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FINAL PLAN I JUNE 2025

14955 Dale Evans Parkway Apple Valley, CA 92307 (760) 240-7000 https://www.applevalley.org/

Town Council

Town Staff

Mayor Scott Nassif

Doug Robertson, Town Manager

Mayor Pro Tem Curt Emick - District 4

Orlando Acevedo, Assistant Town Manager

Council Member Art Bishop - District 2

Richard Pedersen, Town Engineer

Council Member Larry Cusack - District 1

Julie Ryan, Special Projects Manager

Council Member Kari Leon - District 3

Rich Berger, Project Manager

Prepared by: KTUA

KOA

Joe Punsalan, Principal

Mike Nilsson, Director of Planning

Jacob Leon, Senior Associate

Jacqueline Henrikson, Multimodal Planning Lead

Morgen Ruby, Senior Planner

Ali Shahzad, Engineering Project Manager

Marina Varano, Senior Planner

Monica Paderanga, Senior Associate Planner

Isabel Pérez, Senior Planner

Mu Hsin Hsieh, Associate Planner

Amanda Herbst, Senior Planner

Armin Jorgenson, Associate Planner

Madeline Pysher, Planner

Leslie Scott Consulting Leslie Scott, Principal Consultant

Funded by: The Town of Apple Valley Complete Streets Plan was funded by the U.S. Department of Transportation (USDOT) Safe Streets and Roads for All (SS4A) grant administered by Caltrans.

Town of Apple Valley Complete Streets Action Plan

Acknowledgments A special thank you to all who participated in the development of the Complete Streets Action Plan: Community Advisory Committee

Technical Advisory Committee

Maria Okpara, Apple Valley Unified School District Retiree

Hannah Raleigh, Town of Apple Valley

Matthew Schulenberg, Apple Valley Unified School District Sylvia Morrison, Assistance League Victor Valley CJ Page, Community Health Action Network (CHAN) Amanda Seagondollar, Community Health Action Network (CHAN) Kiel Managerino, Town of Apple Valley Christopher Nuñez, Victor Valley College Kevin Mahany, Victor Valley Family Assistance

Focus Groups Apple Valley Fire Protection District

Lindy Daugherty, Town of Apple Valley Mike Szarzynski, Town of Apple Valley Pamela Quick, Town of Apple Valley Silvia Urenda, Town of Apple Valley Cuong Phu Trinh, Caltrans District 8 Mark Roberts, Caltrans District 8 Ricky Rivers, Caltrans District 8 Ginger Koblasz, San Bernardino County Transportation Authority Bernadette Beltran, San Bernardino County Department of Public Health Kimberly Smith, San Bernardino County Department of Public Health

Apple Valley Kiwanis Club Apple Valley Police Department Apple Valley Teen Zone First Assembly of God Apple Valley Church Food Distribution Greater High Desert Chamber of Commerce Sierra Club: Mojave Group Chapter

. . . and the countless community members who participated in events and activities throughout the project!

Victor Valley Bicycle Tour

*Maps and photos are by the Town of Apple Valley, project consultants, open source, or otherwise cited by source. III

Table of Contents 01

INTRODUCTION

EXISTING CONDITIONS

COMMUNITY ENGAGEMENT

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 What are Complete Streets?. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Planning Context. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Apple Valley Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Transportation Context. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Opportunity Areas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Collision Analysis.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Fieldwork Observations.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Project Corridors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48

Community Engagement Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52 Survey Questionnaire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Community Events. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Advisory Committees. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 Focus Groups and Community Interviews. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 Agencies Meeting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 Community Engagement Summary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75

Town of Apple Valley Complete Streets Action Plan

RECOMMENDATIONS

APPENDIX A

165

APPENDIX B

175

APPENDIX C

213

APPENDIX D

234

APPENDIX E

256

Recommendations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 Complete Streets Toolkit.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 Complete Streets Projects. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 A. Town Hall to Brewster Park.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 C. Walmart to Sitting Bull. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103 G2. Bear Valley Road (Kiowa Rd-Navajo Rd).. . . . . . . . . . . . . . . . . . . . . . . . . . . 107 H. Singh Center for The Arts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 I. James Woody Loop. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 K. Sitting Bull Connector.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119 B. Village to Downtown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 E. Granite Hills High School Loop. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135 F. Tussing Ranch Corridor.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139 G1. Bear Valley Road (Apple Valley Rd-Mockingbird Ave) . . . . . . . . . . . . . . 143 J. Thunderbird Park via Rimrock. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147 L. Jess Ranch Marketplace via Del Oro.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 M. Kiowa Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157

Literature Review Summaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166 Outreach Collateral. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176 Survey Questionnaire Report. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 Event Summaries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .206 Complete Streets Toolkit Design Guidance. . . . . . . . . . . . . . . . . . . . . . . . . . . . 214 Implementation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235 Project Funding Strategy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237 Planning-level Cost Estimates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251 Conceptual Design Drawings.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257

List of Figures Figure 1-1: Study Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Figure 2-1: Apple Valley Zoning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22 Figure 2-2: Key Destinations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Figure 2-3: Existing Bicycle Network. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 2-4: Walking and Biking Volumes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 2-5: Households with No Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33 Figure 2-6: Persons in Poverty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Figure 2-7: SCAG Priority Equity Areas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35 Figure 2-8: Caltrans Transportation Equity Index (EQI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Figure 2-9: Collisions by Travel Mode, 2019-2023. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37 Figure 2-10: All Collisions, 2019-2023.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Figure 2-11: Collisions by Primary Collision Factor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 2-12: Injuries by Collision Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 2-13: Collisions by Type (horizontal) and Primary Collision Factor (vertical). . 42 Figure 2-14: Collisions by Primary Collision Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Figure 2-15: Pedestrian Collisions, 2019-2023. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Figure 2-16: Bicycle Collisions, 2019-2023. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 2-17: Complete Streets Project Corridors.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 3-1: Community Engagement Timeline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 Figure 3-2: Which destinations do you go to or would like to go if transportation options were improved? Select all that apply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 Figure 3-3: What are the transportation issues in Apple Valley that concern you the most? Select all that apply.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 Figure 3-4: Which of the identified project corridors are most important to you?. . 58 Figure 4-1: Wayfinding Concepts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 Figure 4-2: Complete Street Projects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90

List of Tables

Table 2-1: Means of Transportation to Work. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Table 2-2: Intersections with the Highest Collision Totals, 2019-2023. . . . . . . . . . . . . . . 40 Table 2-3: Intersections with the Highest Injury Collision Totals, 2019-2023. . . . . . . . 40 Table 2-4: Intersections with the Highest Fatal and Severe-Injury Collision Totals, 2019-2023. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Table 2-5: Intersections with the Highest Pedestrian Collision Totals, 2019-2023. . . 43 Table 2-6: Intersections where a Bicycle Collision Occurred, 2019-2023. . . . . . . . . . . . 46 Table 2-7: Complete Streets Project Corridors.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Table 3-1: Focus Group & Community Interview Groups . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 Table 4-1: Project Evaluation Criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 Table 4-2: Complete Streets Conceptual Design Projects. . . . . . . . . . . . . . . . . . . . . . . . . . . 91 Table 4-3: Complete Streets Future Projects. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 Table A-1: Implementation Timelines of Infrastructure Projects . . . . . . . . . . . . . . . . . . 236 Table A-2: Projects Funding Eligibility.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238

Town of Apple Valley Complete Streets Action Plan

INTRODUCTION

Introduction PROJECT BACKGROUND The Complete Streets Action Plan (Plan) is a comprehensive planning document focused on increasing opportunity, fostering placemaking, and enhancing mobility throughout the Town of Apple Valley (Town). The Plan is funded by a federal Safe Streets and Roads for All (SS4A) grant, as part of the national Infrastructure Investment and Jobs Act (IIJA). As an inaugural recipient of this grant, the Town is dedicated to developing a sustainable plan that addresses current and future transportation needs for residents, business owners, and visitors. As a result, the Town will be wellpositioned to secure future funding by implementing the Plan. The Plan builds upon the Town’s previous successful efforts in planning, grant writing, and constructing projects that reflect the transportation needs of residents. It aligns with the Town’s commitment to improve the quality of life for residents by identifying opportunities that everyone can enjoy and benefit from.

Study Area

Apple Valley Road intersection

Bicyclist on Bear Valley Road

The Town is located in the heart of the

Victor Valley within San Bernardino County (County). It is roughly 78 square miles in its incorporated area and has a sphere of influence of about 200 square miles. Situated on the southern edge of the Mojave Desert, the region is known as the “High Desert.” As shown in Figure 1-1, the Town shares its borders with the City of Victorville, the City of Hesperia, and unincorporated San Bernardino County. Interstate 15 (I-15) provides access to southern cities through the Cajon Pass, connecting the community to job opportunities and several universities. 8

Pedestrians on Yucca Loma Bridge

Town of Apple Valley Complete Streets Action Plan

Figure 1-1: Study Area

Boundaries

INTRODUCTION

Project Timeline The project started in the fall of 2023 with an existing conditions analysis. Geographic Information Systems (GIS) data was collected from the U.S. Census, the County, the Town, and various analog sources, including site visits and field observations. Throughout the project, various community outreach efforts were conducted to engage the public at each phase of the planning process. The community had the opportunity to identify and address transportation barriers, accessibility, and areas of opportunity throughout the Town. This extensive community engagement process influenced the selection of the project corridors chosen for further conceptual design. Conceptual designs for the selected corridors began in the summer of 2024 and were further refined through the winter of 2025. Community outreach, report development, and refinement of the conceptual designs continued for the remainder of the project. A virtual Town Hall meeting was held on May 8, 2025, and the draft plan was presented to the Town Council on May 13th, 2025. The Plan was adopted by the Town Council on June 10, 2025. Spring 2024 - Winter 2025

Winter 2025 - Spring 2025

COMMUNITY OUTREACH EXISTING CONDITIONS

PROJECT DESIGN

Fall 2023 - Spring/Summer 2024

DRAFT PROJECT PLAN

Summer 2024 - Winter 2025

June 2025

O ppo rt

tin

g Comm

ities

Conne c

ity

Incr e

ity for A

il ob

Project Themes

Mobility for All

Increased Opportunity

Connecting Communities

An improved transportation network will improve safe travel options, enhancing mobility for all ages and abilities.

Reducing transportation barriers will increase access to major destinations throughout the Town.

Streets serve as more than thoroughfares; they are vital spaces that connect communities and improve quality of life.

Town of Apple Valley Complete Streets Action Plan

What are Complete Streets? Complete streets are planned, designed, and maintained to serve pedestrians, bicyclists, transit riders, and drivers of all ages and abilities. The Complete Streets Act of 2008 (AB 1358) requires municipalities to modify their circulation element to accommodate a multimodal transportation network that is accessible to a variety of users across various transportation methods.1 The 2024-2025 Caltrans Complete Streets Action Plan (CSAP) identifies policy-related, high-priority actions across California to complete streets.2 The CSAP intends to implement the Caltrans Policy for Complete Streets (DP-37) within two calendar years.3 Per DP-37, all projects funded or overseen by Caltrans are required to incorporate complete street facilities for pedestrians, bicyclists, and transit riders unless exceptions are met. In alignment with State goals, the Plan will equip the Town with actionable opportunities to bring complete streets to Apple Valley, supporting the statewide effort to achieve balanced and multi-modal transportation systems.

Bear Valley Road and Reata Road intersection

Victor Valley Transit Authority bus

Pedestrians walking with a bicycle

INTRODUCTION

Benefits of a Complete Street Complete streets respond to the unique needs and challenges of their community. While there is no one (or ‘single’) prescriptive design solution, the implementation of complete streets collectively results in numerous enhancements to community safety, wellbeing, and quality of life. The following descriptions outline the benefits that make up a complete street.

Increased Access

Leisure Opportunities

Environmental Benefits

Pedestrians along the Mojave Riverwalk Path

Increased Access

Health Benefits

Economic Benefits

Complete streets are designed with the infrastructure necessary to facilitate travel for pedestrians, bicyclists, public transit riders, and automobiles, all along the same corridor. As a result, complete streets improve mobility options and enhance safety for all modes of travel. Increasing transportation choices and network capacity allow people to reach destinations they want or need to go to, regardless of whether they have access to a car.

Social Benefits

Safety Benefits

Town of Apple Valley Complete Streets Action Plan

Civic Center Park

Victor Valley Transit Authority bus

Leisure Opportunities

Environmental Benefits

Through well-connected complete streets, residents have the opportunity to access destinations that would typically require a car. Additionally, increased mobility options encourage people to engage in leisure activities such as walking, biking, and jogging. In turn, it creates new opportunities outside of the Town boundaries, connecting residents to Victorville’s Riverwalk, the Mojave Narrows Regional Park, and the Apple Valley Civic Center.

On-road transportation is the leading contributor of CO2 emissions. Complete streets accommodate space for all modes of travel while maintaining vehicle connections, subsequently, providing residents with an opportunity to walk, bicycle, and use public transit. In turn, vehicle trips are substituted with resource-efficient transportation options that reduce CO2 emissions and help meet the environmental goals of both state and regional agencies.4,5

INTRODUCTION

Walking path along Apple Valley Road

Jess Ranch Marketplace

Health Benefits

Economic Benefits

Complete streets have higher rates of physical activity by expanding routes for people to enjoy walking and bicycling. They allow residents to incorporate exercise into daily activities, subsequently reducing the risk of heart disease, obesity, and diabetes.6

There are numerous economic benefits to complete streets according to Smart Growth America.8 Complete streets foster economic growth to local businesses due to increased bicycle and pedestrian traffic adjacent to storefronts and reduced transportation costs for the consumer. Additionally, properties with these elements often have higher market values than comparable properties with limited or no complete street elements.

Moreover, the addition of green spaces into the urban environment (urban greening), in combination with physical activity, improves community health and wellbeing.7

Town of Apple Valley Complete Streets Action Plan

Bicyclists at a community event

Apple Valley crosswalk improvements

Social Benefits

Safety Benefits

Residents are more likely to engage with their neighbors and community members when they are traveling as pedestrians, bicyclists, or transit riders. Complete streets enable people to choose travel modes other than singleoccupancy vehicles. Alternative travel modes can facilitate social interactions, deepen connections between people and places, and build a sense of community.

Complete streets are designed for all road users. As a result, they can reduce collisions and enhance safety for all modes of transportation. The addition of high-visibility crosswalks for pedestrians, dedicated lanes for bicyclists, bus shelters for transit users, and traffic calming measures for motorists provide dedicated spaces for all modalities. More specifically, complete streets reduce potential collision opportunities and in turn reduce injuries and fatalities, creating an inclusive environment for all users.9

INTRODUCTION

Planning Context The Plan builds on a strong foundation of planning and policy initiatives completed by the Town, Caltrans, and regional agencies including the San Bernardino County Transportation Authority (SBCTA), the Victor Valley Transit Authority (VVTA), and the Southern California Association of Governments (SCAG). Relevant plans and policies have implications on the proposed improvement measures within the Plan. To ensure alignment with previous plans and leverage the momentum of these efforts, the project team conducted a literature review of the following documents: » Apple Valley Climate Action Plan (2019) » Apple Valley General Plan (2009) » Apple Valley Highway 18 Access Plan (2025) » Apple Valley Local Roadway Safety Plan (2022) » Apple Valley Multi-use Trail and Equestrian Standards (2005) » Apple Valley Parks and Recreation Master Plan (2013) » Apple Valley Safe Routes to School Plan (2017) » Apple Valley Village Specific Plan (2022) » Apple Valley Village SR-18 Corridor Enhancement Plan (2018) » Caltrans Mode Share Action Plan (2020) » San Bernardino County Non-Motorized Transportation Plan (2018) » San Bernardino County Local Roadway Safety Plan (2022) » SBCTA Points of Interest Pedestrian Plan (2018) » SCAG Connect SoCal 2020-45 (2020) » VVTA Comprehensive Operational Analysis (In Progress) » VVTA Short Range Transit Plan (2020)

Appendix A contains summaries of each document, including specific projects and policies relevant to the Plan.

Town of Apple Valley Complete Streets Action Plan

Endnotes 1 California Legislative Information. (2008). AB-1358. Planning: circulation element: transportation.https: //leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_ id=200720080AB1358 2 Caltrans. (2024). Complete Streets Action Plan 2024-2025. 3 Caltrans. (2024). Director’s Policy for Complete Streets. 4 The State of California. (2024). The State of California’s Draft Priority Climate Action Plan. 5 Southern California Association of Governments. (2023). Climate Equity Compendium. 6 Faud, Nafis & Islam, Khandakar & Matin, Iftekhar. (2024). Designing Complete Street: A Way Towards Healthy Community. 10.13140/RG.2.2.12706.85449. 7 United States Environmental Protection Agency. (2024). Learn About Green Streets. 8 Smart Growth America. (2015). Safer Streets, Stronger Economies. 9 Smart Growth America. (2015). Safer Streets, Stronger Economies.

INTRODUCTION

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Town of Apple Valley Complete Streets Action Plan

EXISTING CONDITIONS

Apple Valley Overview HISTORY Throughout the 1800s, travelers passed through the Serrano and Paiute tribal lands, along the Mojave River Trail, until the first cabin was built in 1860 in the Town. Named ‘Apple Valley’ for its abundance of award-winning apple orchards that sat along the Mojave River in the late 1920s, the orchards later closed due to high irrigation costs in the 1930s. The Town evolved into a destination resort and high-quality residential community, attracting Hollywood celebrities for its peaceful, western lifestyle and tie to famous feature films. The Town was formally incorporated in 1988.

CLIMATE The climate in Apple Valley varies from hot, arid summers to cold, cloudy winters. In summer months, extreme heat days are common, with temperatures reaching 100°F or higher for at least three consecutive days on average,

reaching up to 114°F.10 In contrast, winter temperatures are much cooler, with an average low of 35°F and an average high of 67°F. Additionally, wind speeds can exceed 20 mph throughout the year.

DEMOGRAPHICS A demographic profile was completed using the most recent data available from the 2022 U.S. Census Bureau American Community Survey (ACS) 5-Year Estimates.11 Apple Valley has a population of 75,603 residents and 26,005 housing units within its 78-square-mile area, resulting in a density of just under 1,000 people per square mile. The racial and ethnic composition of residents includes 61.5 percent white, 8.1 percent African American, 3.2 percent Asian, 0.8 percent American Indian and Alaska Native, 0.1 percent Native Hawaiian and other Pacific Islander, 9.5 percent some other race, and 16.7 percent two or more races. Approximately 39 percent of residents are Hispanic or Latino, representing the largest ethnic group.

Historic Apple Valley

Town of Apple Valley Complete Streets Action Plan

Key demographic comparisons with state and national statistics include: » The estimated median age is 36.1,

which is slightly lower than both California’s median of 37.3 and the national median of 38.5. » The median household income is estimated to be $62,898, which is lower than California’s median income of $91,905 and the national median of $75,149. » The estimated population gender is nearly evenly divided, with 50.8 percent female and 49.2 percent male, reflecting similar trends observed at state and national levels.

POPULATION GROWTH TRENDS While Apple Valley began as a small, sleepy town, it has experienced significant population growth since its incorporation in 1988. Apple Valley offers attractive opportunities for prospective residents to achieve homeownership at an affordable price in an area known for its rural charm. As a result, the Town experienced a housing boom between 1990 and 2010, and the population grew by nearly 50 percent over the 20-year period.12 The population surge led to the rapid development of residential neighborhoods and commercial destinations. The growth was so rapid that the Town’s infrastructure struggled to keep pace with the rising population. Since that initial housing boom, the Town’s population has grown steadily and is now projected to exceed 100,000 residents in the next decade, presenting new challenges and opportunities. The Southern California Association of Governments (SCAG) forecasts jurisdiction-level growth for population, number of households,

and employment in the Regional Transportation Plan (RTP)/ Sustainable Communities Strategy (SCS) horizon (2016-2045).13 For Apple Valley, SCAG projects that between 2016 and 2045, the population will increase by 36.5 percent to 101,400 residents, and the number of households will increase by 51.4 percent to 37,400. Total employment is anticipated to grow by 67.8 percent by 2045 to 30,200. As Apple Valley’s population continues to grow, the Town intends to prioritize the preservation of its rural character, environment, and existing neighborhoods. The Plan is one of many tools the Town can use to guide future development and maintain safe and convenient access for Apple Valley community members.

Land Use Overview Figure 2-1 illustrates the distributions of land uses in Apple Valley according to the Town’s Zoning Map. The Town’s character is closely tied to its western roots and rural charm, reflected by large lot sizes, expansive open spaces with views of the desert valley and surrounding mountains, and landscaping consistent with the desert environment. Over 50 percent of the Town is designated as Single Family Residential, Low-Density Residential, Very LowDensity Residential, and Estate Residential. While the area north of Waalew Road is expansive, less than seven percent of this area is designated as Open Space land use, with 34 percent designated as Specific Plan (SP) areas slated for future development under the North Apple Valley Industrial Specific Plan, Brindle Path Estates Specific Plan, and the North Pointe Specific EXISTING CONDITIONS

Town of Apple Valley, Department of Innovation and Technology. (2023). Zoning Lookup.

Figure 2-1: Apple Valley Zoning 22

Town of Apple Valley Complete Streets Action Plan

Plan. Additionally, there are two main existing commercial corridors along SR 18 and Bear Valley Road and a proposed commercial corridor along I-15.

DESTINATIONS Destinations are key nodes or places people want or need to access, such as activity centers, parks, schools, stores, and medical facilities. By identifying these important locations, the Plan has targeted improvements along the routes connecting them. Figure 2-2 displays the locations of key destinations in the Town, including the Singh Center for The Arts on Bear Valley Road near Apple Valley High School and the future home of the Brightline West Apple Valley Station, which will be a transit hub for the high-speed rail with service from Rancho Cucamonga to Las Vegas.

Jess Ranch Marketplace

Activity Centers Activity centers are neighborhoodlevel nodes with resources like public facilities, shopping, and entertainment areas. The existing conditions analysis identified several key activity centers: the Bear Valley Road commercial corridor between Braeburn Road and Kiowa Road, the Apple Valley Civic Center, the Apple Valley Commons, the Jess Ranch Marketplace, the Apple Valley Village, Victor Valley Community College, the Singh Center for The Arts (Singh Center), and the Victor Valley Transportation Center regional connection. A new activity center was also identified: the Brightline West Apple Valley Station (expected to open in 2028). By identifying prominent activity centers, the project team gained insights into travel patterns and transportation barriers along the connected routes.

