HomeMy WebLinkAbout8/30/1994R
/:[H �1►i17.1
7:Oo P.M.
South Coast. Air Quality Management District
Auditorium
21865 East Copley Drive
Diamond Bar, California
1/rrr •/-
•rrrr •r -
i, r Meyer
Plunk
Bruce Ramenbaum
E / Schad
h / //'
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CITY OF DIAMOND BAR
PLANNING COMMISSION AGENDA
Tuesday, August 30, 1994
Next Resolution No. 9420
CALL TO ORDER: 7:00 p.m.
PLEDGE OF ALLEGIANCE
ROLL CALL: COMMISSIONERS: Chairman David Meyer, Vice Chairwoman
Lydia Plunk, Bruce Flamenbaum, Don Schad and Franklin Fong
MATTERS FROM THE AUDIENCE/PUBLIC COMMENTS:
This is the time and place for 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 Speaker's Card for the
recordine Secretary (Completion of this form is voluntary There is a five minute maximum time
limit when addressing_the Planning Commissi
OLD BUSINESS: None
NEW BUSINESS: None
CONTINUED PUBLIC HEARINGS:
2. Adoption of the 1994 General Plan. The General Plan is a statement
of goals, objectives and strategies to guide the long-range physical
development of the City. The Plan is required by State law and
determines the size, form and character of the City over the next 20
years. It is the most significant tool utilized by the community to
ensure a balanced, comfortable environment in which to live and
work. It represents the. community's view of its future and serves as
the "blueprint" to define the long term character of the City. In
January the City Council appointed a General Plan Advisory
Committee to develop the Draft General Plan. Fifteen public
meetings have been conducted to identify key planning issues and
define General Plan policy. The results have been forwarded to the
Planning Commission for consideration.
04
The purpose of the August 30, 1994 public hearing is to continue the
Planning Commission's review of the Draft 1994 General Plan from
August 23, 1994, commencing with the Land 'Use Element and
concluding by revisiting outstanding issues from previous elements.
Recommended Action: It is recommended that the Planning
Commission open the public hearing, receive a presentation from
staff, receive public testimony, forward comments to City staff and
continue the public hearing to September 6, 1994.
PLANNING COMMISSION ITEMS:
INFORMATIONAL ITEMS:.
ADJOURNMENT: September. 6, 1994
Pq
0 0 ii 0 10
4 � M Ij of -N-63 V V to) RE 45 MLei Z
TO: chairman and Planning Commissioners
FROM: Ann J. Lunqu, Assistant Planner
SUBJECT: Continuation of the Draft General Plan Review
DATE: August 26, 1994
The August 30, 1994 Planning Commission meeting is a continuation
of the.draft General Plan review. The review will begin with the
Land Use Element and conclude by revisiting outstanding issues from
previous elements.
Attached to this memorandum is a draft copy of the Planning
Commission's revisions to the Circulation Element which were
adopted at the August 23, 1994 Planning Commission meeting. Also
attached are. comments on the Land Use Element, submitted by
Commissioner -Plunk who will be absent from the August 30, 1994
meeting. commissioner Plunk would like the Commission to consider
her comments when reviewing the Land Use Element.
Attachments:
Draft copy of Planning commission's revisions to the circulation
Element
Commissioner Plunkrs comments on the Land Use Element
V. CIRCULATION ELEMENT
The purpose of the Circulation Element is to define the transportation needs of the City and present a
comprehensive transportation plan to accommodate those needs. The focus of this plan element 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 of the Circulation Element is to provide safe and efficient movement between homes
and jobs, stores, schools or parks within the City. 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 City
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.
The Circulation Element addresses the following issues:
• Streets and Highways
• Transit and Paratransit Services
• Railroad Lines
• Bicycle, H and Equestrian Trails
• Aviation
• Goods Movement
Diamond Bar General Plan Circulation Element
August 23, 19% Planning Commission Revisibm DRAFT v-1
B. CIRCULATION SYSTEM
The components of the circulation system in the City of Diamond Bar include the following:
• Streets and Highways
• Transit and Paratransit Services
• Railroads
• Bicycle, H and Equestrian Facilities
• Aviation
• Goods Movement
Each of these are described below:
1. Streets and Highways
a. Functional Classification, definitions and tem
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. I€ 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. The Ci ' of Dim Bar defines four functional
classification es of roadwa as follows:
• Freeways
• Arterial Streets
• Collector Streets
• Local Residential Streets
Diamond Bar General PlanCirculation Element
August 23, 1994 Planning Commission RevisionsLD'h V"Z
The following sgetien describes the geometric and operational characteristics defined for the various
functional classifications of 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 desired
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 80,000 to 210,000 vehicles per day.
Arterial streets carry the majority of traffic entering or traveling through the City. A "major" arterial has
either four or six lanes four thr�ou�th traffic annddM=a.1 cow additional lam to accommodate tum
movements } arkin
and b% traffic all within a right-of-way of 100-120 feet. A "secondary" arterial
serves the same function as a major arterial, but has four lanes for throu h� traffic and mea contain
additional lanes to accommodate turnin ga andbid tr=all within aright -of -way
of 60-100 feet. Rangmmandad ,®siEThe desiredroadwa ca aci on arterial eaveraaes'from
30;00022,500 to 68:0A045,000 vehicles =er � depending on number of lanes, t=e and of directional
separation, r of on -street confieuration and uen �f access to ad int 1� uses , and
intersection configurations.
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 arterial are generally limited to minimize
disruption to traffic flow.
Collector Streets are intended to carry traffic between the arterial street network and local streets or directly
from the access drives of higher intensity land uses. Collector streets are not intended to carry significant
amounts of through traffic. The category of collector street is further subdivided into business collector streets
and residential collector streets.
Business ccGGollector streets serve business or higher density attached residential land uses. They are generally
two and four lane roadways which serve a mixture of residential and more intense land uses and may carry
traffic from residential collectors- to the arterial street network as well. The
desired roadwa ca aci on a business collector street can be avr e�ragie, up to 20,000 vehicles per day while
providing LOS C.
A residential collector street generally carries traffic between residential neighborhoods and the arterial street
network. They are generally two-lane roadways which have residential or a mixture of residential and
commercial land uses along them.The desired roadwa ca aci on n
ian
n�
residential collector streets am generally igm %Maveraees up to 10,000 vehicles per day while,rovidin
LOS C. Higher density residentialIand 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. The desired roadway ca aci ' Tffle
volumes an on a t {stt :nheai�t� should not exceed Mahout 2,500
vehicles per day andf 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,i MIX,
:::::.........:..........:::..::::::::.•:::..;.:..::;:;.:::::;.;•:.,:::,.::::::fie
.::......:......
Diamond Bdr General Plan Circulation Element
August 23, 1994 Planning Commission Revisions DRAFT V -a
Local residential streets include those streets predominantly residential in terms of adjacent property use, and
are intended to retain a residential character. They are typically not designated in the General Plan Circulation
Element. .
b. Level of Service Standards
Level of service standards define the desirable traffic volumes on City streets in relation to the capacity of
those streets. The City has utilized level of service standards in the traffic analysis work for the General Plan,
and these are summarized in the EIR. The City should continue to use such standards, maintaining and
updating them when necessary to be consistent with current prevailing standards in the region and
regrequirements such as the statewide Congestion Management Program.. ''T
. .... .:......... ,..fY: <:.;:.:..::,>:.>
Diamond Bar General Pfau Circulation Element
August 23, 19% Planning Commission Revisions V-4
Table V-1
Daily Roadway Capacity Values
6 Lanes Divided
4 Lands Divided
4 Lanes (Undivided)
2 Lanes (Undivided)
2 Lanes (Undivided)
Major Arterial
MinerSecondary
Arterial
Business Collector
BusinessCollector/ .
