR with !he aequisitien ef tFaditieRal ReighbeFheed paFIE
land. As pFieFity FneasWes, iFnpIeFneRt the fellewing wheFe feasible.- A
1.3.1 Develop Recreation facilities emphasizing active and passive recreation
areas. The development of aetivel-pass'-ve -e-OFeatien alreas shGukt-mtee.
.
community athletic fields- should be rwrsued.
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April 30, 1992
14
Imorove and enhance existing recreation areas.
Pursue joint public/private development of recreation
facilities_ ,
weuld max-mize use ef existing fasilities, as well as add new
land te the faeility.
® Develop and maintain a comprehensive inventory of
recreation facilities and update the facilities yedeidieagiE to
ensure that the City's needs are being met.
• ursue land acquisition for parks
t
• Pursue preservation of various hillside areas and other scenic
resources which are important to the City's image.
• Initiate a program of identifying additional environmentally
significant eAlViFi9nmental areas in the City and the sphere of
influence, and analyze the possibility of protecting any
unique or significant environmental features of such areas. i
• Pursue protection of environmentally significant areas such
as but not limited to: Sandstone Canyon, portions of Upper
Sycamore Canyon, and the canyons along Brea Canyon
Cutoff, and Tonner Canyon .
® Pursue development of an integrated trails system
the community.
�...........
well as inclusion of natUFal open space pFeseFve aFeas aleng
the *
1.3.2 Unless there is an overriding public recreation need, require that open space
areas, other than those described above which are set aside as part of a
development project be maintained privately. Require that open space
easements be granted over portions of development sites which are set
aside for open space.
' Modified slightly from wording approved by GPAC but with no change in meaning.
Added from goals and objectives approved by GPAC.
mggg
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April 30, 1992
15
1.3.3 Prepare and maintain on inventory of open lands which were set aside for
open space uses aspart of previous development approvals through the
County, and designate such lands as non -developable open space. In
preparing this inventory, deem that lands set aside in previous development
projects which were not clearly reserved for future development, t
bepreserved amnatural open space
1.3.5
use planned deyelepmeAt. in--ceniunetien with a mixed use
eens"deFs the C-4-'--- "suat4dentity.
GPAC recommendati.n1l .3.5 Re reational Onen Soace shall be Preserved as recreational or)en snace
April 9, 1992 including, but not limited to, the Diamond Bar Golf Course.
1.3.6 Plan for the development of a system of -greenbelts within the community.
distributed throughout the City in locations convenient to
1.3.8 Develop a Needs Analysis to determine the present and future recreation
and park needs.
Developo" of design standards for park size, location,
relationship and impact to adiacent oroDerties and
community facilities.
Provide list of existing park sites- to be improved or
mom
CITY OF DIAMOND BAR PLAN FOR RESOUR6E MANAGEMENT
Revised April 30, 1992
16
Target locations for park acquisition and type of park
required.
List timing and phasing of acquisition and improvements of
parkland.
Provide costs of acquisition and improvements, including
funding sources and implementation priorities.
GOAL 2 "Identify limits on the resources needed to support existing and future uses within
the City of Diamond Bar and its sphere of influence, and ensure that these
resources are used wisely.?"
Objective 2.1 Minimize the consumption of water through a combination of water conservation
and use of reclaimed water.
Strategies:
2.1.1 Coordinate with the local water agencies to encourage and expand the use
of reclaimed wastewater, stored rainwater, or household gray water for
irrigation.
a. In cooperation with adjacent communities and area water purveyors,
develop a plan to initiate the use of reclaimed water; require new
development and intensification of existing development to include
dual water systems in appropriate locations. *
' Modified slightly from wording approved by GPAC but with no change in meaning.
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
b. Work with the local schools and establish a public education
program providing information to City residents regarding the
potential and advantages for reuse of water. *
C. Where feasible, direct storm waters collected in streets and drainage
systems to settling basins or small lakes within parks or open space
areas, as long as it benefits and does not adversely disrupt local
plants or wildlife. *
2.1.2 Encourage the installation of contemporary and feasible water conservation
technologies into new developments, or retrofitted into existing
developments, where intensification is proposed. Such measures may
include but are not limited to: *
® Pressure reducing valves that would reduce supply line
pressures in excess of 50 psi to 50 psi or less.