Apple Valley Civic Center

EXISTING CONDITIONS

Future Brightline Station

Figure 2-2: Key Destinations 24

Town of Apple Valley Complete Streets Action Plan

Schools The Apple Valley Unified School District (AVUSD) is comprised of seventeen schools, including twelve public schools and an additional five schools for independent study, opportunity, and online learning. Town residents also have access to Victor Valley Community College, located just outside of Town limits in Victorville. The Town proactively secured funding for school related projects and continues to construct safe routes to schools (SRTS) improvements such as sidewalks, ADA ramps, and shared-use paths, all of which improve access to AVUSD schools.

Lions Park

Brewster Park Playground

Students outside of Apple Valley High School

Lenny Brewster Sports Park

EXISTING CONDITIONS

Parks, Recreation, & Community Facilities Parks, recreation, and community facilities provide community members of all ages with opportunities to play, exercise, and gather. The Town’s parks and recreation system includes 11 public parks and recreation facilities, with three pictures included on the previous page, as well as one new park and one performing arts center under construction: » Apple Valley Golf Course is an 18-

hole municipal golf course available for public use at a nominal fee and includes two tennis courts. » Civic Center Park & Aquatic Center contains an amphitheater, an aquatic center, a dog park, a playground, an open grass lawn, outdoor fitness equipment, a large covered picnic area with barbeques, and shade trees. » Corwin Park contains a playground, picnic areas with barbeques, and shade trees. » Horsemen’s Center Park is an 80-acre rural park located just east of Town limits, with two horse show arenas, a BMX park, playground, hiking trails, primitive campsites, and picnic areas. Note: This park is outside of Town boundary limits. » James Woody Community Center contains a BMX/Skatepark, a basketball court, lighted ballfields, playgrounds, and picnic areas with barbeques. Additionally, the park is home to the Apple Valley Community Center and Mike Martin Gymnasium. » Lenny Brewster Sports Center (Brewster Park) is the premier location for sporting events in the High Desert and contains soccer fields, ballfields, a basketball/pickleball court, playgrounds, and picnic areas with barbeques. This park is the location of 26

the Town’s annual Freedom Festival. » Lion’s Park contains picnic areas with barbeques, shade trees, and an open grassy lawn. » Mendel Park contains a basketball court, a multi-purpose field, ballfields, playgrounds, outdoor fitness equipment, outdoor games, and picnic areas with barbeques. » Norm Schmidt Park contains a playground, a ballfield, picnic areas with barbeques, and shade trees. » Sycamore Rocks Park contains a playground, a ballfield, picnic areas with barbeques, and shade trees. » Singh Center for The Arts is a former AMC movie theater turned performing arts center, which will host local plays, musical performances, and other gatherings. » Thunderbird Park contains a basketball court, playgrounds, ballfields, picnic areas with barbeques, and shade trees. » Town Hall Recreation Center is an indoor event space that can be reserved for banquets, weddings, meetings, and more. » Under Construction: Captain Joseph McConnell Jr. USAF Park will include a running track, a football field, a baseball field, two soccer fields, a dog park, an inclusive playground and walkway, and picnic shelters. While all 11 existing parks and recreation facilities operated by the Town are accessible via automobile, nine are within a quarter-mile of a transit stop, seven are within a quarter-mile of a bicycle lane or shared-use path, and six are immediately adjacent to a bicycle facility. Additionally, eight of the parks have sidewalks immediately adjacent to them and six have sidewalks spanning a quarter-mile on at least one side.

Town of Apple Valley Complete Streets Action Plan

Recreation opportunities also exist just outside of Town limits and are popular destinations for Apple Valley residents. The Mojave Narrows Regional Park, located in Victorville, is easily accessible via Yucca Loma Road/Yates Road. Although a fee is required for entry, residents can access the area via the Victorville Riverwalk, which is directly adjacent to the Town’s Yucca Loma Bridge.

Transportation Context Roads in Apple Valley are characterized by their significant widths, long lengths, undeveloped shoulders, and minimal street lighting. In major thoroughfares or near commercial areas, amenities for pedestrians and bicyclists, such as bicycle lanes, sidewalks, and bus shelters are more prevalent. Major roads such as Bear Valley Road and SR 18 often experience peak-hour congestion at intersections, potentially leading to increased driver frustration or distracted driving. The Town’s first road was cut in 1861 shortly after the construction of the Town’s first cabin.14 Though most roads are paved today, some dirt roads still exist, particularly in more rural areas, as well as residential segments along Del Oro Road or Sandia Road. Drivers often travel through the plentiful vacant lots as shortcuts to their destinations. These makeshift roads, or “desire lines,” are clearly visible using aerial mapping tools such as Google Earth.

2024 Sunset Concert at Civic Center Park

Aerial of desire lines (Source: Google Earth)

EXISTING CONDITIONS

MODE SPLIT According to the 2022 U.S. Census Bureau ACS 5-Year Estimates, there are approximately 26,465 workers aged 16 years and older in Apple Valley, with about two percent reporting that they do not have access to a vehicle, and 25 percent reporting a commute time of 60 minutes or more. Roughly 11 percent of Town residents commute outside of the County.15 Table 2-1 shows that roughly 90 percent of Apple Valley commuters travel to work in an automobile and less than one percent get to work using active transportation or public transit.

BICYCLE AND PEDESTRIAN CONTEXT

Bicyclist crossing Bear Valley Road

The Town has limited pedestrian and bicycle infrastructure, such as sidewalks or bicycle lanes, which are common in similar rural areas. Currently, there are 34.9 miles of bicycle facilities, including 11.9 miles of Class I multi-use paths, 22.8 miles of Class II bicycle lanes, and 0.17 miles of Class III bicycle routes (Figure 2-3). Pedestrians and bicyclists are often seen traveling along roadway edges or undeveloped shoulders and crossing midblock rather than at stop controlled intersections. Students riding scooters in the street

Table 2-1: Means of Transportation to Work Means of Transportation to Work

Estimate

Automobile - Drove alone

78.7%

Automobile - Carpooled

11.3%

Public transit

0.5%

Walked

0.4%

Bicycled

0.0%

Worked from home

7.6%

Other (taxicab, motorcycle, or other means)

1.5%

Source: U.S. Census Bureau. (2022). American Community Survey (ACS) 5-Year Estimates.

Town of Apple Valley Complete Streets Action Plan

Future Brightline Station

Figure 2-3: Existing Bicycle Network EXISTING CONDITIONS

BICYCLE AND PEDESTRIAN TRAVEL PATTERNS Walking and bicycling trip volumes were studied to better understand active transportation travel patterns on the existing road network. Trip volume data was acquired from Replica, a big data platform used to create largescale models with mobility data and activity pattern projections. Figure 2-4 illustrates the bicycle and pedestrian volumes throughout the Town. The highest volumes are near activity centers, such as the Apple Valley Civic Center, Jess Ranch Marketplace, and schools, including the Academy for Academic Excellence, Phoenix Academy, Rio Vista School, Sitting Bull Academy, Yucca Loma Elementary School, and Victor Valley College. The lowest pedestrian and bicycle volumes are on residential and rural streets with few destinations.

Bicyclists crossing Westlund Way

Pedestrian crossing in residential area

Pedestrian pathway along Apple Valley Road

Bicyclist on Navajo Road

Town of Apple Valley Complete Streets Action Plan

Future Brightline Station

Figure 2-4: Walking and Biking Volumes EXISTING CONDITIONS

Opportunity Areas Car-dependent communities, such as Apple Valley, have fewer mobility options for people who cannot or choose not to drive, impacting access to essential destinations. By identifying parts of town with the greatest network gaps, the Plan provides complete street recommendations to provide connectivity and expand mobility options for the most vulnerable populations. Ensuring that community members of all ages and abilities have access to destinations serves as a central component of the Plan. Various tools were employed to locate, analyze, and identify areas in need of gap closures and complete street improvements.

Data Tools » ACS data was leveraged to determine

both the percentage of households in poverty and with no car ownership at the census tract level. The neighborhoods with the lowest car ownership are located south of Bear Valley Road and east of Kiowa Road, north of Thunderbird Road west of Dale Evans Parkway, south of SR 18, and north of Tomahawk Road, as reflected by dark purple coloring in Figure 2-5. Figure 2-6 shows census tracts with the highest percentage of people in poverty (shown in red) are located north of Thunderbird Road near the Civic Center and south of Yucca Loma Road and SR 18.

The Plan utilizes data regarding socioeconomic factors such as which communities have limited transit and vehicle access areas, have greater disability demographics, and more. Apple Valley’s areas of highest need are located in the southeast portion of town, south of Yucca Loma Road and east of Kiowa Road, and the neighborhood north of Thunderbird Road and west of Dale Evans Parkway, as shown in Figure 2-7. » The

Caltrans Transportation Equity Index (EQI) tool determines priority populations that are most impacted through higherthan-average exposure to traffic and collisions as well as which populations have the greatest gaps in multimodal networks to destinations at the census-block level. Figure 2-8 shows that the EQI tool captured the same census tracts as the SCAG Priority Equity Areas dataset, as well as additional census tracts captured by the different EQI tool overlays, shaded in blue.

This analysis of opportunity areas identified an overlap in census tracts among the southeast portion of the Town and the neighborhood north of Thunderbird Road. These areas were given a weighted focus throughout the project. Chapter 4 details how fair access was factored into project selection.

» The SCAG Priority Equity Areas dataset

was used to assess the impacts of the regional transportation plan, Connect SoCal 2024, and guide transportation investments at the census tract level.

Town of Apple Valley Complete Streets Action Plan

Future Brightline Station

Figure 2-5: Households with No Vehicle EXISTING CONDITIONS

Future Brightline Station

Figure 2-6: Persons in Poverty 34

Town of Apple Valley Complete Streets Action Plan

Future Brightline Station

Figure 2-7: SCAG Priority Equity Areas EXISTING CONDITIONS

Future Brightline Station

Figure 2-8: Caltrans Transportation Equity Index (EQI) 36

Town of Apple Valley Complete Streets Action Plan

Collision Analysis

Collisions by Location

To understand collision patterns, incident data was collected from the Town’s Crossroads database between January 1, 2019, and December 31, 2023. The Crossroads database is maintained and updated by Town staff who receive reports directly from the San Bernardino County Sheriff’s Department. This information was used to identify collision patterns and areas in greatest need of complete streets countermeasures.

Figure 2-10 is a heat map that visualizes the density and distribution of all collisions occurring from 2019 to 2023. Areas with heavier red shading, such as Bear Valley Road and SR 18, have higher collision totals. Table 2-2 lists the five intersections with the highest number of collisions between 2019 and 2023, all of which intersect with Bear Valley Road or SR 18.

COLLISION STATISTICS Collisions by Travel Mode There were 2,198 collisions between 2019 and 2023. Figure 2-9 displays these collisions by travel mode, with the inner ring showing the distribution among all collisions and the outer ring displaying the distribution among collisions that resulted in a fatality or severe injury (KSI Collisions). Figure 2-9 conveys that while 91 percent of all collisions are vehicle-only collisions, they only represent 64 percent of KSI collisions, indicating that collisions involving pedestrians are more likely to result in a fatality or severe injury. I KS

lisions Col

ol ll C lisi

s on

91%

64%

28%

Vehicle Only

Pedestrian

Bicycle

Motorcycle

Figure 2-9: Collisions by Travel Mode, 2019-2023

Automobiles on Bear Valley Road

EXISTING CONDITIONS

Future Brightline Station

Figure 2-10: All Collisions, 2019-2023 38

Town of Apple Valley Complete Streets Action Plan

INJURY COLLISIONS Of the 2,198 collisions that occurred, 1,671 (76.0 percent) resulted in injury. Injury categories include Complaint of Pain, Possible Injury, Other Visible Injury, Severe Injury, or Fatal. Injury categories are reported by the officer responding to the incident. In some cases, Complaint of Pain at a collision incident could represent a more serious injury. In collisions involving multiple victims, the highest degree of injury among the group is recorded. Table 2-2 lists the five intersections with the highest number of injury collisions between 2019 and 2023.

Fatal and Severe-Injury Collisions Of the 2,198 collisions that took place in Apple Valley from 2019 to 2023, 126 (5.7 percent) of them resulted in a fatality or severe injury. Table 2-4 lists the intersections where three or more fatal and severe-injury collisions occurred.

factors reported for fatal and severeinjury collisions are Pedestrian Violation (23.8 percent), Unsafe Speed (22.2 percent), and Automobile Right-of-Way Violation (15.1 percent). Figure 2-13 details the number of collisions by combination of collision type and primary collision factor. The most common combination of collision type and primary collision factor is the combination of Broadside and Automobile Right-of-Way Violation, which comprises 334 collisions (15.2 percent of all collisions). The second most common is the combination of Rear-End and Unsafe Speed, which comprises 333 collisions (15.2 percent of all collisions). Other common combinations include Broadside collisions due to Traffic Signals and Signs violations (7.6 percent), Hit Object collisions due to Unsafe Speed (6.2 percent), and Hit Object collisions due to Improper Turning (3.5 percent).

Injury Collisions by Type and Primary Collision Factor Of the 1,671 injury collisions Town-wide, the three most common types are Broadside (29.6 percent), Rear-End (20.2 percent), and Hit Object (19.0 percent) (Figure 2-11). Figure 2-11 demonstrates that for all injury collisions, the three most common primary collision factors are Unsafe Speed (26.8 percent), Automobile Right-of-Way Violation (18.8 percent), and Improper Turning (12.6 percent). Figure 2-12 shows that among fatal and severe-injury collisions, the three most common collision types are VehiclePedestrian (27.8 percent), Broadside (23.0 percent), and Rear-End (11.9 percent). Figure 2-12 shows that the three most common primary collision

Automobiles on Bear Valley Road

EXISTING CONDITIONS

Table 2-2: Intersections with the Highest Collision Totals, 2019-2023 Rank

Intersection

Total

Apple Valley Road and State Highway 18

Apple Valley Road and Bear Valley Road

Bear Valley Road and Kiowa Road

Rancherias Road and State Highway 18

Jess Ranch Parkway and Bear Valley Road

Source: Town of Apple Valley Crossroads Database. (2024). Incident Data from January 1, 2019, to December 31, 2023.

Table 2-3: Intersections with the Highest Injury Collision Totals, 2019-2023 Rank

Intersection

Total

Apple Valley Road and State Highway 18

Apple Valley Road and Bear Valley Road

Bear Valley Road and Kiowa Road

Rancherias Road and State Highway 18

Jess Ranch Parkway and Bear Valley Road

Source: Town of Apple Valley Crossroads Database. (2024). Incident Data from January 1, 2019, to December 31, 2023.

Table 2-4: Intersections with the Highest Fatal and Severe-Injury Collision Totals, 2019-2023 Rank

Intersection

Total

Bear Valley Road and Deep Creek Road

2-T

StateHighway 18 and Corwin Road

2-T

Rimrock Road N and State Highway 18

2-T

State Highway 18 and Kasota Road

Source: Town of Apple Valley Crossroads Database. (2024). Incident Data from January 1, 2019, to December 31, 2023.

Town of Apple Valley Complete Streets Action Plan

Figure 2-11: Collisions by Primary Collision Factor 35% 30% 25% 20% 15%

29.6% 27.8% 23.0% 20.2%

11.9%

19.0%

11.1%

12.0%

10% 5.6%

11.1% 6.9%

6.3% 4.1%

3.6%

2.6%

3.2% 2.0%

0.0%

% of Injury Collisions

% of KSI Collisions

Figure 2-12: Injuries by Collision Type

EXISTING CONDITIONS

Figure 2-13: Collisions by Type (horizontal) and Primary Collision Factor (vertical)

Figure 2-14: Collisions by Primary Collision Factor

Town of Apple Valley Complete Streets Action Plan

PEDESTRIAN AND BICYCLE COLLISIONS Pedestrian and bicyclists were involved in 94 collisions, or 4.3 percent of all collisions, between 2019 and 2023. 75 collisions (3.4 percent) involved a pedestrian, while 19 collisions (0.9 percent) involved a bicyclist. Pedestrian and bicycle collisions are far more likely to result in a fatality or severe injury than vehicle-only collisions, as measured in a “KSI Rate”. Figure 2-14 shows that just 4.0 percent of vehicleonly collisions resulted in a fatality or severe injury. However, 46.7 percent of

pedestrian collisions and 21.1 percent of bicycle collisions resulted in a fatality or severe injury. These findings clearly convey that pedestrians and bicyclists experience disproportionate hazards when traveling compared to drivers.

Pedestrian Collisions Figure 2-15 shows a heat map of pedestrian collisions that occurred from 2019 to 2023. Areas with heavier shading, such as near Bear Valley Road, SR 18, Navajo Road, and Kiowa Road, have higher collision totals. Table 2-5 lists the intersections with the highest pedestrian collision totals.

Table 2-5: Intersections with the Highest Pedestrian Collision Totals, 2019-2023 Rank

Intersection

Total

Fatal or Severe Injury Total

State Highway 18 and Kasota Road

2-T

Rancherias Road and State Highway 18

2-T

Rimrock Road N and State Highway 18

2-T

Bear Valley Road and Navajo Road

2-T

Thunderbird Road and Wichita Road

2-T

State Highway 18 Outer Highway South and Quinnault Road

Source: Town of Apple Valley Crossroads Database. (2024). Incident Data from January 1, 2019, to December 31, 2023.

Pedestrian walking near the Apple Valley Civic Center

EXISTING CONDITIONS

Future Brightline Station

Figure 2-15: Pedestrian Collisions, 2019-2023 44

Town of Apple Valley Complete Streets Action Plan

Future Brightline Station

Figure 2-16: Bicycle Collisions, 2019-2023 EXISTING CONDITIONS

Bicycle Collisions Figure 2-16 shows a heat map of bicycle collisions that occurred from 2019 to 2023. Areas with heavier shading, such as near Bear Valley Road, SR 18, and Navajo Road, have higher collision totals. Table 2-6 lists the intersections where a bicycle collision occurred.

This collision analysis was one tool used to develop countermeasures effective for increasing road safety among all modes of transportation. The infrastructure and programmatic recommendations proposed in Chapter 4 are designed to reduce collisions, with an added focus on reducing pedestrian and bicycle collisions, since these groups are at greater risk of a fatality or severe injury in a collision.

Table 2-6: Intersections where a Bicycle Collision Occurred, 2019-2023 Rank

Intersection

Total

Fatal or Severe Injury Total

Rancherias Road and State Highway 18

2-T

Yucca Loma Road and Seminole Road

2-T

Pine Ridge Avenue and Jicarilla Road

2-T

Dale Evans Parkway and Bass Hill Road

2-T

Standing Rock Avenue and State Highway 18 Outer Highway North

2-T

Ottawa Road and Navajo Road

2-T

State Highway 18 and Navajo Road

2-T

Apple Valley Road and Pimlico Road

2-T

Powhatan Road and Yakima Road

2-T

Apple Valley Road and Potomac Road

2-T

Apple Valley Road and State Highway 18

2-T

Bear Valley Road and Kiowa Road

2-T

Ramona Avenue and Central Road

2-T

Klickitat Avenue and Nanticoke Road

2-T

State Highway 18 Outer Highway South and Navajo Road

2-T

Navajo Place and Navajo Road

2-T

Apple Valley Inn Road and State Highway 18

2-T

Navajo Road and Wren Street

Source: Town of Apple Valley Crossroads Database. (2024). Incident Data from January 1, 2019, to December 31, 2023.

Town of Apple Valley Complete Streets Action Plan

Fieldwork Observations The project team conducted several site and field visits throughout the planning process. Early fieldwork included monitoring user behaviors to better understand the Town’s streetscape and character. Observations suggested that drivers frequently exceeded the speed limit, ran red lights, and made right turn movements without yielding. Despite the absence of sidewalks or bicycle facilities along major roads like Bear Valley Road and SR 18, people were seen walking and bicycling along the side of the road, often using the dirt shoulders. Additionally, the distances between dedicated crossings are typically beyond a quarter-mile, and pedestrians and bicyclists were often observed crossing roads at locations with no designated crosswalks or controlled stops.

Later fieldwork focused more closely on areas surrounding the identified project corridors to better understand constraints such as topography, utility locations, right-of-way limitations, and other location-specific factors. These detailed observations are more closely analyzed in Chapter 4.

Transit stops were seen heavily utilized near destinations like the Apple Valley Civic Center and Jess Ranch where amenities such as seating and shade were available. However, in more rural areas, transit stops often consisted of a signpost and lacked seating, shade, and accessible sidewalks.

Automobile on Rancherias Road

Victor Valley Transit Authority bus stop

EXISTING CONDITIONS

Project Corridors Utilizing the existing conditions analysis and subsequent findings presented throughout this chapter, the project team identified 14 key corridors that would benefit most from complete streets projects. The 14 project corridors, displayed in Table 2-7 and Figure 2-17, were presented to Apple Valley community members during an extensive community engagement process in an effort to better understand which corridors were most important to residents. Chapter 3 shares the findings of the community engagement process and Chapter 4 presents opportunities for constructing complete streets infrastructure along the 14 corridors.