Residential
Collector
Local
ReadResidential
33,900 -
39,400
45,000
50,600
56,300
22,500
26,300
30,000 -
33,800
37,500
15,000
17,500
20,000
22,500
25,000
7,500 .8,800 10,000 11,300 12,500
1,875 2,190 2,500 2,810 .3,125
h ` LOS
f»j
Description
Volume -to
Capacity 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 somewhat
.61-.70
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 wait
.71-.80
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 more
.81-.90
than 60 seconds during short peaks. there are no long-
standing traffic queues. This level is typically associated
with design practice for peak period.
E
Poor operation. Some long-standing vehicular queues
.91-.100
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
II
not predictable. Potential for stop and to type traffic flow.
Source: Based on National Academy of Sciences, Highway Capacity Manual, 1965 and 1986
Diamond Bar General PlanCirculation Element
August 23, 1994 Planning Commission Revisions DRAFT V-5
C. Roadway Systems
1 Roadwa Classification
The General Plan Circulation Element roadway system is illustrated in Figure V-1 and summarized in Table
V42. For comparison purposes, the table also shows the previous County roadway designations. The system
is defined according to the classifications described earlier in this Element.
Included in the roadway system diagram are potential corridors. One set addresses future access needs for
the school site in the Tres Hermanos Ranch property (Strategy No. 2.2.2) and the other for a regional
peripheral corridor providing access between Chino Hills Parkway and the SR -57 freeway.
2 Roa�dw�ay, Average PWIx Traffic
Table V�-3 hosts the existing desired Average Daily Cavacity, Existing and Future estimated Avera a Dail
TrafficVolumes and the Volume -to -Capacity Ratios four various segments of the arterial std in Diamond
Bar. Most vas shown are based either uuon ssgllee day cow or an average of multi le daily cow for
tW
da senerall acre ted to be Tum throu Thursday. with traffic unaffected bbv holes
a�
inclement weather, or other impediments to normal traffic conditions. Average Dail' Traffic Volumes
obtainedrior to 1990 have been modified kX an annual wth factor of L%.
Althou there are additional roadwayse sots nearing a volume -to -capacity ratio of 1.0. this Table VV3
r indicates there currentl roadwa segments w Elder Average Daily Traffic
Volumesaci exceed 1_0 minimum acceptable volumes four level of sem Dom. (LOSThe a
Diamond Bar Boulevard south of Grand Avenue1"03
Diamond Bar Boulevard north of Golden, S Drive
109 .
Diamond Bar Boulevard south of Sunset Crossing Road
104
BreaCans poop Road north hfinder Road
LL.011
BreaCan on Road north of the Pomona Freewa
1.09
Brea Can on Cutoff Road south of Pathfinder Road
U 205
2 Intersection Ocerating Con= chi in the Cit of Diamond BB
O ratio conditions have been considered at 33 and three unsignalized
intersections c volumes for each intersection were collected on a typical weekday during AM and PM
-----
eakak'traffic nods.Mornin ea�alc hour counts �, taken bei ASM and :�00 and eves
e�ak hourXCMMM�counts were wee
taken between 4:00 PM and 6:00 PM. The measured volume was then cow to
���
the StateCaltrans standard to determine the Volume -to -Capacity Ratio, 'eachintersection be�ine hence
described by a Level of Service OS .
Thirty-three Signalized Intersections have bbn considered utilizing the Intersection Ca aci Utilization
-am methodology to determine mio ratinLem of Service at si alized intersections. Levels of Service
Q
Q& values are defined as shown in Table V-1. Within urban areas. LOS D is icall assumed to be the
m
maximum acre table
LOS duds e!ak hour traffic. At LOS E congestion be inn to occur inua� n�ri'h'� and
for durations be and acceptable limits. Althou h it is theoretically impossible to observe LOS F it serves
to indicate that the travel demand for the intersection exceeds the ca aci Intersections with LOS E and LOS
F experience significant congestion dna the e�ak hours. The duration oof this congestion is dependent
upon mean► open considerations which can be evaluated durinthe al o tion of intersection.
HourIj lane ca acities of veh 2a lane mer h were assumed w 0.10 additional increment four
ellow or loss time. This is consistent with the most recent recommendations included in the Los
Coup Congestion Management 'Plan
Diamond Ear General PlanCirculation Element
August 23, 1994 Planning Commission RevisionsMKO"AFTV-6
8EE 8 MATEOtE!! 1.e.33 OF
7HZ LARD OSE ELEMENT
AHD 1.1.4 OF THE
0 CIRCULATION ELEMENT
•+r n.+�
•+a:
sou, -CA:
k�
1& 22.1 .
ELEMENT
NOT
TO SCALE
GENERAL PLAN
Figure V-1
Circulation Element
Roadway System
Diamond Bar General Plan CiDRAFTrculation Element
August 23, 1994 Planning Commission Revisions V-7
Table V-2
City of Diamond Bar Roadway Classification
Diamond Bar Blvd.
Major
Golden Springs Dr.
Major
(w/o Brea Canyon Rd.)
100
Golden Springs Dr.
Minor
(e/o Brea Canyon Rd.)
80
Grand Ave.
Major
Pathfinder Rd. (e% Brea Canyon Rd. -Wag
Major
leg)
100
Pathfinder Rd. (w/o Brea Canyon Rd --west
Minor
leg)
100
Brea Canyon Rd. (s/o
Minor
Golden Springs Dr.
80
Brea Canyon Rd. (n/o
Major
Golden Springs Dr.)
80
Lemon Ave.
Major
(s. of Golden Springs Dr.)
100
Lemon Ave.
Major
(n. of Golden Springs Dr.)
64
Sunset Crossing Rd.
Minor
Major
100
100
100
Major
100
100
100
Secondary
80
8o
80
Major
100
100
100
Major
100
100
100
Secondary
80
80
80
Secondary
80
80
80
Major
100
100
100
Residential-
60
64
64
Collector
Minor
Cul-de-sac
64
Secondary
80
80
80
Fast of SR57
Minor
Residential-
60
8o
64
Collector
West of SR57
Minor
Residential
8o
(Cul do sac)
Washington St.
Minor
Cul-de-sac
80
80
64
BeaverheadDr.
Minor
Cul-de-sac
64
80
64
Lycoming St.
Minor
Cul-de-sac
64
80
64
Brea Canyon Cut -Off Rd.
Ltd Secondary
Secondary
64-80
64-80
64-80
Chino Hills Pkwy.
