New! System-Wide Transit Corridor Plan for the San ... - Omnitrans

3.2 Traffic Conditions
Existing
Generally, regional traffic patterns in the major
transit corridors exhibit very definite spatial and
temporal characteristics. For the most part,
typical weekday traffic flows tend to be from east
to west through the study area during the
morning peak period (6:00 – 8:30 AM) and from
west to east during evening commute hours (3:30
– 6:30 PM). The east to west travel pattern in the
morning peak is a result of heavy commuting
from San Bernardino County to destinations in
Los Angeles and Orange Counties.
As shown in Exhibit 3-3, the most congested
arterial street intersections and roadway
segments during traffic peaks occur near freeway
on and off ramps of the I-10, I-15, SR-30, I-215,
and I-210 freeways. Existing volume to capacity
(v/c) ratios in the traffic peaks are approximately
at 1.0 or greater in the vicinity of Tippecanoe/I-
10, Waterman/I-10, Mount Vernon/I-10, Pepper/I-
10, and Euclid/I-10, among other locations in
proximity to freeway ramps. This means those
facilities are operating at a poor level of service
and travelers experience significant travel time
delay.
Heavy peak period traffic volumes also occur
close to major activity centers in the seven transit
corridors. Some of these major activity centers
include:
• Loma Linda University / Medical Center;
• Central San Bernardino and Civic Center
Area;
• California State University - San Bernardino;
• Arrowhead Regional Medical Center;
• Ontario Airport Commercial Area;
• Ontario International Airport;
• Veterans Hospital in Loma Linda;
• Ontario Mills Shopping Center; and
• Montclair Plaza.
These heavy traffic locations during the morning
and evening peak periods are affecting certain
bus runs on a number of existing Omnitrans
routes such as Routes 2, 4, 8, 9, 10, 14, and 61.
Traffic congestion in the vicinity of I-10 on
arterials such as Tippecanoe and Waterman can
slow buses and affect their on-time performance.
Average Daily Traffic (ADT) volumes on major
arterial roadways in the transit corridors range
widely. The highest ADTs (30,000 vehicles or
greater) on arterials occur in Transit Corridor 1
(E-Street) on Waterman, Hospitality Lane, and
Tippecanoe just north and south of the I-10
freeway.
3.3 Land Use Plans and Policies
3.3.1 Existing Land Use Patterns
As shown in Exhibit 3-4, SCAG’s existing land
use is shown for the San Bernardino Valley.
Each transit corridor has a unique pattern of land
uses that shapes the type and intensity of transit
usage along the corridor. In general, a diverse
mixture of land uses along a corridor tends to
increase the amount of travel between uses. The
overall Omnitrans service area encompasses a
wide range of land use types, including low and
medium-high density residential development,
commercial and office development, a substantial
amount of industrial uses, and agricultural land,
as well as public facilities, open space,
transportation infrastructure, and vacant land.
Table 3-2 provides existing land use data for
each corridor, expressed as a percentage of the
entire corridor. Due to the many varied existing
land use types in the SCAG data, table 3-2
provides an agglomeration of the SCAG land use
categories. Land use types with less than
one/half percent of the total corridor size were
removed from the analysis.
Corridor 1 E Street with the extension contains
an even mix of existing land uses. 26% of the
corridor is single family residential. 20% of the
corridor is vacant. Remaining uses are less than
10% by category.
Corridor 2 - Foothill Boulevard East has the
highest percentage of single family homes, with
35% of the corridor currently this land use. The
corridor also contains the highest percentage of
land used for transportation purposes at 14%,
due to the proximity of the San Bernardino
Internal Airport and Rialto Municipal Airport. 14%
of the corridor is vacant.
System-Wide Transit Corridor Plan 51