State Route 18

Table 2-7: Complete Streets Project Corridors Project Letter

Project Name

Miles

Town Hall to Brewster Park

3.40

Village to Downtown

4.52

Walmart to Sitting Bull

3.25

Mojave Riverwalk North

1.07

Granite Hills High School Loop

2.49

Tussing Ranch Corridor

2.00

Bear Valley Road (Apple Valley Road-Mockingbird Avenue)

1.47

Bear Valley Road (Kiowa Road-Navajo Road)

1.00

Singh Center for The Arts

0.99

James Woody Loop

2.50

Thunderbird Park via Rimrock

2.67

Sitting Bull Connector

3.93

Jess Ranch Marketplace via Del Oro

2.58

Kiowa Connector

4.94 Total Primary Corridor/Destination Miles: 36.81

Town of Apple Valley Complete Streets Action Plan

Future Brightline Station

Figure 2-17: Complete Streets Project Corridors EXISTING CONDITIONS

Endnotes 10 FEMA (n.d.) Extreme Heat. https://community.fema.gov/ProtectiveActions/s/article/ Extreme-Heat-What#:~:text=2%5D%20In%20most%20of%20the,3%5D 11 United States Census. (2022). 2022 American Community Survey 5-Year Estimates. https://www.census.gov/data/developers/data-sets/acs-5year.html 12 U.S Department of Commerce, Bureau of the Census. (2010) California: 2010 Populaton and Housing Unit Counts. https://www2.census.gov/library/publications/decennial/2010/ cph-2/cph-2-6.pdf 13 Southern California Association of Governments. (September 3, 2020). Demographics and Growth Forecast. 14 Town of Apple Valley (n.d.) History of Apple Valley. https://www.applevalley.org/aboutapple-valley/history-of-apple-valley 15 United States Census. (2022). 2022 American Community Survey 5-Year Estimates. https://www.census.gov/data/developers/data-sets/acs-5year.html

Town of Apple Valley Complete Streets Action Plan

COMMUNITY ENGAGEMENT

Community Engagement Overview PURPOSE The

purpose of the engagement process was to gather input from the community to form the recommendations. Through a series of engagement activities, community members ranked the 14 project corridors (shown in Figure 2-17 and Table 2-7 in Chapter 4) by importance, which was one of the criteria used to select the Plan’s six Conceptual Design projects presented in Chapter 4. Ultimately, input collected throughout the community engagement process guided the development of the Plan recommendations presented in Chapter 4. The Town embarked on a year-long community engagement effort to learn how people prefer to travel, where they frequently travel to, and what complete

Community Engagement by the Numbers

Community Events

Advisory Committee Meetings

1,460+

Interactions with Community Members 52

streets improvements would enhance their quality of life. By interacting with over a thousand Apple Valley residents, the project team gained a deep understanding of community concerns, opportunities, and priorities. Engaging the community in the planning process was critical to the success of the Plan and resulted in communitydriven recommendations designed to meet the Town’s most pressing needs.

Community Advisory Committee Meeting #2

Focus Groups/ Community Interviews

60 Survey Responses

1,255

Households Reached via Postcard

Town of Apple Valley Complete Streets Action Plan

PROCESS A comprehensive community engagement process was essential to developing a Plan that accurately addresses the current and future needs of Apple Valley. Through a yearlong community engagement effort, a wide range of Apple Valley community members shared firsthand knowledge of the Town’s most pressing multimodal issues. By providing Apple Valley with accessible and interactive community engagement opportunities, the project team gained invaluable understanding of community concerns, needs, and priorities that could not be gathered through data analysis alone. Capturing varied perspectives through meaningful engagement efforts enabled the project team to create a Plan reflective of community priorities as well as useful in the improvement of multimodal transportation for all ages and abilities. Figure 3-1 displays the community engagement timeline.

METHODOLOGY

through focus groups and interviews allowed the team to gain additional critical insight. Focus groups and interviews allowed for in-depth conversations with advocates, civic groups, faith-based programs, businesses, youth, and emergency services, who shared their views on transportation in Apple Valley. Additionally, the project team consulted other governmental agencies to include Caltrans, San Bernardino County Transportation Authority (SBCTA), Apple Valley Police Department, and Apple Valley Fire Protection District for specialized input. The community engagement process culminated at a Virtual Town Hall meeting where draft recommendations were presented to the public. The Plan was then presented to Town Council at a public meeting to provide ample time for public review before Plan adoption. Chapter 3 summarizes the community engagement process and demonstrates the strong role Apple Valley community members played in shaping the recommendations presented in Chapter 4.

Events were planned in an intentional sequence to ensure community engagement was implemented effectively. For example, outreach activities were first presented to the advisory committees to test the strategy and collect input, which allowed the project team to fine-tune activities before bringing them to community events. Additionally, each event had a feedback theme, such as asking participants for input on potential project corridors, complete streets elements, and transportation typologies. As a complement to the events, connecting with local organizations

Pop-up Booth at Sunset Concert Series

COMMUNITY ENGAGEMENT

Figure 3-1: Community Engagement Timeline

TAC Meeting #1 May 9, 2024

Focus Groups & Community Interviews May & September 2024 Pop-Up Booth #2 (Sunset Concert) July 11, 2024

CAC Meeting #2 September 12, 2024

Pop-Up Booth #3 (Halloween Spooktacular) October 26, 2024

Pop-Up Booth #1 (Rockin’ Flea Market) May 4, 2024

PHASE 1: PROJECT INTRODUCTION

CAC Meeting #1 May 23, 2024

Survey Questionnaire Opens July 2024

PHASE 2: RANKING INITIAL PROJECT CORRIDORS

Survey Questionnaire Closes September 2024

TAC Meeting #2 October 8, 2024 Pop-Up Booth #4 (Tree Lighting Ceremony) December 3, 2024

PHASE 3: COMPLETE STREETS INFRASTRUCTURE AND TRANSPORTATION TYPOLOGIES

CAC Meeting #3 February 19, 2025 Pop-Up Booth #5 (State of the Town) February 19, 2025

TAC Meeting #3 February 19, 2025

Virtual Town Hall May 8, 2025 Town Council Meeting #1 May 13, 2025 Agencies Meeting June 4, 2025 Town Council Meeting #2 June 10, 2025 54

Town of Apple Valley Complete Streets Action Plan

PHASE 4: DRAFT RECOMMENDATIONS

PROJECT BRANDING Consistent project branding and messaging laid the foundation for clear and approachable community engagement. All public-facing materials used a distinct project logo and the Town’s color palette to promote project familiarity within the community. The project fact sheet detailing key information was a primary communication tool along with an event flyer to encourage people to find the Complete Streets booth, so they could provide feedback in person. A project webpage was developed to share ongoing updates and invite community members to engage in the planning process. The survey questionnaire was also posted on the project webpage to collect input, from people who prefer an online option. Altogether, the project team used these tools to effectively engage Apple Valley community members in the planning process. See Appendix B for collateral material.

Project Website ‘About’ Page

Project Fact Sheets (English and Spanish)

Project Logos and Color Palette

COMMUNITY ENGAGEMENT

Survey Questionnaire

The top three transportation concerns among survey respondents were:

A survey questionnaire was developed to obtain feedback from respondents regarding transportation-related concerns, popular destinations, and important corridors. The short fourquestion survey was designed with approachability and ease of completion in mind to encourage high numbers of participation. The survey was promoted through a number of online and inperson channels, including an email blast to local and regional community organizations, a posting to the LED bulletin board on Victor Valley Transit Authority (VVTA) buses, and discussions at community events, focus group meetings, and interviews. Additionally, the survey was promoted through word-of-mouth, email, and other advertisements.

sidewalks » Visibility issues, such as lack of lighting and view obstructions » Lack of safe and comfortable bicycle facilities, such as bicycle lanes

The survey results shown in Figure 3-2 to Figure 3-4 provided the project team with greater insight into community perspectives. Survey respondents reported a strong desire for improved connectivity to destinations such as the Civic Center (i.e., Town Hall, Library, and Park) and Jess Ranch Marketplace.

» Pedestrian issues, such as missing

Survey respondents selected the following project corridors as being most important: » (G1) Bear Valley Road (Apple Valley

Road to Mockingbird Avenue) » (A) Town Hall to Brewster Park » (B) Village to Downtown » (C) Walmart to Sitting Bull

The survey results were used alongside community input from other engagement methods to guide the development of complete streets recommendations and form the selection of the Plan’s six Conceptual Design projects presented in Chapter 4. For example, two of the top-ranked projects from the survey questionnaire, (A) Town Hall to Brewster Park and (C) Walmart to Sitting Bull, were selected as Conceptual Design projects. However, each of the top projects will be prioritized by the Town when considering grant funding opportunities.

Project Team Member Discussing Project Corridors with Sunset Concert Attendee

Town of Apple Valley Complete Streets Action Plan

Figure 3-2: Which destinations do you go to or would like to go if transportation options were improved? Select all that apply.

Figure 3-3: What are the transportation issues in Apple Valley that concern you the most? Select all that apply.

COMMUNITY ENGAGEMENT

Figure 3-4: Which of the identified project corridors are most important to you?

Town of Apple Valley Complete Streets Action Plan

Community Events The project team invited Apple Valley community members to learn about the Plan and participate in the planning process at six community events. The project team hosted engaging and interactive pop-up booths at five Townsponsored events: Rockin’ Flea Market, Sunset Concert, Halloween Spooktacular, Tree Lighting Ceremony, and State of the Town. These events were selected as they allowed the project team to interact with a diverse range of community members, including people of all ages, abilities, and income levels. Participants represented all walks of life and encompassed children, teenagers, young adults, senior citizens, families, and households with limited income levels. The project team interacted with nearly 1,500 community members in informal, fun, and approachable ways. Input collected at these events was critical to understanding community concerns, needs, and priorities. A final community event was held as a Virtual Town Hall to give the public one last opportunity to weigh in on the Plan. Summaries of the six community events are on the following pages. Additional results from the community events are in Appendix B.

Rockin’ Flea Market Pop-up Booth

Event #1: Rockin’ Flea Market – Project Introduction The project team hosted a pop-up booth at the Rockin’ Flea Market at Lion’s Park on May 4, 2024. The pop-up booth invited attendees to take part in a fun and interactive Complete Streets Remote Control (RC) Car Course and share their thoughts about transportation in Apple Valley. The project team interacted with over 90 community members and collected 20 comments spanning themes such as pedestrian crossings, sidewalks, visibility, and more.

RC Car Course at the Rockin’ Flea Market

COMMUNITY ENGAGEMENT

Event #2: Sunset Concert – Initial Project Corridors The project team hosted a pop-up booth at the Sunset Concert at Civic Center Park on July 11, 2024. The project team brought the Complete Streets RC Car Course to attract event attendees with children to the booth and introduce complete streets infrastructure to participants. The booth also invited event attendees to provide input on and rank potential project corridors (Figure 2-17 in Chapter 2). The project team engaged over 120 community members and collected 44 survey questionnaires. Pop-up booth participants commonly shared transportation concerns related to walking (i.e., lack of sidewalk), visibility (i.e., lack of lighting, view obstructions, etc.), and bicycle comfort/lack of bicycle lanes. The project corridors that received the most votes from participants were: (G1; G2) Bear Valley Road, (J) Thunderbird Park via Rimrock, and (A) Town Hall to Brewster Park, two of which were selected as ‘Conceptual Design’ projects (G2 & A).

streets treatments. Results from the voting activity indicated that of all the complete street treatments listed, pop-up booth participants favored sidewalks, LED-enhanced stop signs, and tree canopies/natural shade the most, several of which are included in the Plan’s recommendations.

Collecting input at Sunset Concert

Event #3: Halloween Spooktacular – Complete Streets Infrastructure The project team hosted a pop-up booth at the Halloween Spooktacular at Civic Center Park on October 26, 2024. The pop-up booth invited event attendees to vote on complete streets treatments they would like to see more of in Apple Valley. The booth also had an interactive ‘Build-a-Street’ activity that encouraged participants to reimagine the configuration of their neighborhood with complete streets infrastructure in mind. The project team interacted with over 1,000 community members and collected over 500 sticker votes on resident’s preferred complete 60

‘Build-A-Street’ activity at Spooktacular

Halloween Spooktacular Pop-up Booth

Town of Apple Valley Complete Streets Action Plan

Event #4: Tree Lighting Ceremony – Transportation Typologies Apple Valley’s Tree Lighting Ceremony attracts about 1,000 residents from all walks of life. In addition to representatives from Town staff and Council Members, attendees included families as well as church and student groups. The project team hosted a pop-up booth at the December 3, 2024 ceremony at the Apple Valley Civic Center. The highlight of the pop-up booth was the voting boxes that revealed five project typologies (pedestrian, bicycle, transit, automobile, and placemaking), each displayed as fun, holiday-themed dioramas. The project team interacted with over 220 event attendees, collected more than 600 sticker votes across the five typologies, and engaged in numerous conversations with attendees. Interaction with residents continued even after other participating booths had closed and cleaned up, showing a sincere desire to engage with the project team and their excitement for future improvements. Participants expressed the desire for greater bicycle, pedestrian, ADA accessibility, and transit shelter improvements, as well as concerns about traffic circles. Results from the voting activity indicated that the pedestrian typology was most popular, followed by the transit, placemaking, bicycle, and automobile typologies. As a result of the most popular typology, there is an emphasis for pedestrian enhancements in the Plan’s recommendations.

Tree Lighting Ceremony voting box

Council Member Kari Leon at Tree Lighting Ceremony Voting Activity

Continued Attendee Engagement Post Tree Lighting Ceremony

COMMUNITY ENGAGEMENT

Event #5: State of the Town – Showcase the Plan On February 19, 2025, the State of the Town event was held at Apple Valley’s Singh Center for The Arts, which is also along one of the Plan’s destinations. The project team’s pop-up booth at this event provided an opportunity to showcase the Plan to over 300 event attendees. Since the typology boxes were so popular at the Tree Lighting event, the Town re-themed the five project typologies (pedestrian, bicycle, transit, automobile, and placemaking), each presented as interactive dioramas. Over the two sessions (afternoon and evening), the project team conversed with over 30 event attendees about the projects and collected 84 sticker votes across the five typologies. Results from the voting activity demonstrated that infrastructure improvements for automobiles and placemaking were most popular among event attendees, followed by the pedestrian, bicycle, and transit typologies. Although the results of the voting activity at the State of the Town differed from the Tree Lighting Ceremony, the placemaking typology was in the top three at both events and proposed in the Plan’s recommendations. The project team also used this event as an opportunity to promote the Virtual Town Hall by passing out ‘Save the Date’ flyers.

State of the Town Pop-up Booth

State of the Town Voting Activity

Town of Apple Valley Complete Streets Action Plan

Event #6: Virtual Town Hall Meeting – Draft Recommendations Review The project team hosted a Virtual Town Hall Meeting on May 8, 2025, via Zoom to provide an online format for community members to receive a project update, ask questions, provide comments on the Plan, and introduce the proposed Conceptual Design recommendations. Extensive promotional materials were distributed to publicize the event, including a postcard mailed to 1,255 households, social media posts, the Our Town e-Newsletter, and the project website. The event was also featured in a Daily Press news article. Attendees included people who had previously participated in the project, as well as new voices who were eager to share their thoughts on the draft recommendations. Overall, attendees expressed their enthusiasm towards the Plan’s proposed recommendations. For example, attendees shared support for proposed urban greening and placemaking elements to increase user comfort, improved bicycle facilities for enhanced connections, and traffic calming measures to reduce vehicular speeding. Attendees were pleased to see that the draft recommendations addressed all topics mentioned during the discussion portion of the meeting, such as the need for shade, bus shelters, connected bicycle paths and sidewalks, and measures to encourage safe driving behaviors for user comfort and accessibility.

“

I applaud and cheerlead what you do. Let’s go get some funding to get these projects built!

”

“

Apple Valley Road is a great example of shade along a protected path.

”

“

Thank you all for the insight, we appreciate what you all do. Looking forward to partaking and staying in tune with our new town Apple Valley!

”

COMMUNITY ENGAGEMENT

Advisory Committees The project team assembled two advisory committees to collect recurring input from representatives with various levels of technical expertise, community involvement, and local knowledge. A Technical Advisory Committee (TAC) was created to engage representatives with technical knowledge related to traffic engineering, transportation planning, emergency response management, community development, and public service. Additionally, a Community Advisory Committee (CAC) was convened to engage representatives of community-based organizations with strong connections, history, and knowledge of Apple Valley. The TAC and CAC meetings involved high-level discussions about general transportation concerns, community engagement approaches, and project recommendations. By convening two different advisory committees, the project team gathered diverse perspectives on the perceived safety, accessibility, and efficiency of Apple Valley’s mobility system. For example, the planning and engineering background of TAC members provided keen insight into project analysis, prioritization, and recommendation. Conversely, meaningful connections and long-standing relationships among CAC members and the community led to productive conversations regarding the lived experiences of different demographic groups in Apple Valley.

TECHNICAL ADVISORY COMMITTEE (TAC) The TAC met three times throughout the planning process and included representatives from Caltrans District 8, SBCTA, VVTA, the Town Manager’s Office, and the Town’s Planning, Engineering, Code Enforcement, Community Development, and Government Emergency Services departments.

TAC Meeting #1: Project Overview The first TAC meeting was held on May 9, 2024. The project team began the meeting with an overview of the project and the role of the TAC. After an introductory presentation, the project team facilitated an interactive “string activity” to understand how TAC members travel throughout Apple Valley. Through TAC member’s participation in the “string activity,” the project team vetted the feasibility and value of the engagement method prior to public use at future community events. Additionally, the project team showcased the interactive Complete Streets RC Car Course to TAC members, demonstrating one of the many eyecatching ways community members will be engaged throughout the project.

Technical Advisory Committee Meeting #1

Town of Apple Valley Complete Streets Action Plan

TAC Meeting #2: Project Corridors The second TAC meeting was held on October 8, 2024 and included a project status update as well as discussion and ranking among members of top project corridors. The projects identified as most important were (C) Walmart to Sitting Bull, (G2) Bear Valley Road (Kiowa RoadNavajo Road), and (I) James Woody Loop. The input from this meeting was later used in the selection process to decide which six projects would receive more detailed conceptual designs (see Chapter 4).

TAC Meeting #3: Draft Recommendations The third TAC meeting was held on February 19, 2025 and focused on collecting feedback for the Plan’s six draft Conceptual Design projects (presented in Chapter 4). Overall, TAC members were pleased with the draft recommendations and expressed excitement around proposed wayfinding signage, placemaking opportunities, and safe connections to schools. Additionally, TAC members suggested revising the draft recommendations to include the proposal of shade trees as a less expensive, easier to maintain bus shelter alternative, as well as improving recommendation consistency with current and planned projects, such as projects along Yucca Loma Road, Central Road, and SR 18.

Technical Advisory Committee Meeting #1 “String Activity”

Technical Advisory Committee Meeting #3 Project Boards

COMMUNITY ENGAGEMENT

COMMUNITY ADVISORY COMMITTEE (CAC) The CAC met three times throughout the planning process and included representatives from the Community Health Action Network, Victor Valley Family Assistance, Assistance League of Victor Valley, Apple Valley Unified School District (AVUSD), and Victor Valley College.

CAC Meeting #1: Project Overview The first CAC meeting was held on May 23, 2024. Similar to the initial TAC format, the project team provided CAC members with an overview of the project and explained the role of the CAC before inviting attendees to share input on the project. CAC members shared valuable feedback, including concerns over Apple Valley’s lack of streetlights, the need for regular bicycle route maintenance, and traffic congestion on Yucca Loma and Bear Valley Roads. The project team facilitated an upgraded version of the “string activity,” integrating lessons learned from the first TAC meeting, as well as a display of the Complete Streets RC Car Course.

CAC Meeting #3: Draft Recommendations The third CAC meeting was held on February 19, 2025, and focused on collecting feedback for the Plan’s six draft Conceptual Design projects (presented in Chapter 4). CAC members were pleased with the draft recommendations and felt they addressed the needs along each of the six project corridors. In particular, CAC members expressed appreciation for the potential traffic calming measures including roundabouts and neighborhood traffic circles. Additionally, CAC members noted the most important areas for pedestrian separation along the project corridors, such as Rincon Road and Sitting Bull Road, Navajo Road and Bear Valley Road, and Bear Valley Road in between Apple Valley High School and the Singh Center for The Arts.

CAC Meeting #2: Project Corridors The second CAC meeting took place on September 12, 2024. The project team provided a project status update before inviting the CAC to rank project corridors in order of importance. The top project corridors chosen were: (A) Town Hall to Brewster, (E) Granite Hills High School Loop, (G1; G2) Bear Valley Road, (J) Thunderbird Park via Rimrock, (K) Sitting Bull Connector), and (L) Jess Ranch Marketplace via Del Oro). The input from this meeting was later used when deciding which six projects would receive more detailed conceptual designs (see Chapter 4). 66

Community Advisory Committee Meeting #1

Community Advisory Committee Meeting #2

Town of Apple Valley Complete Streets Action Plan

“

I’ve long thought Apple Valley has the right attitude about the power of the Sustainable Transportation Planning Grant Program. - Caltrans TAC member

“

This project is on track to creating a backbone system.

”

“

Traffic calming, sidewalks, walkways or pathways for bikeways are all good stuff. Increases [the] quality of neighborhood and economic value of communities that are able to use it.

”

“

Project A – Town Hall to Brewster Park makes sense due to the future rail along with the number of people that use the park.

”

“

More bicycle and pedestrian access on Bear Valley Road.

”

Focus Groups and Community Interviews The project team deepened its understanding of community priorities through building relationships and conducting interviews with local organizations. Interviews were formatted as focus group discussions and occurred at regularly scheduled and special meetings. Additionally, one-on-one interviews were conducted with organizational representatives and target audiences. Table 3-1 below outlines the details of each focus group or community interview group interview.

Project Team Engaging Volunteers at Food Distribution Event

Table 3-1: Focus Group & Community Interview Groups Community Group

Type

Theme or Discussion

Apple Valley Fire Protection District

Emergency Services

Transportation Safety

Apple Valley Police / Sheriff

Law Enforcement

Transportation Safety

Apple Valley Teen Zone

Youth

Non-Driver Youth Access

Food Distribution Event at First Assembly of God Church

Faith-based

Income-based Access

Greater High Desert Chamber of Commerce

Business

Economics of Transportation

Kiwanis Club of Apple Valley

Civic

General Transportation Access

Sierra Club: Mojave Group Chapter

Civic/Advocacy

Pedestrian Infrastructure

Victor Valley Bicycle Tour

Civic/Advocacy

Bicycle Infrastructure

Town of Apple Valley Complete Streets Action Plan

Apple Valley Police Department

Apple Valley Fire Protection District

On May 23, 2024, the project team interviewed representatives from the Apple Valley Police Department (contracted by the San Bernardino County Sheriff’s Department) with the goal of understanding prevalent traffic safety issues and existing enforcement and awareness efforts. Major issues raised during the interview included drivers speeding along Bear Valley Road, Central Road, Navajo Road, and Yucca Loma Road; drivers, bicyclists, and pedestrians not obeying the rules of the road; and visibility issues at night due to the lack of street lighting. The Police Department representatives shared which roadway projects have helped improve traffic congestion and safety, including landscaped medians and bus turnout areas. Existing programs related to traffic safety were also highlighted as helpful, including educational classes for young and elderly drivers, motorcycle safety programs, and awareness campaigns (e.g., Traffic Tuesdays, Drunk Driving, etc.). The Department’s highest priorities for improving traffic safety include widening and adding more protected bicycle lanes (e.g., Yucca Loma Road and Apple Valley Road), utilizing data-driven traffic enforcement strategies, and increasing the safety of students traveling to school. The Department’s observation about visibility was affirmed by the survey questionnaire results, where community members also ranked visibility as a top issue.