Major
Major
100
100
100,
*Los Angeles County Highway Plan
MINOR
Diamond BarGeneral Plan Circulation Element
August 23, 1994 Planning Commission Revisions v8
Table Pf-=t2`
T Q J
CN Of Diamond Bar Freeways Arterials
Ex:eing and Estsnased Future
Average Oaily Traffic Wdhout
Tanner Ccnyon Rocd)
bisf ng
Future
Loccrton
UstkW
Capacity (a)
Volume
V/C
Vokune
V/C
D'kamartic Bar Bouietirard:
wo Brea Ccnyon Road
30.000
17,400
0.58
48.000
1.60
s/o Fcuntain Springs Road
30.000
20.700
0.69
48,600
1.62
S/0 Pcrt^tincer Rccd
30.000
27.000
0.90
52.3C0
1.74
No Pc.ht;nder Road
30.000
28,200'
0.94
54,200
1.81
slo Grcna Avenue
30.000
31,000
1.03
: 60.000
2.00
No Grcnd Avenue
30.000
24,400
0.81
36.500
1.22
No Sleep,Canyon Road
30.000
25.000
0.83
38.000
1.27
s/o Goren Springs Drive
30.000
29,300
0.98
44,000
1.47
No Golden.Springs Ortve
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
No Hig;;icnd Valley Road
30,000
18,600
. 0.62
28.300
0.94
s/o Temcle Avenue
30400
16,700
0.56
25.800
0.86as�=K
Cotirna Rood:
w/o Cclbcurne Drive
30,000
17.700
0.59
26.900
0.90
w/o Lemon Avenue
30,000
19,500 ,
0.66
. 30,000
1.00
e/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 Carryon Road
30,000
29,200
0.97
44,400
1.48
Golden Spdro Rood:
e/o Brea Carryon Rocd
30,000
19,300
0.64
29;300
•0.98
w/o Cc-*toy Drive
30,000
18,000
0.60
27,400
0.91
w/o Grcnd Avenue
30,000
19,700
0.66
29,300
0.98
e/o Grcnd 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 01cmond Bar Boulevard
20,000
16.600
0.83
25,200
1.26
e/O 0icmond Bar Boulevard
20,000
16,400
0.82
24,900
1.25
7u.1!Cfi': CITY OF DIAMOND BAR
GRAFT MASTER ENVIRONMENTAL ASSESSMENT
�-''
DRAFT
V��
4
able x-1-2 V--3
Cay
Ex!!tsrg cnc Edir=ed
of CianIC11d Scr Freeways
Artericts
future Average Daily
Traffic (W1ttOjt Tonner
Carryon
poo
d,
Future
l.occrion
Capacity tat
Vazre
v/c
volume
111/0
s�o Tempts Avenue
20.000
1
0.!3
Grand Avenue:
16,100
w/O Golden Springs Orive
30.000
27.400
0.91
c/o Golden Scrings Ortve
30.000
24.700
49,100
1.5A
e/O Oicmona Bar Boulevard
30.000
19.700
0.82
42'.000
i . �0
Pathfinder Rood:
0.66
v
`5.000
1.83
w/O Peaceful Hills Roca
0.000
4.300
0.14
w/o Orange Freeway (SB)
25.000
14,600�
6.600
0.22
e/o Orcnge Freewc v (NBj
0..,8
22,200
0.89
30,000
20.200'
0.67
20,700
1.02
w/o Oicmond Bar Boulevard
30,000
13,000-
0.43
Erect Carryon Road-
19,800
0.6b
s'o Silver Bullet Oriv®
30,000
8,000
0.27
12.200
No Oicmond Bar 8outevard
30,000
4,400
0.15
0.41
s'o Pcihtinder Rood
30.000
7,600
6.700
0.22
0.25
11;600
0.39
No Pathfinder Road
30.000
i 0.100. .
0.34
15,400
s'o Colima Roca
.30.00,0
15.500
0.52
23,600
0.51
0.79
r.10 Cclimc Road
30,000
28.300'
0.94
42.200
1.41
No Pomonc Freeway
30.000
32.7CO
1.09
48,700
1.62
No W an Street
30,000
20.SCO
0.68
30,600
1.C2
Bret Ccnvm Ctrl-Off Road:
::o Pathffnder Road
10,000
10.500
1.05
16,000
T.60
Leman Avenue.-
.No
No Colimo Road
30.000
12.100
0.40
18,400
0.61
Wctrtd Drive:
w/o lemon Avenue
20,000
5,200
0.26
7,900
0.40
Cho F3s
No China Avenue
30,000
8,100
0.27
35,13fl0
1.17 7�
Vic: rcc.,v
CITY OF OIAMONO BAR DRAFT MASTER
ENVIRONMENTAL
-�C
AssEssMENr
b At t ors
rci:w n= , - i 2 U— 3
C.4 -y at Cicmond Bar Freeways Ailefic3is
E4sti:V and Estr=ec Future Average OaW Trcfflc (WdhaW Tanner CcMW Roca,
I
DRAFT -'"
cAyV,rc-R CITY OF DIAMOND BAR DRAFT MASTER ENVIRONMENTAL. ASSESSMENT
R'!
UsfirQ.-
FutLwe
loco w
E)&N
clapac-4y (d) Vokow
V/c Volume V/c
Chino AvemA:
e/o Chino Hills Pcrjcwcy
10.000 4,100
0.45 17.200 1.72
Pomona Freeway (SR -60):
w/o Brea Ccnycn Racc
173,000
251.000
w/o G(cnd Avenue
233.000
361.000
e/c cicrnoncl Bar Boulevard
147=0
20I.000
wio Philips Ranch Road.
147.000
179,000
Orange Freeway (SR,57),-
No Clamand Bar Boulevard
182.000
308.000
No Pathfinder Road
184,000
280,000
No $unset Crossing Road
135,000
187.000
I
DRAFT -'"
cAyV,rc-R CITY OF DIAMOND BAR DRAFT MASTER ENVIRONMENTAL. ASSESSMENT
R'!
Table VV -4 and Figure . show the entire results of the Level of Service anal for the 33 signalized
intersections, in addition to AAM annddPM e�alc LOS for those intersection � deficient Levels of Service.
During the AM RSA three signalized intersections in the CA °perate at Levels of Service E or F.
These intersections are:
Diamond Bar Boum & Brea Can on Road
Diamond Bar Boulevard &Mountain Laurel Way
Pathfinder Road & thesou�u� 57 EMLwa + on/off rams,
The remaining 30 sign inters � cum oo e�.ra apt Levels of Service A throh D dui the
AAM which indicate acceptable 2peratin conditions.
burin the PM e�ak signalized intersections experience Levels �f Service E �r F Those
intersections are:
'amond Bar Boulevard &Pathfinder Road
Diamond Bar Boulevard &Mountain Lau Mal
Diamond Bar Boulevard & Grand Avenue
Diamond Bftar Boulevard &Tem le Avenue
Golden Springs Road& Grand Avenue
Brea Can on Road & the westbound 60 Freeway on/off ramlos
Acceptable Levels of Service exist at the remaining 37 si alined intersections Burin'odsPM Rak
.
Three Un -signalized Intersections have been considered. Unsignalized intersections are analvzed different
than signalined intersected to different o tatin characteristics. While gt si *nalizedintersections all
approaches are sub'to dela apt un -signalized sto si controlled dela is dependent the approach -its
requirement to sto a and the distribution of traffic between approaches. The three un -signalized intersections
studied all showed M and/or PM Rg& hour Levels of Service E or F Those intersections
Sunset Crossin Road & the southbound 57 Freewa on/off ram s
Diamond Bar Blvd./Brea Can on Cut-off Road & the southbound 57 Freewav on/off
�=� �
ram
Diamond Bar Blvd./Brea Can on Cut-off Road & the northbound 57 Freewa on/off
rams
c_3 Intim off'Throu h Traffi
Traffic oonn the streets ooff Diamond Bar consists of motorists who five work sho in the C off Diamond
Bir motorists assin throw h the C do not four a reason. The alignment of the
Ci 's twee most significant arterial streets. Diamond Bar Boulevard, Golden S rin s Road and Grand Avenue
resultsin
large voLines of throw h traffic.
