Soboba Reservation Active Transportation Plan

Acknowledgments

Soboba Reservation: Tribal Council

Isaiah Vivanco, Chairman

Geneva Mojado, Vice-Chair

Monica Herrera, Secretary

Daniel Valdez, Treasurer

Kelli Hurtado, Sergeant of Arms

Dione Kitchen, Executive Assistant to the Tribal Council

KTUA

Joe Punsalan, Principal

Jacob Leon, Associate, Project Manager

Alex Samarin, Associate, GIS Manager

Katherine Padilla and Associates

Jessica Padilla Bowen, Senior Associate

Thelma Herrera, Project Manager

Soboba Reservation: Departments

Kenneth McLaughlin, Director of Public Works

Andy Silvas, Parks and Recreation Director

Alfonso Hernandez, Grant Administrator

Ken Alfaro, Accounting Controller

Michael Castello, Chairman

Special Thank You

PlaceWorks

Alexsundra Captan, Senior Associate

Cory Witter, Associate

To all of the community members and stakeholders that contributed to the development of this Active Transportation Plan.

List of Figures

List of Tables

Introduction Chapter 1

1.1 Background

The Soboba Indian Reservation (The Reservation) is a federally-recognized tribal government located in Riverside County. The Reservation is geographically located in the foothills of the San Jacinto Mountains, borders the cities of San Jacinto and Hemet, and is home to both Luiseño and Cahuilla people. This Active Transportation Plan (ATP) will be the first planning document of its kind in the Reservation’s history and will set the framework for safer, walkable, and comfortable streets for community members. The recommendations, both physical and programmatic, are designed to support bicycling and walking in the Reservation for the existing and future population.

This ATP includes an inventory of existing bicycle and pedestrian infrastructure, identifies physical and programmatic gaps, and includes a list of recommendations that will support annual funding and grant cycles. The Reservation will use this ATP to guide additional studies as needed to design and implement projects within their jurisdiction to improve active transportation and mobility throughout the community and to neighboring cities. The ATP uses the latest design standards and guidelines by the State of California and other communities alike to ensure that all recommendations are feasible and eligible for grants. The ATP includes short, mid, and long term projects that can be implemented once funds are made available.

This two-year planning process was made possible by funds allotted to Southern California Association of Governments (SCAG). The funds are specific to active transportation across California as part of Senate Bill 1.

VISION

“Walk, cycle, or take transit instead of driving. Transportation is the biggest contributor to carbon emissions. Most of these emissions are from passenger vehicles, so start by considering the impact of your everyday journeys.”

– Soboba Tribal Environmental Department

1.2 Goals

1 2 4

3 5

Safety

Identify, design, and construct active transportation infrastructure to improve safety and comfort.

Access

Close infrastructure gaps within and adjacent to the Reservation to ensure equitable and convenient access to local destinations.

Equity

Ensure that community engagement and recommended projects consider all ages and abilities.

Feasibility

Develop projects that are implementable and cost effective to ensure they get constructed in a realistic manner.

Programs

Identify programs for the 6 E’s of Active Transportation to create a more bikeable and walkable Reservation.

1.3 Process

This Active Transportation Plan is organized in an easy-to-understand manner that meets State and local requirements. By accepting and/or adopting this ATP, the Reservation is able to qualify for future funding pursuits related to active transportation, new mobility, urban greening, corridor planning, and much more. This document consists of three major chapters that describe the planning process from inception to completion.

Existing Conditions Analysis

The existing conditions analysis is located in Chapter 2. This section consists of mapping all available GIS and local data to help understand the Reservations existing conditions. Datasets such as land use, existing bicycle and pedestrian infrastructure, and collisions are included. A series of analysis maps are included to help take a deeper look at certain datasets that support conversations with the community and get a better understanding of the Reservation.

Community Engagement

Community engagement is described in Chapter 3. This section summarizes the various outreach activities that were completed as part of the planning process. Activities such as workshops, stakeholder advisory meetings, and project surveys are included in this section. The feedback collected from community members is used to develop project recommendations.

Recommendations

The proposed recommendations are included in Chapter 4. This section begins with an overview of all available active transportation infrastructure that can be explored based on the latest Federal and State guidelines. Project recommendations are described in a table and through cut-sheets that depict the top projects in an easy to understand manner.

1.4 Study Area

The Soboba Reservation is located in Riverside County in Southern California, bordered by the City of San Jacinto, City of Hemet, and unincorporated Riverside County. The Reservation lies within the foothills of the San Jacinto Mountains and can be accessed via the following major roadways: Ramona Expressway, Soboba Road, and State Route 79. Within the Reservation, Soboba Road and Castile Canyon Road provide multi-modal access to community destinations, residential areas, and agricultural areas. The Reservation has no existing bicycle infrastructure and limited pedestrian infrastructure. Other elements such as street trees, lighting, and traffic calming measures in limited throughout.

According to the American Community Survey (ACS) 2020 5-year dataset, the Reservation has a population of 293 within its 10 square mile boundary. The Reservation has a population density of 29.4 people per square mile in 100 households. The economy is primarily based on agriculture, entertainment, and the Soboba Casino.

The Reservation’s government consists of five tribal council members with the highest position held by the tribal chairman. Community destinations within the Reservation include Soboba Preschool, Noli Indian School, Soboba Sports Complex, Oaks at Soboba, Tribal Chambers, Soboba Casino Resort, and the Soboba Springs Golf Course.

FIguRE 1-1: Study Area

1.5 Active Transportation Trends

Trends in active transportation planning and design have evolved over the last decade. Communities across the country and Southern California have seen the growth of both conventional and progressive active transportation infrastructure. Local leaders, community members, and advocates are showing ongoing interest in ensuring that walking, biking, other forms of non-motorized transportation, and new mobility are included in their built environment. The State of California continues to show its commitment through its Active Transportation Program. In June 2022, the State approved an additional $1.05 billion from the state’s general fund surplus, communicating their continued support for improving active transportation throughout the State.

In addition to funding sources trending upwards, there are other design and programmatic trends that have supported active transportation throughout the last few years. For example, The Project for Public Spaces, a nonprofit organization that “shares a passion for public spaces” reported in 2021 that health equity and access is a major theme across mobility planning. Equitable and safe access to open space, trails, bike paths, walkways, etc., has been a major discussion point since the pandemic. Surveys, conversations with local leaders, and advocates have all expressed the importance of addressing generations worth of decisions that have left many communities, especially those of color, with inequitable access to open space. Access to walking trails, bike paths, trails, etc. have long been proven to improve mental and physical health as well as being a catalyst for community pride and social programming.

The Project for Public Spaces also describes how advocacy groups were involved in larger capacity to address inequities. Their increased actions over the last few years have tackled issues related to community building and transportation in order to positively impact policies and legislature. Street adaptation is another trending theme that many communities are addressing. Thinking of streets other than moving traffic is important on multiple fronts. Over the last five years, quick build projects, parklets, street dining, open street events, and others have demonstrated that streets can be adapted to serve multiple purposes.

The Rails to Trails Conservancy, a non-profit organization whose vision statement is “Trails connect everyone, everywhere”, has also reported on positive trends related to trails, bikeways, and active transportation. They reported in 2020 that “more Americans are walking, biking and using trails in 2020 than ever before—bike sales have boomed and trail use is up 60% over the same period in 2019.”

Trends related to the type of infrastructure being built and advocated for have also shown a growing preference for facility types that enhance pedestrian and bicyclist safety, particularly bicycle lanes that are physically separated from motor vehicle traffic. Class 1 multi-use paths and Class 4 separated bikeways are being highlighted as the types of facilities that will and have encouraged people to bicycle more to reach their local destinations. Pedestrian infrastructure such as enhanced crossings with rectangular rapid flashing beacons (RRFB) or pedestrian hybrid beacons (PHB) are being installed at higher rates since studies have shown increased safety for pedestrians.

Environmental Benefits

According to the United States Environmental Protection Agency (EPA), the transportation sector accounted for the largest portion of GHG emissions (28 percent) in the United States in 2018. Increasing access to active transportation and shifting travel mode share to non-motorized means of travel will continue to help reduce GHG emissions to improve air quality. Additionally, the construction of new bikeways or pedestrian infrastructure also provide opportunities for designing and introducing green infrastructure into the public realm. The EPA acknowledges the many benefits of green infrastructure, including treating stormwater at its source, reducing flooding, adding street trees, improving air quality, creating new habitat, and improving community pride.

For example, a complete street project that includes a road diet can provide room needed for separated bikeways, wider sidewalks, new parkway planters, street trees, curb extensions with rain gardens, and other stormwater improvements: a multipurpose active transportation design can have multiple environmental benefits.

Health Benefits

Vehicle emissions still pose a significant threat to human health. Vehicle-generated air pollution contains harmful GHG emissions such as carbon dioxide, carbon monoxide, methane, nitrous oxide, and volatile organic compounds. These pollutants and irritants can cause asthma, bronchitis, pneumonia, and decreased resistance to respiratory infections. Taking steps to reduce these emissions is important in the United States. Increasing access to active transportation and other related clean mobility choices will decrease people’s dependency for car-generated trips and contribute to the reduction of emissions. Reducing GHG emissions will have positive cumulative effects on people’s health.

A significant percentage of Americans are overweight. The Center for Disease Control (CDC) suggests a minimum of 30 minutes of moderate-intensity physical activity five days per week. According to Harvard Medical School, walking reduces the risk of cardiovascu-

lar events by 31 percent. Other health benefits associated with bicycling or walking include improved strength and stamina through better heart and lung function. Regular exercise also reduces the risk of high blood pressure, heart attacks, and strokes. In addition to heart disease, regular exercise can help prevent other health problems such as non-insulin dependent diabetes, osteoarthritis, and osteoporosis. Exercise has also been shown to improve mental health by relieving depression, anxiety, and stress. More importantly, in rural or low-income areas, many individuals may lack the opportunity to access gyms or fitness centers.

Transportation sector accounted for the largest portion of GHG emissions (28 percent) in the United States in 2018

Equity Benefits

Equity in transportation planning has become a priority topic over the past few years. Planners and agencies are recognizing that projects need to serve people across all socioeconomic statuses. The League of American Bicyclists and the Alliance for Biking and Walking defines equity in two manners:

Geographic Equity - The distribution of bicycling and/or walking facilities and programs within a community, and/or

Social or Demographic Equity - The characteristics of populations served by bicycling and/or walking facilities and programs.

Research groups such as the Healthy Places by Design cite Charles Brown, a researcher at Rutgers’ Alan M. Voorhees Transportation Center “suggests that communities of color are under-represented in infrastructure planning discussions” and that “communities of color have less active transportation infrastructure to begin with. Layered with systemic discrimination, this type of disinvestment makes it especially difficult—and dangerous—for too many people of color to get from one place to another in their daily lives by bicycling and walking.”

Transportation planning projects should always facilitate effective, humble, and approachable community engagement strategies. All communities should be heard and their participation should help prioritize and design the transportation network that they will be using in their day-to-day lives.

*Black & Indigenous People of Color

Outdoor Industry Association’s 2019 Participation Report shows 26.3 percent of outdoor participants were BIPOC*

Existing Conditions Chapter 2

2.1 Planning Context

This comprehensive Active Transportation Plan (ATP) will improve access to comfortable, safer, and attractive streets for Soboba residents and visitors. The analyses and recommendations in this ATP are designed to enhance non-motorized travel infrastructure and to create options that support the existing and future population.

2.1.1 Soboba Reservation Planning Efforts

Sovovatum Village Master Plan

The Sovovatum Village Master Plan is a mixed-use center that will serve as a gateway for residents and visitors to the Soboba Reservation. The 19-acre site is located at the southeast corner of Lake Park Drive and Soboba Road and will feature 60,000 square feet of retail space, open space, trails, playgrounds, garden, and other amenities. Phase one will focus on site preparation and circulation that includes street widening, traffic signals, and crosswalks, utility infrastructure, a convenience store, site pads, and a gas station. The finished project will contain 12 buildings and 240 required parking spaces.

Soboba Crossroads Development

The Soboba Crossroads Development is a commercial project located at the intersection of Ramona Expressway and Main Street. The project consists of retail spaces such as convenience stores, a car wash facility, and drive-thru restaurants. The site is located outside of the Soboba Reservation but is within convenient multi-modal and driving distances. Access from the Ramona Expressway Class 1 multi-use path would provide active transportation access to this site.

Noli Indian School Master Plan

The Noli Indian School Master Plan was completed to better understand the design and implementation of a future school site within the Reservation. In 2011, the Reservation assessed that the existing Noli Indian School site could not support the anticipated growth in enrollment. The Master Plan allowed the Reservation to explore how “the 21st century classroom is used to stimulate learning; ways that architecture can facilitate to inspire curiosity and foster excitement in group as well as individual learning; opportunities to share common functions within a school program; how to integrate sustainability into the classroom.”

The Master Plan identified land to the southeast of the existing Noli Indian School, immediately east of the Soboba Sports Complex. The proposed 345,000 square foot campus would accommodate preschool, K-12 grades, shared spaces, and a Cultural Center.