On May 23, 2024, the project team interviewed representatives from the Apple Valley Fire Protection District to understand emergency response issues, traffic safety concerns, and priorities for transportation-related improvements. Representatives shared that traffic congestion along Yucca Loma Road near Rincon Road, Mesquite Road near Vanguard Preparatory School, the Lewis Center, and the Mojave River area pose the greatest emergency response challenges for fire engines. Similar to the Police Department, the Fire Protection District noted traffic safety issues related to drivers speeding, as well as pedestrians being struck by vehicles when crossing the street. The Fire Protection District also mentioned the effectiveness of bus turnouts for improving traffic safety and congestion. The Fire Protection District’s top priorities for improving traffic safety include adding traffic calming measures such as speed bumps and stop signs, improving bicycle facilities along Apple Valley Road, and partnering with the Apple Valley Police Department on educational campaigns. The issues that were brought to the project team’s attention, such as speed and traffic congestion, were evaluated in the survey questionnaire.

COMMUNITY ENGAGEMENT

Kiwanis Club of Apple Valley Civic organizations are alive and well in Apple Valley, and they represent a range of ages from young adults to older adults who live in the region. On September 4, 2024, the project team attended a meeting for the Kiwanis Club of Apple Valley to share information about the project and facilitate a survey questionnaire. Meeting attendees included 11 Apple Valley residents who frequented Jess Ranch Marketplace, Walmart, Albertsons, Town Center, the Library, and Parks. Common concerns expressed by meeting attendees included traffic congestion, automobile speeds, and visibility. The group collectively selected the following project corridors as most important: (E) Granite Hills High School Loop, (G1; G2) Bear Valley Road, and (K) Sitting Bull Connector. Kiwanis Club members were very familiar with the streets that they recommended, and shared anecdotes about the way they access the Town.

Kiwanis Club Member Reviewing Corridors

Apple Valley Teen Zone On September 11, 2024, the project team attended an Apple Valley Teen Zone meeting to present information about the project and facilitate a survey questionnaire. The Teen Zone is a organization providing teens between the ages of 13 to 17 with volunteering, job training, and college readiness opportunities. The 13 meeting attendees shared a common desire for sidewalks and a common concern over motor vehicle speed. Meeting attendees selected the following project corridors as most important: (E) Granite Hills High School Loop, (G1; G2) Bear Valley Road, and (K) Sitting Bull Connector. Apple Valley’s teens are the future of the community, and their input is important as these corridors are improved, with special attention to their comments about better sidewalks. 70

Focus Group Meeting with Kiwanis Club

Focus Group Meeting with the Teen Zone

Town of Apple Valley Complete Streets Action Plan

Food Distribution Event at First Assembly of God Church Every month, the First Assembly of God Church hosts a food distribution event for Apple Valley residents in need – a target audience this Plan seeks to serve. On September 13, 2024, the project team attended the event to interview food bank recipients on project preferences and transportation-related concerns. The project team arrived before the food distribution event began to reach the long line of cars that forms early due to limited food availability. During this time, and for the entire duration of the event, the project team engaged with food recipients by conducting car-to-car interviews while people waited in line.

Project Team Collecting Car-to-Car Surveys at Food Distribution Event

After the event ended, the food distribution staff welcomed the project team inside so they could also provide feedback. Food distribution staff were eager to participate and shared the destinations they frequented or would like enhanced access to, as well as the project corridors that were the most important to them. Overall, the team interacted with over 130 food distribution participants and supporting staff. Common themes across interviewees included a desire for sidewalks, lighting, and bicycle lanes. The top project corridors selected by interviewees were: (A) Town Hall to Brewster Park, (C) Walmart to Sitting Bull Road, and (E) Granite Hills High School Loop. In addition to the input, the project team was able to engage different demographics of people who live in the community and will benefit from better roadways.

Food Recipient Discussing Project Corridors with Project Team

Project Factsheets Recipients

Distributed

Food

COMMUNITY ENGAGEMENT

Food Distribution Staff Meeting with the Project Team

Food Distribution Event Staff Discussing Project Concepts

Food Distribution Event Staff Selecting Project Concepts

Town of Apple Valley Complete Streets Action Plan

Sierra Club: Mojave Group Chapter

Victor Valley Bicycle Tour

The Sierra Club has been involved with other mobility projects in Apple Valley, such as the Town’s Highway 18 Access Plan and Victorville’s Riverwalk, so their insight is a longstanding investment in the region. On September 16, 2024, the project team interviewed two Sierra Club representatives in the Mojave Group chapter about Apple Valley neighborhoods, destinations, transportation-related concerns, and project preferences. The representatives shared concerns about motor vehicle speeds, bicyclist comfort, visibility, collisions, walking, and congestion. The top project corridors selected by interviewees were: (A) Town Hall to Brewster, (B) Village to Downtown, (C) Walmart to Sitting Bull, (G1; G2) Bear Valley Road, (J) Thunderbird Park via Rimrock, and (M) Kiowa Connector. Sierra Club members are advocates for walkability and expanded bicycle routes along these corridors.

The Victor Valley Bicycle Tour raises awareness of safe bicycling, especially at high schools in the region with an annual donation to a deserving school. On September 18, 2024, the project team interviewed a Victor Valley Bicycle Tour organizer. Their top concerns were motor vehicle speeds, bicyclist comfort, lack of bicycle lanes, crashes or near-miss collisions, and visibility. The top project corridors they selected were: (C) Walmart to Sitting Bull Road, (K) Sitting Bull Connector, (L) Jess Ranch Marketplace via Del Oro, and (M) Kiowa Connector. As bicycle advocates, the interview focused on bicycle infrastructure along the suggested corridors.

Greater High Desert Chamber of Commerce A thriving economy is dependent on a safe and efficient transportation system. With this in mind, the project team sought input from Apple Valley’s business community. On September 17, 2024, the Chamber of Commerce hosted a special meeting with 11 Apple Valley businesses to collect feedback on the project. Traffic congestion, motor vehicle speeds, and personal safety were the top concerns of meeting participants. These same concerns were echoed by the broader community in the survey questionnaire. The top project corridors selected by participants were: (B) Village to Downtown, (D) Mojave Riverwalk North, (G1; G2) Bear Valley Road, and (L) Jess Ranch Marketplace via Del Oro.

Bicyclist at Apple Valley Reverse Triathlon

COMMUNITY ENGAGEMENT

Key Takeaways from Focus Groups The Apple Valley Police Department and Apple Valley Fire Protection District emphasized traffic safety measure concerns. Kiwanis Club of Apple Valley expressed their appreciation for the existing feel and environment of the Town as users of a range of ages and abilities. However, their shared concerns included traffic congestion, automobile speeds, and visibility. The Apple Valley Teen Zone group shared their experiences as non-drivers and their desire for sidewalks and bicycle facilities. Attendees of the Food Distribution Event at First Assembly of God Church while in their automobiles communicated to the project team the desire for sidewalks, bicycle lanes, and increased visibility. Similarly, the Sierra Club: Mojave Group Chapter and the Victor Valley Bicycle Tour were concerned with personal safety and bicycle comfort as avid cyclists. The Greater High Desert Chamber of Commerce echoed the same concerns as other groups such as traffic congestion, vehicle speeds, and personal safety. Therefore, a toolkit in Chapter 4 includes traffic calming measures to be considered by the Town.

Agencies Meeting Towards the end of the planning process, the project team invited representatives from SBCTA and Caltrans to review and provide input on the draft Plan. Both agencies lead transportation infrastructure funding and implementation throughout the region, including in Apple Valley. As a result, SBCTA and Caltrans representatives offer unique perspectives related to grant funding opportunities and best practices in transportation planning. On June 4th, 2025, the project team held an Agencies Meeting for Town, SBCTA, and Caltrans staff to discuss the draft Plan and future funding opportunities. The project team began the meeting with a presentation to provide attendees with a project update and overview of the draft Plan’s recommendations. After the presentation, the project team facilitated a group discussion and invited attendees to ask questions and share feedback. During the discussion, meeting attendees asked if street trees and regional connectivity to destinations outside of Town limits were considered in the Plan’s recommendations, to which the project team confirmed that both elements were central to the planning process. Attendees also praised the Town for its track record of success in securing grant funding for transportation infrastructure projects, as well as how the Plan builds on the momentum of previous planning efforts in Apple Valley. The Town looks forward to continued collaboration with both SBCTA and Caltrans during the Plan’s implementation.

Class I Multi-use Path on Apple Valley Road

Town of Apple Valley Complete Streets Action Plan

Community Engagement Summary Across all community engagement methods, several key themes emerged as community priorities. These themes, detailed below, informed the development of specific recommendations designed to address community needs and priorities. Additionally, the project team used the community’s ranking of corridors in order of importance to identify and develop the six Conceptual Design projects: (K) Sitting Bull Connector, (G2) Bear Valley Road, (C) Walmart to Sitting Bull Road, (A) Town Hall to Brewster Park, (I) James Woody Loop, and (H) Singh Center for The Arts as presented in the following graphics and Chapter 4. Understanding the transportation barriers that community engagement participants felt were most concerning allowed the project team to develop complete streets recommendations that effectively addressed concerns along each project corridor.

Community engagement participants’ top transportation concerns:

Walking (i.e., lack of sidewalk)

Bicyclist comfort/ lack of bicycle lane

Visibility (i.e., lack of lighting, view obstructions, etc.)

Motor vehicle speeds

COMMUNITY ENGAGEMENT

The following project corridors are listed in order of most importance according to the combined average responses of community engagement participants. Based on the community engagement, technical criteria, and potential funding considerations, the projects were categorized as highlighted: Conceptual Design Project

Funding Considerations

Future Projects

Selected through a technical evaluation based on engagement results, proximity to destinations, collision rates, regional connectivity, and more.

Identified as potential grant application and partnership opportunities (i.e., SS4A, TDA, Caltrans Active Transportation Program, Capital Improvement Projects (CIP), school district partnership, etc.).

Additional projects queued up for the future as funding and resource opportunities become available.

G1 Bear Valley Road (Apple Valley Road-Mockingbird Avenue)

Sitting Bull Connector

Granite Hills High School Loop

G2 Bear Valley Road (Kiowa Road-Navajo Road)

Walmart to Sitting Bull Road

Town Hall to Brewster Park

Village to Downtown

Thunderbird Park via Rimrock

Jess Ranch Marketplace via Del Oro

Kiowa Connector

Mojave Riverwalk North

James Woody Loop

Singh Center for The Arts

Tussing Ranch Corridor

Town of Apple Valley Complete Streets Action Plan

RECOMMENDATIONS

Recommendations Chapter 4 represents the culmination of a 20-month comprehensive planning process rooted in community input and extensive data analysis. Building on the findings presented in Chapters 1 through 3, this chapter proposes complete streets improvements for all modes of travel along 14 project corridors selected for their potential to provide access to destinations in the areas with the greatest need. Chapter 3 introduces goals and objectives that set the stage for a balanced, multimodal transportation system designed to support all modalities. The chapter also includes a Complete Streets Toolkit to provide an overview of the physical improvements proposed among the 14 project corridors. The chapter concludes with a catalog of site-specific complete streets recommendations for all 14 project corridors identified throughout Apple Valley. The recommendations included in this chapter are consistent with the guidance found in the Complete Streets Act and provide the Town with implementable, grant-ready projects intended to improve conditions for those driving, taking transit, riding a bicycle, and walking in Apple Valley. Additionally, planning-level conceptual drawings were created for six projects (Appendix E) to increase the competitiveness of future grant applications.

Town of Apple Valley Complete Streets Action Plan

PLAN GOALS Guided by the overarching vision of connecting people in low-income communities with limited infrastructure to key destinations, the following plan goals were developed to provide direction for both the identification and selection of the 14 project corridors, as well as the site-specific complete streets recommendations outlined in the latter section of this chapter. Goal #1 - Equitable Access: Provide residents access to key destinations. » Identify and close gaps in the sidewalk and bicycle networks. » Ensure transit stops have ADA access. » Ensure key destinations are accessible by automobile, foot, mobility-aid

device, bicycle, and transit.

Goal #2 - Multimodal Options: Increase viable transportation options among residents, allowing greater choices in modes of travel. » Build an expanded bicycle network that connects residents to key destinations. » Build a complete sidewalk network that connects residents to key

destinations.

Goal #3 - Safety: Enhance safety for all roadway users by increasing visibility. » Add street lighting along sidewalks, bicycle routes, and transit stops. » Install rumble strips or reflective delineators along major arterials unless

adjacent to residential housing or a raised curb. » Improve the walkability of neighborhoods to facilitate more ‘eyes on the street’. » Build pedestrian and bicycle facilities to create a space separated from automobiles. Goal #4 - Traffic Calming: Reduce motor vehicle speed through the implementation of traffic calming measures.

» Implement roundabouts or traffic circles on neighborhood streets where

automobile speeding is a persistent issue. » Install speed feedback, curve ahead, and advance warning signs in areas where speeding automobiles are an issue.

Goal #5 - Placemaking & Beautification: Increase the comfort, beauty, and functionality of the roadway through placemaking, urban greening, and stormwater management. » Plant shade trees near transit stops, trailheads, resting areas, and other

gathering spaces. » Install drought-tolerant and regionally appropriate landscaping along sidewalks, multi-use paths, and medians, when possible. » Install wayfinding signage to direct pedestrians and bicyclists to key destinations. » Provide seating at public transit stops, trailheads, plazas, and resting areas.

RECOMMENDATIONS

Complete Streets Toolkit The following section highlights common complete streets treatments used to enhance travel for pedestrians, bicyclists, drivers, and transit users. The toolkit provides an overview of the treatments recommended as proposed improvements along the Plan’s 14 project corridors. Most toolkit photos show examples from Apple Valley. However, some example photos were taken by the project team from other jurisdictions and are labeled as such. Corresponding regulations, policies, guidelines, and standards, such as those referenced in Chapter 4 and Appendix C, should be further analyzed before project design and construction. Pedestrians

Driving

Transit

Town of Apple Valley Complete Streets Action Plan

Bicyclists

Placemaking

PEDESTRIAN TREATMENTS Opportunities for pedestrian improvements can be incorporated throughout Apple Valley to enhance safety, increase comfort, and provide accessible alternative modes of transportation for all. Guidance on standards and specifications is found in the National Association of City Transportation Officials (NACTO) Urban Street Design Guide16 and the California Manual on Uniform Traffic Control Devices (CA MUTCD).17 *Note: All pedestrian treatments should be designed and constructed per the California Highway Design Manual, California Manual on Uniform Traffic Control Devices, Caltrans Design Information Bulletins, and engineering recommendations.

Sidewalks Sidewalks are designated paved areas where pedestrians can travel separated from automobiles. Design guidelines recommend a minimum of 5 feet wide sidewalks. However, it is recommended to increase the pedestrian path of travel through zones or wider sidewalks whenever possible. Town of Apple Valley standards permit bicyclists to travel on sidewalks.

Curb Ramps with Truncated Domes Curb ramps are short ramps that facilitate access between a sidewalk and a roadway for people using wheelchairs, walkers, strollers, skateboards, scooters, mobility devices, or who are otherwise limited in their mobility. The Americans with Disability Act (ADA) requires state and local governments to provide curb ramps at pedestrian crossings and at public transportation stops where walkways intersect with a curb. High-Visibility Crosswalks High-visibility crosswalks are designated walkways for pedestrians that encourage increased awareness for drivers at crossing points. They have a white striped pattern different from standard crosswalks and, accompanied with other treatments, can help in enhancing safety. Yellow high-visibility crosswalks can be found near school zones.

RECOMMENDATIONS

Midblock Crossings

Example photo from another jurisdiction

Mid-block crossings provide a convenient location for pedestrians to cross the street where intersection crossings are far apart, preventing out-of-route travel for pedestrians. Mid-block crossings are typically placed at non-signalized locations where people commonly cross, such as schools, parks, transit stops, and other everyday uses. They may consist of crosswalk markings, warning signs, signalization, warning lights, and other accompanying treatments.

Rectangular Rapid Flashing Beacon (RRFB) A rectangular rapid flashing beacon (RRFB) is a special pedestrian-activated warning beacon intended to alert drivers of pedestrians crossings at unsignalized crossing points. RRFBs when used should be accompanied with marked crosswalks, warning pavement markings, and other traffic control measures. udy and traffic signal warrants required. Example photo from another jurisdiction

Pedestrian Hybrid Beacon (PHB) A pedestrian hybrid beacon (PHB), or high intensity activated crosswalk (HAWK), is a special pedestrian-activated flashing warning beacon meant to alert drivers of pedestrians crossing at a midblock crossing or unsignalized intersection. Example photo from another jurisdiction

Curb Extensions

Example photo from another jurisdiction

Curb extensions, also referred to as bulb-outs, shorten the travel distance for pedestrians when crossing the street. This is due to the offset of the curb into the street that increases the pedestrian area and encourages drivers to make slower turns. Curb extensions can also be used along streets, supplementing on-street parking space and providing an opportunity for increased street furnishings and landscaping.

Town of Apple Valley Complete Streets Action Plan

BICYCLE TREATMENTS In California, four conventional bicycle facility types are recognized by the California Department of Transportation with guidance on standards and specifications found in the California Manual on Uniform Traffic Control Devices (CA MUTCD) and California Highway Design Manual (HDM).18 The numerical designation of bicycle facility types does not represent a hierarchy and application of each should be considered where deemed appropriate. *Note: All bicycle treatments should be designed and constructed per the California Highway Design Manual, California Manual on Uniform Traffic Control Devices, Caltrans Design Information Bulletins, and engineering recommendations.

Class I Multi-Use Path Class I multi-use paths, also commonly referred to as bicycle paths, are 10 to 12-foot two-way off-street facilities physically separated from motor vehicles that grant exclusive right-ofway to non-motorized users, like pedestrians and bicyclists.

Class II Bicycle Lane Class II bicycle lanes are four to seven-foot oneway on-street facilities that dedicate right-ofway to bicyclists within the same direction of roadway adjacent to motor vehicles. For this reason, Class II bicycle lanes should include a two to four-foot wide buffer space, whenever possible, to increase separation between bicyclists and motor vehicles.

Class III Bicycle Route Class III bicycle routes are one-way shared facilities typically on low speed and low volume roadways where bicyclists and motorists are expected to share the road. These roadways can be designated as bicycle boulevards and include enhancements, such as signage and pavement markings, as well as traffic calming strategies, such as neighborhood traffic circles. *Per SB 1216, Class III bicycle routes should only be installed on roads with a posted speed limit of 30 mph or less.

RECOMMENDATIONS

Class IV Separated Bikeway

Example photo from another jurisdiction

Green Colored Transition Striping

Class IV separated bikeways, also commonly referred to as cycle tracks, are one-way or two-way on-street bicycle facilities that include vertical buffer separation from vehicles for increased bicyclist safety. Examples of vertical buffers include raised curbs, parked vehicles, landscaping, and reflective delineators. One-way Class IV separated bikeways have five to nine-foot bicycle lanes with two to five-foot buffers. Class IV separated bikeways are for the exclusive use of bicycles and may be raised. *Per HDM Chapter 1000 refer to DIB 89 for Class IV separated bikeway design guidance.

Green colored transition striping consists of colored pavement placed at potential conflict points, such as driveways and intersections, to increase visibility of bikeways and minimize bicyclist and motor vehicle collisions. In addition to transition striping, green-colored pavement can also be used in bicycle lanes, separated bikeways, and two-stage turn boxes.

Town of Apple Valley Complete Streets Action Plan

DRIVING/TRAFFIC CALMING TREATMENTS Traffic calming is a process that involves changes in street alignment, installation of barriers, and other physical measures to improve the safety and comfort of all road users. By decreasing the negative impact of reckless driving, the Town can become a more livable place for residents.. Standards and specifications are found in the CA MUTCD, HDM and the U.S. Department of Transportation (U.S. DOT) Roundabouts Informational Guide.19 *Note: All driving/traffic calming treatments should be designed and constructed per the California Highway Design Manual, California Manual on Uniform Traffic Control Devices, Caltrans Design Information Bulletins, U.S. Department of Transportation Roundabouts Informational Guide, and engineering recommendations.

Rumble Strips

Example photo from FHWA

Rumble strips are a traffic calming feature that alert drivers to pay attention via a bumpy vibration and audible rumbling to unusual road conditions. These can prevent crossover incidents when placed on centerlines, or run-off-road collisions when placed in the shoulder. They should not be placed in a manner that creates unsafe conditions for road users, such as in the usable shoulder area where bicyclists may travel.

Reflective Delineators Reflective delineators are a safety device used to guide and inform drivers about other roadway amenities, such as cycle tracks, or potential hazards. They have reflectors to enhance visibility in dark conditions.

Retroreflective Signal Backplates Retroreflective backplates use a border with high color contrast to enhance the visibility of traffic signals regardless of lighting conditions and are particularly helpful for drivers who are color blind.

RECOMMENDATIONS

Advanced Warning Signs Advanced warning signs are meant to call out various street conditions and often accompany traffic control devices. Street conditions include pedestrian crossing zones, signalized and unsignalized intersections, school zones, bicycle facilities, and more. Advanced warning signs sall be installed per the CAMUTCD.

LED Stop Signs LED stop signs can be used instead of standard stop signs as they are enhanced with a border of LED lights on the stop sign plaque. They increase driver visibility of the signs in areas with limited visibility or a history of drivers not fully stopping. LED stop signs encourage proper driver behavior. Example photo from another jurisdiction

Digital Speed Feedback Signs Digital speed feedback signs measure the speed of approaching vehicles by radar and are often installed in conjunction with speed limit signs. They alert approaching drivers of their speed to discourage speeding.

Raised Medians Raised medians enhance safety by separating two-way traffic lanes and providing opportunities for safe left turns at intersections and in and out of driveways. Additionally, they create space to include landscaping for an enhanced streetscape.

Town of Apple Valley Complete Streets Action Plan

Splitter Islands Splitter islands, also commonly referred to as separator islands, are raised or painted areas typically provided on roundabouts. They guide traffic, encourage slower speeds, and enhance pedestrian safety by providing separation from traffic.

Neighborhood Traffic Circles

Example photo from another jurisdiction

Roundabouts

Example photo from another jurisdiction

Neighborhood traffic circles are commonly applied at uncontrolled intersections on lowvolume, local residential streets. They lower traffic speeds at 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 by drought-tolerant landscaping or other attractive vertical elements. Roundabouts are circular intersections with yield control at their entries that allows drivers 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 which 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.