Currently. kn.�nj 'ods congestion s hep pion the 57 Ed 60 Freewaysa particularly
throwhh theons "nn sectionof fceewa within Diamond Bomar where the 57 Freewa correspondswith
xvmq� OM
the 60'Freeway and in the se ent of the 60 Freewa immediately east of the 57 Freewa where the ca ct
of®� ®.
of the 0 Freewa reduced to three travel lam direction. Congestion particularly hep durin
AAM and M gOL traffic hours. Diamond Bar Boulevard is Mattractive alternative rouri
te maril due to
interchangesw the freewa at both the southern a d north sections of the Ci . Diamond Bar Boulevard
intersects with the 57 Freewa south of them a and at the northern divergence of the 57 Freewa and the
�� �
60 Freewa h addition. it serves as as shortcut to traffic traveling to or fro Bernardino Qpnq via
IN I
Diamond Bar General Plan Circulation Element
August 23, 1994 Planning Commission Revisions C Rx 4 2
h
r.
Table -'S \ j
AM and PM Peak Hour Level of Service
at Signalized Intersections
Intersection
AM Peak Hour
Volume -to- Level of
Capacity Service
PM Peak Hour
Volume -to- Level of
Capacity Service
Diamond Bar Blvd. [Brea Canyon Rd.
1.39
F
1.02
F
Diamond Bar Blvd./Cold Springs Ln.
0.60
A
0.68
B
Diamond Bar Blvd./Sugar Pine Place
0.57
A
0.64
B
Diamond Bar Blvd./Pathfinder Rd.
0.84
D
0.94
E
Diamond Bar Blvd./Mountain Laurel Way
0.91
E
0.91
E
Diamond Bar Blvd./Grand Ave.
0.90
D
1.46
F
Diamond Bar Blvd./Golden Springs Dr.
0.39
A
0.68
B
Diamond Bar Blvd./Vons/K-mart Entrance
0.43
A
0.83
D
Diamond BarBlvd./EB 60 Ramp
0.65
B
0.67
B
Diamond Bar Blvd./WB 60 Ramp
0.81
D
0.63
B
Diamond Bar Blvd./Sunset Crossing Rd.
0.73
C
0.84
D
Diamond Bar Blvd./Highland Valley Rd.
0.36
A
0.50
A
Diamond Bar Blvd./Temple Ave.
1.08
F
0.99
E
Colima Rd./Lemon Ave.
0.59
A
0.66-
B
Colima RdJEB 60 Ramp
0.55
A
0.61
B
Golden Springs Dr./Colima Rd. & Brea Canyon Rd.
0.47
A
0.93
E
Golden Springs Dr./Gateway Center Dr.
0.50
A
0.74
C
Golden Springs Dr./Copley Dr.
0.33
A
0.68
B
Golden Springs Dr./Grand Ave.
0.74
C
0.95
E
Golden Springs Dr.Ballena Dr.
0.41
A
0.79
C ,
Golden Springs Dr./Temple Ave.
0.57 "
A
0.62
B
Grand Ave./EB 60 Ramp
0.54
A
0.76
C
Grand Ave./Montefino Ave.
0.57
A ' ;
0.77
C
Grand Ave./Summitridge Dr.
0.74
C
0.67
B
Grand Ave. /Longview. Dr.
0.49
A
, 0.56
A
Pathfinder Rd./SB 57 Ramp
1.25
F
0.70
B
Pathfinder Rd./NB 57 Ramp,
0.79
C
0.73
C
Pathfinder Rd./Brea Canyon Rd. & Fern Hollow Dr.
0.56
A
0.81
D
Pathfinder Rd./Evergreen Springs Dr.
0.46
A
0.54
A .
Brea Canyon Rd./WB 60 Ramp
0.81
D
0.98
E
Brea Canyon Rd./Lycoming St.
0.48
A
0.58
A
Brea Canyon Rd./Washington St.
0.43
A
0.55
A
Chino Hills Pkwy./Chino Ave. 0.25 A 0.20 A
3967.P91009x0.wk1
-J'O
DKS-Assoclates
M•
Figure 2m3
DIAMOND BAR MAJOR INTERSECTION LOCATIONS
DRAFT
':, DEFICIENT HOUR LEVELS OF SERVICE
Grand Avenue. These factors result in a large intrusion of commuter traffic usn Diamond BBr Boulevard
to travel between areas to the south of the 911 and iuris north and east of Diamond Bar.
Golden Drive is also utilized as an alternative route for avoiding the consented segment f comms
freewa n AAM e�ak traffic, the route utilized traffic trav�eli_n = west from the 60 Fre and
southbound on the 57 Freeway towards the westbound 60 Freewa corridor west of the C� The Diamond
Bar Boulevard exit its used to access Golden So Drive, with traffic conte west on GolSpringsden
Drive/Colima Road eventuall reentering the westbound 60 Freeway InLthe g2�mt of congestion ¢ The
same route is also used during M RRI traffic with traffic exifrn the east" 60Freewa at either the
Azusa Avenue, Fullerton Road N�es Street exits in Rowland Hei hts or the Brea Can on Road exit in
Diamond Bar, andre-ems either the eastbound 60 Fes► or the northbound 57Fri at Dim
Bar Boulevard.
Grand Avenue its currently the o& east—west route which directlX sem® the developing central Chino Hills
area. Although the 60
EMLwal is accessible 12 the n� rL heav congestionalb thesis makes end
Avenue an attractive route for vehicular traffic trav�elmg bei the Chino Hills area of San Berner
Coun and areas west of Diamond Bar dl n the 60 Freewa corridor towards Limos AnMIM as well south
of the CX alp the 57 Freewa corridor, towards northern 10jr3anpZe Coun .
h Februa of 1994. The Cit of Chino Ills documented that 5 of the workin adults n their citv of
48,000 residents 16 286 households commute to work in Los Angeles Coun 2a commute to work in
O
Cou= anted 2& 20% commute to w� � -Bernardino oar Riverside Coup Tahe C of Chino
Hills General Plan currentl allowsfor an additional 10,529AMars households (a 65 % increase to total nearr1► ®
residents
in 26,815 households uRon that ei 's build -out.
To quantihl the, of oof traffig in the QIL a license RLatesum was conducted. A discussion
ofthis stud 's methodology and the com Tete results of the anaaal �,siss is contained in the Master Environmental
Assessment document.
The r from this anal sin confirmed the three xvw
Rr a®1 %t®s w the C to have significant
percentages of their total traffic volumes comprised of vehicles making through tgps. Most of the gVu
ttS dMas the PM e�ak &oo w RWodod occurred onDim d Bar Boul andGoy I&s R and Grand
Avenue and were observed exitin the Z& into San Bernardino Coun aloa�n GrIn kfit, Grand
Avenue eft of Dias Bar Boulevard is the arterial.saegm®ent� experiencing the Lqgest volumes of through
tn�' traffic within the Cit
Besides htaM commuterandsib the volumes along arterial s� the C�u��
roblemS of commutei traffic intrusion have been idem by residents on other streets inn the C
Due to the gAIMmely oWor oRntfing conditions and sib® della ►s exp at the intersection of
Diamond Bar Boulevard and Grand Avenue durin Me� V/C 1.2k LAOS PMS local antedloc,� 1 r
streets within residential areas add to this intersection are often utilized commuter traffic to bass the
heavily con ested intersection.