® Flush valve operated water closets which are limited to three
gallons per flush.
Drinking fountains equipped with self-closing valves.
® The insulation of all hot water lines for the purpose of
providing hot water faster with less water waste, and
keeping hot water pipes from heating cold water pipes.
® Thermostatically controlled mixing valves for baths and
showers, and water conserving models of washers and
dishwashers.
0 Low flow faucets and shower heads.
2.1.3 Encourage the use of primarily drought -tolerant plants and efficient design
in landscape application, even if reclaimed water is being used at present
for irrigation purposes.
a. As part of the City development review of landscaping plans,
discourage installation of large areas of lawn or turf, or limit
installations to areas that depend on !heiF use require the use of
r9 ass., sues a�** '� .` where feasible.
b. Replace and maintain City medians with drought tolerant slants and
ground cover.
c. Where domestic water supplies are used in the irrigation of turf
areas, encourage the use of ta,lfeseue VaFieties OF th
season tug drought tolerant vegetation.
e: d. To the extent possible, require the preservation of existing native
trees and shrubs, as established plants are often adapted to low
water consumption.
Modified slightly from wording approved by GPAC but with no change in meaning
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April 30, 1992
lM-
d, e. Require residential builders to provide information to prospective
buyers of new homes within the City of Diamond Bar regarding
'
drought -tolerant planting concepts.
ev f. Require non-residential builders toprovide information toprospective
buyers or tenants within the City of Diamond Bar regarding drought -
tolerant planting concepts. ``
4 g. VVhora possible, require the extensive use of mulch in landscape
areas toimprove the water -holding capacity ofthe soil hy reducing
evaporation and soil compaction.
2.1.4 Require irrigation efficiency within the City.
2.1'5 Be prepared for rationing or ouooKaa of water being limited in 000e of
extended drought. °*
a.
Prepare a Water Management that can be
implemented should water supplies become severely limited.
Potential actions could include restrictions against watering of
sidewalks, excessive runoff from irrigation, yard watering on
alternate days, etc.
`-AuuvdfromovananuobjvvtivvoappmvvuuvspAo.
b. in existing uses, emewage
the installatien
ef sueh systems when
�
2.1'5 Be prepared for rationing or ouooKaa of water being limited in 000e of
extended drought. °*
a.
Prepare a Water Management that can be
implemented should water supplies become severely limited.
Potential actions could include restrictions against watering of
sidewalks, excessive runoff from irrigation, yard watering on
alternate days, etc.
`-AuuvdfromovananuobjvvtivvoappmvvuuvspAo.
Revised by GPAC 2. l. 6
4-9.92
ractices throw h xerisca in ana► other arou nr-rurG�a.�� �p••�� •�•
_ ... _ develon wen
Objective 2.2 Encourage efficient use of energy by minimizing the consumption of energy
resources to the minimal amount needed to support existing and planned land uses,
through a combination of efficient land use patterns and passive and active energy
conservation systems.
Strategies:
2.2.1 As a general principle, replace total dependence on nonrenewable, imported
energy resources with a greater reliance on locally available renewable
resources to a degree which is feasible and in accord with the eapab+litie&
current technology-.
2.2.2 In conjunction with review of development applications, require the
incorporation, where feasible, of the following:
® Provide for clusters of buildings with protected indoor or
plaza/open areas within multiple family residential,
commercial, and office projects to promote protection from
the wind and sun prateetjafr.
® Construct internal roadways at of the minimum widths
necessary for safe circulation in order to minimize solar
reflection and heat radiation from impervious material.
® Where possible, locate reflective surfaces (i.e. parking lots)
on the north and east side of buildings; alternatively, where
parking areas must be located to the south or west of
buildings, provide additional landscaping to reduce heat gain.
® Orient the maximum amount of glass possible toward the
south, the side with the greatest amount of solar collection
(heat gain potential), in combination with other measures for
shading to mitigate against summer heat.
® Use appropriate building shapes and locations in order to
promote maximum feasible solar access of individual units.