2.1.2 Neighborhood Planning Efforts

San Jacinto Trails Master Plan

In 2018, the City of San Jacinto developed the San Jacinto’s Trails Master Plan. The Trails Master Plan provides a strategic framework for the future development of a fully connected, multi-use, non-motorized trails network. Planning efforts focused on improved safety for travellers; ensured equitable transportation options for all ages and ability; increased access to public transit, schools, employment, and City amenities, as well as improving public health and residents’

Sovovatum Village Master Plan, image courtesy of KTGY

overall quality of life. The San Jacinto Trails Master Plan expresses the vision and culture of this growing community; aligns with regional non-motorized transportation and recreational plans, and addresses sustainable community planning goals and objectives. The recommendations from this plan identify bicycle lanes along Lake Park drive to connect to the Soboba Reservation. The Bautista Creek Multi Use Path is another project along the San Jacinto River that is adjacent to the Reservation providing a separated multi-use facility to travel between Hemet and Perris. A connection from the Bautista Creek Multi Use Path and Lake Park Drive would provide non-motorized access to the Soboba Casino and the Reservation.

San Jacinto Citywide Safe Routes to School Plan

The City of San Jacinto developed a citywide Safe Routes to School (SRTS) Plan in 2016. The plan aims to create safer and enjoyable options for walking and bicycling to and from school within the city. SRTS plans contain both infrastructure and program-bases recommendations that the city, local organizations, the school district, and other community members can use to improve the school’s surrounding environment. The SRTS contains designated Safe Routes to School corridors that are optimized with infrastructure improvements. These routes may connect one or more schools and provide students and families options for multi-modal travel to and from their schools.

Riverside County Comprehensive Trails Plan

The Riverside County Comprehensive Trails Plan was approved in May 2018 and serves as a guide for the management and development of new trails within Riverside County. Regional and local trails within and near the Reservation, San Jacinto, and Hemet are identified in this plan. Regional trail connections was be evaluated in the planning process of the ATP.

Riverside County Transportation Commission (RCTC) Strategic Assessment

The Riverside County Transportation Commission (RCTC) conducted a Strategic Assessment of Riverside County’s transportation needs. This countywide strategic review began in May 2015 and was completed in January 2016. The process included public input and technical analysis. More than 200 community members participated in RCTC’s Transportation Summits throughout Riverside County. The results of the public’s feedback were integrated with data regarding the county’s future growth and available funding.

One of the recommended strategic actions included developing a long-range transportation plan (LRTP) for Riverside County that involves creating plans and strategies for active transportation facilities to enable greater levels of trip making by bicycle, on foot, and low-speed electric vehicles.

San Jacinto Valley Trail Recommendations, image courtesy of Riverside County

RTA First & Last Mile Mobility Plan

The Riverside Transit Agency’s First & Last Mile Mobility Plan was adopted in April 2017. It serves as a guiding document by providing valuable information and tools for understanding and improving Western Riverside’s First and Last Mile transit connections. The tools include a set of Station Typologies to characterize all 2,500+ stations, identifies various strategies to improve First and Last Mile access, and develops recommendations and templates for each Station Typology. The information and general recommendations found in the Mobility Plan play an important role in identifying non-motorized issues and opportunities for the bus stops on Lake Park Drive.

Western Riverside Council of governments Active Transportation Plan

The Western Riverside Council of Governments ATP identifies facilities to enhance and increase active transportation options in the region. The ATP builds on the Western Riverside County Non-Motorized Transportation Plan (NMTP) published in June 2010, by updating active transportation network improvement projects, implementation strategies, and funding opportunities.

This Active Transportation Plan (ATP) focuses on enhancing the non-motorized infrastructure throughout the region, in hopes of developing a robust network for residents to walk and bike. The ATP was formulated to align with and support state and federal vehicle miles traveled (VMT) reduction efforts, the WRCOG Sustainability Framework, as well as GHG reduction objectives outlined in Riverside County’s Climate Action Plan. This plan identifies the Bautista Creek Multi Use Path as a project along the San Jacinto River that is adjacent to the Reservation providing a separated multi-use facility to travel between Hemet and Perris.

SCAg Connect SoCal

In 2020, the Southern California Association of Governments (SCAG) adopted Connect SoCal, a sustainable long range transportation plan for the vast and varied region that includes the counties of Imperial, Los Angeles, Orange, Riverside, San Bernardino, and Ventura. Connect SoCal is a regional planning document that allows public agencies responsible for implementing transportation projects to do so in a coordinated manner. This plan represents a vision for the region’s future and details existing challenges, as well as goals and strategies for a more sustainable region.

The following goals and principles from the Connect SoCal support overall transportation safety enhancements.

Goal 2: Improve mobility, accessibility, reliability, and travel safety for people and goods.

Goal 3: Enhance the preservation, security, and resilience of the regional transportation system.

Goal 6: Support healthy and equitable communities.

Principle 2: Place high priority for transportation funding in the region on projects and programs that improve mobility, accessibility, reliability and safety, and that preserve the existing transportation system.

Additionally, Connect SoCal identifies the importance of Transit Priority Areas (TPAs), which are areas located within one half mile of existing or major transit stops in the region. TPAs are where TOD can be realized by allowing higher density development with easy access to a multitude of safe and convenient transportation alternatives. Focusing regional growth in areas with planned or existing transit stops is key to achieving equity, economic and environmental goals, and ensuring access to high-quality transportation.

Connect SoCal is also supported by 20 technical reports that provide additional data and material. The following technical reports were reviewed due to their relevance to this plan:

» Active Transportation Technical Report

» Passenger Rail Technical Report

» Transportation Safety and Security Technical Report

» Transit Technical Report

Connect SoCal Active Transportation Technical Report

The Active Transportation Technical Report outlines some of the most prominent reasons for investing in active transportation and reviews the impacts that supporting active modes can have on regional transportation mode share. This technical report also evaluates the relationship between active transportation and environmental justice, safety, demographic changes, land use, congestion, among other topics. Additionally, this technical report highlights how active transportation improvements can result in the creation of networks of high-quality sidewalks, crosswalks, and bikeways, and how roadways can be made safer and more appealing for people interested in taking bicycling and walking trips.

The following strategies included in the Active Transportation Technical Report intend to reduce automobile vehicle miles traveled, support transit, and support mode shift:

Pedestrian Infrastructure

Strategy 1: Close network gaps, reduce driveway conflicts, and repair sidewalks to develop complete networks that provide access to essential destinations for users of all ages and abilities.

Strategy 2: Complete ADA and similar improvements to ensure universal access for people with disabilities and those who require mobility assistance devices.

Strategy 3: Implement traffic calming and Complete Streets projects to reduce vehicle speeds and improve safety at intersections and other crossing locations.

Local Bikeway Infrastructure

Strategy 1: Develop a context sensitive low-stress bikeway network, close bikeway network gaps, and prioritize protected infrastructure (Class 1 or 4) on high stress roadways that provide access to essential destinations for users of all ages and abilities.

Strategy 4: Complete short- and long-term bike parking improvements in the form of bike racks, bike lockers or bike hubs at key destinations.

First-Last Mile Infrastructure

Strategy 1: Complete station area pedestrian, bicycle and micro-mobility improvements to improve transit access and safety.

Strategy 2: Integrate pedestrian and bicycle network projects into new station area development to ensure networks are fully built upon station openings.

Strategy 4: Coordinate the development of land use, transit, and active transportation strategies in areas expecting growth.

Strategy 5: Integrate fare payment across bike share and other micro-mobility options with transit fares.

Strategy 6: Implement improvements for transporting bikes on transit and rail in the form of safety features to secure bikes on transit and rail and expand space in rail cabins for temporary trip storage.

Connect SoCal Transportation Safety and Security Technical Report

Connect SoCal prioritizes ensuring the safety and mobility of the region’s residents, including drivers and passengers, transit riders, pedestrians, micro mobility users, and bicyclists. The Safety and Security Technical Report looks at a range of safety strategies required to optimize the existing system, such as Complete Streets, in order to meet the region’s economic, housing, environmental, equity, and public health goals. The goals identified in this technical report intend to improve mobility and enhance the regional transportation system include investments in infrastructure for a well preserved and resilient transportation system, as well as providing access to multiple efficient and reliable transportation choices for all users.

Some of the strategies included in the Safety and Security Technical Report to enhance safety include:

» Implementing design treatments that support safety, including but are not limited to curb extensions, bulb-outs and pedestrian refuge islands that shorten crossing distances, marked crosswalks, advanced stop bars and shark teeth, yield markings, and changing intersection geometries to improve safety

» Adopting Complete Streets policies to provide safe access for all modes.

» Incorporating intersection safety into the planning grant strategy.

» Installing lighting surrounding crosswalks at intersections and mid-block locations to provide better visibility of pedestrians crossing streets at night.

» Improving safety for aging populations

» Improve bicyclist safety

» Improve safety at intersections

» Improve pedestrian safety

Summary of ATP Integration of Planning Efforts

The projects and programs developed from this plan are consistent with the goals of regional planning efforts. The projects and design recommendations aim to improve safety, close gaps, provide access to Reservation facilities and nearby destinations through non-motorized facilities. These non-motorized recommendations are also consistent with first and last mile guidance and best practices to improve access to transit and safe routes to school. The multi-use path recommendations provide separated facilities for all ages and abilities, a priority for the Reservation. Design features are also consistent with regional and national best practices such as separated facilities, traffic calming, and improving intersection geometries.

2.2 Reservation Overview

2.2.1 Demographics

According to the American Community Survey (ACS) 2020 5-year dataset, the Reservation has a population of 293 within its 10 square mile boundary. The Reservation has a population density of 29.4 people per square mile in 100 households. The median age is 32.2 years and those in the age range of 18-64 make up 66% of the population. According to the data, 71% identify themselves as Native American followed by 20.5% as Hispanic. The remaining population identify as either 6% white only and 1.7% as two or more races.

100 Households

293 Population

Median age is 32

Population Density of 29.4 People per Square Mile in 100 Households

73% of Workers Drive Alone to Work

Employment and Commuting Patterns

The American Community Survey (ACS) 2020 5-year dataset shows that of the 235 people that are 16 years of age or older, 63 are in the labor force. The commute to work patterns consist of 73% of people that drive to work alone, 12.5% of people that carpool, and 14.3% that work from home. The mean travel time to work is 34.2 minutes. Of those that commute, 31.3% travel less than 10 minutes to reach their destination and 39.6% travel more than 45 minutes to their destination. Vehicle ownership is relatively high within the Reservation; 14.3% have access to one vehicle, 25% to two vehicles, and 57.1% to three or more vehicles.

The means of transportation to work do not vary much within the Reservation. For example, 73% of commuters drive alone, 12.5% regularly carpool, and 14.3% work from home. There were zero people reported using public transportation, walking, or bicycling as a means of transportation to work.

Reservation Travel Mode Share

2.2.2 Field Assessments

As part of the existing conditions assessment, the team surveyed the Reservation, the road conditions, bicycle infrastructure, pedestrian infrastructure, and points of interest. The team assessed areas of high collision frequency for patterns in driving behavior or infrastructure deficiencies. The team identified areas of improvement, and potential pedestrian and bicycle projects for recommendations.

Sidewalk ends on Soboba Road, leading towards Reservation entrance

Sidewalk conditions on Soboba Road near Tribal Administration building

Recent pedestrian updates on Soboba Road in front of Soboba Casino Available right-of-way to add active transportation infrastructure on Soboba Road

Available right-of-way for active transportation infrastructure on Castile Canyon Road

Roadway conditions on Poppet Flat road, leading up to The Oaks

Sidewalk conditions on Castile Canyon Road

Sidewalk and curb ramp conditions on Castile Canyon Road

2.2.3 Major Roads

Roads and roadway conditions were obtained by the Soboba Cultural Resource Department for assessment. It was found that Soboba Road, Castile Canyon, and Poppet Flats Road, where the only paved roads in the Reservation. The rest of the roads in the Reservation are a combination of Earth Roads and Primitive or Proposed Roads. The roadway conditions are depicted in Figure 2-1: Major Roads.

Paved road, Poppet Flat Road

Primitive road

Earth road

FIguRE 2-1: Major Roads

2.2.4 Existing and Previously Proposed Bicycle Facilities

The Southern California Association of Governments (SCAG) compiles existing and proposed bikeway data into a singular data source, the SCAG Regional Bikeway Shapefile, for the purposes of active transportation planning. The singular data source is compiled in coordination with the regions’ local agencies. The origin of the existing and proposed bikeway data is provided by municipal Active Transportation Plans and other related bicycle, pedestrian, or complete street master plans.

In addition, the San Jacinto Trails Master Plan developed a strategic framework for the future development of a fully connected, multi-use, non-motorized trails network.

The existing and previously proposed bikeways are depicted in Figure 2-2: Existing and Proposed Bike Facilities.

Opportunities for new Class 1 multi-use path on Soboba Road

Opportunities for new Class 3 bicycle route on Noli Road

Opportunities for new Class 1 multi-use path on Castile Canyon Road

FIguRE 2-2: Existing and Proposed Bike Facilities

2.2.5 Pedestrian Network

The Soboba Reservation lacks a connected sidewalk network. The current pedestrian network outside of the security gate consists of sidewalks along Lake Park Drive between Soboba Springs Road and Soboba Road and along Soboba Road between the Soboba Springs Golf Course and Lake Park Drive adjacent to the Soboba Casino. Within the security gate, sidewalks only exist in front of the Tribal Administrative Building and Soboba Preschool. The existing pedestrian network and nearby destinations are depicted in Figure 2-3: Pedestrian Network.