Residents reMrt intrusion of cut-jold traffic on Montefino Avenue,2gLl Summit Driive, Rollin Knoll
Road, Moouun� Laurel L Sim® Rain Meadow Glen DRn® Ca io D Agri® Place
Drive, Summitridge Drive, I.on 'ew Drive, Gold Rush Drive and Palomino Drive. Intrusion of throw h
.�
traffic mato resi�denri�al neighborhoods h� cam sem verai roblems includin s edin particularly in the
vicini of schools.
d. Environmentally Sensitive Transportation Corridor
Diamond Bar General Plan Circulation Element
August 23, 19% Planning Commission Revisions
L' ;` R A F
An environmentally sensitive transportation corridor is a transportation facility defined by characteristics that
cause the facility to have minimal impact to the environment and adjacent ecosystem. It also meets the general
prerequisites of being able to allow for movements of people and goods in a safe and efficient manner. These
-characteristics should include but not be limited to the following:
topographic -- the corridor should blend with the natural terrain as much as possible to reduce grading
and movement of earth. Curves and contours of the natural terrain should be reflected in design of
the corridor. This goal must necessarily be balanced with providing safe corridor geometry for the
modes of travel that will use it.
hydrology -- positive drainage control will be developed as part of the corridor design to provide for
capture and transmission of. runoff from the facility to an appropriate storm drainage facility. This
goal is to control foreign and potentially incompatible fluids and particles from entering the adjacent
ecosystem.
air quality -- street sweeping/cleaning shall be programmed into maintenance operations to prevent
buildup of dirt and dust on the corridor travel surface. This goal will serve to reduce the amount of
airborne particulates which could otherwise enter the adjacent ecosystem. Alternative fuel vehicles
and small vehicles should be encouraged rather than trucks to further improve air quality along the
corridor.
noise -- to the extent possible, modes of travel should be encouraged which have reduced sound
characteristics. In addition, natural barriers to sound created by the corridor should be developed and
implemented to reduce sound intrusion into the adjacent ecosystem. Consider controlled speed limits
to reduce noise impacts.
corridor -- a corridor should be defined as a route that encourages movement of people in a manner
that encourages multimodal uses such as buses, trolleys and shuttles; discourages single occupant
vehicle trips. Movement of goods within this corridor should be evaluated in terms of not detracting
from the basic goal of maximizing movement of people in high occupancy vehicles. Restriction on
vehicle type and weight may be considered as part of the corridor. Creative traffic management
techniques should be encouraged (such as reversible lane operation) to take best advantage of roadway
cross-section and minimize impacts to the corridor area.
biological habitat -- replant and maintain natural plant species to the extent possible along the corridor
where grading has altered the natural landscape. Similarly, provide frequent game crossings to permit
natural migratory paths to be maintained. Consider designation of the corridor for daylight use only.
aesthetic =- views from the corridor should reinforce the feeling in the traveler that they are in an
environmentally sensitive area. Similarly, views of the corridor from adjacent properties should
reinforce the feeling that the corridor' is a natural part of the landscape. Corridor structures, as
necessary, should be a natural part of the terrain.
By nature of the location of the by-pass corridor in and around the SEA 15, the corridor should be
for regional traffic and should not encourage local access for adjacent development except as required
by safety and emergency access requirements. Construction activity should be limited to the right-of-
way envelope. End points of the corridor would incorporate value criteria.
An environmentally sensitive transportation corridor does not presume to specify the type of vehicles that will
utilize the facility. Rather, it should encourage and foster high occupancy, clean operation, modes that are
integrated with the corridor. Planning efforts should look to the future and anticipate technologies that will
Diamond Bac General Plan
Circulation Element
August 23, 1994 Planning Commission Revisions
,,,,y s � d'�-`tir �
G
V -P
emerge and contribute to development of a corridor that meets the growing travel demands of the region and
maintains precious natural resources.
2. Transit and Paratransit Services
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.
a. 'transit Services:
Public bus transit service is provided to the City of Diamond Bar by the Metropolitan
Transportation Authority and Foothill Transit.
a= Two fixed route transit lines serve the City of Diamond Bar: MTA Foothill Transit
Route 482, MTA Route 490 Bath of these transit
routes are intercity routes. Foothill Routed 482 and META 490 originate and terminate
outside of the Diamond Bar city limits. FeetlJR-'F ' '"Atm intie-
And tp MTA Route 490 serves the Park -and -Ride facility north of the
Diamond Bar Boulevard/60 Freeway interchange.
b. Paratransit Services:
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.
3. Railroad Lines
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 North Gary Avenue and is approximately nine miles northeast of
Diamond Bar. The Fullerton Amtrak station, which serves . the San Diegans line, is located at the corner of
Santa Fe and Harbor Boulevard and is.approximately 13 miles to the southwest.
A Metrolink commuter rail station has been recently implemented along the Union Pacific Railroad at Brea
Canyon Road, just north of State Route 60.
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.
Diamond Bar General Plan Circulation Element
August 23, 1994 Planning Commission Revisions DRAFT
v
4. Bicycle, and Equestrian Trails
ate. Bim 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 H 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 signs only. This type of bikeway does
not provide cyclists with increased privileges, but rather, informs motorists of the cycling
route.
The City currently has two desi��l bikeways along beth -sides of the ewe length of Diamond Bar
Boulevard and alon the I&q& of Golden Springs Drive from BreaCan on Road to the MgLerIX S& lit.
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 marked, thou.S.h not
designated C Resolution alon both sides of Brea Canyon Road between Pathfinder Road and Golden
Springs Drive.
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 from 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 Golden Springs Drive (into
Rowland Heights). Figure V-3 shows designated bicycle routes in the City of Diamond Bar.
b
There is am c
Diamond BV
Neils
the Coun
Equestrian and 1H'ikin T
to the ublic w the Ci ► 21
The S line T Extensions unoficially called the Schabarum Trail rou llels the Ci 's southem
and eastern boundaries w unincoraorated sections of Los An else Sante Bernardino counties'=0 = Xjnds
through the hills from Brea Can on Road to Grand Avenue. The trail ori ' tee at Schabarum Park to the
The 9® & B LOA i i� � S �
W where T interconnects the S line Trail The S line TML =% tum interconnects vast
of uestrian trails to the north and west AM din throughout most of Limos Ugedles Can-11—To the
END I
Diamond Bar General Plan ' Circulation Element
August 23, 1994 Planning Commission Revisions 19
CLASS it
CLASS III
Figure 4m -o
DIAMOND BAR EXISTING DESIGNATED
BICYCLE ROUTES
DRAFT -q - NO
east of Schabarum Parkthe trail traverses Rowland Heights• t� exits under Brea Can on Road and the
_
O Freewa where it apD the southern cill limits of Diamond bar to the east of Brea Canyon
Road. The trail then travels near the 0 -g -e of the Firestone Boy Scout Reservation near the northern slopes
of Tonner�Can�on the t turns northeast, it rou hl follows the ci bounclar 'u�st i of the ci
As���
limits. The trail turns east and follows theci bounda u�st outside the gLq UVLts, and Ma.W tum
northerl o� 0.
.f the trail - within -and ° outside the city. The trail terminatesomat Grand
Avenue. wherethe Summit Ri Park Com Vail � allow access to Summit Rid a Park t� the north
of Grand Avenue within Diamond Bar. There are also a series of three slur trails which the Countv has
l� to connect with the S line Trails Extension Trail. These three trails collectively known as the
S lineTrailsConnections, all lie outside of the Curt of Diamond Bar.
FigureV- 4 shy h�ikiing, andsquestian trails in the Qj of Diamond Bomar.
5. Aviation
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.