® Design individual buildings to maximize natural internal
lighting through interior court wells, interior court areas,
skylights, clerestory windows, and energy- efficient building
- Added from goals and objectives approved by GPAC.
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April 30, 1992 20
shapes.
�
Use canopies and overhangs to provide shade to windows
during eurnnmor months, while allowing for reflection of
d|nant sunlight through the vNndoxvm during winter months
(care should betaken toassure that overhangs and canopies
do not prevent sufficient light for daytime purposes).
0 Incorporate the use of deciduous trees in
landscaping plans, especially near buildings and around
expanses of paved areas.
w
Incorporate trellises, and
canopies toahodosouth and westward facing walls, tocool
°
Locate trees and hedges planted close to buildings 0000to
channel beneficial cooling breezes through openings.
2'2'3 Ensure that sufficient shading of parking surfaces is provided within multi-
family,
3.2.4 Investigate the feasibility of adopting an Energy Ordinance that will
incorporate retrofit provisions for the installation of energy conservation
measures on existing structures, solar pool and hot tub provisions that will
prohibit natural gas heaters as the primary energy source.
2.2.5 Implement, through the subdivision ordinance or through other appropriate
mechanisms, the Solar Rights Act of 1378 which addresses structural
orientation for solar access, and includes such concepts as solar easements,
functional landscaping, street layout, and arnhitactura| designs that reduce
energy costs.
2'2.0 Maintain in the Development Code provisions to require solar energy
systems for the heating of mvvirnrning pools in all new multi -family
residential developments.
2'�'7 Take full advantage of the CEOA process as atoo| for evaluating energy
use and potential energy impacts, and for implementing appropriate energy
conservation measures.
2-2.8 Require the inclusion, where feasible, of provisions for energy efficient
modes of transportation and fixed facilities which establish public Dass
transit, bicycle, equestrian, and. pedestrian modes aadesirable alternatives.
2'2.9 Work with appropriate federal, State, and private utility agencies toidentify
and facilitate appropriate legislation for utility rate revisions that would
provide incentives for the conservation of energy by the shifting of energy
usage tonon-peak hours.
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April 3o'1992
21
2.2.10 Increase public awareness. of energy conservation technology and
practices by the dissemination of information that describes energy
conservation practices for community members. This will encourage
ongoing communication and the generation of ideas, plans, and programs
for the future development of Diamond Bar as an energy efficient city.
Objective 2.3 Reduce overall local energy *we consumption by promoting efficient land use
patternsi which (educing reduce the amount of vehicular travel_ , BF etheF
teehnigwes—`
Strategies:
2.3.1 Land uses in the City will be planned to ' `""';•<: "r* "'`"''"'"'' ` ''`
ikehte::lxuls:>Yrave! between compatible and related uses, such as home-
shopping, home -office, home-school, etc. .....::;.;..::.
a. This will apply to mixed-use Planned Developments in particular
when planning and ergani2ing reviewing new land uses.
2.3.2 Design and implement a citywide system of bikeways and pedestrian trails
as non-polluting circulation alternatives
Objective 2.4 ,r# Cooperate with and encourage local educational, governmental, and
private organizations in the tes&g development and use of new energy
technologies that are deemed environmentally safe. * *
Strategies:
2.4.1 Maintain open communication with other local, regional, state or federal
agencies regarding the evaluation of current energy problems and state-of-
the-art technologies and practices.
2.4.2 Emphasize fuel efficiency and the use of alternative fuels in the acquisition
and use of City -owned vehicles and fleet vehicles of City franchisees;
support programs which would serve to enhance or encourage the use of
Hen FnGtffized and public transit systems.
a. � Cooperate with the South Coast Air Quality
Management Agency in -the development and local testing of new
alternative fuels or other energy programs.
Modified slightly from wording approved by GPAC but with no change in meaning.
Added from goals and objectives approved by GPAC.
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April 30, 1992
22
2.4.3 Participate with local organizations on research and/or the development of
ajternate energy sources, including cogeneration, photovoltaic, biomass,
waste to energy, wind, etc.