RECOMMENDATIONS

PUBLIC TRANSIT TREATMENTS Public transit rider satisfaction and interest can be enhanced through the provision of safe, convenient, and fast service. By making public transit easy to access, comfortable to use, and efficient, transit providers can improve public perception and encourage increased use. Coordinating with Victor Valley Transit (VVT) is essential to the successful implementation of the outlined treatments in this section.

Bus Shelters Bus shelters provide a covered waiting area that provides protection from rain and sun to enhance the comfort of transit users. Bus stops can also include amenities, such as posted route schedules, trash receptacles, lighting, real-time arrival updates, Wi-Fi connectivity, and more. The provision of these amenities improves rider satisfaction and may encourage increased transit use.

Bus Turnout Pads Bus turnout pads provide a designated area for a bus to stop away from moving traffic. They should be wide enough to accommodate a bus safely and should not impede the flow of traffic. When considering this treatment, potential conflicts associated with rejoining traffic should be evaluated.

Town of Apple Valley Complete Streets Action Plan

PLACEMAKING TREATMENTS Placemaking is a concept in city planning that has been adopted as an approach to designing and managing public spaces, or the public realm, to strengthen connections between people and spaces. Apple Valley can elect to adopt some of the following placemaking treatments that can contribute to the creation of a complete street throughout the Town.

Street Furnishings and Public Art

Urban Greening

Street furnishings are an essential component of encouraging the use of alternative modes of transportation by making the street a safe and comfortable place to be. By providing shelter, bicycle racks, seating, and other amenities for people of all ages, similar importance and functionality is given to non-automobile street users. Additionally, furnishings such as bus shelters, pubic art, and trash receptacles are opportunities for the Town to incorporate branding and public art from local artists. Urban greening involves incorporating green infrastructure for an enhanced street environment. Street trees along roadways provide numerous benefits, such as shade, cooler temperatures, better air quality, on-street edge friction, and streetscape enhancement - all of which improve the overall pedestrian experience.

Wayfinding

Wayfinding is a tool used to create a sense of place and guide road users to key destinations. Signs may be placed at important locations to direct users and inform them of any road changes. Utilizing signage and wayfinding is also an opportunity for the Town to incorporate branding and foster a greater sense of community character. Figure 4-1 shows wayfinding concepts developed as part of the Plan. RECOMMENDATIONS

Figure 4-1: Wayfinding Concepts Concept 1

TOWN OF

SINGH CENTER

APPLE VALLEY

0.3 miles

JAMES WOODY LOOP 0.5 miles

SINGH CENTER

0.3 miles

JAMES WOODY LOOP

0.5 miles

TOWN OF

APPLE VALLEY SINGH CENTER 0.3 miles

JAMES WOODY LOOP

5 ft 6 in

0.5 miles

Concept 2 THE VILLAGE

0.3 miles

SINGH CENTER

0.5 miles

JAMES WOODY LOOP

0.7 miles

THE VILLAGE 0.3 miles

SINGH CENTER 0.5 miles

JAMES WOODY LOOP 0.7 miles

THE VILLAGE

0.3 miles

SINGH CENTER

0.5 miles

JAMES WOODY LOOP

5 ft 6 in

0.7 miles

THE VILLAGE

0.3 miles

SINGH CENTER

5 ft 6 in

0.5 miles

JAMES WOODY LOOP

0.9 miles

Town of Apple Valley Complete Streets Action Plan

JAMES WOODY LOOP

Concept 5

Complete Streets Projects Identifying network gaps, evaluating access to key destinations, and analyzing previously proposed projects were the primary criteria used to select the 14 complete street projects listed in Table 4-2 and Table 4-3. Of the 14 proposed projects, 11 are within or adjacent to underserved areas in Apple Valley, emphasizing the Plan’s commitment to connecting people with key destinations, particularly in underserved areas. Upon identifying the 14 project corridors, the project team used the criteria shown in Table 4-1 to further break out the 14 projects into two groups, Conceptual Design Projects and Future Projects (Figure 4-2). The six Conceptual Design Projects and eight Future Projects are described in greater detail below. While site-specific complete streets recommendations were developed for all 14 project corridors, detailed planning-level conceptual drawings were designed in greater detail for the six Conceptual Design Projects. The Town will use the conceptual drawings (provided in Appendix E) to expedite the initial planning process and increase the competitiveness of the Town’s future grant applications. While the Conceptual Design Projects may be positioned as “grant-ready” project options, the Town reserves the right to implement projects at their discretion and as funding becomes available. Table 4-1: Project Evaluation Criteria Criteria

Description

Advisory Committee Input How did members of the TAC and CAC rank the project? Areas of Opportunity

What percentage of the project falls within Caltrans EQI or SCAG Priority Equity area?

Collision Rates

How many collisions occurred along the project corridor?

Community Input

How did members of the public rank the project (i.e., survey, pop-up booth, etc.)?

Household w/ No Vehicle

How many households with no vehicles are within the project area?

Identified in a Previous Project

Has this project been identified in another project (i.e., Apple Valley General Plan, Village Specific Plan, etc.)?

Local Road

Is the project a local road (i.e., not in Caltrans right-of-way)?

Median Income

What percentage of the project falls within a census tract that has a median household income of less than $73,524/year (80% of statewide median from 2018-2022 ACS)?

Proximity to Key Destinations

How many schools, parks, landmarks, and commercial destinations are along the project?

Regional Network Connectivity

Does this project close a gap in connection to an adjacent community?

Town Staff Input

How do Town staff rank the project?

Transit Stops

How many transit stops are along the project?

RECOMMENDATIONS

Future Brightline Station

Figure 4-2: Complete Street Projects 90

Town of Apple Valley Complete Streets Action Plan

Table 4-2: Complete Streets Conceptual Design Projects Project Name

Primary Corridor

From

Miles

Conceptual Design Projects

Town Hall to Brewster Park

Walmart to Sitting Bull Road

Dale Evans Parkway

Waalew Road

Thunderbird Road

Otoe Road

Rancherias Road Brewster Park

Thunderbird Road

Dale Evans Parkway

Whichita Road

Rancherias Road

SR 18

Rincon Road

Rancherias Road Sitting Bull Road

3.40

3.25

Bear Valley Road

Bear Valley Road Kiowa Road

Navajo Road

1.00

Singh Center for The Arts

Bear Valley Road Navajo Road

Central Road

0.99

Navajo Road

Powhatan Road

Ottawa Road

Powhatan Road

Navajo Road

Central Road

Quinnault Road

Powhatan Road

Ottawa Road

Central Road

Powhatan Road

Ottawa Road

Navajo Road

Central Road

Sitting Bull Road

Mojave River Trail Navajo Road

Nisqually Road

Navajo Road

James Woody Loop

Sitting Bull Connector

2.50

3.93

Quinnault Road

Total Conceptual Projects Miles: 15.07

RECOMMENDATIONS

Table 4-3: Complete Streets Future Projects Project Name

Primary Corridor

From

Miles

Future Projects B

Village to Downtown

SR 18

Mojave Riverwalk North

Mojave Sitting Bull Road Bear Valley Road Riverwalk North Central Road

Granite Hills High School Loop

Bass Hill Road

Ramona Avenue

Joshua Road

4.52 1.07

SR 18

Ramona Avenue Central Road

Ocotilla Road

Esaws Road

Central Road

Ocotilla Road

Ramona Avenue

Esaws Road

2.49

Tussing Ranch Corridor

Tussing Ranch Road

Kiowa Road

Central Road

2.00

Bear Valley Road

Apple Valley Road

Mockingbird Avenue

1.47

Thunderbird Park via Rimrock

Rimrock Road

Corwin Road

Thunderbird Road

2.67

Jess Ranch Marketplace via Del Oro

Del Oro Road

Apple Valley Road

Navajo Road

2.58

Kiowa Connector

Kiowa Road

Yucca Loma Road

Ocotillo Way

4.94

Total Future Projects Miles: 21.74

Town of Apple Valley Complete Streets Action Plan

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RECOMMENDATIONS

Conceptual Design Projects

Town of Apple Valley Complete Streets Action Plan

A. Town Hall to Brewster Park Dale Evans Parkway

Total Distance 3.40 Miles

SPEED LIMIT

From: Waalew Road

To: Bass Hill Road Thunderbird Road From: Dale Evans Parkway To: Rancherias Road Otoe Rd From: Rancherias Road To: Brewster Park

SPEED LIMIT

45 SPEED LIMIT

Connections to Destinations » Lenny Brewster Sports Center » Apple Valley Civic Center » Apple Valley Newton T. Bass Branch Library » Civic Center Park

Total Area Collisions

Proposed Project Recommendations » Implement green conflict striping for existing Class II bicycle lanes to increase visibility

and awareness of road users. » Add a Class I multi-use path on both sides of Dale Evans Parkway and Otoe Road to enhance safety and comfort for pedestrians and bicyclists. » Consider installing a roundabout or traffic circle on the intersection of Dale Evans Parkway and Thunderbird Road to serve as a traffic calming measure that can also promote the continuous flow of traffic. » Consider installing neighborhood roundabouts where Otoe Road intersects with Sago Road and Wyandot Road to serve as a traffic calming measure that can also promote the continuous flow of traffic. » Install a bus pad and bus shelter with VVTA coordination. » Upgrade curb ramps to include truncated domes and add high-visibility crosswalks at intersections.

RECOMMENDATIONS

Typical Existing Conditions: *Can vary by segment

Near Dale Evans Parkway and Otoe Road Intersection

VARIES

5’

12’

5’

VARIES

Proposed Conditions: *Can vary by segment

Near Dale Evans Parkway and Otoe Road Intersection

VARIES 3’

10’-12’

3’

6’

12’

6’ 3’

10’-12’

3’ VARIES

Preliminary Cost Estimate (as of June 2025) Project Subtotal Estimate 15% Contingency

$4,047,674

10% Inflation Adjustment

$2,698,449

Project Total Estimate

$33,730,618

*A complete project cost estimate can be found in Appendix D.

$26,984,494

Town of Apple Valley Complete Streets Action Plan

YOUR SPEED

Capital Improvement Project: Road realignment in design phase. Install bus pad and bus shelter with VVTA coordination. (See ADA Standard 810.2).

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Install digital speed feedback signs (See CA MUTCD Chapter 2B and Traffic Calming Guide Category A) to discourage drivers from speeding as they approach Brewster Park.

Install Class I multi-use paths (12’ typical) on both sides of the corridor. Path can be reduced down to a shared 10’ sidewalk in constrained sections.

Otoe Rd

Install green conflict striping for existing Class II bicycle lanes and a highvisibility crosswalk.

Install green conflict striping for existing Class II bicycle Lane adjacent to ‘School Bus Only’ curb. Add bus pad and coordinate with VVTA to add bus shelter. (See ADA Standard 810.2).

Quantico Rd

Waalew Rd

Dale Evans Pkwy

Aztec Ct

Install green conflict striping for existing Class II bicycle lanes and a highvisibility crosswalk.

Wigwam Rd

Install Class I multi-use paths (12’ typical) on both sides of the corridor. Path can be reduced down to a shared 10’ sidewalk in constrained sections.

S Rd

Huasna Rd

Install bus pad and bus shelter with VVTA coordination. (See ADA Standard 810.2).

MATCHLINE - SEE BELOW LEFT

MATCHLINE - SEE ABOVE RIGHT

Install green conflict striping for existing Class II bicycle lanes and upgrade to high-visibility crosswalk.

MATCHLINE - SEE BELOW LEFT

SEGMENT START

Dale Evans Parkway

Dale Evans Pkwy The Dale Evans Joshua Tree

Maintain path around the Dale Evans Joshua Tree landmark.

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

EXISTING FACILITIES Signalized Intersection Bus Stop

Install east-west bicycle/pedestrian crossing. Implement a traffic study to see if a stop sign, roundabout, or other traffic control device is warranted.

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project RECOMMENDATIONS

Zuni Rd Zuni Rd

Install Class I multi-use paths (12’ typical) on both sides of the corridor. Path can be reduced down to a shared 10’ sidewalk in constrained sections. Opportunity to include urban greening and beautification along corridor where feasible and/or at key intersections.

Consider installing a roundabout with yellow high-visibility crosswalks. Conduct traffic analysis to determine feasibility and final design.

Dale Evans Pkwy

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Town of Apple Valley Complete Streets Action Plan

Placemaking Opportunities: Intersection art with opportunity to involve Phoenix Academy and/or wayfinding signage (West: Phoenix/T-bird Park, South: Civic Center, North: Brewster)

rbi rd Rd

Install digital speed feedback signs (See CA MUTCD Chapter 2B and Traffic Calming Guide Category A) to discourage drivers from speeding as they approach Brewster Park.

MATCHLINE - SEE BELOW LEFT

MATCHLINE - SEE ABOVE RIGHT

Dale Evans Pkwy

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route 98

YOUR SPEED

MATCHLINE - SEE BELOW LEFT

MATCHLINE - SEE ABOVE RIGHT

Dale Evans Parkway

EXISTING FACILITIES Signalized Intersection Bus Stop

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project

Dale Evans Parkway

Thunderbird Road EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Install raised sidewalks (10’ typical). Opportunity to include urban greening and beautification alongside sidewalk.

Dale Evans Pkwy Add bus pad and coordinate with VVTA to add bus shelter. (See ADA Standard 810.2).

e al s an Ev

wy Pk Ute

Install raised sidewalks (10’ typical). Opportunity to include urban greening and beautification alongside sidewalk.

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

*Note: Thunderbird Rd. added as it connects to SR 18 improvements. Existing SRTS project calls to complete sidewalk gaps.

EXISTING FACILITIES Signalized Intersection Bus Stop PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

YOUR SPEED

Thunderbird Rd

Add green conflict striping for existing Class II bicycle lanes and upgrade existing crosswalks to highvisibility crosswalks.

SEGMENT 1 END

Continue planted median along Dale Evans Pkwy to Thunderbird Rd intersection.

Washoan Rd

Add green conflict striping for existing Class II bicycle lanes.

MATCHLINE - SEE ABOVE RIGHT

SEGMENT START

Wichita Rd Thunderbird Park

Apple RV & Boat Storage

N N

SEGMENT END

High-visibility Crosswalk Green Conflict Striping Curb Ramps Speed Feedback Sign Wayfinding Sign

Note: Thunderbird Road (from Rancherias Road to Dale Evans Parkway) was added to the planning-level conceptual drawings presented in Appendix E to support the Town’s previous planning effort from the Safe Routes to School plan. See Appendix E for more information on proposed recommendations

RECOMMENDATIONS

Otoe Rd

Install Class I multi-use paths (12’ typical) on both sides of corridor. Path can be reduced down to a shared 10’ sidewalk in constrained sections.

Install curb ramps and truncated domes (typical) and high-visibility crosswalks.

Winnebago Rd

Quantico Rd

Install curb ramps and truncated domes (typical) and highvisibility crosswalks.

Washoan Rd

Install a neighborhood traffic circle.

Sago Rd

Serrano Rd

Rancherias Rd

Town of Apple Valley Complete Streets Action Plan

EXISTING FACILITIES Signalized Intersection Bus Stop

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

Dale Evans Pkwy

Ute Rd

Wichita Rd

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Washoan Rd

Otoe Rd

Wyandot Rd

SEGMENT START MATCHLINE - SEE ABOVE RIGHT

Otoe Rd

MATCHLINE - SEE BELOW LEFT

Install a neighborhood traffic circle.

Otoe Rd

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route 100

Install curb ramps and truncated domes (typical) and highvisibility crosswalks.

MATCHLINE - SEE BELOW LEFT

Install Class I multi-use paths (12’ typical) on both sides of corridor. Path can be reduced down to a shared 10’ sidewalk in constrained sections.

Install east-west bicycle/ pedestrian crossing. Implement a traffic study to see if a stop sign, roundabout, or other traffic control device is warranted.

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project

Brewster Park

Install curb ramps and truncated domes (typical) and highvisibility crosswalks.

SEGMENT END

MATCHLINE - SEE ABOVE RIGHT

Otoe Rd

Install Class I multi-use paths (12’ typical) on both sides of corridor. Path can be reduced down to a shared 10’ sidewalk in constrained sections.

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route EXISTING FACILITIES Signalized Intersection Bus Stop

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

YOUR SPEED

High-visibility Crosswalk Green Conflict Striping Curb Ramps Speed Feedback Sign Wayfinding Sign Connection to CSAP Project

RECOMMENDATIONS

101

END OF PROJECT

102

Town of Apple Valley Complete Streets Action Plan

C. Walmart to Sitting Bull Rancherias Rd From: SR 18

Total Distance 3.25 Miles

SPEED LIMIT

To: Rincon Road

SPEED LIMIT

Rincon Rd From: Rancherias Road

To: Sitting Bull Road Connections to Destinations » Apple Valley Golf Course » Rancherias Plaza » Sitting Bull Academy

Total Area Collisions

Proposed Project Recommendations: » Upgrade the existing sidewalk along the Apple

Valley Golf Course to a Class I multi-use path to enhance safety and comfort for pedestrians and bicyclists. » Increase sidewalk widths to 10’ on both sides of Rincon Road if possible, with curb and gutter additions where feasible. » Upgrade curb ramps to include truncated domes and add high-visibility crosswalks at intersections. » Add RRFB with advance pedestrian crossing warning signs near the intersections of Rancherias Road and Rincon Road, Massai Road and Rincon Road, and Sitting Bull Road and Rincon Road. » Consider installing neighborhood roundabouts on the intersections of Rincon Road and Shoshonee Road, Yucca Loma Road, and Ottawa Road to serve as traffic calming measures that can also promote the continuous flows of traffic.

RECOMMENDATIONS

103

Typical Existing Conditions: *Can vary by segment

Ottawa Road and Rincon Road Intersection

VARIES

12’

14’

VARIES

Proposed Conditions: *Can vary by segment

Ottawa Road and Rincon Road Intersection

VARIES

10’

VARIES

Preliminary Cost Estimate (as of June 2025) Project Subtotal Estimate

$13,574,719

15% Contingency

$2,036,208

10% Inflation Adjustment

$1,357,472

Project Total Estimate

$16,968,399

*A complete project cost estimate can be found in Appendix D.

104 Town of Apple Valley Complete Streets Action Plan

SR Hw y1 8

Install a sidewalk on east side of Rancherias Rd.

Ou te r

SEGMENT START

Install wayfinding signage.

Ra n

ch e

ria s

Install a Class I multi-use path with rope fencing (12’ typical, 10’ min) on west side of Rancherias Rd. as a continuation of the existing path along the Apple Valley Golf Course.

Install chevron and advance curve warning road signs with flashing LEDs approaching turn in road.

co n

Install sidewalk (10’ typical with curb and gutter) on one side of Rincon Rd from Rancherias Rd to Sitting Bull Rd. If sidewalk can fit on both sides of road, consider installing on both sides to fill gaps in pedestrian facilities.

SEGMENT END

Install RRFB with advance pedestrian crossing warning sign due to curve in road (See CA MUTCD Chapter 4L).

Highway 18 Access Plan: Median enhancements/pedestrian refuge island; new or enhanced crosswalk; new/ enhanced sidewalk and curb ramp; frontage road relocation/removal.

Chickasaw Rd

Rancherias Rd

Ochoa Rd

Shoshonee Rd

Seneca Rd

Oneida Rd

Chickasaw Rd

MATCHLINE - SEE BELOW LEFT

SEGMENT START

Rincon Rd

Install sidewalk (10’ typical with curb and gutter) on one side of Rincon Rd. from Rancherias Rd. to Sitting Bull Rd. If sidewalk can fit on both sides of road, consider installing on both sides to fill gaps in pedestrian facilities.

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Install high-visibility crosswalks and curb ramps with truncated domes.

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Install neighborhood traffic circle (See CA MUTCD Chapter 2B Figure 2B-21).

EXISTING FACILITIES Signalized Intersection Bus Stop

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project RECOMMENDATIONS

105

Modoc Rd Ot taw aR

Sitting Bull Rd

SEGMENT END

Install RRFB at high point for better visibility. Pair RRFB with watch downhill speed and advance pedestrian crossing warning signs to mitigate sight distance issues associated with the vertical curve in road. (See CA MUTCD Chapter 4L).

Rincon Rd

Install neighborhood traffic circle (See CA MUTCD Chapter 2B Figure 2B-21).

Eyota Rd

Yucca Loma Rd

Sahale Rd

Nowata Rd

Massai Trail

Rd Waco

MATCHLINE - SEE ABOVE RIGHT

Install wayfinding signage.

Capital Improvement Project: Yucca Loma Road Widening Project from Rincon Rd to Apple Valley Rd. The project includes the addition of bicycle lanes, sidewalks, and an equestrian trail.

MATCHLINE - SEE BELOW LEFT

Opportunity for urban greening where road widens.

Opportunity for urban greening corner treatments.

Waco R

on Rinc

Rincon Rd

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route 106

Local Roadway Safety Plan: Consider converting intersection to mini-roundabout; install/upgrade larger stop signs or other intersection warning/regulatory signs; upgrade intersection pavement markings; install flashing beacons at stop-controlled intersections; install flashing beacons as advance warning.

Install RRFB with advance pedestrian crossing warning sign and CA MUTCD signing and pavement legend package. (See CA MUTCD Chapter 4L).

a sc It a

MATCHLINE - SEE ABOVE RIGHT

Rincon Rd

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Town of Apple Valley Complete Streets Action Plan

EXISTING FACILITIES Signalized Intersection Bus Stop

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project

G2. Bear Valley Road (Kiowa Rd-Navajo Rd) Bear Valley Road From: Kiowa Road

Total Distance 1.00 Miles

SPEED LIMIT

To: Navajo Road Connections to Destinations: » Kiowa Plaza Shopping Center

» Apple Valley Square Shopping Plaza » Apple Valley High School

Total Area Collisions

114

Proposed Project Recommendations: » Implement green conflict striping for the

existing Class II bicycle lane on Kiowa Road to increase visibility and awareness of road users. » Add a Class I multi-use path on the south side of Bear Valley Outer Highway South to enhance safety and comfort for pedestrians and bicyclists. » Increase sidewalk widths to 10’ on both sides of Bear Valley Road Outer Highway North where possible, and add curb and gutter additions where feasible. » Upgrade curb ramps to include truncated domes and add high-visibility crosswalks at intersections. » Add a digital speed feedback signs wherever feasible to increase driver awareness for enhanced safety. » Install raised medians where left turns are not applicable. » Install bus shelters with VVTA coordination. » Introduce wayfinding to inform and direct network system users around the Town, creating greater awareness and orientation of routes and increasing overall comfort and safety.