6. Goods Movement
Goods movement within the City of Diamond Bar occurs primarily through the use of trucks. The City has
established a designated truck route plan. Truck routes direct heavy truck traffic onto anterial 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 JM/Pomona LQ 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 along Golden Springs Drive between
Lemon Avenue and Brea Canyon Road, along both Brea Canyon Road and Lemon Avenue north of Golden
Springs Drive, 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.
The General Plan Designated Truck Routes are illustrated in FiQiire V-5.
Diamond Bar General Plan Circulation Element
August 23, 1994 Planning Commission Revisions V4Y a 0
D/rCS Associates
v
U
Figure 399 Y- +
023% IGNO BAR PROPGSED EQUESTRIAN TRAILS
ITI V
. v.w
12.2.2 --
ELEMENT
NOT
TO SCxte
THE LAND USE ELEMENT'
AND 1.1.4 OF THE
CIRCULATION ELEMENT
SOURCE: DKS Assaaates GENERAL PLAN
Figure y- 6-.
Designated Truck Routes
Diamond Bar General Plan A Circulation Element
DRAFT
August 23, 1994 Planning Commission Revisiow V
C. CIRCULATION ISSUES
The following significant issues concerning circulation are not necessarily listed in order of priority.
1. Future Development in Diamond Bar
The Diamond Bar General Plan provides for an additional 4M 700 dwelling units, as well as additional
commercial office and business park uses.
W uses ead 887,39; squafe feet of effiee and blasifiess P&Ek uses.
ISSUE ANALYSIS: The City needs policies to address impacts to all streets in Diamond Bar and
to maintain roadway level -of -service standards.
2. Projected Growth in the Region
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.
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.
ISSUE ANALYSIS: The City needs policies to address impacts to all streets in Diamond Bar and
to maintain or improve roadway level -of -service standards.
Diamond Bar General Plan Circulation Eleme'ntt
August 23, 1994 Planning Commission RevisionsClitAFT, v �
3. Future Roadway System Within Diamond Bar
Many of the roadway facilities within Diamond Bar are projected to carry volumes of traffic at or in excess
of recommended daily capacity by the year 2010. Examples are as follows:
Diamond Bar Boulevard - Average daily traffic volumes along Diamond Bar Boulevard immediately south of
Grand Avenue are projected to be double the desirable volumes for a four -lane roadway. South of Grand
Avenue to Brea Canyon Road, forecast daily volume along Diamond Bar Boulevard. exceed recommended
carrying capacity. North of Sunset Crossing, traffic volumes along Diamond Bar Boulevard are projected to
be: within the carrying capacity of a four -lane roadway.
Golden Springs Drive - Year 2010 traffic volumes along Golden Springs Drive west of Brea Canyon Road
are projected to exceed the desirable maximum volumes for this four -lane roadway. From east of Lemon
Avenue to the City of Diamond Bar boundary, Golden Springs Drive is forecast to carry traffic at or slightly
below the recommended carrying capacity for a four -lane roadway.
The portion of Golden Springs Drive east of Grand Avenue is not a divided roadway and forecast traffic
volumes along this segment would exceed capacity.
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 desirable maximum volumes for 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.
Brea Canyon Road - The section of Brea Canyon Road from Golden Springs Drive to Washington Street is
projected to carry traffic volumes requiring the capacity of a six-lane.divided arterial.
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.
ISSUE ANALYSIS: lite City needs to establish roadway classifications and standards for
dedication and roadway improvement for the principal streets in the City.
4. The Development of 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 larger through traffic volumes from SR -57 than at present 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. However, the location of an alternative travel corridor must consider its
potential environmental and growth -inducing impacts. Under these circumstances, it will be prudent for the
City to consider the option of a -by-pass corridor. Studies of such a facility indicate that should forecasted
development and freeway improvements occur, a by-pass corridor will provide substantial relief to the key
streets in Diamond Bar. Therefore, it will be the policy of the City to:
not wait until need for the by-pass corridor is demonstrated, but proactively monitor signs
for the need so that timely planning and environmental steps can be taken
explore regional options for transportation improvements prior to initiating development of
a regional by-pass corridor
BONN
Diamond Bar General Plan
August 23, 1994 Planning Commission Revisionsr-
Circulation Element
j
• seek cooperation of adjoining jurisdictions in managing growth and assigning responsibility
for infrastructure improvements to support that growth
• establish criteria under which a by-pass corridor would be considered, designed, constructed,
and utilized.
ISSUE ANALYSIS: There is a need to consider an
g@#0#W This matter is a regional issue and involves multiple
jurisdictions which should be included. There needs to be a proper
justification of regional benefit for a road.
5. Maintaining Grand Avenue's Current Traffic Carrying Capacity
With the completion of the extension of Grand Avenue in the City of Industry, Grand Avenue provides an
even more significant role as a regional arterial, carrying traffic to/ftom. Routes 57/60.
ISSUE ANALYSIS- Measures to enhance Grand Avenue while maintaining its current
traffic -carrying capacity within the existing right-of-way could include:
• Optimize signal coordination
• Reconstruction to improve interchange at Route 57/60
• Provide bus turnouts out of travel lanes,",
at Grand Avenue and
Provide wMemAea And— J_.AJAVA all lanes 6"
Diamond Bar Boulevard iF td>a t %I W- 1 010 , A"d,
6. Increase the A#r_eet_bVF_en--- VJ.X...,..;....t,...M 5 an 60 for
ft*of State Routes 7 d ..
through Traffic
......... I ......
It is desirable to reduce the use of Diamond Bar Beelev"d
by through traffic.
ISSUE ANALYSIS: One of the most feasible approaches the *City can take to reduce through
trait on Diamond Bar Boulevard is to work with Caltrans to improve
conditions on State Route 57 and 60. Possible improvements include:
• Upgrade the SR 57160 interchange to eliminate undue at -grade conflicts and weaving
maneuvers.
0 Provide HOV lanes on both SR -57 and SR -W.
• Provide truck climbing lanes where appropriate.
• Construct auxiliary lanes between key interchanges.
7.- 6011,
---------- .0 -ft."""
Diamond Bar General Plan Circulation Element
August 23, 1994 Planning Commission Ravisions
ISSUE ANALYSIS:
::•:4.:$:#C°::;:;$k: +a.A.�n« tta<at:::<c,<;::,.:: •. •<: axo:;;;:;;;.n:..;•::.r.«.::.;.,.:t•.
Cul-de-Sacing of Sunset Crossing Road at the City's Western Limits and
Maintaining Washington Street Cul -de -Sac
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 Plan assumes Sunset Crossing is to be extended southwesterly, through the City of Industry
to a connection with Washington Street or in the vicinity. The City of Industry is considering development
of the area with industrial uses and a waste -to -rail materials recovery facility to make maximum advantage
of its proximity to freight rail lines. However,, the area through which Sunset Crossing is to extend is
presently substantially undeveloped. 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.
ISSUE ANALYSIS: The City should imp1wwns ►neasures to maintain the integrity of
residential neighborhoods.
D. GOALS, OBJECTIVES AND STRATEGIES
"TT IS THE OVERALL GOAL OF THE PLAN TO PROVIDE A SAFE, ADEQUATE
AND ENVIRONMENTALLY SENSITIVE TRANSPORTATION SYSTEM TO MEET THE
aRCULATION NEEDS OF THE C77ZZENS OF DIAMOND BAR. "
GOAL 1 "Enhance the environment of the City's street network. Work toward improving
the problems presented by the intrusion of regionally oriented commuter traffic
through the City and into residential neighborhoods. Consider programs to
reinforce the regional transportation and circulation system to adequately
accommodate regional needs."