Sidewalks on Soboba Road

Sidewalks at the Soboba Sports Complex

Sidewalks at The Oaks

FIguRE 2-3: Pedestrian Network

2.2.6 Transit Routes and Stops

The Soboba Reservation is serviced by Riverside Transit Agency (RTA) the public transit service provider serving western Riverside County since 1975. RTA is responsible for coordinating transit services throughout the approximate 2,500 square mile service area, providing driver training, assistance with grant applications and development of Short Range Transit Plans (SRTPs). RTA provides both local and regional services throughout the region with 33 fixed routes, four CommuterLink express routes, and Dial-A-Ride services. As of this report the reservation is serviced by one route and one bus stop located on the Soboba Casino grounds on Lake Park Drive, as depicted in Figure 2-4: Transit Routes.

RTA Transit stop on Lake Park Drive

RTA Transit stop on Lake Park Drive

FIguRE 2-4: Transit Routes

2.2.7 Bicycle and Pedestrian Collisions

Bicycle and pedestrian collision data was obtained from two sources: the Transportation Injury Mapping System (TIMS) collision dataset and the Soboba Department of Public Safety. The dataset sourced from TIMS captures reported collisions surrounding the Soboba Reservation in the five-year period of 2016 through 2021. The dataset sourced from the Department of Public Safety, captures reported collisions and incidents within the Soboba Reservation in the five-year period of 2016 through 2021. Collision density is displayed on Figure 2-5: Bicycle and Pedestrian Collisions. It is important to note that collisions involving bicyclists and pedestrians are known to be under-reported, and therefore such collisions are likely under-represented in this analysis.

Collisions reported by the TIMS collision dataset surrounding the Reservation within a 3-mile radius resulted in 97 collisions and incidents reported by the Soboba Department of Public Safety, 49 of which involved vehicles.

97 Collisions

49 Involved Vehicles

Soboba Road at Lake Park Drive had Highest Collision Rates

FIguRE 2-5: Bicycle and Pedestrian Collisions

Draft Land Use

The following land use designations have been developed based on existing uses and are not meant to regulate the Reservation’s ability to plan and develop land. Land use data did not exist to support this active transportation plan so data was created. This exercise simply provides guidance to assist with active transportation project development.

Rural Residential (RR) – This designation is to permit residential development while maintaining a rural character and to reduce residential development impacts on the environment which might occur with more intense development. This land use may also allow mobile and modular homes and other uses that are compatible with rural single-family neighborhoods and its supporting facilities.

Neighborhood Commercial/Mixed Use (NC/MU) - This designation primarily provides service uses for the local population living in adjacent residential neighborhoods.

Community Open Space Recreation (COSR) - Recreational uses including parks, trails, athletic fields, and golf courses. This zone is applied to areas appropriate for private, active, or passive outdoor recreational facilities and accessory indoor facilities.

Agriculture– This designation is intended for areas planned and deemed suitable to be used for agricultural purposes including grazing, dry land farming, and other agricultural uses and accessory uses approved by the Tribal institution.

Resource Conservation (RC) - This designation is intended for areas planned and deemed suitable to remain in their natural, primarily undeveloped state and to be used for open space.

Tourist Commercial (TC) - Tourist related commercial uses include but not limited to hotels/resorts, Casino’s golf courses, Exhibit Hall, tourist centers, and recreation/amusement activities.

Industrial (I) - Industrial related uses include warehousing/distribution, assembly and light manufacturing, green energy related services, repair facilities, and supporting retail uses.

Tribal Institution (TI) – This land use is applied to areas appropriate for Tribal owned and controlled facilities and properties; Includes combination of small-lot single family residences, multi-family residences, community centers, Tribal facilities and health centers, educational institutions, Tribal administrative offices and office complexes (i.e., fire stations, police stations, schools, utility substations, and water facilities), transit facilities, and recreational open space within a unified planned development area.

FIguRE 2-6: Draft Land Uses

Traffic Count Study Summary

A multi-modal traffic count study was conducted to gain a better understanding of the existing travel patterns with the Reservation and in the streets leading up to the Reservation. The study consisted of road tubes at four locations and traffic cameras at five intersections to capture traffic data by travel mode, turning movements, and traffic speeds.

The analysis took place during the month of September 2022 and a summary of the results are depicted in the following section. The raw data that was collected for this study can be found in Appendix B of this Plan.

Traffic speed highlights include:

» High speeds were observed in both northbound and southbound directions for Lake Park Drive near Ramona Expressway and the Soboba Casino Driveway ; average speeds were recorded around 49 MPH

» Adequate speeds for the roadway type of Soboba Road at Castile Canyon Road were observed; average speeds were recorded around 30 MPH

» Adequate speeds for the roadway type of Castile Canyon at Poppet Flats Road were observed; average speeds were recorded around 32 MPH

» Although average speeds within the Reservation were considered adequate for the roadway type, there were high speeds recorded a handful of times throughout the day (40+MPH) considered unacceptable for the roadway type

» The Reservation and project team are encouraged to assess the high speeds recorded to determine appropriate traffic calming measures. Traffic calming measures could result in lower average speeds which would help address the perceived discomfort of high vehicular speeds.

Highlights for turning movements at the 8:00 am and 4:00 pm peak times include:

» A grand total of 10,470 cars were recorded. The large majority of travelers at the Ramona Expressway and Lake Park Drive intersection travel by car; a total of 12 pedestrians and 13 bicyclists were observed at this intersection

» A grand total of 1,038 cars were recorded. The large majority of travelers at the Lake Park Drive and Soboba Casino intersection travel by car; zero pedestrians and two bicyclists were observed at this intersection

» A grand total of 2,705 cars were recorded. The large majority of travelers at the Lake Park Drive and Soboba Road intersection travel by car; four pedestrians and zero bicyclists were observed at this intersection

» A grand total of 869 cars were recorded. The large majority of travelers at the Soboba Road and Castile Canyon Road intersection travel by car; zero pedestrians and four bicyclists were observed at this intersection

» A grand total of 168 cars were recorded. The large majority of travelers at the Castile Canyon Road and Poppet Flats Road intersection travel by car; zero pedestrians and zero bicyclists were observed at this intersection

» The Reservation and project team are encouraged to develop active transportation recommendations that could result in high levels of walking and bicycling throughout the Reservation and nearby destinations.

FIguRE 2-7: Traffic Count Locations

2.3 Analysis

2.3.1 CalEnviroScreen 4.0

CalEnviroscreen 4.0 is a mapping tool developed by the Office of Environmental Health Hazard Assessment (OEHHA) on behalf of the California Environmental Protection Agency (CalEPA). It is a tool that can be used to help identify communities that are disproportionately burdened by pollution and where people are most vulnerable to its effects. It uses environmental, health, and socioeconomic information to produce scores for every census tract in the state. The tool depicts the area’s final score as well as the individual criteria data that the final score includes.

Disadvantaged communities are defined as the top 25% scoring areas from CalEnviroScreen along with other areas with high amounts of pollution and low populations (those within the 75% to 100% range). The higher the overall percentile score, the higher a census tract is considered a disadvantaged community. The score for the census tract that encompasses most of the Reservation is 34, indicating that the community has a lower pollution burden when compared to other nearby areas. CalEnviroScreen results can be reviewed on Figure 2-8: CalEnviroScreen.

The CalEnviroscreen results are also supported by other State datasets such as the California SB 535 Disadvantaged Communities map and the California Climate Investments Priority Populations: Disadvantaged Communities map. These datasets consider census tracts with high amounts of pollution and low populations, federally recognized tribal areas identified by the Census in the 2021 American Indian Areas Related National Geodatabase, and other populations that are vulnerable to the impacts of climate change.

Disadvantaged Communities

Disadvantaged and Low-income Communities

Low-income Communities within 1/2 mile of Disadvantaged Communities

California Climate Investments Priority Populations: Disadvantaged Communities, 2022

California SB 535 Disadvantaged Communities, 2022

2.3.2 Healthy Places Index

The Healthy Places Index (HPI) is a powerful and easy-to-use data and policy platform developed by the Public Health Alliance of Southern California to advance health equity through open and accessible data. The HPI combines 25 community characteristics, such as access to healthcare, housing, education, and more, into a single indexed HPI score. The healthier a community, the higher the HPI score.

The HPI score for the Soboba Reservation, as depicted in Figure 2-9: Healthy Places Index, is in the 27 percentile compared to otheer California tracts, meaning healthier community conditions than 27% of other California Tracts.

Clean Environment

This census tract has healthier clean environment conditions than 51.8% of other California Tracts. The lowest scoring indicator for Clean Environment was Ozone, scoring 7.6% healthier than other California Tracts.

Transportation

This census tract has healthier transportation conditions than 55.7% of other California Tracts. The lowest scoring indicator for Transportation is Active Commuting, scoring 9.4%. The highest scoring indicator was Automobile Access, scoring 89.9%.

Neighborhood

This census tract has healthier neighborhood conditions than 1.1% of other California Tracts. All indicators in this section scored low: Park Access (5.1%), Retail Density (3.2%), and Tree Canopy (3.0%).

2.3.3 First-Last Mile Analysis

The Reservation is served by Route 42 with bus stops on Lake Park Drive and at the Soboba Casino, as shown in Figure 2-10: First-Last Mile Analysis. These bus stops lack any amenities such as a shelter or benches. Pedestrian lighting is provided at all the bus stops. Sidewalks are lacking on both sides of Lake Park Drive west of Soboba Springs Road, except for the southside of the bridge. Sidewalks exist on both sides of the Lake Park Drive east of Soboba Springs Road and Soboba Road in front of the Soboba Casino. Pedestrian activity south or Soboba Springs Road is present as desire lines exist on both sides of the Lake Park Drive to Ramona Expressway.

Bicycle facilities to access these bus stops also do not exist. The closest existing bicycle facility is the multi-use path on Ramona Expressway. Planned bicycle facilities include continuing the Ramona Expressway multi-use path south of Main Street, bike lanes and shared bike route on Lake Park Drive, and the Bautista Trail, a multi-use path along the San Jacinto River. These bicycle facilities will not only provide access to the bus stops, but the Soboba Casino as well.

Transit stop amenities may include seating, shaded shelter, and trash receptacles

Transit stop amenities may include seating, shaded shelter, and trash receptacles

FIguRE 2-10: First-Last Mile Analysis

This page left intentionally blank

Engagement Chapter 3

3.1 Community Engagement Overview

The team committed to meaningful and authentic community engagement to lay the groundwork for forming partnerships, building trust, and developing a community-supported plan. The team made connections in a way that was comfortable and convenient for community members. The team also provided online resources such as an online project website and an online survey. This approach allowed us to hear from residents of all ages and backgrounds.

The three primary community engagement strategies that were utilized for the ATP were:

» Community Advisory Committee (CAC)

» Community and pop up workshops

» Surveys (hard copy and online) and a project website

3.1.1 Community Advisory Committee (CAC)

The Community Advisory Committee (CAC) was critical to the engagement process to ensure that diverse feedback was considered. CAC meetings allowed the project team to leverage the expertise of the group regarding ATP-related projects, discuss challenges and opportunities, and to enlist CAC member resources for planning and promoting all outreach strategies such as workshops and the online surveys.

The CAC included tribal-members and staff from various departments such as Public Works, Parks and Recreation, Administration and SCAG. The CAC was steadily involved throughout the entire planning process, having attended six CAC meetings between November 2021 and October 2022.

CAC Meeting #1

November 30th, 2021.

Topics: Project Goals and CAC roles, community outreach overview and preliminary project discussion

CAC Meeting #2

December 21st, 2021.

Topics: Data collection and discussion on ongoing projects

CAC Meeting #3

March 29, 2022

Topics: Updates on preliminary projects, data collection, community engagement and project schedule.

CAC Meeting #4

April 26, 2022

Topics: Project update to new CAC members, Easter Popup update and data collection updates. Initial project concepts review.

CAC Meeting #5

June 27, 2022

Topics: Community outreach update, bicycle and traffic count discussion, concept plan review for top 2 projects

CAC Meeting #6 TBD TBD

Community Workshop and Pop-Up Events

A total of five community workshops were conducted throughout the ATP planning process to listen to the community on walking and bicycling needs. Workshops were conducted as a combination of traditional community meetings and “pop up style” to allow project team members to set up a booth at existing community events. This resulted in the team connecting with more people than would have attended online community meetings.

At each data collection workshop, the project team provided hard copy versions of the online survey as well as maps of the Reservation for attendees to mark areas of concern for walking, bicycling, transit and general safety concerns they may have. Presentations were made at the first workshop at the Elders Meeting which were held at the Tribal Hall. At the recommendations workshops, design concepts and future ATP projects were shared, with additional input collected on recommendations and areas of concern.

Community Workshop: September 9, 2021.

This first workshop was held at the Tribal Hall to introduce the project and begin gathering input on issues, concerns, and opportunities throughout the Reservation. Surveys and mapping exercises provided opportunities for input from employees and residents. Improvements on Soboba Road were discussed along with connectivity to the Sports Complex.

Community Workshop - Earth Day Fair: September 30, 2021

This second workshop was held as a pop up at the Tribal Earth Day Fair with the team hosting a booth at the event. This well attended event allowed the team to gather surveys and mapping comments from people of all ages. Giveaways were also provided which helped boost surveys and interest in the booth. Support for bicycle and pedestrian connection to the Casino and the Oaks at Soboba was one of the most discussed topics.

Community workshop flyers

Tribal Elders Meeting: October 5, 2021

The team presented the project and conducted a Q&A session with the Elders along with showing exhibits and providing mapping exercises. Tribal members expressed gratitude in the purpose of the plan to improve pedestrian amenities to destinations in the Reservation. Tribal members were encouraged to spread the word of the workshop held later that afternoon at the Soboba Sports Complex.