RECOMMENDATIONS

107

Typical Existing Conditions: *Can vary by segment

Near Bear Valley Road and Mohawk Rd Intersection

VARIES

21’

22’

3’ 12’

12’

12’ 3’

VARIES

3’ 12’

12’

12’ 3’

VARIES

30’

VARIES

30’

5’ VARIES

Proposed Conditions: *Can vary by segment

Near Bear Valley Road and Mohawk Rd Intersection

VARIES 12’

21’

22’

12’

Preliminary Cost Estimate (as of June 2025) Project Subtotal Estimate

$7,839,649

15% Contingency

$1,175,947

10% Inflation Adjustment

$783,965

Project Total Estimate

$9,799,562

NOTE: This cost estimate is for two combined projects on Bear Valley Road (G2 and H), which were designed cohesively to ensure continuity. *A complete project cost estimate can be found in Appendix D.

108

Town of Apple Valley Complete Streets Action Plan

Bear Valley Rd

Install Class I multi-use path (12’ typical) on the south side of the corridor. Path can be reduced down to a shared 10’ sidewalk in constrained sections.

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Navajo Rd

Bear Valley Rd Bear Valley Outer Hwy S Morning Star Rd

YOUR SPEED

Apple Valley High School

PROJECT END

Install digital speed feedback signs (See CA MUTCD Chapter 2B and Traffic Calming Guide Category A) to discourage drivers from speeding as they approach Apple Valley High School crossing.

Opportunity for linear park (slope may accommodate rain garden or bioswale).

Algonquin Rd

Install sidewalks on both sides of Bear Valley Outer Hwy N.

Bear Valley Outer Hwy N

Local Roadway Safety Plan: Add intersection lighting; Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size and number; improve signal timing (coordination, phases, red, yellow, or red operation).

Add high-visibility crosswalks to direct bicycle/ped traffic to signalized intersection for eastwest crossing with north to south high-visibility crosswalks.

Pasco Rd

Install Class I multi-use path (12’ typical) on the south side of the corridor. Path can be reduced down to a shared 10’ sidewalk in constrained sections. Opportunity to include urban greening and beautification.

Mohawk Rd

Pecos Rd

Add high-visibility crosswalk for eastwest bicycle/ped crossing along south side of frontage road.

Install bus shelter with VVTA coordination. (See ADA Standard 810.3).

Bear Valley Outer Hwy S

Bear Valley Outer Hwy S Install curb extensions with directional curb ramps and highvisibility crosswalks.

MATCHLINE - SEE ABOVE RIGHT

Install high-visibility crosswalks. Upgrade signal backplates with retroreflective borders.

Multnomah Rd

Install sidewalk on north side of Bear Valley Rd. from Kiowa Rd. to Navajo Rd.

Multnomah Rd

Kiowa Rd

PROJECT START

Bear Valley Road

Install raised median where left turns are not applicable. Opportunity to add landscaping to median.

Complete road gap.

MATCHLINE - SEE BELOW LEFT

Local Roadway Safety Plan: Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number; improve signal timing (coordination, phases, red, yellow, or operation).

Circulation Element: Install Class III bicycle route. *Note SB 1216 prohibits Class III bicycle routes on roads with speed limits greater that 30 mph. Town could consider lowering speed limit or upgrading to Class I Multi-use Path.

Planned buspad.

Add north-south crosswalk to direct bicycle/ ped traffic to cross at signalized intersection.

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

EXISTING FACILITIES Signalized Intersection Bus Stop

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project RECOMMENDATIONS

109

END OF PROJECT

110

Town of Apple Valley Complete Streets Action Plan

H. Singh Center for The Arts Bear Valley Road From: Navajo Road

Total Distance 0.99 Miles

SPEED LIMIT

To: Central Road Connections to Destinations: » Apple Valley High School » Singh Center for The Arts

Total Area Collisions

Proposed Project Recommendations: » Implement green conflict striping for the

proposed Class II bicycle lane to the east and south of Central Road to increase visibility and awareness of road users. » Add a Class I multi-use path south of Bear Valley Road to enhance safety and comfort for pedestrians and bicyclists. » Increase sidewalk widths to 10’ on the north side of Bear Valley Road where possible, and add curb and gutter additions where feasible. » Upgrade curb ramps to include truncated domes and add high-visibility crosswalks at intersections. » Add digital speed feedback signs wherever feasible to increase driver awareness for enhanced safety. » Install raised medians where left turns are not applicable. » Install bus shelters with VVTA coordination. » Introduce wayfinding to inform and direct network system users around the Town, creating greater awareness and orientation of routes and increasing overall comfort and safety.

RECOMMENDATIONS

111

Typical Existing Conditions: *Can vary by segment

Near Bear Valley Road and Pawnee Road Intersection

VARIES

8’

12’

8’

VARIES

Proposed Conditions: *Can vary by segment

Near Bear Valley Road and Pawnee Road Intersection

VARIES

12’

8’

12’

8’ 3’

12’

6’ VARIES

Preliminary Cost Estimate (as of June 2025) Project Subtotal Estimate

$7,839,649

15% Contingency

$1,175,947

10% Inflation Adjustment

$783,965

Project Total Estimate

$9,799,562

112

Town of Apple Valley Complete Streets Action Plan

Install bus pad and bus shelter with VVTA coordination. (See ADA Standard 810.2).

Quinault Rd

Maumee Rd

Infill sidewalk on north side of Bear Valley Rd.

Pawnee Rd

Toltec Dr

Install digital speed feedback signs (See CA MUTCD Chapter 2B and Traffic Calming Guide Category A) to discourage drivers from speeding as they approach Apple Valley High School crossing.

YOUR SPEED

Placemaking opportunity at bus stop (e.g., student public art, landscaping, etc.).

Apple Valley High School

Install sidewalk on north side of Bear Valley Rd.

Add wayfinding signage.

Bear Valley Rd

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Singh Center for The Arts (Former AMC)

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

EXISTING FACILITIES Signalized Intersection Bus Stop

Central Rd

Planned buspad.

Geode Ave

Navajo Rd

Bear Valley Rd

Install bus pad and bus shelter with VVTA coordination. (See ADA Standard 810.2).

Capital Improvement Project: Design and reconstruction to include: road widening, continuous left-turn lane, bicycle lanes, and bus turnouts.

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

PROJECT END

MATCHLINE - SEE ABOVE RIGHT

MATCHLINE - SEE BELOW LEFT

PROJECT START

Bear Valley Road

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project RECOMMENDATIONS

113

END OF PROJECT

114

Town of Apple Valley Complete Streets Action Plan

I. James Woody Loop Navajo Road Quinnault Road Central Road From: Powhatan Road

Total Distance 2.50 Miles SPEED LIMIT

40 SPEED LIMIT

25 SPEED LIMIT

To: Ottawa Road Powhatan Road Ottawa Road From: Navajo Road

55 SPEED LIMIT

To: Central Road Connections to Destinations: » James Woody Community Center & Park » Apple Valley Senior Center » Apple Valley Municipal Animal Shelter » Food Distribution Event at First Assembly

of God Church

Total Area Collisions

Proposed Project Recommendations: » Install traffic signals with retroreflective borders on backplates and high-visibility crosswalks at the intersections of Navajo Road - Powhatan Road, Ottawa Rd - Central Road, and Navajo Road - Ottawa Road in alignment with LRSP and VSP recommendations. » Install sidewalks wherever missing, and add curb and gutter additions where feasible. Increase sidewalk widths to 10’ on the west side of Central Road. » Upgrade curb ramps to include truncated domes and add high-visibility crosswalks at intersections. » Add a RRFB with advanced pedestrian crossing warning signs near the Pawnee Road and Powhatan Road intersection. » Consider installing a roundabout at the intersection of Powhatan Road and Quinnault Road to serve as a traffic calming measure that can also promote the continuous flow of traffic. » Install curb extensions with truck aprons for traffic calming at intersections. » Add a Class I multi-use path on the east side of Central Road to enhance safety and comfort for pedestrians and bicyclists. » Add a Class II bicycle lane on Central Road and south of Ottawa Road. » Add a Class IV separated bikeway north of Ottawa Road in alignment with the VSP Paseo” concept. » Implement green conflict striping where proposed on-street bicycle facilities approach intersections to increase visibility and awareness of road users.

RECOMMENDATIONS

115

Typical Existing Conditions: *Can vary by segment

Near Pawnee Road and Ottawa Road Intersection

14’

VARIES

Proposed Conditions:

15’

22’

VARIES

PARKING LANE

*Can vary by segment

Near Pawnee Road and Ottawa Road Intersection

VARIES

8’

11’

8’ 2’ 8’ 4’ 6’

VARIES

Preliminary Cost Estimate (as of June 2025) Project Subtotal Estimate

$17,118,626

15% Contingency

$2,567,794

10% Inflation Adjustment

$1,711,863

Project Total Estimate *A complete project cost estimate can be found in Appendix D.

116

Town of Apple Valley Complete Streets Action Plan

$21,398,283

James Woody Loop Active ATP Funded Project - Powhatan Rd Complete Streets Cycle 6 (Modified): This project would fill sidewalk gaps, add new ADA-compliant curb ramps, install crosswalks, and provide a Class III bicycle route.

Village Specific Plan: Single-lane roundabout with enhanced ped/bicycle crossing.

*Notes: Sidewalks will follow the existing condition of 6 ft. widths with the option to extend to 10 ft. where space permits. The 40 mph speed limit exceeds the maximum threshold for installing a Class III bicycle route (per SB 1216). As a result, a Class III bicycle route is no longer recommended.

Coordinate with VVTA to install bus shelter with seating. (See ADA Standard 810.3).

Local Roadway Safety Plan: Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs; upgrade intersection pavement markings; install flashing beacons at stop-controlled intersections; install flashing beacons as advanced warning.

Capital Improvement Project: Town is widening Central Road to accommodate two through lanes, a continuous left turn lane, Class II bicycle lanes, and improved bus turnouts.

Install a 10-to-12 ft. sidewalk on the west side of Central Rd. Village Specific Plan: Install a traffic signal with enhanced pedestrian crossings. Conduct traffic analysis to determine if warranted.

Install a 6-to-10 ft. sidewalk on the west side of Quinnault Rd.

Ottawa Rd

Village Specific Plan: Traffic signal with enhanced pedestrian crossing. Conduct traffic analysis to determine if warranted.

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Upgrade proposed Class III bicycle routes from Village Specific Plan on Ottawa Rd to Class II on south and Class IV on north side of Ottawa Rd. If space permits, add buffers for greater separation. Maintain parking on north side of Ottawa Rd.

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route Class IV Separated Bikeway

Central Rd

Coordinate with VVTA to install bus pad with shelter with seating. (See ADA Standard 810.2).

Malaki Rd

James A. Woody Community Center and Park Manhasset Rd

Navajo Rd

Existing Class 1 multiuse path should be inspected and maintained on a regular basis.

Village Specific Plan (Modified): Consider introducing a roundabout (or an all-way stop) with high-visibility crosswalks. Conduct traffic analysis to determine if warranted.

Village Specific Plan: Install a traffic signal with enhanced pedestrian crossings. Conduct traffic analysis to determine if warranted.

PROJECT END

PROJECT START

Install wayfinding signage.

Village Specific Plan + Circulation Element: Install a Class I multi-use path on east side of Central Road.

Powhatan Rd

Nomwaket Rd

Powhatan Rd

Quinnault Rd

*Note: On-street parking is maintained on Powhatan Rd.

Pawnee Rd

Install RRFB with raised crosswalk. Locate crossing in a street lighted area with curb ramps and sidewalks on both sides of crossing.

Powhatan Ct

Local Roadway Safety Plan: Improve signal hardware: lenses, back-plates with retroreflective borders, mounting size and number; provide protected left turn phase (existing left turn).

N Village Specific Plan: As the corridor is developed, consider introducing an all-way stop with highvisibility crosswalks. Conduct traffic analysis to determine if warranted.

EXISTING FACILITIES Signalized Intersection Bus Stop

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

Opportunity to continue Complete Streets improvements to the Apple Valley Senior Center 700’ south on Central Rd.

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project

RECOMMENDATIONS

117

END OF PROJECT

118

Town of Apple Valley Complete Streets Action Plan

K. Sitting Bull Connector Sitting Bull Road From: Mojave Riverwalk To: Quinnault Road

Total Distance 3.93 Miles

SPEED LIMIT

55 SPEED LIMIT

Connections to Destinations: » Mojave Riverwalk Trail » Sitting Bull Academy

45 SPEED LIMIT

» Victor Valley College » High Desert Premier Academy » Apple Valley Adult School

Total Area Collisions

Proposed Project Recommendations: » Create a trailhead on the Town-owned parcel

where the proposed Class I multi-use path intersects with Sitting Bull Road. » Add a Class I multi-use path on the south side of Sitting Bull Road to enhance safety and comfort for pedestrians and bicyclists. » Add a Class II bicycle lane from the Town Boundary east to the Apple Valley Road and Sitting Bull intersection, adding green conflict striping at the intersection to increase visibility and awareness of road users. » Implement green conflict striping for existing Class II bicycle lanes to increase visibility and awareness of road users. » Install 5’ Sidewalks on the north side of Sitting Bull Road where possible, and add curb and gutter additions where feasible. » Upgrade curb ramps to include truncated domes and add high-visibility crosswalks at intersections. » Include urban greening and/or placemaking opportunities where right-of-way allows.

RECOMMENDATIONS

119

Typical Existing Conditions: *Can vary by segment

Near Sitting Bull Road and Kiowa Road Intersection

VARIES

12’

VARIES

PARKING LANE

Proposed Conditions: *Can vary by segment

Near Sitting Bull Road and Kiowa Road Intersection

VARIES

12’

4’

8’

12’

8’

4’

5’

VARIES

Preliminary Cost Estimate (as of June 2025) Project Subtotal Estimate

$16,425,325

15% Contingency

$2,463,799

10% Inflation Adjustment

$1,642,533

Project Total Estimate

$20,531,656

*A complete project cost estimate can be found in Appendix D.

120

Town of Apple Valley Complete Streets Action Plan

Sitting Bull Connector

Install Class II bicycle lane on both sides of corridor.

Sitting Bull Rd

Apple Valley Rd

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Sitting Bull Academy

Topsham Bay

Lompoc Rd

Opportunity for urban greening and/or placemaking with student-related public art along entrance to Sitting Bull Academy.

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Add crosswalk here?

EXISTING FACILITIES Signalized Intersection Bus Stop

Install Class I multi-use path (12’ typical).

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

MATCHLINE - SEE BELOW LEFT

Coordinate with VVTA to install bus shelter with seating.

o Rd oc

Install curb extensions at northwest and southwest corners of intersection.

Safe Routes to School Plan: Sidewalk gap closures.

Install sidewalk on north side (5’ typical).

Sitting Bull Rd Install Class I multi-use path (12’ typical).

Rd iso

Safe Routes to School Plan: Sidewalk gap closures.

ra Pa

Add pedestrian nose to existing concrete medians and upgrade to high-visibility crosswalks.

Install Class I multi-use path (12’ typical).

Valley View Ct

Install Class I multi-use path (12’ typical).

Tawya Rd

Build trailhead and accessible pathway from Sitting Bull Road to the Mojave River Trail. Include wayfinding and educational signage, seating, and urban greening.

Local Roadway Safety Plan: Improve signal hardware: lenses, back-plates with retroflective borders, mounting, size, and number.

MATCHLINE - SEE ABOVE RIGHT

Install Class II bicycle lane on both sides of corridor.

Mar Vista Dr

PROJECT START

Install sidewalk on north side of corridor to meet with Class I on south side.

MATCHLINE - SEE BELOW LEFT

*Note: Town-owned parcel for use as future trailhead and recreation area.

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project RECOMMENDATIONS

121

Install green conflict striping for existing Class II bicycle lanes; high-visibility crosswalks, and curb ramps with truncated domes.

ch D

Pocono Rd

yl Sk

e in

Install neighborhood traffic circle

Install sidewalk on north side (5’ typical).

Infill sidewalk gap on both sides.

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Town of Apple Valley Complete Streets Action Plan

EXISTING FACILITIES Signalized Intersection Bus Stop

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

Pocomoke Rd

Install Class I multiuse path (12’ typical).

Tami ani Rd

Saratoga Rd

Lakota Rd

Redwing Rd

Sitting Bull Rd

Install Class I multi-use path (12’ typical).

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Waynoka Rd

Kiowa Rd

Sholic Rd

On-street parking maintained where excess right-of-way exists.

Opportunity for placemaking and urban greening at NW and SW corners.

Install Class I multi-use path (12’ typical).

R an

*Note: Proposed Class I through this section is widened to 16’ to accommodate existing utility poles and to ensure proper buffers/visual aids for users of path.

Install sidewalk on north side (5’ typical).

Quail Vista Rd

Quail Summit Rd

Install Class I multi-use path (12’ typical).

Iroquois Rd

Nyack Rd

Quapaw Rd

Rincon Rd

La Cresta Dr Sitting Bull Rd

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route 122

Install sidewalk on north side (5’ typical).

MATCHLINE - SEE BELOW LEFT

MATCHLINE - SEE ABOVE RIGHT

Install sidewalk on north side (5’ typical).

MATCHLINE - SEE BELOW LEFT

MATCHLINE - SEE ABOVE RIGHT

Sitting Bull Connector

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project

Install sidewalk on north side (5’ typical).

Upgrade to highvisibility crosswalks.

Opportunity for placemaking/shade.

Straighten the limit line to reduce occurrence of vehicles encroaching into the crosswalk.

Install Class I multiuse path (12’ typical).

Navajo Rd

Standing Bear Rd

Install Class I multiuse path (12’ typical).

Morning Star Rd

Running Deer Rd

Clallam Rd

Algo

nqu

in Rd

Sitting Bull Rd

Install sidewalk on north side (5’ typical).

High Desert Premier Academy

PROJECT END

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Install Class I multiuse path (12’ typical).

EXISTING FACILITIES Signalized Intersection Bus Stop

Quinnault Rd

Maumee Rd

Coordinate with VVTA to install bus pad with shelter with seating. (See ADA Standard 810.2).

Pawnee Rd

ief

Jos eph R

Nisqually Rd

MATCHLINE - SEE ABOVE RIGHT

Install neighborhood traffic circle

MATCHLINE - SEE BELOW LEFT

MATCHLINE - SEE ABOVE RIGHT

Sitting Bull Connector

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

END OF PROJECT

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project RECOMMENDATIONS

123

Future Projects

124

Town of Apple Valley Complete Streets Action Plan

B. Village to Downtown SR 18

Total Distance 4.52 Miles

SPEED LIMIT

From: Bass Hill Road

To: Navajo Road SR 18 From: Navajo Road

SPEED LIMIT

To: Joshua Road Connections to Destinations:

» Apple Valley Commons Shopping Plaza » Apple Valley Civic Center » Apple Valley Newton T. Bass Branch Library » Civic Center Park » Lions Park » Rancherias Plaza

Total Area Collisions

168

Proposed Project Recommendations: » Add a Class I multi-use path on both sides of SR 18 and the Outer Hwy 18 S frontage

road to enhance safety and comfort for pedestrians and bicyclists. » Add a Class I multi-use path on the Outer Hwy 18 S frontage road. » Consider installing a roundabout at the intersection of SR 18 and Yucca Loma Road to serve as a traffic calming measure that can also promote the continuous flow of traffic. » Upgrade curb ramps to include truncated domes and add high-visibility crosswalks at intersections. » Install bus pads and bus shelter with VVTA coordination. *Note: The Town will need to collaborate with a Caltrans project development team for all proposed projects within the Caltrans right-of-way. Any proposed improvements on the State Highway System are conceptual and will require a safety, operational, and/or warrant analysis prior to any Caltrans approval.

RECOMMENDATIONS

125

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126

Town of Apple Valley Complete Streets Action Plan

St Ro an ck din Av g e

Wakita Blvd

Outer Hwy 18 N

SR 18 Outer Hwy 18 S

l l Rd

Rancherias Plaza

Continue sidewalk infill, aligning to existing design west of Dale Evans Pkwy.

SR 18 Install Class I multi-use paths (12’ typical) on Outer Hwy 18 S. Path can be reduced down to a shared 10’ sidewalk in constrained sections.

Outer Hwy 18 N

SR 18

Outer Hwy 18 N

Outer Hwy 18 S

SR 18

Outer Hwy 18 S

Fla

a the

Install Class I multi-use paths (12’ typical) on Outer Hwy 18 S. Path can be reduced down to a shared 10’ sidewalk in constrained sections.

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

d Rd

Lions Park Install bus pad and bus shelter with VVTA coordination. (See ADA Standard 810.2).

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

EXISTING FACILITIES Signalized Intersection Bus Stop

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

Install Class I multi-use paths (12’ typical) on Outer Hwy 18 S. Path can be reduced down to a shared 10’ sidewalk in constrained sections.

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

MATCHLINE - SEE BELOW LEFT

Local Roadway Safety Plan: Add intersection lighting; improve signal hardware: lenses, backplates with retroreflective borders, mounting, size and number; reduce left turn conflict.

ie Er

MATCHLINE - SEE ABOVE RIGHT

Local Roadway Safety Plan: Create directional median openings to allow (and restrict) left-turns and u-turns; Reduced Left-turn Conflict Intersection.

MATCHLINE - SEE BELOW LEFT

y s Pkw Evan

Apple Valley Commons

Dale

Highway 18 Access Plan: Project proposes to realign the frontage road and reconfigure the existing driveways allowing vehicles to access Rancherias Plaza directly from Highway 18. Coordination between Town staff, Rancherias Plaza property management, and Caltrans should be conducted to raise awareness and help build support for implementing these reconfigurations.

Hi Bass

SEGMENT START

SR 18

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project RECOMMENDATIONS

127

Connect sidewalk via a meandering pathway through the berms.

Outer Hwy 18 N

SR 18 Outer Hwy 18 S

Outer Hwy 18 S

Install bus shelter with VVTA coordination. (See ADA Standard 810.3).

Local Roadway Safety Plan: Install flashing beacons as advance warning; reduced left-turn conflict intersection.