Dimond Bar General Plan Circulation Element
August 23, 19% Planning Commission Revisions V (p
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Strategies:
Objective l.2
1.1.1 Preclude the connection of roadways from adjacent jurisdictions into the City unless
demonstrable benefits to Diamond Bar residents and businesses are indicated..
1.1.2 In reviewing transportation improvements, maintain a clear distinction between local and
regional objectives.
1.1.3 Ensure the opportunity for public comment on major changes in operational
characteristics of the circulation system.
1.1.4 Proactively work with adjacent jurisdictions'
1.1.5
Continue to seek support for Regional State Transportation Improvement Program
(RS11P) projects as proposed by the City of Diamond Bar such as:
(a) Encourage modification of the SR57/SR60 interchange;
(b) Pume construction of HOV lanes on SR60, from SR57 north to San
Bernardino County;
(c) J" Pwvae construction of HOV lanes on SR60, from Brea Canyon Road
to SR57 north;
(d) OW 1?e construction of HOV lanes on SR57, from Orange County to
SR60; and
(e) ------. ----- ....................................
1.1.6 Encourage Orange and San Bernardino Counties to fund and construct an environmentally
sensitive transportation corridor roadway through Soquel Canyon and or Carbon Canyon.
1.1.7 The gill should encoura a the efforts of other Jurisdictions and a encies two uO the
worono circulation p% o Diamond Bar that will sitivel eff�
Diamond Bar's traffic conditions. These D% include:
W cow mnettion of SR -30
bW Uggrade&fS®Myst dards
Be cow® of & uel QLyon Road extension to S
Ud lie Development of additional lanes on SR60 easterly of the City.
1.1.8 Coordinate the use of land use policies from neighboring communities and incorporate
all existing traffic data including improvements and proposal for the regional circulation
system.
Balance the need for optimum traffic flow on City arterials within economic realities,
environmental, and aesthetic considerations.
Diamond Bar General Plan Circulation Element
/'
August 23, 19% Planning Commission Revisions
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Strategies.:
1.2.1 Prepare programs for traffic control measures including, but not limited to,
additional stop signs at problem intersections, timing of stop lights, and regulation
of speed limits.
1.2.2 Maintain flexibility in the cross sections and configuration of streets within
topographically rugged or environmentally sensitive areas.
1.2.3 Pursue other traffic measures to enhance circulation and transient traffic movements.
Objective 1.3 Maintain the integrity of residential neighborhoods. Discourage through traffic.
Strategies:
1.3.1 Prevent the creation of new roadway connections which adversely impact existing
neighborhoods.
1.3.2 Implement neighherheed traffic control programs MW to reduce and divert
through traffio.
1.3.3 Design new developments and their access points in such a way that the capacity of
local residential streets is not exceeded.
1.3.4 Minimize impacts of roadways serving the Diamond Ranch high school site on
surrounding residential neighborhoods.
1.35 The QtZ shouldimplement strop measures to main the inte of the Sunset
Crossin Road residential area at the ag= SU limits kX cul -de -satins Sunset
Crossin pad andretainin the cul-de-sacing Of Washinston and Beaverhead
Streets.
GOAL, 2 "Provide a balanced transportation system for the safe and efficient movement of
people, goods and services through the City."
Objective 2.1 Maximize the use of alternative transportation modes within and through the City to decrease
reliance on single passenger automobiles.
Strategies:
2.1.1 Maximize the availability and use of public transit service.
2.1.2 Investigate the feasibility of establishing a local transit system. Support privately
funded local transit systems for seniors and youths.
2.1.3 Support mixed-use developments to maximize transportation efficiency.
2.1.4 Pursue a cooperative effort with Caltrans and regional transit providers to develop
a major intermodal transportation facility at the prepesed Metrolink Station near Brea
Canyon Road and State Route 60.
Diamond Bar General Plan Circulation Element
August 23, 19% Planning Cominimion RevieiocuuR AFT V�V U
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2.1.5 Encourage participation in carpools through the use of City publications and public
displays.
2.1.6 Coordinate to the extent possible with neighboring cities in the development of a
Transportation Demand Management (TDM) plan.
2.1.7 Work with Caltrhns to build new park-and-ride sites and expand existing park-and-
ride facilities.
2 1 8 .. ...'ate �he system NWstem of bicycle routes
.1-1. ..E*pmd "d Maintain .........
connecting residential areas io'major'community attractions.
2.1.9 Pursue 'a cooperative joint agencies program to provide access for Diamond Bar
residents to a regional light rail system.
2A.10 Lobby. Caltrans, to provide HOV lanes on local freeways.
2.1.11 Explore the feasibility of interconnected public equestrian trails.
Objective 2.2 Maximize connection of all areas within the City through the circulation system.
Strategy:
2.2.1 Work to ensure that any new development is provided with adequate access from
within the City of Diamond Bar.
2.2.2 Through the roadway system, ensure that new development within the Tres
Hermanos Ranch property is integrated into the community of Diamond Bar.,
GOAL 3 "Maintain an Adequate Level of Service on Area Roadways."
Objective 3.1 Improve the safety and 47ciency of existing trans,Porfationfacilities.
Strategies:
3.1.1 Maintain level of service C or better at arterial mid -block segments (average daily)
and D or better during peak hours at signalized intersections to the extent possible.
(See level of service descriptions in Table V-1)
3.1.2 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
3.1.3 Improve intersections in the City which have peak hour traffic service levels worse
than "D". Where feasible, these improvements should be made- within existing
right-of-way.
11.4 Deve4ep W#Wa pavement management system and maintenance program for all
public roadways throughout the City.
. I
Diamond Bar General Plan -T Circulation Element
j 4�
V
August 23, 1994 Planning Commission Revisions
M
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3.1.5 Develop a signal system management system and maintenance program for all traffic
signals throughout the City.
3.1.6 Consider all opportunities to expand and maintain pedestrian access routes
throughout the City.
3.1.7 Synchronize signals on Grand MeEme dwough the City
4i>:tv sW' and adjacent communities.
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Objective 3.2 Explore all available opportunities and mechanisms forfunding transportation improvements.
Strategy:
3.2.1 All new development shall be required to provide mitigation measures:. Such
measures could include improvements or traffic impact fees.
3.2.2 Solicit State and Federal funds to improve area freeways to eliminate use of local
streets as part of the freeway system.
3.2.3 Consider implementing a traffic impact fee system.
3.2.4 Develop a regional financing mechanism(s) to assess new development for the cost
of mitigating traffic impacts.
3.2.5 Consider the use of a "toll road" to finance and maintain the environmentally
sensitive transportation corridor.
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GOAL 4 "Provide or Regulate the Provision of the Supply of Parking to Meet the Needs
for Both Residents and Commercial Businesses."
Objective 4.1 Ensure compliance with the Southern California Air Quality Management District Regulation
15 trip reduction requirements.
Strategies:
4.1.1 Regulate the provision of preferential parking for high occupancy vehicles wherever
possible.
4.1.2 Consider reductions in parking in exchange for transportation demand management
programs.
Objective 4.2 Provide adequate parking for all types of land use within the City of Diamond Bar.
Strategy:
Diamond Bar General Flan
Circulation Element
August 23, 1994 Planning Commission Revisions C"RAFT v%�a
4.2.1 Use existing parking demand data sources to update City Code requirements
pertaining to parking, particularly the provision of sufficient parking for land uses
generating a high demand for parking.