2.4.4 Investigate the potential for adding provisions in the Development Code to
require industrial and/or commercial projects to be sited to facilitate
photovoltaic and/or cogeneration units. *
I
Objective 2.5 Minimize the geneFetion ef se#d "wetea th.Feugh a pmgpam eE I aaAqn;
seLAnee mdue6en, and r-eG)e#ng.- on vironmentaI47wacts of landrldiwosal of solid
wastes through an aggressive public education and information campaign designed
to promote a comprehensive program of source reduction, recyclilml, composrin-g,
and household hazardous waste reduction activities.
Strategies:
2.5.1 EAGOUFage 60FAMUllity Feeyeling ffejeets, net 9nly by the eff eFts ef the Gity,
but alse by thFE)ugh the effeFts ef individuals, nen ffefit ffganizatienS, eF
and leeal businesses, as well as PFOgFaFns SpenSeFed thFetigh
the seheel distietts. Develop and implement a Source Reduction and
Recycling Element according to the guidelines established by Assembly Bill
939 and the California Integrated Waste Management Board._
2.5.2 Disseminate iRfEWmatien te Diamend BaF Fesidents and businesses FegaWing
the advantages and Reeri fAr SAW V aSte SeWee Feduetien and Feeyeling,
1-1 561— H
inGluding PFE)ViSiOR ef speeifie iRfEWnatieR an aetiens that indiyiduals a
businesses ean take te assist. Develop and implement a Household
Hazardous Waste Element according to the guidelines of AB 2707 and the
1---1 SAI-- ip�5.*::_?-'%'
2.5.3 ReElUiFe that new GeFnmeMial, effiee, and multi family developments
eampactienr Reduce wasteful packaging "'. products sold in the City
Q q ;af'
through educational and technical assistance which emphasizes the
reduction of non -recyclable products, replacement of disposable materials
with reusable materials, and the purchase of repairable products.
2.5.4 Develop and implement a "GeWFee Reduetien and ReGyGling Element"
aGGGFding to the guidelines ef AB 939, and inewpeFate it inte the Plan fef
Reseb!FGO 'Management -of -she GeReFal Plan. ** Implement a mandatory
Citywide recycling program including residential curbside collection and
voluntary on-site programs serving multi -family, commercial and industrial
generators.
2.5.5 Take a PFGaetive F01e in the f0ffnatiGR Of an aFea wide solid waste task
fE)Fee te iRvestigate means by whieh the Gity of DiaFAE)Rd BaF and ethef
ageReies eaR Fneet E)F exceed the SeUFE;e FeduetieR FeqUiFeFReRts ef AB 939.
Educate residential, commercial and industrial generators about source
reduction and recycling programs and encourage their Participation by
developing a multilingual promotional campaign which informs them about
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April 30, 1992
23
diversion programs, identifies opportunities for participation in such
programs, and provides motivational incentives to increase participation.
2.5.6 As pan ef City solid waste sellestie ,
.
Require all commercial and industrial generators to develop and implement
- a source reduction and recycling plan tailored to their individualwaste- -
streams.
Revsed 4-9-92 2.5.7 Deyelep and implement—$—"U 6bseivIaV =irancsWaste ClcmeRt-
Relocated to 2.1.6 landsean"na standaFds and of eena;n land use
deyeleoment's-.
2.5.8 Reduce the amount of yard wastes generated by public and private
residences through ongoing promotion of "grasscycling" and on-site
composting of leaves and other organic materials.
2.5.9 Designate city held open space and public facilities as "green zones" and
conduct an aggressive pursuit of existing and potential City uses for
compost produced from locally generated yardwaste such as park and
medium sites.
2.5.10 Increase public understanding of methods to reuse materials in their
everyday lives. Incorporate educational materials on the environmental
damage of disposable products and materials.
2.5.11 Reduce the disposal of HHW in landfills through continued cooperation with
the County Sanitation Districts and the Los Angeles County Department of
Public Works on implementation of a Countywide HHW management
program.
Added from goals and objectives approved by GPAC.
CITY OF DIAMOND BAR PLAN FOR RESOURCE MANAGEMENT
Revised April 30, 1992
24
Fil ed by llo%—=View ,,by
on. and is ready for
File ere lew by
On
.zI=IM I
and is ready for
rection
by
City Clerk
a