Install Class I multi-use paths (12’ typical) on Outer Hwy 18 S. Path can be reduced down to a shared 10’ sidewalk in constrained sections.

av aj

Village Specific Plan: Multi-Lane Roundabout with Enhanced ped/bicycle crossings.

Outer Hwy 18 N

SR 18 Outer Hwy 18 S

Lo m a

The Village Corridor Enhancement Plan: Proposes five project alternatives with various traffic calming measures.

Yu cc a

MATCHLINE - SEE ABOVE RIGHT

Install sidewalk along Outer Hwy 18 N.

Outer Hwy 18 N

SR 18

SEGMENT END

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route 128

Install bus shelter with VVTA coordination. (See ADA Standard 810.3).

MATCHLINE - SEE BELOW LEFT

Install sidewalk along Outer Hwy 18 N.

aR Kiow

MATCHLINE - SEE ABOVE RIGHT

SR 18

Alg

onq

Village Specific Plan: Paseo east-west along SR 18 from Yucca Loma Rd to Tenaya Rd. Consider implementing Paseo per VSP.

uin

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Town of Apple Valley Complete Streets Action Plan

EXISTING FACILITIES Signalized Intersection Bus Stop

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project

SR 18

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Hitt Rd Mesquite Rd

Capital Improvement Project: Central Rd widening.

Install bus pad and bus shelter with VVTA coordination. (See ADA Standard 810.2).

Village Specific Plan: Sidewalk infill.

Pauhaska Rd

Outer Hwy 18 S

Tonikan Rd

Nomwaket Rd

Quinnault Rd

Del Mar Rd

Pawnee Rd Central Rd

Local Roadway Safety Plan: Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number; Create directional median openings to allow/restrict) left-turns and u-turns; Reduced left-turn conflict intersection.

SR 18

Outer Hwy 18 S

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Install rumble strips on both sides of the corridor.

Tenaya Rd

Village Specific Plan: Multi-lane roundabout with enhanced ped/bicycle crossings; Paseo on Central Rd.

SR 18

Village Specific Plan: Sidewalk infill.

Village Specific Plan: Single-lane roundabout with enhanced ped/bicycle crossings; Paseo on Valley Dr; Pathway on Headquarters Dr to Hitt Rd.

MATCHLINE - SEE BELOW LEFT

rt er sD

Village Specific Plan: Single-lane roundabout with enhanced ped/ bicycle crossings and north-south Pathway towards Pawnee Rd.

Village Specific Plan: Potential traffic signal (Requires signal warrant analysis).

John Glenn Rd

Outer Hwy 18 S

Village Specific Plan: Ped/bicycle bridge.

r sD r e t quar

SR 18

Outer Hwy 18 S

q ad e H

Head

Outer Hwy 18 N

SR 18

Village Specific Plan: Ped/bicycle bridge and north-south Pathway towards Pawnee Rd.

Village Specific Plan: Sidewalk infill.

Valley Dr

Village Specific Plan: Single-lane roundabout with enhanced ped/ bicycle crossings.

Pioneer Rd

Quinnault Rd

Local Roadway Safety Plan: Install/upgrade larger or additional stop signs or other intersection warning/ regulatory signs; install splitter islands on the minor road approaches; create directional median openings to allow/ restrict left-turn and u-turns.

Outer Hwy 18 N

Village Specific Plan: Multi-lane roundabout with enhanced ped/ bicycle crossings.

MATCHLINE - SEE ABOVE RIGHT

Paw nee Rd

Navajo Rd

Local Roadway Safety Plan: Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number; install flashing beacons as advance warning; create directional median openings to allow (and restrict) leftturns and u-turns; reduced left-turn conflict intersection.

MATCHLINE - SEE BELOW LEFT

SEGMENT START

* Note: The Towns Village Corridor Enhancement Plan (VCEP) and VSP provide alternatives for this segment. Refer to Town for final guidance.

EXISTING FACILITIES Signalized Intersection Bus Stop

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project RECOMMENDATIONS

129

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route 130

SR 18

Joshua Rd Town Boundary

Candlewood Rd

Install rumble strips on both sides of the corridor.

SEGMENT END

MATCHLINE - SEE ABOVE RIGHT

SR 18

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Town of Apple Valley Complete Streets Action Plan

EXISTING FACILITIES Signalized Intersection Bus Stop

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project

D. Mojave Riverwalk North Mojave Riverwalk North From: Sitting Bull Road

Total Distance 1.07 Miles

SPEED LIMIT

n/a

To: Bear Valley Road Connections to Destinations: » Equestrian Center » Jess Ranch Marketplace » Mojave Riverwalk » Victor Valley College

Total Area Collisions

Proposed Project Recommendations: » Add a Class I multi-use path to enhance safety

and comfort for pedestrians and bicyclists. » Create a trailhead on Town-owned parcel where the proposed Class I multi-use path intersects with Sitting Bull Road. » Incorporate rest areas along the proposed Class I multi-use path. » Add PHB with advanced pedestrian crossing warning signs where proposed. » Upgrade curb ramps to include truncated domes and add high-visibility crosswalks at intersections. » Install a bus shelter with VVTA coordination. Note: The Town will need to collaborate with the San Bernardino County Flood Control District and the Spring Valley Lake Association due to land ownership and right-ofway constraints.

RECOMMENDATIONS

131

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132

Town of Apple Valley Complete Streets Action Plan

tla Spring Valley Lake Equestrian Center

e Sh

talina Rd

Add an accessible pathway from Sitting Bull Rd to the Mojave River Wash. Include wayfinding and educational signage, seating, and urban greening. Would provide connection to proposed Class II bicycle lanes and Class I multi-use paths on Sitting Bull Road

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

R nd

Indian River Dr

Install ADA-accessible rest area.

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Install bus shelter with VVTA coordination. (See ADA Standard 810.3).

EXISTING FACILITIES Signalized Intersection Bus Stop

Jess Ranch Marketplace Bear Valley Rd

PROJECT START

Add an enhanced crossing, such as a PHB, at street level or construct a bicycle/pedestrian tunnel under Bear Valley Rd. (See CA MUTCD Chapter 4F).

Install ADA-accessible rest area. Include wayfinding and educational signage, seating, and urban greening.

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

PROJECT END

osa

Re a d

App alo

Install Class I multi-use paths (12’ typical) on east side of corridor. Path can be reduced down to a shared 10’ sidewalk in constrained sections.

Pimlico Rd

Town-owned parcel for use as future trailhead and recreation area.

R ta

Sitting Bull Rd

Mojave Riverwalk North

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project RECOMMENDATIONS

133

END OF PROJECT

134

Town of Apple Valley Complete Streets Action Plan

E. Granite Hills High School Loop Central Road

Total Distance 2.49 Miles

SPEED LIMIT

From: Esaws Road

To: SR 18 Ocotilla Road

SPEED LIMIT

From: Esaws Road

To: Ramona Ave Ramona Avenue Esaws Road

SPEED LIMIT

From: Central Road To: Ocotilla Road Connections to Destinations: » Granite Hills School » Apple Valley Fire Station

Total Area Collisions

Proposed Project Recommendations: » Add a Class I multi-use path to enhance safety and comfort for pedestrians and bicyclists. » Upgrade curb ramps to include truncated domes and add high-visibility crosswalks

at intersections. » Add digital speed feedback signs wherever feasible to increase driver awareness for enhanced safety. » Install a bus pad and bus shelters with VVTA coordination.

RECOMMENDATIONS

135

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136

Town of Apple Valley Complete Streets Action Plan

Central Road

Ocotilla Road Ocotilla Road

Ramona Avenue

Central Road

Esaws Road

Install bus shelter with VVTA coordination. (See ADA Standard 810.3).

Ocotilla Rd

Tenaya Rd

Amador Ct

Mirada Pl

Ramona Cir

Ramona Ave

Install bus shelter with VVTA coordination. (See ADA Standard 810.3).

Install bus pad and sidewalks for increased access to bus stop with VVTA coordination. (See ADA Standard 810.2).

Isatis Ave

Central Rd

Install Class I multi-use paths (12’ typical). Path can be reduced down to a shared 10’ sidewalk in constrained sections. Opportunity to include urban greening and student art.

YOUR SPEED

Goshute Ave Install digital speed feedback signs (See CA MUTCD Chapter 2B and Traffic Calming Guide Category A) to discourage drivers from speeding as they approach Granite Hills High School crossing.

Central Rd

Esaws Ave

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Install ADAcompliant curb ramps. (See ADA Guide Chapter 4).

Install Class I multiuse paths (12’ typical). Path can be reduced down to a shared 10’ sidewalk in constrained sections. Opportunity to include urban greening and beautification.

EXISTING FACILITIES Signalized Intersection Bus Stop PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

YOUR SPEED

Headquarters Dr Granite Hills High School

Village Specific Plan: Potential traffic signal with enhanced pedestrian crossings (Requires signal warrant analysis).

Future Granite Hills High School Stadium and Athletic Complex SR 18 Install bus pad and sidewalks for increased access to bus stop with VVTA coordination. (See ADA Standard 810.2).

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Esaws Ave

Outer Hwy 18 S

SEGMENT END

High-visibility Crosswalk Green Conflict Striping Curb Ramps Speed Feedback Sign Wayfinding Sign

Village Specific Plan: Multi-lane roundabout with enhanced ped/bicycle crossings; Paseo on Central Rd. Local Roadway Safety Plan: Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number; Create directional median openings to allow/restrict) leftturns and u-turns; Reduced left-turn conflict intersection.

SEGMENT START/END

RECOMMENDATIONS

137

END OF PROJECT

138

Town of Apple Valley Complete Streets Action Plan

F. Tussing Ranch Corridor Tussing Ranch Road From: Kiowa Road

Total Distance 2.0 Miles

SPEED LIMIT

To: Central Road Connections to Destinations: » Mariana Academy » Mendel Park » Apple Valley Fire Station

Total Area Collisions

Proposed Project Recommendations: » Add a Class I multi-use path to enhance safety

and comfort for pedestrians and bicyclists. » Upgrade curb ramps to include truncated domes and add high-visibility crosswalks at intersections. » Add digital speed feedback signs wherever feasible to increase driver awareness for enhanced safety. » Upgrade existing stops signs to LED stop signs to increase driver awareness and visibility of pedestrians and bicyclists. » Install bus pad and bus shelters with VVTA coordination.

RECOMMENDATIONS

139

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140 Town of Apple Valley Complete Streets Action Plan

Jamul Rd

*Note SB 1216 prohibits Class III bicycle route on roads with speed limits greater that 30 mph. Town could consider lowering speed limit or upgrading to Class I multi-use path.

Balsa St

Mohawk Rd

Rose wo od

Balsa St

Nandina St

Kiowa Rd

STOP

Install digital speed feedback signs (See CA MUTCD Chapter 2B and Traffic Calming Guide Category A) to discourage drivers from speeding as they approach Mendel Park.

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Marina Academy

Mendel Park

Fire District Station 335

Pioneer Rd

Manhasset Rd

Navajo Rd

Tecopa Rd

Kiavan Rd YOUR SPEED

Add traffic calming such as speed tables.

Cochiti Rd

Town Boundary

Tussing Ranch Rd

STOP

Install high-visibility crosswalks and curb ramps. Upgrade to LED stop signs.

MATCHLINE - SEE ABOVE RIGHT

Circulation Element: Install Class III bicycle route.

MATCHLINE - SEE BELOW LEFT

Install bicycle network wayfinding sign.

MATCHLINE - SEE BELOW LEFT

PROJECT START

Tussing Ranch Corridor

Tussing Ranch Rd

Upgrade to LED stop sign.

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Relocate existing advanced warning sign to not block sidewalk.

EXISTING FACILITIES Signalized Intersection Bus Stop

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

Install sidewalks and Class II bicycle lanes on both sides of the corridor. If space permits, add buffers for greater separation.

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project RECOMMENDATIONS

141

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route 142

Install sidewalks and Class II bicycle lanes on both sides of the corridor. If space permits, add buffers for greater separation.

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Town of Apple Valley Complete Streets Action Plan

Town Boundary

Central Rd Install sidewalks and Class II bicycle lanes on both sides of the corridor. If space permits, add buffers for greater separation.

PROJECT END

MATCHLINE - SEE ABOVE RIGHT

Tussing Ranch Corridor

EXISTING FACILITIES Signalized Intersection Bus Stop

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project

G1. Bear Valley Road (Apple Valley Rd-Mockingbird Ave) Bear Valley Road From: Apple Valley Road To: Mockingbird Avenue Connections to Destinations: » Jess Ranch Marketplace » Mojave Riverwalk

Total Distance 1.47 Miles

SPEED LIMIT

55 SPEED LIMIT

» Victor Valley College

Total Area Collisions

127

Proposed Project Recommendations: » Add a Class I multi-use path to enhance safety

and comfort for pedestrians and bicyclists. Path can be reduced down to a shared 10’ sidewalk in constrained sections. » Include urban greening and/or placemaking opportunities where right-of-way allows. » Upgrade curb ramps to include truncated domes and add high-visibility crosswalks at intersections. » Install bus pad and bus shelters with VVTA coordination. » Introduce wayfinding signage to inform and direct network system users around the Town, creating greater awareness and orientation of routes and increasing overall comfort and safety.

RECOMMENDATIONS

143

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144 Town of Apple Valley Complete Streets Action Plan

Upgrade to high-visibility crosswalks. Consider new east high-visibility crosswalk, traffic study needed.

Mockingbird Ave

Flying Feather Rd

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

EXISTING FACILITIES Signalized Intersection Bus Stop

Itoya Vista Rd

Savage Ln

Bear Valley Rd

Consider updating to highvisibility crosswalk, new south high-visibility crosswalk and green conflict striping along bicycle route. Traffic study needed.

Consider bus pad and bus shelter with VVTA coordination. (See ADA Standard 810.2).

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

SEGMENT 1 END

Deep Creek Rd

Westmont Dr

Consider bus pad and bus shelter with VVTA coordination. (See ADA Standard 810.2).

Local Roadway Safety Plan: Improve signal hardware: lenses, backplates with retroreflective borders, mounting, size, and number; improve signal timing (coordination,phases, red, yellow, or operation).

Future Shopping Center

rn bu ae Br

Viking Ranch Rd

Consider sidewalks for increased access to bus stop. (See ADA Standard 810.2.

Cottontail Ln

Consider bus shelter with VVTA coordination. (See ADA Standard 810.3).

Bear Valley Rd

Consider upgrading existing class II by painting green and green conflict striping at driveway access points.

MATCHLINE - SEE ABOVE RIGHT

Locust Ln

Consider protected intersection with corner islands, updating to highvisibility crosswalks, and green conflict striping along bicycle route.

Deep Creek Rd

Apple Valley Rd

Local Roadway Safety Plan: Improve signal hardware; lenses, back-plates with retroreflective borders, mounting, size, and number.

MATCHLINE - SEE BELOW LEFT

PROJECT START

Bear Valley Road

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project RECOMMENDATIONS

145

END OF PROJECT

146

Town of Apple Valley Complete Streets Action Plan

J. Thunderbird Park via Rimrock Rimrock Road

Total Distance 2.67 Miles

SPEED LIMIT

From: Corwin Road To: SR 18 Wanaque Road From: SR 18

35 SPEED LIMIT

To: Thunderbird Road Connections to Destinations:

» Apple Valley Center for Innovation » Phoenix Academy » Thunderbird Park

Total Area Collisions

Proposed Project Recommendations: » Implement green conflict striping and high-

visibility crosswalks at the Corwin Road and Rimrock Road intersection. » Install 8’-10’ bicycle-friendly sidewalks on east side of Rimrock Road on entire corridor. » Add edgeline and centerline road markings along entire corridor. » Install bus shelters with VVTA coordination. » Install a neighborhood traffic circle where Rimrock Road intersects with Rancherias Road to serve as a traffic calming measure that can also promote the continuous flow of traffic. » Include urban greening and/or placemaking opportunities where right-of-way allows. » Consider adding digital speed feedback signs near Phoenix Academy to increase driver awareness for enhanced safety.

RECOMMENDATIONS

147

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148

Town of Apple Valley Complete Streets Action Plan

* Note: Town to conduct additional hydrology/topography study to assess proposed recommendations due to varying slopes throughout corridor.

Ro cka wa yR d

Add edgeline and centerline road markings on entire corridor.

d Ch

ew aR

thy

d nR

Install 8’-10’ Bicyclefriendly sidewalks on east side of Rimrock Road

l rlis Ca

roc k

o Tim St

r Co

Rd ke

Rim

ipp

o an Ro

SEGMENT START

Install 8’-10’ bicyclefriendly sidewalks on east side of Rimrock Road

MATCHLINE - SEE BELOW LEFT

Add green conflict striping and high-visibility crosswalks.

Rimrock Rd

SEGMENT END Ri

Hw y1

Ou te rH wy 18 N

ter

Shasta Rd

Rd ck o r

Pi u SR

Install curve advance warning signs.

Allegheny Rd

MATCHLINE - SEE ABOVE RIGHT

Install 8’-10’ bicyclefriendly sidewalks on east side of Rimrock Road

Coordinate with VVTA to install bus shelter with seating. (See ADA Standard 810.3).

ck ro m

Highway 18 Access Plan: Consider corridor wide path and green conflict striping north of Outer Hwy 18 N; signalizing intersection with high-visibility crosswalks and curb ramps, signal warrant analysis required; rumble strips on both sides of SR 18.

Local Roadway Safety Plan: Install/upgrade larger or additional stop sings or other intersection warning/regulatory signs; install splitter-islands on the minor road approaches; create directional median openings to allow (and restrict) leftturn and u-turns.

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

YOUR SPEED

High-visibility Crosswalk Green Conflict Striping Curb Ramps Speed Feedback Sign Wayfinding Sign Connection to CSAP Project

RECOMMENDATIONS

149

Rimrock Rd

SEGMENT 2 START

Rd o rr an

Install a neighborhood traffic circle.

R SR

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route 150

Broken Bow Rd

rra n

ro ck

Rancherias Rd

Rimrock Rd

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Town of Apple Valley Complete Streets Action Plan

EXISTING FACILITIES Signalized Intersection Bus Stop

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

High-visibility Crosswalk Green Conflict Striping Curb Ramps

Town owned parcels, opportunity for placemaking, urban greening and beautification.

YOUR SPEED

MATCHLINE - SEE BELOW LEFT

Install 8’-10’ bicyclefriendly sidewalks on both sides of Rimrock Road.

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project

Wanaque Rd N

Rimrock Rd

Tonekai Rd

Safe Routes to School Plan: Utility easement/dirt path.

Wanaque Rd

SEGMENT START

Install 8’-10’ bicyclefriendly sidewalks on both sides of Rimrock Road.

Safe Routes to School Plan: Sidewalk gap closure/ addition on both sides of Wanaque Rd.

Kiamichi Rd

Install digital speed feedback signs (See CA MUTCD Chapter 2B and Traffic Calming Guide Category A) to discourage drivers from speeding as they approach Brewster Park.

YOUR SPEED

Safe Routes to School Plan: Sidewalk gap closure/ addition on both sides of Wanaque Rd.

High-visibility Crosswalk Green Conflict Striping Curb Ramps Speed Feedback Sign Wayfinding Sign Connection to CSAP Project

Phoenix Academy

YOUR SPEED

Coordinate with VVTA to install bus pad with shelter with seating. (See ADA Standard 810.2).

Thunderbird Rd

SEGMENT END

Safe Routes to School Plan: Install raised curb on south side between Straight Arrow Rd and Washoan Rd.

RECOMMENDATIONS

151

END OF PROJECT

152

Town of Apple Valley Complete Streets Action Plan

L. Jess Ranch Marketplace via Del Oro Del Oro Road From: Apple Valley Road To: Navajo Road

Total Distance 2.58 Miles

SPEED LIMIT

Connections to Destinations: » Apple Valley Fire Station » Ashwood Golf Course » Jess Ranch Lakes » Jess Ranch Marketplace

Total Area Collisions

Proposed Project Recommendations: » Implement green conflict striping for the

existing Class II bicycle lanes at the Apple Valley Road and Del Oro Road intersection. » Add a Class II bicycle lane on Del Oro Road, with green conflict striping at intersections to increase visibility and awareness of road users. » Install minor road splitter island on Apple Valley Road and Del Oro Road intersection. » Install sidewalks on both sides of Del Oro Road with curb ramps, truncated domes, and add high-visibility crosswalks at intersections. » Pave segments of unpaved road to install pedestrian, bicyclist, and driver facilities. » If road is paved, consider four way stop or roundabout where Del Oro Road intersects with Deep Creek Road, Merino Avenue, Kiowa Road, Mohawk Road, and Navajo Road. » Install bus shelters with VVTA coordination. Note: The Town will need to collaborate with all private property owners for all project recommendations or acquire right-of-way.

RECOMMENDATIONS

153

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154

Town of Apple Valley Complete Streets Action Plan

Del Oro Road

Jess Lakes

Cottontail Ln

Install truncated domes to existing curb ramps.

Deep Creek Rd

Ashwood Golf Course

*Note: Private Property from this point west towards Deep Creek Rd.

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

EXISTING FACILITIES Signalized Intersection Bus Stop

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

Install high-visibility crosswalks and curb ramps with truncated domes. If road is paved, consider four way stop or roundabout. Traffic study needed.

Merino Ave

Mockingbird Ave

Arcadia Ave

Del Oro Rd

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

MATCHLINE - SEE BELOW LEFT

MATCHLINE - SEE ABOVE RIGHT

Install high-visibility crosswalks and curb ramps with truncated domes. If road is paved, consider four way stop or roundabout. Traffic study needed.

d yR lle Va

L on

Wallflower Ln

Brisbane Ave

Locust

Del Oro Rd i Dandel

e pl Ap

PROJECT START

Install minor road splitter island.

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

*Note: Private Property from this point east towards Mockingbird Ave.

MATCHLINE - SEE BELOW LEFT

Install high-visibility crosswalks and truncated domes to existing curb ramps.

Construct sidewalks on both sides of entire corridor.

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project RECOMMENDATIONS

155

Coordinate with VVTA to install bus shelter with seating. (See ADA Standard 810.3).

*Note: Private Property from this point west towards Juniper Rd.

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Town of Apple Valley Complete Streets Action Plan

EXISTING FACILITIES Signalized Intersection Bus Stop

Del Oro Rd

Install high-visibility crosswalks and curb ramps with truncated domes. Consider four way stop or roundabout. Traffic study needed.