Community Workshop - Soboba Sports Complex: October 5, 2021.

This ATP specific workshop was held at the Soboba Sports Complex to continue gathering input on issues, concerns and opportunities throughout the Reservation. Based on input from the September workshops, visual preference boards were provided to identify specific amenities that would help with developing recommendations.

Community Workshop - Soboba Tribal Easter Picnic: April 10, 2022

This final workshop was conducted as a pop up event at the Tribal Easter Picnic. Another well attended event where the preliminary designs for Soboba Road and Castile Canyon Road were presented, along with the plan’s other bicycle and pedestrian network recommendations. Some design suggestions such as using natural features such as rock and sustainable planting could be used in the multi use path barriers.

3.2 Community Engagement Summary

3.2.1 ATP Survey

A survey was prepared to determine satisfaction levels of current pedestrian and bicycle infrastructure, along with desired improvements. The survey asked people a variety of walking, bicycling, and public transit questions, and prompted them to provide both general and site-specific comments. This survey was provided as hard copies at each workshop and pop up event and as an online survey. The following charts summarize key questions that helped drive the recommendations and design features for this project.

Survey flyer announcement and paper survey

3.2.2 Online Platform

An online comment map, as shown in Figure 3-1: Online Comment Map, was created as a supplemental input method that Soboba ReserMvation residents and stakeholders could use to highlight location-specific constraints and opportunities. It also provided the opportunity to categorize the type of issues or improvements identified on the map (e.g. bike, pedestrian, transit, etc.) and allowed respondents to attach photos and include comments. While this platform was made available, the ATP survey saw more traction.

FIguRE 3-1: Online Comment Map

Recommendations Chapter 4

4.1 Recommendations Overview

This chapter includes improvements recommended to enhance bicycling and walking in the Reservation. They include short-term and long-term projects designed to help the Reservation allocate funds as they become available through various sources. The chapter begins with an overview of the different types of infrastructure that have been designed throughout the region and is followed by Reservation-specific recommendations. The chapter ends with programmatic recommendations that are often coupled with infrastructure projects.

4.1.1 Conventional Bicycle Treatments

There are four conventional bikeway types recognized by the California Department of Transportation. Details of their design, associated wayfinding, and pavement markings can be found in the CA MUTCD and CA Highway Design Manual.

Class I Multi-Use Paths

Class I multi-use paths (frequently referred to as “bicycle paths”) are physically separated from motor vehicle travel routes, with exclusive rights-of-way for non-motorized users like bicyclists and pedestrians. They require physical buffers to ensure safety and comfort of the user.

Class II Bicycle Lanes

Bicycle lanes are one-way facilities that carry bicycle traffic in the same direction as the adjacent motor vehicle traffic. They are typically located along the right side of the street (although can be on the left side) and are between the adjacent travel lane and curb, road edge, or parking lane. They are not physically separated from motor vehicle traffic.

Class III Bicycle Routes

A bicycle route is a suggested bicycle corridor marked by signs designating a preferred street between destinations. They are recommended where traffic volumes and roadway speeds are 35 mph or less.

Class I multi-use path

Class II bicycle lanes

Class III bicycle route

Class IV Separated Bikeways

Separated bikeways are bicycle-specific facilities that combine the user experience of a multi-use path with the on-street infrastructure of a conventional bicycle lane. Separated bikeways are physically separated from motor vehicle traffic and are designed to be distinct from any adjoining sidewalk. Physical protection measures can include raised curbs, parkway strips, reflective bollards, or parked vehicles. Separated bikeways can be either one-way or two-way, depending on the street network, available right-of-way, and adjacent land use.

Buffered Bicycle Lanes

Buffered bicycle lanes provide additional space between the bicycle lane and traffic lane, parking lane, or both, to provide a more protected and comfortable space for bicyclists than a conventional bicycle lane. The buffer also encourages bicyclists to avoid riding too close to parked vehicles, keeping them out of the “door zone” where there is the potential danger of drivers or passengers suddenly opening doors into the bicyclists’ path.

Shared Lane Markings (“Sharrows”)

The shared lane marking is commonly used where parking is allowed adjacent to the travel lane. It is now common practice to center them within the typical vehicular travel route in the rightmost travel lane to ensure adequate separation between bicyclists and parked vehicles. Many cities install sharrows over a green background to enhance visibility.

Class IV separated bikeway

Buffered bike lanes

Sharrows

Bicycle Boxes

A bicycle box is a designated area at the head of a traffic lane at a signalized intersection that provides bicyclists a safe and visible way to wait ahead of queuing traffic during the red signal phase. This positioning helps encourage bicyclists traveling straight through not to wait against the curb for the signal change.

Advisory Bicycle Lanes

An advisory bicycle lane is a preferred space for bicyclists and motorists to operate on narrow streets that would otherwise be a shared roadway. Roads with advisory bike lanes accommodate low to moderate volumes of two-way motor vehicle traffic and provide a safer space for bicyclists with little or no widening of the paved roadway surface. Due to their reduced cross section requirements, advisory bike lanes have the potential to open up more roadways to accommodate comfortable bicycle travel.

Bicycle Boulevards (Neighborhood Greenways)

Bicycle boulevards provide a convenient, low stress cycling environment for people of all ages and abilities. They are installed on streets with low vehicular volumes and speeds and often parallel higher volume, higher speed arterials. Bicycle boulevard treatments use a combination of signs, pavement markings, traffic diverters, and traffic calming measures that help to discourage through trips by motor vehicle drivers and create safe, convenient bicycle crossings of busy arterial streets. They are similar to class III bicycle routes but tend to include more traffic calming and diversion infrastructure.

Signage and Wayfinding

Signage and wayfinding on all streets and bicycle routes are intended to identify routes to both bicyclists and drivers, provide destination information and branding, and to inform all users of changes in roadway conditions.

Bike boxes

Advisory bike lanes

Signage and wayfinding

Colored Bicycle Lanes

Colored pavement increases the visibility of bicycle routes, identifies potential areas of conflict or transition, and reinforces bicyclists’ priority in these areas. Colored pavement can be used as a corridor treatment, along the length of a bicycle lane or within a protected bikeway. Additionally, it can be used as a spot treatment, such as crossing markings at particularly complex intersections where the bicycle path may be unclear. Consistent application of color across a bikeway corridor is important to promote clear understanding for all roadway users.

Green-Colored Transition Striping

Intersection or mid-block crossing markings indicate the intended path of bicyclists. Colored striping can be used to highlight conflict areas between bicyclists and vehicles, such as where bicycle lanes merge across motor vehicle turn lanes.

Protected Intersections

From NACTO: At protected intersections, the bikeway is set back from motor vehicle traffic. Bicyclists are given a dedicated path through the intersection and have the right of way over turning motor vehicles. The setback between the motor vehicle lane and the bikeway makes people on bikes more easily visible to turning drivers than in a conventional intersection. The setback creates a waiting zone for turning cars, where drivers can yield to bikes after starting to turn but before crossing the path of oncoming bicycles. Protected intersections also provide shorter, safer crossings for people walking. Protected intersections create shorter, simpler crossings, more predictable movements, and better visibility between people on bikes and people driving.

Colored bicycle lane

Green colored transition striping

Protected intersection

Two-Stage Left Turn Queue Box

Two-stage turn queue boxes can provide a more comfortable leftturn crossing for many bicyclists because they entail two low stress crossings, rather than one potentially high stress one. They also provide a degree of separation from vehicular traffic, because they do not require merging with vehicle traffic to make left turns. Bicyclists wanting to make a left turn can continue into the intersection when they have a green light and pull into the green queue box. Bicyclists then turn 90 degrees to face their intended direction and wait for the green light of a new signal phase to continue through.

Bicycle Signals

This category includes all types of traffic signals directed at bicyclists. These can include typical green/yellow/red signals with signage explaining the signal controls, or special bikeway icons displayed within the signage lights themselves. Near-side bicycle signals may incorporate a “countdown to green” display, as well as a “countdown to red.”

Bicycle Detection

Bicycle detection is used at intersections with traffic signals to alert the signal controller that a bicycle crossing event has been requested. Bicycle detection can occur either through the use of push buttons or by automated means and are marked by standard pavement symbols.

Two-stage left turn queue box

Bicycle signals

Bicycle detection

4.1.2 Traffic Calming

Traffic calming involves changes in street alignment, installation of barriers, and other physical measures to reduce traffic speeds and/ or cut-through motor vehicle traffic volumes. The intent of traffic calming is to alter driver behavior and to improve street safety, livability, and other public purposes. Other techniques consist of operational measures such as police enforcement and speed displays.

Roundabouts/Traffic Circles

A roundabout is a circular intersection with yield control at its entry that allows a driver to proceed at controlled speeds in a counter-clockwise direction around a central island. Roundabouts are designed to maximize motorized and non-motorized traffic through their innovative design that includes reconfigured sidewalks, bikeway bypasses, high-visibility crosswalks, pedestrian flashing beacons, and other traffic measures. Roundabouts can be implemented on most streets but may require additional right-of-way.

A traffic circle is a small-scale traffic calming measure commonly applied at uncontrolled intersections on low volume, local residential streets. They lower traffic speeds on each approach and typically avoid or reduce right-of-way conflicts because the overall footprint is smaller compared to roundabouts. Traffic circles may be installed using simple markings or raised islands but are best accompanied with drought-tolerant landscaping or other attractive vertical elements.

Signals and Warning Devices

Traditional pedestrian signals with countdown timers remain the gold standard for high quality pedestrian crossings, although some cases warrant new signal technologies. Pedestrian Hybrid Beacons (PHBs) and Rectangular Rapid Flashing Beacons (RRFBs) are special signals used to warn and control traffic at unsignalized locations to assist pedestrians in crossing a street via a marked crosswalk. PHBs include a “red phase” requiring vehicles to come to a full stop while RRFBs are yield stops. Either of these devices

should be installed at locations that have pedestrian desire lines and that connect people to popular destinations such as schools, parks, and retail. Research has shown that PHBs tend to have a 90 percent motorist compliance rate versus RRFBs, which tend to have an 80 percent motorist compliance rate. Traditional pedestrian signals with countdown timers at signalized intersections tend to have a near 100 percent compliance rate. Signals and warning devices should be paired with additional pedestrian improvements where appropriate, such as curb extensions, enhanced crosswalk markings, lighting, median refuge islands, corresponding signage, and advance yield markings to mitigate multiple threat crashes on multi-lane roadways.

Traffic circle

Signals and warning devices

Speed Tables/Raised Crosswalks

Speed tables are flat-topped road humps, often constructed with textured surfacing on the flat section. Speed tables and raised crosswalks help to reduce vehicle speeds and enhance pedestrian safety.

Speed Displays

Speed displays measure the speed of approaching vehicles by radar and inform drivers of their speeds using an LED display. Speed displays contribute to increased traffic safety because they are particularly effective in getting drivers traveling ten or more miles per hour over the speed limit to reduce their speed.

Chicanes

Chicanes are a series of narrowings or curb extensions that alternate from one side of the street to the other forming an S-shaped path. Chicanes reduce drivers’ speeds by causing them to shift their horizontal path of travel.

Traffic Diverters

A traffic diverter is a roadway design feature placed in a roadway to prohibit vehicular traffic from entering into or exiting from the street, or both.

Speed tables

Speed display

Traffic diverter

4.1.3 Pedestrian Treatments

Enhanced Crosswalk Markings

Enhanced crosswalk markings are designed to both guide pedestrians and to alert drivers of a crossing location. The bold pattern is intended to enhance visual awareness. Cities in Southern California often install “Continental” style or “Ladder” style markings due to their higher contrast on a roadway.

Curb Extensions

Curb extensions extend the curb line outward into the travel way, reducing the pedestrian crossing distance. Typically occurring at intersections, they increase pedestrian visibility, reduce the distance a pedestrian must cross, and reduce vehicular delay. Curb extensions must be installed in locations where they will not interfere with bicycle lanes or separated bikeways. If both treatments are needed, additional design features such as ramps, or half-sized curb extensions should be considered.

Refuge Island

Refuge islands provide pedestrians and bicyclists a relatively safe place within an intersection and midblock crossing to pause and observe before crossing the next lane of traffic.

Mid-block Crossings

Mid-block crossings provide convenient locations for pedestrians and bicyclists to cross thoroughfares in areas with infrequent intersection crossings or where the nearest intersection creates substantial out-of-direction travel. Mid-block crossings should be paired with additional traffic-control devices such as traditional Pedestrian Signals, PHBs, RRFBs, LED enhanced flashing signs, and/ or refuge islands.

Enhanced crosswalk

Curb extension

Mid-block crossing

Leading Pedestrian Intervals (LPIs)

A Leading Pedestrian Interval (LPI) is a signal timing technique that typically gives pedestrians a three to seven second head start when entering a crosswalk with a corresponding green signal in the same direction of travel. LPIs enhance the visibility of pedestrians in the intersection and reinforce their right-of-way ahead of turning vehicles, especially in locations with a history of conflict. Generally, this leads to a greater likelihood of vehicles yielding. Depending on intersection volume and safety history, a normal right-turn-on-red (RTOR) might be explicitly prohibited during the LPI phase.

Lighting

Pedestrian-scale lighting provides practical and safety benefits such as illuminating a sidewalk or multi-use path. The distance between light posts should be verified to provide optimal cover and to avoid creating dark areas on a sidewalk or path.