4.2.2 Encourage school districts to improve parking and loading facilities for public
schools to minimize the impact on the circulation system.
Diamond Bar General Plan Circulation Element
August 23, 1994 Planning Commission Revisions DRAFT v fes' `
August 26, 1994
Dear Fellow Commissioners,
While I regret that it is unlikely that I will be (dable to
attend the 08/30/94 Planning Commission hearing on the contemplated
General Plan, I shall'trust the integrity of the commission to give
due consideration to my rough notes on the plan as presented by GPAC.
Due to time constraints, I have not had time to proof my notes. I also
recognize that at ' this. time I I do not have benefit of public
testimony that you will receive that night.
There are two points that however you decide to work with my
thoughts, I hope you will be cognizant of. We have learned so much in
the last 5 years/ please do not write this element such that we tie
the hands of future legislators to work with the knowledge we will
gain _in the next 5 years. MMF
Goo Speed in our deliberations,
Ay � E. Plunk
LAND USE ELEMENT NOTES/ Partial Rough Draft
08/23/94
Lydia E.Plunk
A. INTRO: First Sentence/ suggest change to*-
The included first sentence was the heartfelt desire to control
growth. It is, however, somewhat inaccurate to describe Diamond Bar as
rural. We have sidewalks, sewers and street lights. Our population
presently exceeds 50,000. We are a suburban collection of individual
subdivisions. What has ben expressed is the common goal of having the
best of urban services in an area of open spaces.and natural beauty.
"It is the goal of the City to retain its Town and Country Atmosphere
through its Land Use policies."
Page 1-7. Community Development Issues
1. Land Use Mix,
a. Disposition of Remaining Open Space lands...
This sentence is ambiguous. Are we asking for determination
of, ranking by value?
Issue Analysis:. 'Ask Attorney for Discussion of,Map Act as it
relates to this section.
We may wish to consider that we have limited open Space
aquisition to Map and/or deed restricted vacant lands. We are also not
allowing for the possibility that an.exchangei of development rights
might result in more quantity/ quality of.open space. Therefor:
Consider modifying "Those lands which have been map/ and or deed
restricted should be pursued as public open space." Move to end of
paragraph. Suggest instead "Vacant Lands need to be considered for
Open Space aquisition.11
Page 1-8
c. Economics
Much attention has been given to the desire to aquire end
maintain Open Spaces. Should Investigate regional transportation funds
and water project funds for conservation purposes- should this be
addressed here as source of potential revenue?
I question the statement in the last paragraph that "There are
several large shopping centers in the City with good freeway
visibility and access..." We have limited mid-sized shopping
centers..." would be more accurate.
Issue Analysis appears to be inconsistent with what I understand
the direction of the General Plan.Also, aren't City expenditures for
more than just services? Suggest that we more accurately describe:
There is a need to maximize revenue-producing capability of commercial
property. Investigation of alternative methods of financing City
operations needs to be aggressively pursued.
I-10 Land Use Goals, objectives and strategies.
1.1.1 Rural Residential. The commission has already identified
that slope density will be a part of all land use categories,•
beginning at 25%. Because this overlays and will reduce densities
significantly, I Would recommend that the original language be
reinstated. -Without slope densities, I might have recommended a range
to include larger. lots in SEA/ SOI areas. But not with all the
overlays that are now included.
Page 1-11
Table 1-3 Slope Classification standards
These standards resemble Rancho Cucamongals/ but'do not take into
effect the many exemptions and exceptions that.make this workable in
their community. The materials provided *by staff indicate that many
projects that this body recently passed would not have been allowed
using the slope density formulas we've considered. Public testimony
indicated that the reason for GPAC inclusion was geotech'nically based,
and I have found no evidence that we have technical data to back up
such a general statement on the areas affected. Also, specific
densities- are not appropriate at the General Plan level: Recommend
DELETE TABLE. I would consider text that stated the general desire of
what we hoped to achieve instead (ie, Cohesive Open Space, less
density by steepness)
Page 12
1.1.6 Review
Public safety and preservation of animal life are often at odds.
Environmental.considerations already mentioned this is more inclusive
than animals, therefor: If necessary to choose one over another:
Strike and protection of animal life. Map Act: Are all map and deed
restrictions necessarily for purposes Open Space? Is this point
legally arguable? Because we have already mentioned deed and map
restricted property disposition elsewhere in this document. Also,
language here could strip rights from properties that have building
restrictions to one house per lot- but not from other uses. Delete and
or "map restrictions." . I
All language concerning Conservation Open Space zones is
inappropriate detail for a General Plan. While.well intentioned, It is
also a MAJOR invasion of privacy, and'will entail major costs to the
City. AND THIS IS SOMETHING THAT I PERSONALLY HAVE IN MY YARD- but I
would be inclined to rip it out if the government is going to start an
inspection program (remember City Gestapo and the Property Maintenance
Notes)? DELETE "Map restrictions shall be written which,
implement ... a) ... b) ... inspected by the City."
If language is desiredrecommend, "Develop a Natural Hillside Set
Aside Program allowing for clustering and density transfer
considerations as long as not in conflict with contiguous Open Space
Plan that will include prioritization for environmental
geotechnical, aesthetic and safety considerations."
1.1.7 1 would ask consideration of the Boy Scout Reservation for
inclusion in the Private Park designation because that more accurately
reflects its usage, and could better protect heritage.
Page 13
1.1.10 Adjust for comments in 1.1.7
1.2.5 Do we have to?
Page 14
1.2.9 Refer to map act. This allows for intelligoo placement of
housing related to the actual environment or geote6hnical
considerations- a -desire of GPAC. Put back in!
1.3.2 Isn't this a desirable component of traffic reduction? Put back
in.
Page 15
1.3.5 c See comment immediately preceeding prior to decision on
accepting or modifying language here.
1.3.7 Why would we delete this language? It is the basis of an
Economic Development program. Unless someone wishes to write the
Economic Development Program Now- put the language back in!
.Page 16
1.5.1. Wording nebulous- whow view? Possibly in conflict with Map Act
or othqr acts? Also, what if recognized open space wanted to open a
path or consruct say, an observatory- should the applicant have to go
pay for an election for an item already covered bylaw? Doesn't every
body's property have a restriction of some sort- for example, one
house per residential lot? Could this be used to prevent Anyone from
preventing any construction on a neighbor's lot- it would_changehis
view- unless he was willing to pay the costs of a general election?
Wouldn't this have a potentially disastrous effect on property values
or major litigation re; property rights? STRIKE CHANGES.
1.5...2 Take a close look at changes for same reason as 1.5.1 and
implications. Also, should active and passive open space be lumped
under "open Space"?
Page 17
1.5.3 If detail is left in , change develop to "Explore"(D. Otherwise
consider dropping details- do we really wish to say that a Lighting
and landscape district WILL BE DEVELOPED without community input?
1.5.4 Are we sure that dedication in fee or conservancy.ALWAYS the
best way to achieve the desired result? What about other means- ie,
easements, etc? CHANGE MANDATING. to consider,or other verbage.
1.5.5 This would not allow for whatever tool best.achieves desired
result/ no cost/. benefit.analysis included. We need more discussion
before making this -General Plan policy- better achieved at other
level. Either strike or change to "Develop.policy regarding transfer
of land entitlements, density or development rights."
Page 18.
1.6.5 Requiring Open Space to be public would preclude areas such as
the Pathfinder Homeowners' Association Open Space. This is a
demonstrated positive strategy and should remain so where appropriate.
STRIKE THE WORD PUBLIC,.or alter sentence.
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