Pedestrian Scramble

Pedestrian scrambles, also known as all-way pedestrian phases, stop vehicular traffic flow simultaneously in all directions to allow pedestrians to cross the intersection in any direction. They are used at intersections with particularly heavy pedestrian crossing levels. Unless cycle lengths can be kept under 90 seconds, Leading Pedestrian Intervals (LPIs) are generally preferred over pedestrian scrambles.

Senior Zones

Reservation-designated senior zones can be enhanced with street signage, increased crossing times at traffic signals, benches, bus stops with shelters, and pedestrian lighting.

Transit Stop Amenities

Transit stop amenities such as shelters with overhead protection, seating, trash receptacles, and lighting are essential for encouraging people to make use of public transit.

Lighting

Pedestrian scramble

Transit stop amenities

4.1.4 Placemaking

The inclusion of urban elements can encourage walking and provide a higher sense of comfort for a resident or visitor.

Parklets

Parklets are made by converting one or two parking stalls into spaces for outdoor seating, public art, or other outdoor amenities that improve the streetscape experience.

Community Art

Displaying community art is a great way to engage the Reservation. Community art projects can include murals, sculptures, crosswalk art, or sidewalk chalk art.

Special Intersection Paving and Crosswalk Art

Special intersection paving and crosswalk art provide unique opportunities at intersections to highlight crossings or key civic or commercial locations, while breaking the visual monotony of asphalt. Intersection paving treatments and crosswalk art can integrate context-sensitive colors, textures, and scoring patterns.

Paving treatments and crosswalk art do not define a crosswalk and should not be seen as a safety measure. Standard transverse or longitudinal high visibility crosswalk markings are still required.

Furnishings and Public Art

Transit shelters, bicycle racks, seating, and public art provide important amenities for functionality, design, and vitality of the urban environment. They announce that the street is a safe and comfortable place to be and provide visual detail and interest.

Community art

Crosswalk art

Street furnishings

4.1.5 New Mobility / Curb Management

The following section highlights environmentally-friendly mobility options that complement a comprehensive transportation network. These clean energy transportation options can provide alternatives to gas-powered, single occupancy cars for travel and help reduce air pollution and greenhouse gas emissions. Clean mobility and shared options also help address transportation equity by providing affordable transportation choices for lower-income households and those who are unable to drive or own a car.

Electric Shuttles

Electric shuttles can help address gaps within a community by supplementing the existing transit network or by creating new transit routes where they currently don’t exist. Depending on make and model, electric-powered shuttles can be used to offer transit services within a specified radius. Zero emission models reduce the carbon footprint by eliminating greenhouse gas emissions.

Electric Vanpool/Carpool

Vanpool and carpool programs have existed for several decades, but these services have evolved with the “electrification” the transportation industry is experiencing. Electric versions of typical 12 and 18-passenger vans are being welcomed as clean mobility options for communities.

Electric Carsharing Service

An electric carsharing service could be established by purchasing a fleet of electric cars. These cars could be rented by residents to address their transportation needs, such as commuting to work, running errands, or getting to medical appointments. The Reservation could have its own EV charging infrastructure which could be combined with other electric mobility options such as electric shuttles and electric vanpool/carpool services.

Docked Bikeshare

Docked bikeshare is a shared transport service in which bicycles or e-bicycles are made available for shared use to individuals on a short term basis for a price or for free. Docked bikeshare systems typically include electric-assist bicycles that provide extra comfort for users. Docked bikeshare systems allow people to borrow a bike from a “dock” or station and return it to another dock belonging to the same system.

E-Scootershare

Scootershare programs are popular forms of shared transportation services that involve the rental of electric motorized scooters for short trips. These programs involve the use of a mobile app to look for, rent, pay, and park the rented scooter. Scootershare programs provide a high degree of flexibility for the individual user and can be an effective method for closing mobility gaps. Short trips to visit family members and access to schools, parks, commercial areas, and transit stops are all possible with a scootershare program.

Electric shuttles

4.2 Proposed Recommendations

The proposed recommendations for the Reservation are intended to improve active transportation options for community members. The list of projects includes both bicycling and pedestrian infrastructure that improve safety and comfort for those wishing to travel to destinations within the Reservation and to neighboring areas. The projects were developed with input from the community, the Technical Advisory Council, and field work verification. Infrastructure project recommendations are also supported by programmatic recommendations found at the end of this chapter. These recommendations are based on the Six E’s of active transportation and Safe Routes to School planning principles. Table 4-2 also depicts the projects based on their ranking from the prioritization process discussed below. Project prioritization is a critical component for funding and grant applications. This process also identified the top two priority projects that were explored in more detail later in this chapter.

4.2.1 Prioritization Process

The project prioritization procedure is a data-driven and interactive process consisting of cumulative scores derived from various criteria. The goal of project prioritization is to provide the Reservation guidance on which projects to pursue for future design and funding endeavors such as grant opportunities like Caltrans’ ATP program. The Reservation reserves the right to implement projects as they see fit as other projects may come online that may fund these improvements. The criteria used are consistent with regional best practices and include:

» Proximity to schools, parks, commercial areas, and transit stops

» Pedestrian and bicycle collisions

» Community Advisory Group (CAC) Input

» Community Input

4.3 Top Two Priority Projects

The prioritization process identified the top two projects based on the criteria explained in the previous section. These projects are depicted and organized into cutsheets that describe the physical planning-level recommendations that will assist the Reservation to pursue future opportunities. These cutsheets include high-resolution aerial imagery, location-specific active transportation improvements, and a 3D oblique conceptual rendering.

The cut sheets are meant to guide the Reservation and will require additional design and engineering to identify other critical information and ensure project implementation. Planning-level cost estimates for the top two projects as well as all the other recommended projects can be found in the Appendix of this ATP.

Table 4-1: Prioritization Process Inputs

SObOba aTP- PROJeCT ReCOMMeNDaTIONS (RaNKeD)

FIGuRe 4-1: Soboba Reservation Recommended Projects

4.5 Cost Estimates and Assumptions

The estimated costs for all projects recommended in this Active Transportation Plan is listed in the following tables. Unit costs for cost estimates are derived from the KTUA team’s experience in providing engineering services to communities across Southern California. Estimates for project costs strive to reflect the actual cost of construction as accurately as possible. It does not, however, take into consideration project specific factors such as grading, environmental clearance, acquisition costs, or landscaping that may increase the actual cost of construction. The Reservation will need to revise cost estimates once preliminary engineering drawings are created for a specific project.

Castile Canyon Road: Class 1 Multi-Use Path

The Castile Canyon Road Class 1 Multi-Use Path is the top ranked project in this ATP. This proposed project would provide a dedicated off-street facility that would connect the residential areas of the Reservation to local destinations. Destinations include Tribal Headquarters, Soboba Preschool, Noli Indian School, Soboba Sports Complex, and The Oaks.

The proposed Class 1 path would be located on the southern side of Castile Canyon Road along excess ROW that is mostly undeveloped. The path would feature a 12-foot travel space with 3-foot buffers on either side. Design treatments would accommodate the residential driveways through proper signage and transition striping. Street trees, pedestrian lighting, stormwater improvements, crosswalks, and wayfinding signage are also recommended. The type of buffers can vary and may include landscaping, bollards, paving, mulch, decomposed granite, raised curbs, etc.

Buffer Option #1: Raised curb with pavers, lighted bollards, and street trees in tree grates

Buffer Option #2: Planted buffer with landscaping, mulch, pedestrian lighting, and asphalt shoulder

High-visibility crosswalks, signage, lighting, sidewalks, and curb ramps

Castile Canyon Road

Modified 10’-12’ Class 1 path in this constrained area

Project #3: Sidewalk infrastructure

Two travel lanes (11’ wide)

Project #3: Sidewalk infrastructure

Castile Canyon Road

Class 3 bike route on Noli Rd; signage and sharrows

Proposed 16’ - 18’ Class 1 path on south side of Soboba Road

Proposed 16’ - 18’ Class 1 path on south side of Soboba Road

Two travel lanes (11’ wide)

Soboba Road Noli Road

Project #3: Sidewalk infrastructure

Project #3: Sidewalk infrastructure

Proposed 16’ - 18’ Class 1 path on south side of Soboba Road

Castile Canyon Road

Project #3: Sidewalk infrastructure

Project #3: Sidewalk infrastructure

Proposed 16’18’ Class 1 path on south side of Soboba Road

Proposed 16’ - 18’ Class 1 path on south side of Soboba Road

Two travel lanes (11’ wide)

Two travel lanes (11’ wide)

Poppet Flats Road Class 3 bike route on Poppet Flats Rd; signage and sharrows

Determine preferred Class 1 path alignment to make proper transition between facilities

Project #3: Sidewalk infrastructure

Project #3: Sidewalk infrastructure

Proposed 16’ - 18’ Class 1 path on south side of Soboba Road

Proposed 16’ - 18’ Class 1 path on south side of Soboba Road

Two travel lanes (11’ wide)

Two travel lanes (11’ wide)

Soboba Road: Class 1 Multi-Use Path

The Soboba Road Class 1 Multi-Use Path is the second ranked project in this ATP. This proposed project would provide a dedicated off-street facility to and from major destinations within the Reservation. Destinations include Tribal Headquarters, Soboba Preschool, Soboba Casino Resort, Soboba Springs Golf Course, the Sovovatum Village (currently under construction), local churches, and RTA transit stops.

The proposed Class 1 path would be located on the southern side of Soboba Road along excess ROW that is mostly undeveloped. The path would feature a 12-foot travel space with 3-foot buffers on either side. Street trees, pedestrian lighting, stormwater improvements, crosswalks, and wayfinding signage are also recommended for the project. The type of buffers can vary and may include landscaping, paving, mulch, decomposed granite, raised curbs, etc. Final assessment of existing right-of-way and property ownership will need to be determined in the design and engineering phase.

Buffer Option #1: Raised curb with pavers, lighted bollards, and street trees in tree grates

Buffer Option #2: Planted buffer with landscaping, mulch, pedestrian lighting, and asphalt shoulder

New crosswalk and curb ramp to access Class 1 path

Proposed 16’ - 18’ Class 1 path on south side of Soboba Road

*Coordinate Class 1 path design and implementation with Sovovatum Village Master Plan

Proposed 16’ - 18’ Class 1 path on south side of Soboba Road

New crosswalk to access Class 1 path

Two travel lanes (11’ wide)

Lake Park Drive

Soboba Road

Soboba Road

Proposed 16’ - 18’

Major driveway; signage and transition striping recommended

Two travel lanes (11’ wide)

Two travel lanes (11’ wide)

Soboba Road

Soboba Road

Class 1 path on south side of Soboba Road

Proposed 16’ - 18’ Class 1 path on south side of Soboba Road

Proposed 16’ - 18’ Class 1 path on south side of Soboba Road

Major driveway; signage and transition striping recommended

High-visibility crosswalks and signage

Soboba Road

Modified 10’-12’ Class 1 path along constrained portion of Soboba Rd; may require retaining walls

Proposed 16’ - 18’ Class 1 path on south side of Soboba Road

Soboba Road

Two travel lanes (11’ wide)

Proposed 16’ - 18’

Class 1 path on south side of Soboba Road

Proposed 16’ - 18’ Class 1 path on south side of Soboba Road

Road

Mid-block crossing with high-visibility crosswalk and RRFB

Two travel lanes (11’ wide)

Canyon Road

High-visibility crosswalks, signage, lighting, sidewalks, and curb ramps

Modified 10’-12’ Class 1 path in this constrained area Stormwater facilities needed

Soboba Road

Soboba

Castile

4.4 Recommended Programs

The following section includes a menu of active transportation programs intended to support the physical projects identified earlier in this plan. The principles articulated through the “Six Es”, developed by the Safe Routes Partnership (Engagement, Equity, Engineering, Encouragement, Education, and Evaluation), can help create and sustain successful programs throughout the Reservation.

Programs that are implemented in conjunction with the construction of active transportation projects is an efficient way to leverage resources and promote community engagement and awareness. For example, the construction of either one of the top two projects identified in this plan is an opportunity to reach out to residents and parents of school-age children in the Reservation. It’s a chance to conduct a special event, a group walk, or a group bike ride to educate, encourage, and engage with each other. This example highlights a combination of physical and programmatic improvements that can result in a higher return on investment for the Reservation.

The following programs are organized as a menu of initiatives, each listed under one of the “Six Es”. These categories are not definitive, they are intended to enlighten the Reservation on the diversity of program initiatives that can be explored. In some cases, collaboration with regional agencies such as Riverside University Health System-Public Health may yield additional programs best suited for Soboba’s needs.

Engineering Education

Encouragement Enforcement

Equity Evaluation

Engineering eNGINeeRING PROGRaMS

Soboba Public Works Agency is responsible for building and maintaining all public streets within the Reservation to ensure that the community is able to travel around the Reservation efficiently. A variety of engineering tools can be used to make sure that the roadways in Reservation are designed to keep bicyclists and pedestrians safe at all times. Some of these tools include street design techniques that are meant to reduce traffic congestion, decrease vehicular speeds, and enhance pedestrian and bicycle safety and comfort.

Some examples of engineering and traffic enhancements that provide a safer environment for pedestrians and bicyclists include:

» Traffic control signs

Curb and high visibility pavement markings

» Traffic safety monitoring

Refer to Section 4.1.1 that highlights many engineering countermeasures and best practices to improve walking and bicycling in the Reservation.

Education eDuCaTION PROGRaMS

The Reservation should explore carrying out public education campaigns to improve pedestrian and bicyclist safety. These education campaigns can help teach motorists, pedestrians, and bicyclists how to share the road safely.

Program Name Lead Department (s) Description

Bike and Pedestrian Safety Workshops

Public Works and Parks and Recreation. Coordinate with Riverside University Health Public Safety

A class intended to build habits and skills, and an in-depth exploration of rights and responsibilities of bicyclists, including an “on bike” maneuvers class intended to increase confidence. Participants get a free helmet and bike lights. This includes an obstacle course to teach pedestrians and bicyclist how to identify different street signs and use street infrastructure to increase safety. Youth and children navigate the obstacle course to win free helmets and lights. RUHS can assist with teaching students how to stay safe around street traffic using their mock-safety city.

Bike and Maintenance and Ride Workshops

Public Works and Parks and Recreation. Coordinate with Riverside University Health Public Safety

Motorist-Targeted Messaging Public Works

Bike maintenance and ride workshops can include a series of classes for youth between 12-18 years. These classes teach riders how to fix and ride a bicycle. Participants learn the rules of the road, as well as their rights and responsibilities as bicyclists. These classes can offer the opportunity for participants to receive a free bike.

Billboards and changeable message signs can be an effective tool to inform motorists of pedestrian and bicycling safety. Such messaging can also encourage drivers to be more cognizant when sharing the road with cyclists.

Bicycle and Pedestrian Safety Education Campaign

Public Works and Parks and Recreation. Coordinate with Riverside University Health Public Safety

The training involves teaching participants how to safely operate a bicycle. It consists of both a sit-down discussion as well as hands-on training where participants can apply their knowledge on the road. A certified instructor may be required. RUHS can assist this campaign by organizing with various tribal organizations to raise awareness about bicycle and pedestrian safety. This campaign may also including tabling at Reservation events like the Earth Day Fair.

Encouragement

eNCOuRaGeMeNT PROGRaMS

Vehicle usage can be decreased in part by actively encouraging residents and visitors to bike, walk, and ride transit for a variety of trips and purposes. Encouragement is all about making bicycling and walking more fun, healthy, and easy to do. In order to achieve this, the City, along with other local organizations, can organize a series of activities and events that promote alternate modes of transportation and healthier lifestyles.

Program Name Lead Department (s) Description

National Bike Month in May

Public Works and Parks and Recreation. Coordinate with Riverside University Health Public Safety

During the month of May, cities across the country organize events and campaigns to educate people about biking and to encourage them to bike more to their destinations. Activities such as Bike Week, Bike to Work, and Bike Fridays can be organized and promoted.

National Walk and Bike to School

Public Works and Parks and Recreation. Coordinate with Riverside University Health Public Safety

Walk to School Day and Bike to School Day are events that seek to encourage students to walk or bike to school. Every year, students from around the world participate in the International Walk to School Day in early October. Nationally, organizers host Bike to School Day in early May. Outside of these two days, ongoing Walk and Bike to School Days can be organized by individual schools to continue to encourage students to walk and bike throughout the school year.

Family Friendly Bike Rides

Public Works and Parks and Recreation. Coordinate with Riverside University Health Public Safety

Fun family-friendly summer bike rides meant to encourage bike usage. This event teaches about bicycle and road safety.

Open Streets Events

Public Works and Parks and Recreation. Coordinate with Riverside University Health Public Safety

At Open Streets events, primary roads are closed to vehicle through traffic and the streets are transformed into plazas for walking, bicycling, and other community activities. The event encourages waking and bicycling but offering the opportunity for people to walk or bike away from the stress of traffic and sponsoring booths where people can learn the benefits of active transportation. Coordinate with SCAG to utilize their GoHuman campaign and Kit of Parts.

Enforcement eNFORCeMeNT PROGRaMS

Enforcement, especially when it targets high-risk behaviors and maximizes educational benefits, will help make road users more compliant and make both driving and bicycling behaviors more predictable.

Program Name Lead Department (s) Description

Educate Police Department Staff Regarding Bicycle and Pedestrian Issues Public Works

If the ultimate aim is to promote bicycling as a legitimate form of transportation, all officers should receive some form of bicycle training. Appropriate training regarding pedestrian issues and solutions should be provided as well.

Targeted Enforcement Campaign Public Works

Many law enforcement departments employ targeted enforcement to educate drivers, bicyclists, and pedestrians about applicable traffic laws and the need to share the road. These efforts are an effective way to expand mobility education, such as in the form of a brochure or tip card explaining each user’s rights and responsibilities

Institute Law Enforcement Referral Process Public Works

Communication process that encourages students and parents to notify the school and law enforcement of the occurrence of a crash or near-miss during school commute trips involving auto, bus, pedestrian or bicycle transportation.

Speed Enforcement Campaign Public Works

The campaign would place speed feedback trailers at specific locations where pedestrians are present. It seeks to curb speeding by warning motorists of their current speed, and thus slow down if they are going above the posted speed limit.

Equity

eQuITY PROGRaMS

The ATP prioritizes the safety of Soboba Reservation residents whose primary mode of transportation is walking, biking, skateboarding, and public transportation. Special emphasis is given to low-income neighborhoods, senior population and streets where the risk for collisions is greater. Strategies and practices to address bicycle and pedestrian inequities include:

Program Name Lead Department (s) Description

Consider the Transportation Needs of

Traditionally Underserved Populations

Prioritize Projects in Light of Equity Considerations

Encourage Public Involvement

Public Works

Recognize the importance to address the barriers that prevent trips from being safe, especially for the younger and lower income populations who cannot afford, operate, or choose to forgo vehicle ownership.

Public Works

Public Works and Parks & Recreation

Agencies can aim to implement improvements in areas that are disproportionately affected by health and safety burdens, acknowledging that policies and designs that improve conditions for vulnerable groups can benefit everyone in the community.

Continue collaboration with the community is an integral part of the planning process.

Open Streets

Events

Public Works and Parks and Recreation. Coordinate with Riverside University Health Public Safety

At Open Streets events, primary roads are closed to vehicle through traffic and the streets are transformed into plazas for walking, bicycling, and other community activities. The event encourages waking and bicycling but offering the opportunity for people to walk or bike away from the stress of traffic and sponsoring booths where people can learn the benefits of active transportation. Coordinate with SCAG to utilize their GoHuman campaign and Kit of Parts.

Evaluation

eValuaTION PROGRaMS

In order to improve programs and ensure that the bicycle and pedestrian conditions in the Reservation are adequate, audits, traffic-safety data collection, analysis, and reporting are necessary. Additionally, surveys allow the Reservation to gain input from users on existing issues and potential solutions.

Conduct regular bicyclist and pedestrian counts throughout the City to determine baseline mode share and subsequent changes. Conducting counts would allow the City to collect information on where the most bicycling and walking occurs. This assists in prioritizing and justifying projects when funding is solicited and received. Counts can also be used to study bicycling and walking trends throughout the City. Analysis that could be conducted includes:

» Changes in volumes before and after projects have been implemented

Conduct Bicycle and Pedestrian Counts and Review Collision Data Public Works

» Prioritization of local and regional projects

» Research on clean air change with increased bicycle use

Counts should be conducted at the same locations and at the same times every year. Conducting counts during different seasons within the year may be beneficial to understanding the differences in bicycle and pedestrian traffic volumes based on seasonal weather. In addition, bicycle and pedestrian counts should be collected as part of any existing traffic counts. Results should be regularly recorded for inclusion in the bicycle and pedestrian report card.

Program Name Lead Department (s) Description

eValuaTION PROGRaMS (CONTINueD)

In order to improve programs and ensure that the bicycle and pedestrian conditions in the Reservation are adequate, audits, traffic-safety data collection, analysis, and reporting are necessary. Additionally, surveys allow the Reservation to gain input from users on existing issues and potential solutions. Program

Description

Collision Data and Analysis Public Works

Continue to collect and analyze pedestrian and bicyclist-related collisions evaluated to establish baseline safety conditions. Follow up analysis of pedestrian and bicycle collisions over time can give feedback on the safety improvements made, or identify areas where further improvements may be warranted. This is particularly important as more students and guardians walk and bike to school; the Reservation can monitor and evaluate corridors and/or intersections as travel behavior changes.

Annual Surveys

Public Works and Parks & Recreation

Online Parent Surveys can be a cost-effective way to gather feedback on effectiveness of programs and improvements made as part of this plan. It is recommended that after improvements are implemented, the City should conduct parent surveys to evaluate the effectiveness of this Plan and improvements through before and after data.

Walkability Workshop

Public Works and Parks and Recreation. Coordinate with Riverside University Health Public Safety

Conduct workshops to review and evaluate existing pedestrian facilities. Results from these workshops can be used to prioritize improvements and grant pursuits.

Implementation Chapter 5

5.1 Healthy Goals, Policies, and Implementation

The goals for the Soboba Active Transportation Plan focus on improving community health and accessibility through recreational and cultural programming; healthcare; land use; and development and design.

Goal H-1: Public and private recreation and cultural programs that meet the health needs of Soboba’s community.

Recreational and cultural programming: Recreational access for the Soboba community will provide opportunities for physical activity and help improve overall health conditions. Nearly 21 percent of residents do not participate in any leisure-time and physical activities and describe their life as sedentary, with over a quarter of adults are considered obese. Access to parks is also a barrier for the Soboba community and is significantly lower than the county average. Only about five percent of the population live within a half mile of a park or open space greater than one acre. According to a 2021 community survey, Soboba community members would like to see better walking and bicycling routes to parks (77 percent), schools (56 percent) and community centers (52 percent).

Policy H-1.1. Access to recreational facilities and cultural programs.

Prioritize active transportation facilities to recreational facilities and cultural programs including parks, community gathering places, and other open spaces.

Policy H-1.2. Trails and Walkways.

Provide active transportation facilities such as trails and walkways that will provide opportunities for community members to exercise and recreate, while meeting everyday travel needs.

Policy H-1.3. Healthy community programs.

Invest a program to educate community members about existing recreational and health programs.

Policy H-1.4. Community attractions.

Incorporate placemaking elements and technology into existing and new parks and facilities to encourage use of public spaces, access to educational resources, and community-led activities.

Implementation 1.1. Community collaborations.

Collaborate with community stakeholders to identify and seek funding to plan, design, and construct active transportation facilities.

Implementation 1.2. Media campaigns.

Develop a media campaign to promote active transportation as a means recreation and transportation mode.

Implementation 1.3. Active transportation activities.

Collaborate with community stakeholders to host events such as bike rides, walking tours, and group runs to promote active transportation as a form of recreation.

Goal H-2 Accessible healthcare.

Accessible healthcare: Accessible healthcare for the Soboba community is needed both off-reservation and on-reservation. There are proportionally more uninsured individuals, especially children, compared to the county average. As of 2018, nearly 14 percent of adults are without health insurance. Without proper healthcare, residents may face severe health consequences that impact their quality of life. Investments in healthcare facilities and accessibility will ensure that specific health needs in the Soboba community are addressed and prevented for.

Policy H-2.1.

Access to healthcare.

Prioritize active transportation improvements in areas where residents experience higher levels of health disparities and would need to have better access to healthcare facilities.

Policy H-2.2.

Tribal healthcare facilities.

Encourage investment in healthcare facilities that better serve Soboba residents.

Policy H-2.3.External healthcare opportunities.

Coordinate and connect Soboba residents with external healthcare agencies and programs that serve specific health needs.

Implementation 2.1. Accessible health facilities.

Ensure that existing and new healthcare facilities are accessible by users of non-motorized transportation and include appropriate onsite amenities. In areas where mobile clinics are stationed, ensure the location is safe and accessible for pedestrians, cyclists, and transit users. Proper access to public transportation is currently not available on the reservation, limiting alternative transportation options.

Implementation 2.2. Health metrics.

Develop a program to monitor key health indicators to measure the success of related goals and policies by working with health organizations such as the Riverside County Public Health and Riverside-San Bernardino County Indian Health, Inc.

Implementation 2.3. Prevention activities.

Coordinate health organizations such as the Riverside County Public Health and Riverside-San Bernardino County Indian Health, Inc. to identify the root causes of health disparities and inequities on the Soboba reservation and identify potential programmatic changes and resources to better address the root causes.

GOAL H-3: Land uses that improve quality of life and respect our existing community.

Land use: Public accessibility to essential goods and services is limited. For example, almost half of the population (45.5 percent) have low access to a grocery store, which is significantly lower than the county average. Furthermore, proper access to public transportation is not available on the reservation, limiting alternative transportation options. Active transportation infrastructure will help improve connectivity between activity centers and residential neighborhoods. Soboba community members also stated that bicycling (46 percent) is the mode of transportation they would use more often for regional connectivity. Active transportation infrastructure and compatible land uses will help ensure that the Soboba community has access to essential goods and services.

Policy H-3.1. Compatible uses.

Foster compatibility between land uses to enhance livability and promote healthy lifestyles.

Policy H-3.2. Active transportation infrastructure.

Invest in active transportation facilities to provide connectivity between activity centers and residential neighborhoods.

Policy H-3.3. New developments.

Encourage new developments to provide active transportation facilities within the perimeter of their development and bicycle parking.

Policy H-3.5. Equitable recreational spaces.

Promote the development and use of municipal buildings, indoor facilities, sports fields, and outdoor spaces for recreation that serve residents throughout the reservation to promote healthy, active lifestyles.

Implementation 3.1. Urban design.

In commercial areas, update design standards and zoning codes to foster compatibility between land uses and reduce surface parking and driveways to provide for a more comfortable walking environment for pedestrians. For commercial land uses, have store fronts be located closer to the street to encourage pedestrian traffic.

Goal H-4: Minimized risk of injury, loss of life, property damage, and economic and social disruption caused by natural environmental hazards or potential changes in the climate.

Development and design: The development and design of new and existing buildings or projects may help mitigate negative impacts of natural environment hazards. Chronic obstructive pulmonary disease, also known as COPD, and asthma rates are more prevalent in the Soboba area. Exposure to drinking water contaminants and ozone are significantly higher in the area. As development occurs, context-sensitive design should be required to keep residents safe from natural environmental hazards.

Policy H-4.1 Context-sensitive design.

Require new development to employ site and building design techniques that are appropriate for the surrounding conditions.

Policy H-4.2 Existing properties in environmental hazard areas.

Encourage owners of existing properties in hazard areas to add design features that allow occupants to shelter in place and to have sufficient time to evacuate during times of extreme weather and natural disasters.

Policy H-4.3 New development in environmental hazard areas.

Require all new development to be located outside of the environmental hazard areas listed below. For any lot or parcel that does not have sufficient buildable area outside of such hazard areas, we require adequate mitigation, including designs that allow occupants to shelter in place and to have sufficient time to evacuate during times of extreme weather and natural disasters.

» Flood: 100-year flood zone, dam/basin inundation area

» Fire: high or very high fire hazard severity zone

Policy H-4.4 Critical and essential facility location.

Require new critical and essential facilities to be located outside of hazard areas, whenever feasible.

Implementation H-4.1 Natural hazards information and education.

Inform residents of potentially hazardous conditions and work with property owners to mitigate risk of damage to existing and new structures.

5.2 Implementation Strategies

The Soboba Active Transportation Plan presents strategies and recommendations to implement the proposed projects. The following table provides a range of options to facilitate the implementation of the Active Transportation Plan and its recommended projects.

1 Identify items on the Reservation’s Project list that can incorporate recommended improvements and projects outlined in this plan

2 Integrate the recommendations and projects from this Plan into all applicable grant applications

3 Perform an Environmental Review for each project to determine level of impact

5 Identify sources of funding for ongoing maintenance of street enhancements

6 Develop a volunteer program focused on implementation and sustainment of this Plan

Soboba Reservation

Major projects are defined as a street reconfiguration of lanes, geometry, curbs, drainage systems or other major utility improvements requiring a substantial percentage of the pavement to be removed and/or replaced.

Soboba Reservation

In some cases, grants could be pursued specifically for only projects identified in this plan, while in others, parts of this plan can be used to strengthen benefits for other projects.

Soboba Reservation

Projects classified as maintenance or replacement can be considered categorical exemptions under CEQA or tribal discretion. Major projects affecting traffic, natural areas land, or ROW acquisitions may require full environmental review.

7 Identify alternative funding sources and fundraising opportunities

Soboba Reservation

Ongoing maintenance responsibilities will likely need to be identified prior to implementation.

Soboba Reservation, community organizations Utilize neighborhood residents, community leaders, and volunteers from schools, churches, community organizations and businesses.

Soboba Reservation, community organizations, and community stakeholders

Examples include philanthropic offers, donations, endowment funds, corporate sponsorships, capital fund-raising efforts, grants, government sources. Highlight the economic, environmental, health, engagement, urban forestry, safety and connectivity improvements that these projects will bring to the Soboba Reservation.

8 Develop employment and job creation programs that assist with the installation and maintenance of the projects in this Plan

9 Identify opportunities to incorporate plan recommendations and projects into proposed redevelopment projects

10 Integrate this plan into all applicable Reservation processes and projects

Soboba Reservation

Tasks would include development of a growing grounds for street trees, the installation and ongoing maintenance of trees and maintenance of public realm spaces.

Soboba Reservation, community organizations

For major projects, the improvements should go beyond the immediate project parcel boundaries.

Soboba Reservation Require projects to implement portions of this plan when relevant

Table 5-1: Implementation Strategies

5.3 Performance Measures

The following table describes the performance measures the Reservation can use to track active transportation goals. Monitoring and keeping logs of these performance measures can help secure future funding from grant opportunities as well as build trust and transparency with the community. The performance measures can track both infrastructure and programmatic active transportation goals.

- Percent of total reservation street mileage dedicated to active transportation facilities (such as bicycle parking, closures, bicycle lanes, and complete sidewalk networks)

1. Improve infrastructure to increase roadway safety for all users

- Percent of sidewalk and bicycle network gaps closed

- Percent of sidewalk and bicycle infrastructure in a state of good repair

- Reduction or elimination of fatalities or serious injuries caused by collisions involving people walking and bicycling

- Number of projects funded per year that address safety issues

- Percent of streets and intersections where traffic calming elements have been installed

2. Lower vehicle speeds

- Percent of streets where speed surveys have been conducted

- Percent of streets where speed limits have been reduced, focusing around schools and parks

- Percent of bicycle network closures in the most disadvantaged neighborhoods

- Number of improved pedestrian infrastructure installed

3. Prioritize road safety investments through an equitable lens

- Percent of sidewalk repairs

- Percent of bicycle and sidewalk repairs within 1/2 mile from a transit stop

- Percent of bus stops with shelters, lighting and other safety amenities

- Number of bicycle racks installed

4. Make walking, bicycling and transit convenient and appealing transportation choices

5. Enhance safety education programs for all ages and abilities

6. Employ quick-build bicycle and safety projects to test and garner community support

7. Promote human-centered streets that reduce car dependency

Table 5-2: Performance Measures

- Completion of a reservation-wide campaign to promote walking and bicycling

- Number of participants in a reservation-wide encouragement campaign

- Increase in transit ridership

- Number of safety education campaigns conducted throughout the year

- Annual resident survey on concerns about roadway safety

- Number of quick build installations at intersections or roadway segments

- Number of events to promote quick builds in coordination with safety education campaigns

- Number of quick-builds that are permanent infrastructure

- Percent of street width dedicated to active transportation facilities

- Number of improved bus stops, street trees and public art

- Percent of bikeways with wayfinding and signage

5.4 Funding Sources

The following section describes potential federal, state, regional, and local funding sources that the Reservation can pursue to advance the recommendations in the ATP. The funding sources vary in purpose and scope, but are intended to help an agency implement active transportation, placemaking, urban greening, and other related projects. The tables in this section include information on their funding sources, a general description of the program, funding cycle, and project examples. A more detailed version of these tables can be found in the Appendix.

The Reservation is encouraged to pursue state level grants through programs such as Caltrans’ Active Transportation Planning (ATP), Sustainable Transportation Planning grants, the Strategic Growth Council’s Sustainable Community Planning Grants, Urban Greening Grants, and the Highway Safety Improvement Program (HSIP). Projects that are not funded through the Caltrans ATP cycle are sent to the Southern California Association of Governments (SCAG), the local MPO, for consideration for funding through their programs.

It is important to coordinate efforts with adjacent jurisdictions on projects that affect and benefit all agencies. Joint applications also strengthen an application due to combined benefits for multiple jurisdictions. Joint applications with Riverside County, San Jacinto, or Hemet could be explored.

Funding agencies also encourage applicants to design their projects to be as “multi-benefit / multi-purpose” as possible. The Reservation is encouraged to refine their infrastructure projects as needed to ensure the project provides multiple benefits. The top two projects identified in this ATP are prime examples of multi-benefit projects that would be competitive in a grant application.

These two projects address:

» Increasing safety and comfort for pedestrians and bicyclists traveling to and from their destinations

» Creating vital links to local and regional destinations of employment, education, and recreation

» Improving stormwater management facilities through green infrastructure and low-impact development design principles

» Increasing the urban tree canopy and improving the user experience by adding street trees

» Promoting healthy habits and well-being by having a physically-separated facility that can be enjoyed by people of all ages and abilities.

FuNDING SOuRCe PuRPOSe/DeSCRIPTION

Inf. NI Plan

1 Safe Streets and Roads for All (SS4A) Grant Program

The SS4A program funds regional, local, and Tribal initiatives through grants to prevent roadway deaths and serious injuries. There are two types of SS4A grants: Action Plan Grants and Implementation Grants.

- Action Plan Grants assist in developing or complete an Action Plan or to conduct supplemental planning activities.

- Implementation Grant includes infrastructure, behavioral, and operational safety activities identified in an Action Plan

Annual, $1B for the next five years starting in 2022

X X X

• Safety analysis

• Engagement & Collaboration

• Planning structure

• Transforming a roadway corridor

• Installing pedestrian safety enhancements and closing network gaps

• Supporting the development of bikeway networks

• Evaluating and improving the safety of intersections

2

Congestion Mitigation and Air Quality Improvement (CMAQ) Program

3 Highway Safety Improvement Program (HSIP)

The purpose of the CMAQ program is to provide a flexible funding source to State and local governments for transportation projects and programs to help meet the requirements of the Clean Air Act. The program supports surface transportation projects and other related efforts that contribute air quality improvement and provide congestion relief.

The Program funds work on any public road or publicly owned bicycle or pedestrian pathway or trail, or on tribal lands for general use of tribal members, that improves the safety for its users. Project maximum funding- $10M. Solicitation varies from annually to semi-annually.

Unavailable X

• Travel Demand Management to promote clean commutes

• Public Education and Outreach

• Bicycle amenities; Class I, II, III, & IV bike lanes

Unavailable X X

• Install hybrid pedestrian signals

• Improve pedestrian and bicycle safety at locations with uncontrolled crossings

• Plans

4 Enhanced

The goal of this program is to improve mobility for seniors and individuals with disabilities by removing barriers to transportation service and expanding transportation mobility options.

Unavailable X X

• Mobility management programs

• Building accessible path to a bus stop

• Improving signage, or way-finding technology

5

Provides funding to develop innovative products and services assisting transit agencies in better meeting the needs of their customers.

Unavailable X

• Research, development, demonstration and deployment projects

* Inf - Infrastructure NI - Non Infrastructure Plan - Planning and Design

Mobility of Seniors and Individuals with Disabilities

Public Transportation Innovation - 5312

Table 5-3: Federal Funding Sources

6

FuNDING SOuRCe PuRPOSe/DeSCRIPTION

Public Transportation on Indian Reservations Program; Tribal Transit Program

The Tribal Transit Program is a set-aside from the Formula Grants for Rural Areas program consisting of a $30 million formula program and a $5 million discretionary grant program subject to the availability of appropriations. A 10-percent local match is required under the discretionary program, however, there is no local match required under the formula program.

Unavailable X

• Capital, operating, planning, and administrative expenses for public transit projects that meet the growing needs of rural tribal communities

7 Rural Transportation Assistance Program - 5311(b)(3)

Provides funding to states for developing training, technical assistance, research, and related support services in rural areas. The program also includes a national program that provides information and materials for use by local operators and state administering agencies and supports research and technical assistance projects of national interest.

Annual X

• Training, technical assistance, research, and related support services

8 Safety Research and Demonstration Program

The Safety Research and Demonstration (SRD) Program is part of a larger safety research effort at the U.S. Department of Transportation that provides technical and financial support for transit agencies to pursue innovative approaches to eliminate or mitigate safety hazards. The SRD program focuses on demonstration of technologies and safer designs.

Annual X • Operational safety programs

9 Tribal Transit Formula Grants5311(c)(1)(B)

Provides funding to federally recognized Indian tribes to provide public transportation services on and around Indian reservations or tribal land in rural areas. Funding is provided as a setaside within of the Formula Grants to Rural Areas program and allocated both by statutory formula and through a competitive discretionary program.

Annual X

•  Capital, operating, planning, and administrative expenses for public transit projects

* Inf - Infrastructure NI - Non Infrastructure Plan - Planning and Design

11 Accelerating Innovative Mobility

On November 22, 2016, FTA announced the opportunity for nonprofit organizations to apply for funding to conduct research, demonstrations, testing, and evaluation of zero emission and related technology for public transportation applications.

Accelerating Innovative Mobility (AIM) will highlight FTA’s commitment to support and advance innovation in the transit industry.

Unavailable

Research, innovation and development, demonstration, deployment, and evaluation

12

Enhanced Mobility of Seniors & Individuals with Disabilities - Section 5310

Formula funding to states for the purpose of assisting private nonprofit groups in meeting transportation needs of the elderly and persons with disabilities.

Unavailable

Research and technology programs and plans

Annual X •  Planning program to meet the special transportation needs of seniors and individuals with disabilities

13

Flexible Funding ProgramsCongestion Mitigation and Air Quality Program23 USC 149

14 Formula Grants for Rural Areas - 5311

CMAQ provides funding to areas in nonattainment or maintenance for ozone, carbon monoxide, and/or particulate matter. States that have no nonattainment or maintenance areas still receive a minimum apportionment of CMAQ funding for either air quality projects or other elements of flexible spending. Funds may be used for any transit capital expenditures otherwise eligible for FTA funding as long as they have an air quality benefit.

Provides capital, planning, and operating assistance to states to support public transportation in rural areas with populations less than 50,000, where many residents often rely on public transit to reach their destinations.

Annual X •  Mobility projects

15 Grants for Buses and Bus Facilities Formula Program5339(a)

Provides funding to states and transit agencies through a statutory formula to replace, rehabilitate and purchase buses and related equipment and to construct bus-related facilities. In addition to the formula allocation, this program includes two discretionary components: The Bus and Bus Facilities Discretionary Program and the Low or No Emissions Bus Discretionary Program.

Annual X •  Planning, capital, operating, job access and reverse commute projects, and the acquisition of public transportation services.

Annual X

•  Projects to replace, rehabilitate and purchase buses, vans, and related equipment, and to construct bus-related facilities

* Inf - Infrastructure NI - Non Infrastructure Plan - Planning and Design

16

FuNDING SOuRCe PuRPOSe/DeSCRIPTION

Low and NoEmission Component Assessment Program (LoNoCAP)

17 Mobility for All Pilot Program Grants

On September 29, 2016, FTA announced the opportunity for eligible institutions of higher education to apply for funding to conduct testing, evaluation, and analysis of low or no emission (LoNo) components intended for use in LoNo transit buses used to provide public transportation. The deadline for applications is November 28, 2016.

This funding opportunity seeks to improve mobility options through employing innovative coordination of transportation strategies and building partnerships to enhance mobility and access to vital community services for older adults, individuals with disabilities, and people of low income.

April X

January X

•  Programs that have zero-emission and low emission transit buses

18 Mobility on Demand (MOD) Sandbox Demonstration Program - 5312

Funds projects that promote innovative business models to deliver high quality, seamless and equitable mobility options for all travelers.

Annual X

•  Transportation projects with a focus on employing mobility management strategies, vehicle purchase, IT purchase, leasing equipment or a facility for use in public transportation etc

•  Private for-profit and not-for-profit organizations, including shared use mobility providers, and technology system suppliers

•  Operators of transportation services, such as employee shuttle services, airport connector services, university transportation systems, or parking and tolling authorities

•  State or local government entities

•  Other organizations that may contribute to the success of the project team including consultants, research consortia or not-for-profit industry organizations, and institutions of higher education

* Inf - Infrastructure NI - Non Infrastructure Plan - Planning and Design

FuNDING SOuRCe PuRPOSe/DeSCRIPTION

The Program makes $20 million available for zero-emissions shared mobility projects (such as car sharing, bike sharing, and ondemand sharing) in disadvantaged and lowincome communities, including some tribal and affordable housing communities (California Climate Investments)

The Program makes $2 million available for planning and capacity building grants. Funding is intended to help low-income and disadvantaged communities identify residents’ transportation needs and prepare to implement clean transportation and land use projects.

The Program makes $20 million available for one to three implementation block grants to fund clean transportation and land use projects in disadvantaged communities. Funded projects will work together to increase community residents’ access to key destinations so they can get where they need to go without the use

The purpose of the program is to provide approximately $1.5 billion per year to cities and counties for basic road maintenance, rehabilitation, and critical safety projects on the local streets and roads system.

July X

• Bikeshare programs

• “Quick build” right-of-way safety improvements for bicycles and scooters

August X X X

• New bike routes (Class I, Class II, or Class IV) and supporting infrastructure

• Publicly-accessible bike parking, storage, and repair infrastructure (e.g., bike racks, bike lockers, bike repair kiosks)

• New walkways that improve mobility/access/safety of pedestrians (nonmotorized users)

• Street crossing enhancements, including accessible pedestrian signals

• Implement enhanced crosswalk signing and striping

Unavailable X

• Create safety separation between motorists, bicyclists and pedestrians

• Design and construction of school access and safety improvements to six schools (SRTS)

* Inf - Infrastructure NI - Non Infrastructure Plan - Planning and Design

Table 5-4: State Funding Sources

1 Clean Mobility Options

2 Sustainable Transportation Equity Project (STEP)

3 Local Streets and Roads (LSR) Program

FuNDING SOuRCe PuRPOSe/DeSCRIPTION

4 Solutions for Congested Corridors (SCCP)

The purpose of the program is to provide funding to achieve a balanced set of transportation, environmental, and community access improvements to reduce congestion throughout the state. This statewide, competitive program makes $250 million available annually for projects that implement specific transportation performance improvements and are part of a comprehensive corridor plan by providing more transportation choices while preserving the character of local communities and creating opportunities for neighborhood enhancement.

Every Two Years X

• Construct Class I and Class II bikeways

• Pedestrian improvements and plaza at a transit station

• Intersection improvements

5 State Transportation Improvement Program (STIP)

The STIP is the biennial five-year plan adopted by the Commission for future allocations of certain state transportation funds for state highway improvements, intercity rail, and regional highway and transit improvements. Local agencies should work through their Regional Transportation Planning Agency (RTPA), County Transportation Commission, or Metropolitan Planning Organization (MPO), as appropriate, to nominate projects for inclusion in the STIP.

Every Two Years X

• Bike/ped Overcrossing and Access Improvements and bicycle and pedestrian bridge

• Class I, II, III, & IV bike lanes

• Multi-Use paths

• Complete Streets improvements

6 Urban Forestry Program

This program funds Urban Greening projects that result in the conversion of an existing built environment into green space that uses natural and green infrastructure approaches to create sustainable and vibrant communities.

Unavailable x x

• Urban Forest Expansion and Improvement

• Urban Forest Management Activities

• Urban Wood and Biomass Utilization

7 Infill Infrastructure Grant Program for Small Jurisdictions

The purpose of the program is to provide grants for Capital Improvement Projects in support of Qualifying Infill Projects or Qualifying Infill Areas. Funding for this NOFA and program requirements are provided under Assembly Bill 101 (Stats. 2019, ch. 159, 20) and Part 12.5 (commencing with section 53559) of Division 31 of the Health and Safety Code.

Varies X

FuNDING SOuRCe PuRPOSe/DeSCRIPTION

8 Land and Water Conservation Fund (LCWF)

The Land and Water Conservation Fund (LWCF) is a program to conserve irreplaceable lands and improve outdoor recreation opportunities. The program can be used for local efforts to support state and local parks and playgrounds and to provide the tools that communities need to meet their diverse conservation and recreation needs.

Annual X X

• Recreational areas, trails

• Support for community parks, trails recreational access sites and open spaces

9 Regional Park Program (Prop 68)

This program provide competitive grants to create, expand, or improve regional parks and regional park facilities. This is a Proposition 68 (2018 Bond Act) program.

Unavailable X X

• Acquisition for public access and use

• Multiuse trails

• Acquisition of land

10 Statewide Park Program (SPP)

The goal of this program is to create new parks and new recreation opportunities in underserved communities across California.

December X X

• Jogging and walking loop, par course, running track

• Non-motorized trail, pedestrian/bicycle bridge, greenbelt/linear

11 Recreational Trails Program (Prop 68)

The Recreational Trails Program (RTP) provides funds to the States to develop and maintain Recreational Trails and trail-related facilities for both non-motorized and motorized Recreational Trail uses.

Annually X X

• Acquisition of land

• Rehabilitation of trails, Trailside and Trailhead Facilities

• Construction of new trails

• Maintenance of existing trails

12 Habitat Conservation Fund (Prop 117)

The Habitat Conservation Fund allocates approximately $2 million each year to cities, counties, and districts for nature interpretation programs to bring urban residents into park and wildlife areas, protection of various plant and animal species, and acquisition and development of wildlife corridors and trails.

Funding for sidewalks, bike lanes, trails, Safe Routes to School programs, and related plans.

13 Active Transportation Planning Grants (ATP)

The ATP consolidates existing federal and state transportation programs, including the Transportation Alternatives Program (TAP), Bicycle Transportation Account (BTA), and State Safe Routes to School (SRTS), into a single program.

Unavailable X X

• Acquisition of land

• Trail Development

JulySeptember X X X

• Capital Improvements

• Bicycle, pedestrian Plan

• Safe Routes to School Plan

• Active Transportation Plan

• Education, Encouragement, and Enforcement Activities

• Quick-Build Project

* Inf - Infrastructure NI - Non Infrastructure Plan - Planning and Design

FuNDING SOuRCe PuRPOSe/DeSCRIPTION

14 Transportation Development Act

(TDA) Article 3 (SB 821)

The goal of this act is to improve existing public transportation services and encourage regional transportation coordination. TDA established two funding sources; the Local Transportation Fund (LTF), and the State Transit Assistance (STA) fund. Providing certain conditions are met, counties with a population under 500,000 (according to the 1970 federal census) may also use the LTF for local streets and roads, construction and maintenance. The STA funding can only be used for transportation planning and mass transportation purposes.

Annually X X

15 Sustainable Transportation Planning Grants

The program includes $29.5 million to encourage local and regional planning that furthers state goals, including, but not limited to, the goals and best practices cited in the Regional Transportation Plan Guidelines adopted by the California Transportation Commission.

The Program supports the development of green infrastructure projects that reduce GHG emissions and provide multiple benefits. Must include at least one of the following:

• Sequester and store carbon by planting trees

Annually X

• Safe Routes to School Plan

• Active Transportation Plan

• Bike/ped Trail/Path Feasibility Study

• Complete Streets Plan

• Sustainable Communities Plan

• Transit-Oriented Development Plan

• First/Last Mile Connectivity Plan

16 Urban Greening

• Reduce building energy use by strategically planting trees to shade buildings

• Reduce commute vehicle miles traveled by constructing bicycle paths, bicycle lanes or pedestrian facilities that provide safe routes for travel between residences, workplaces, commercial centers, and schools. (California Climate Investments)

Unavailable X

• Non-motorized urban trails that provide safe routes for both recreation and travel between residences, workplaces, commercial centers, and schools

• Projects that expand or improve the usability of existing active transportation routes (e.g., walking or bicycle paths) or create new active transportation routes that are publicly accessible by walking

• Complete Green Streets

17 Local Partnership ProgramCompetitive and Formulaic

The primary objective of this program is to provide funding to counties, cities, districts, and regional transportation agencies in which voters have approved fees or taxes dedicated solely to transportation improvements or that have imposed fees, including uniform developer fees, dedicated solely to transportation improvements. Funding includes $200M/year to improve aging Infrastructure, Road Conditions, Active Transportation, Transit and rail, Health and Safety Benefits

March - June X X X

• Close sidewalk gap, install class II bike lanes and cycle track, curb extensions, pedestrian enhancements, improvements to lighting and signage

• Construct 4 single-lane and 1 multi-lane roundabouts, and improvements to street, pedestrian and bicycle facilities

• Expressway pedestrian overcrossing

18 Transit and Intercity Rail Capital Program (TIRCP)

The TIRCP provides grants from the Greenhouse Gas Reduction Fund (GGRF) to fund transformative capital improvements that will modernize California’s intercity, commuter, and urban rail systems, and bus and ferry transit systems, to significantly reduce emissions of greenhouse gases, vehicle miles traveled, and congestion.

January X X X

• Pedestrian and bike trail

• First/last mile connections via bike lanes and separated paths

• Bike share programs

• Bike parking facilities

• Plans

19 State Highway Operations and Protection Program (SHOPP)

The Office of SHOPP Management is responsible for planning, developing, managing and reporting the four year SHOPP portfolio of projects. The Program is the State Highway System’s “fix it first” program that funds repairs and preservation, emergency repairs, safety improvements, and some highway operational improvements on the State Highway System.

Unavailable X

• Upgrade sidewalks to ADA compliance

• Reconstruct damaged pavement

• Add bike lanes to updated corridors

• Upgrade pedestrian push buttons, refresh striping, and improve pedestrian and bicycle access

20 Office of Traffic Safety Grant Program

The Program provides annual funds to prevent serious injury and death resulting from motor vehicle crashes so that all roadway users arrive at their destination safely. Funds can be used for bicycle and pedestrian safety

Due in January X

• Safety education and encouragement

• Campaigns to promote safety

• SRTS safety programs

* Inf - Infrastructure NI - Non Infrastructure Plan - Planning and Design

21 Transformative Climate Communities (TCC)

The Program funds community-led development and infrastructure projects that achieve major environmental, health, and economic benefits in California’s most disadvantaged communities. (California Climate Investments)

February X

• Bike share program

• Creating and considering active transportation corridors for better nonmotorized connections

• Multi-use paths

• Urban greening for pedestrian facilities

22 Placemaking Grants (must partner with Realtor Asst.)

Placemaking means many things to different people, but NAR looks as placemaking as a way to make communities better places to live by transforming unused and underused sites and “eyesores” into welcoming destinations accessible to everyone in a community.

October 15, 2021 X

• Amenities (street furniture, paint, signage, materials, landscaping, murals, etc.)

• Site preparation

• Artist fees

2 Measure A RCTC

Construction, including related engineering expenses, of bicycle and pedestrian facilities, or for bicycle safety education programs. Maintenance of bicycling trails, which are closed to motorized traffic. Maintenance and repairs of Class I offstreet bicycle facilities only. Restriping Class II bicycle lanes. Facilities provided for the use of bicycles that serve the needs of commuting bicyclists. Development of comprehensive bicycle and pedestrian plans (limitations apply). Plans must emphasize bike/pedestrian facilities that support utilitarian bike/pedestrian travel rather than solely recreational activities.

Riverside County’s half-cent sales tax for transportation set in motion a proactive response to growing congestion to support transportation projects to address the problem. RCTC has ensured that the $1 billion raised by Measure A from 1989 to 2009 has made a significant difference on virtually every major roadway in the County. The measure was renewed in 2009 through 2039. Commuter rail, public transit, and commuters have also received benefits. In addition to major highway and transit projects, funding is also provided to improve local streets and roads.

5-5: Local Funding Sources