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

Navajo Rd

Heldon Pl

Pasco Rd

Jamacha Rd

Pasco Rd

Opata Rd Lovia Ln

*Note: Private Property from this point east towards Pasco Rd.

Mohawk Rd

Pagosi Rd

Kiowa Rd

Dolphin Ave

Juniper Rd

Del Oro Rd

*Note: SB 1216 prohibits Class III bicycle routes on roads with speed limits greater that 30 mph. Town could consider lowering speed limit or upgrading to Class I multi-use path.

PROJECT END

MATCHLINE - SEE ABOVE RIGHT

Circulation Element: Install Class III bicycle route.

Install high-visibility crosswalks and curb ramps with truncated domes. Consider four way stop or roundabout. Traffic study needed.

Construct sidewalks on both sides of entire corridor.

MATCHLINE - SEE BELOW LEFT

Del Oro Rd

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route 156

Install high-visibility crosswalks and curb ramps with truncated domes. Consider four way stop or roundabout. Traffic study needed.

Coordinate with VVTA to install bus shelter with seating. (See ADA Standard 810.3).

d aR Saratog

MATCHLINE - SEE ABOVE RIGHT

Del Oro Road

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project

M. Kiowa Connector Kiowa Road From: Yucca Loma Road To: Ocotillo Way

Total Distance 4.94 Miles

SPEED LIMIT

Connections to Destinations: » Apple Valley Fire Station » Kiowa Plaza Shopping Center

Total Area Collisions

101

Proposed Project Recommendations: » Implement green conflict striping for existing

Class II bicycle lanes to increase visibility and awareness of road users. » Install sidewalks on both sides of Kiowa Road. Right-of-way purchasing may be required where the road narrows. » Add curb ramps to include truncated domes and add high-visibility crosswalks at intersections. » Install bus shelters with VVTA coordination. » Include urban greening and/or placemaking opportunities where right-of-way allows. » Implement Bear Valley Road and Kiowa Road intersection improvements as outlined in the Local Roadway Safety Plan. Add curb extensions and directional curb ramps. » Consider installing neighborhood roundabouts where Kiowa Road intersects with Sandia Road to serve as a traffic calming measure that can also promote the continuous flow of traffic. » If road is paved, consider four way stop or roundabout where Del Oro Road intersects Kiowa Road.

RECOMMENDATIONS

157

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158

Town of Apple Valley Complete Streets Action Plan

Install green conflict striping for existing Class II bicycle lanes; high-visibility crosswalks, and curb ramps with truncated domes.

Kiowa Rd Local Roadway Safety Plan: Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs; upgrade intersection pavement parkings; install flashing beacons at stop-controlled intersections; install flashing beacons as advanced warning.

Cayunga Rd

Ottawa Rd

Yucca Loma Rd

Install 5’ sidewalk on both sides of road; may require ROW purchase where road narrows.

Little Beaver Rd

Opportunity for placemaking and urban greening or relocation of adjacent bus stop.

Install green conflict striping for existing Class II bicycle lanes; high-visibility crosswalks, and curb ramps with truncated domes.

Sitting Bull Rd

Opportunity for placemaking and urban greening at NW and SW corners.

Nisqually Rd

Coordinate with VVTA to install bus shelter with seating. (See ADA Standard 810.3).

Quileute Rd

Opportunity for placemaking and urban greening.

Teton Rd

Coordinate with VVTA to install bus shelter with seating. (See ADA Standard 810.3). Opportunity for placemaking and urban greening.

Ponca Rd

Install 5’ sidewalk on both sides of road; may require ROW purchase where road narrows.

Kiowa Rd

MATCHLINE - SEE BELOW LEFT

MATCHLINE - SEE ABOVE RIGHT

Capital Improvement Project: Yucca Loma Rd Widening from Rincon Rd to Navajo Rd/SR 18.

MATCHLINE - SEE BELOW LEFT

Coordinate with VVTA to install bus shelter with seating. (See ADA Standard 810.3).

t ha w Po

PROJECT START

Kiowa Road

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

EXISTING FACILITIES Signalized Intersection Bus Stop

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project RECOMMENDATIONS

159

Coordinate with VVTA to install bus shelter with seating. (See ADA Standard 810.3). Opportunity for placemaking and urban greening.

Sioux Rd

Caddo Rd

Coordinate with VVTA to install bus shelter with seating. (See ADA Standard 810.3).

Kiowa Rd

Puye Rd Sequoia St

Kiowa Rd

Construct sidewalks on both sides of entire corridor. Would require ROW purchase in some areas.

Laguna Rd

Install curb extensions with directional curb ramps and highvisibility crosswalks.

Bear Valley Rd

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route 160

Coordinate with VVTA to install bus shelter with seating. (See ADA Standard 810.3).

Rd Pahute

Lone Eagle Rd

Install green conflict striping for existing Class II bicycle lanes; high-visibility crosswalks, and curb ramps with truncated domes.

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Town of Apple Valley Complete Streets Action Plan

MATCHLINE - SEE BELOW LEFT

MATCHLINE - SEE ABOVE RIGHT

Coordinate with VVTA to install bus shelter with seating. (See ADA Standard 810.3).

MATCHLINE - SEE BELOW LEFT

MATCHLINE - SEE ABOVE RIGHT

Kiowa Road

Install high-visibility crosswalks, green conflict striping, and curb ramps with truncated domes.

EXISTING FACILITIES Signalized Intersection Bus Stop

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project

Del Oro Rd

Opata Rd

Sandia Rd

Install neighborhood traffic circle that accommodates Class II.

Install high-visibility crosswalks and curb ramps with truncated domes. Consider four way stop or roundabout. Traffic study needed.

Kiowa Rd

Circulation Element: Install Class III bicycle route.

Caribou Ave

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Wren St

Lancelet Rd

*Note SB 1216 prohibits Class III bicycle routes on roads with speed limits greater that 30 mph. Town could consider lowering speed limit or upgrading to Class I multi-use path.

Coordinate with VVTA to install bus shelter with seating. (See ADA Standard 810.3).

Install high-visibility crosswalks and curb ramps with truncated domes.

Verde Dr

Construct 5’ sidewalks on both sides of entire corridor. Would require ROW purchase in some areas.

Kiowa Pl

Coordinate with VVTA to install bus shelter with seating. (See ADA Standard 810.3).

MATCHLINE - SEE BELOW LEFT

MATCHLINE - SEE ABOVE RIGHT

Construct 5’ sidewalks on both sides of entire corridor. Would require ROW purchase in some areas.

Kiowa Rd Coordinate with VVTA to install bus shelter with seating. (See ADA Standard 810.3).

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

EXISTING FACILITIES Signalized Intersection Bus Stop

MATCHLINE - SEE BELOW LEFT

MATCHLINE - SEE ABOVE RIGHT

Kiowa Road

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project RECOMMENDATIONS

161

Kiowa Rd

STOP

Town Boundary

M ar m o s e t St

Kiowa Rd

Install Class II bicycle lane on both sides of corridor for continuation of existing Class II bicycle lane.

Consider high-visibility crosswalks and curb ramps. Upgrade to LED stop signs.

Tussing Ranch Rd

Rambling Rd

Install bicycle network wayfinding sign.

MATCHLINE - SEE BELOW LEFT

MATCHLINE - SEE ABOVE RIGHT

Kiowa Road

EXISTING BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route 162

Kiowa Rd

Ocotillo Wy

Poppy Rd

Install Class II bicycle lane on both sides of corridor for continuation of existing Class II bicycle lane.

Town Boundary

SEGMENT 1 END

MATCHLINE - SEE ABOVE RIGHT

*Note: This segment may be out of Town jurisdiction and further coordination required.

PROPOSED BICYCLE FACILITIES Class I Multi-use Path Class II Bicycle Lane Class III Bicycle Route

Town of Apple Valley Complete Streets Action Plan

EXISTING FACILITIES Signalized Intersection Bus Stop

PROPOSED FACILITIES Roundabout/Traffic Circle PHB or RRFB STOP LED Stop Sign

High-visibility Crosswalk Green Conflict Striping Curb Ramps

YOUR SPEED

Speed Feedback Sign Wayfinding Sign Connection to CSAP Project

END OF PROJECT

RECOMMENDATIONS

163

ENDNOTES 16 National Association of City Transportation Officials (NACTO). (2013). Urban Street Design Guide. 17 Caltrans. (2014). California Manual on Uniform Traffic Control Devices (CA MUTCD). 18 Caltrans. (2020). California Highway Design Manual (HDM). 19 U.S. Department of Transportation. (2000). Roundabouts: An Informational Guide.

164

Town of Apple Valley Complete Streets Action Plan

APPENDIX

Literature Review Summaries TOWN OF APPLE VALLEY HISTORY AND COMMUNITY PROFILE Notable Components: » Town incorporated November 28, 1988 » Town Motto: “A Better Way of Life” » Short overview of Town’s history, location, climate,

demographics, job opportunities, amenities, and points of interest

Takeaways for Complete Streets: » Lists local multi-use trails for walking, biking, and

equestrian use as important components of the Town

Insight Complete Streets will further guide the Town towards its vision of “A Better Way of Life”.

TOWN OF APPLE VALLEY GENERAL PLAN (2009) Notable Components: » Required by California State Law » Establishes the Town’s long-term vision » Guide for Town’s goals, policies, and programs for each

respective element » Improvements related to complete streets were found in » Circulation Element, Land Use Element, Parks and Recreation Element, and Housing Element

Takeaways for Complete Streets: » Maintain and expand a safe and efficient transportation

system with minimal impact, and expansion of an integrated and comprehensive bike system

Insight Apple Valley envisions a future of cohesive multimodal corridor networks that connect a multitude of land uses and residents.

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VILLAGE SR 18 CORRIDOR ENHANCEMENT PLAN (2018) Notable Components: » Project location: SR-18 between Navajo Road and

Central Road of Apple Valley » Recommendations include but are not limited to: » Traffic signal hardware and timing adjustments » Protected left turns » Splitter islands » Connecting gaps in sidewalk network

Takeaways for Complete Streets: » Recommendations aimed to improve overall traffic

operations, pedestrian accessibility, and roadway network layout

Insight Large infrastructure improvements like roundabouts and traffic circles were recommended on major intersections in project limits. Reconfiguration of the frontage roads to implement new sidewalks and a cycle track should also be considered.

CLIMATE ACTION PLAN (2021) Notable Components: » Outlines Town’s strategies to reduce greenhouse gas (GHG)

emissions » Includes reduction of vehicle miles traveled (VMT) » Emissions reduced by 20% between 2005 and 2019, but VMT increased by about 19% » Proposes more mixed-use developments along major corridors

Takeaways for Complete Streets: » Recommendations to reduce GHG and VMT include: » Expand bikeways, paths and trails to connect to daily

destination and transit » Roadway improvements for LOS D or worse roads » Enforce vehicle idling time limits

Insight Complete Streets improvements will reduce reliance on automobiles, contributing to improving Apple Valley’s climate. APPENDIX A

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LOCAL ROAD SAFETY PLAN (2022) Notable Components: » Focuses on roadway safety and enhancement

opportunities

» Provides recommendations and evaluations based on

town-wide collisions data

» Identifies

challenge areas and provides comprehensive analysis of school zones

» Most common collision types: Broadside, Rear-End,

and Hit Object

Takeaways for Complete Streets: » The LRSP notes that a Complete Streets study should

be completed to help achieve goals listed in the LRSP. Additional countermeasures include protected leftturns, better pedestrian visibility, and enhanced traffic signals

Insight LRSP identifies intersection/corridor improvements along corridors recommended for complete street improvements, i.e. along Bear Valley Road corridor, Apple Valley Rd., SR-18, etc.

MULTI-USE TRAILS AND EQUESTRIAN STANDARDS (2005) Notable Components: » Provides enforceable equestrian-friendly standards for all

development for Equine Districts, or zones that are: Very Low Density Residential, Low Density Residential, Residential Agricultural, Residential Estate, and Residential Equestrian. » Trails will not affect street right-of-way width; bike trails will not be affected by equestrian trail widths Takeaways for Complete Streets: » All trails will be multi-use, appropriate for walking, biking, and

for “any other device moved by ‘human propulsion’”. Motor vehicles prohibited

Insight Consider converting existing bridle trails to multi-use trails that accommodate pedestrian and active transportation modes, especially those around major destinations such as schools.

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SAFE ROUTES TO SCHOOL PLAN (2017) Notable Components: » Identifies 10 school sites in and around Apple Valley » Existing safety concerns include speeding vehicles, running

red lights, and inattention to pedestrian activity » Includes engineering recommendations for infrastructure improvements » Includes non-engineering programs such as education and incentive programs Takeaways for Complete Streets: » Promote walking and biking to school by providing safer

and more accessible bicycle and pedestrian facilities » Aims to increase the mode share of students who walk and bike to school » Funded by $3.4 million grant to implement Class 1 Bike Paths Insight Schools along recommended Complete Streets corridors will be positioned for grant funding.

APPLE VALLEY VILLAGE SPECIFIC PLAN (2022) Notable Components: » Partnered with local businesses with shared vision of a “vibrant

downtown that serves as a destination for shopping, dining, and entertainment” » Accomplished in part by improving mobility and enhancing public realm » Reaffirms General Plan’s Circulation Element goals of maintaining safe and efficient circulation and transportation systems Takeaways for Complete Streets: » Many recommendations to expand pedestrian and bicycle

pathways, minimize conflict of different travel modes, provide sidewalks and paseos, etc. » Complements mobility improvements proposed in the Village Corridor Enhancement Plan adopted in 2018, which covers the same plan extent Insight The Village is along SR-18, a major candidate for Complete Streets improvements and the opportunity to be a placemaking gateway for the Town. APPENDIX A 169

HIGHWAY 18 ACCESS PLAN (2025) Notable Components: » Project location: SR-18 between Apple Valley Road and

Bass Hill Road in the Town of Apple Valley » Adopted by Town Council in January 2025 » Goals include but are not limited to: Safety, Connectivity, Community-Based Vision, Sustainability, and Economic Development Takeaways for Complete Streets: » Goals and recommendations will be further refined to

reflect community input through extensive outreach efforts » Multi-use path is considered along full extent of SR-18 Insight There is a portion of SR-18, between Bass Hill Road and Navajo Road, that was not studied by either the Highway 18 Access Plan or the 2018 Village SR-18 Corridor Enhancement Plan. This unstudied segment should be considered as part of the Complete Streets improvements.

PARKS AND RECREATION MASTER PLAN (2013) Notable Components: » Update of the 2004 Parks and Recreations Master Plan,

compliant with General Plan » Community has a demand for more multi-use trails, but few parks provide trails connected to the Town trail network which falls outside their park jurisdiction Takeaways for Complete Streets: » Enhance network of parks and trails that provide access

to natural environment and key destinations » Recommends stronger coordination strategy with other Town departments to create interconnected trail system Insight A comprehensive Complete Streets network should connect to trails and active transportation routes that are under the jurisdiction of the Parks and Recreation department.

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TOWN OF APPLE VALLEY CIRCULATION ELEMENT UPDATE (2024) Notable Components: » Builds on existing goals of 2009 Circulation Element to

expand a safe and efficient circulation system Town Motto: “A Better Way of Life” » Identifies existing safety hotspots that should be prioritized » Emphasizes that active transportation is an integral part of a well-balanced transportation system Takeaways for Complete Streets: » The Townwide Complete Streets Action Plan will be integral to

implement improvements in the Town’s active transportation network, and will address existing and potential gaps to better integrate a multi-modal transportation system

Insight The updated Circulation Element identifies intersection/ corridor improvements along corridors recommended for complete street improvements, i.e. along Bear Valley Road corridor, Apple Valley Rd, Kiowa Rd, and Navajo Road.

SAN BERNARDINO COUNTY NON-MOTORIZED TRANSPORTATION PLAN (2018) Notable Components: » Seeks to develop a “cohesive, integrated plan” to expand

active transportation infrastructure throughout the county » For Apple Valley it states: “Apple Valley’s quality of life is tied to its rural character” and “clean air…and open spaces permit Apple valley to be an opportune area to reach destinations by other means other than the automobile” » Lists goals and system recommendations on a countywide level Takeaways for Complete Streets: » Numerous recommendations that aim to increase

bicycle and pedestrian access, increase bicycle and pedestrian users, accommodate transportation with land use planning, and improve safety for non-motorized users

Insight The abundant clean air and open space in Apple Valley position the region as a prime candidate for non-motorized modes of transportation, particularly among major corridors. APPENDIX A

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SAN BERNARDINO COUNTY TRANSPORTATION AUTHORITY POINTS OF INTEREST PEDESTRIAN PLAN (2018) Notable Components: » Continuation of SBCTA’s San Bernardino County Non-

Motorized Transportation Plan » Identifies pedestrian points of interests for cities within the County, including Apple Valley Takeaways for Complete Streets: » Points of interests include: Kiowa Plaza Shopping Center,

James A. Woody Community Center & Parks, Apple Valley Town Hall & Civic Facilities, Bear Valley & Apple Valley Retail, Apple Valley High School, Granite Hills High School, and Norm Schmidt Park » Identifies specific corridor improvements on Powhatan Road Insight Complete Streets will consider the specific recommendations on the PIPP corridors, i.e. Bear Valley Road and Apple Valley Road.

VICTOR VALLEY TRANSPORTATION AUTHORITY SHORT RANGE PLAN (2020) Notable Components: » Required to conduct Short-Range Transit Plan every 5 years » Overview of VVTA’s transit service and existing fixed operating services and capital assets » Guide for Town’s goals, policies, and programs for each respective element » Identifies issues to be addressed in the upcoming Comprehensive Operational Analysis (COA) » VVTA is in the process of updating their Short-Term Transit Plan. Takeaways for Complete Streets: » Recommendations aim to increase overall system routing, on-time-performance, and reducing transfers » New High-speed rail station in Apple Valley will affect system operations Insight Apple Valley does not manage routes or service changes. It does have jurisdiction for bus stop shelters, benches, trash receptacles, and other maintenance. Potential transit hub locations are at Apple Valley Post Office and along corridors such as Bear Valley Road and Dale Evans Parkway. 172

Town of Apple Valley Complete Streets Action Plan

CALTRANS MODE SHARE ACTION PLAN (2020) Notable Components: » Describes high-level priority actions aiming to triple biking,

double walking, and double transit use over two-year window » Highlights include managing the Sustainable Communities Planning Grant ($25 Million), providing technical assistance and delivery support for ATP projects, amongst others » Short overview of Town’s history, location, climate, demographics, job opportunities, amenities, and points of interest » Provides extensive list of training programs, development standards/guideline documents, and data resources Takeaways for Complete Streets: » Caltrans

is actively promoting training, community engagement, data collection, and research for Complete Streets best practices

Insight Apple Valley should consider utilizing these resources from Caltrans when considering and prioritizing corridor projects.

SOUTHERN CALIFORNIA ASSOCIATION OF GOVERNMENTS CONNECT SOCAL 2020-2045 (2020) Notable Components: » Establish a long-term cohesive regional vision for the

SCAG region » Discusses existing conditions and challenges, forecasted development patterns, transportation investments, policy implementation, financial summaries, and performance measures Takeaways for Complete Streets: » Reduce GHG emissions and automobile dependence;

support alternative modes of transportation; encourage traffic safety, with particular emphasis for pedestrians, cyclists, and vulnerable populations

Insight Apple Valley’s Complete Streets will align with SCAG’s goals for encouraging alternative transportation modes and improving traffic safety for active transportation users.

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SAN BERNARDINO LOCAL ROADWAY SAFETY PLAN (2022) Notable Components: » Provides framework to systematically identify and address

safety challenges. Improvements prioritized based on community need and contribution to state goals » Safety will be highest priority when considering trade-offs » Toolbox and case studies provided for implementation projects Takeaways for Complete Streets: » Non-signalized intersection at Dale Evans Pkwy & Quarry

Rd identified in the LRSP. » Improvements include flashing beacons, warning signs, rumble strips, and splitter islands Insight Complete Streets projects in Apple Valley should review toolbox provided in the LRSP alongside the Hotspot case studies to find applicable solutions and countermeasures.

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APPENDIX

Outreach Collateral FACT SHEET (ENGLISH) What are Complete Streets? Complete streets are planned, designed, and maintained to serve pedestrians, bicyclists, transit riders, and drivers of all ages and abilities (Assembly Bill 1358).

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Project Timeline

Any questions or comments? Contact Us: completestreets@applevalley.org

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The community planning process for this Plan is to gather public input to identify and remove transportation barriers, increase accessibility, and improve equity and opportunity for underserved areas. Once complete, the Plan will provide implementable, grant-ready projects for driving, transit, biking, and walking.

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The Plan is funded through a federal Safe Streets and Roads for All (SS4A) grant, as part of the national Infrastructure Investment and Jobs Act (IIJA). The Town will be well positioned to receive future implementation funding as a result of the Plan.

The Town of Apple Valley is currently developing the Apple Valley Complete Streets Action Plan which is a comprehensive planning and design effort that will make recommendations for improving all modes of travel throughout the Town.

Complete Streets Plan Themes An improved transportation network will enhance safe travel options that result in mobility for all ages and abilities.

Reducing transportation barriers will improve equitable access to major destinations throughout the Town. Streets are more than just thoroughfares and can be vital spaces that connect communities and improve quality of life.

Visit the project website to learn more! https://arcg.is/0GW10K

FACT SHEET (SPANISH) ¿Qué son Calles Completas? Calles Completas son planificadas, diseñadas y mantenidas para atender a peatones, ciclistas, usuarios de transporte público y conductores de todas las edades y habilidades. (Assembly Bill 1358).

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El proceso de planificación para este Plan involucra la colección de comentarios del público para ayudar a identificar y remover obstáculos de transportación, aumentar accesibilidad, y mejorar la equidad y oportunidades para áreas desatendidas y no frecuentemente representadas. Ya completado, el Plan proporcionará proyectos implementables y listos para la solicitud de subvenciones que mejoran el manejo, transporte público, uso de bicicletas, y caminar.

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El Plan está fundado por el subsidio federal conocido como Safe Streets and Roads for All (SS4A) que es parte del acto nacional, Infrastructure Investment and Jobs Act (IIJA). Como resultado del Plan, la ciudad estará en buena posición para recibir fondos en el futuro para implementaciones de mejoramientos.

Temas del Plan de Calles Completas o od

La ciudad de Apple Valley actualmente está desarrollando el Plan de Calles Completas de la ciudad de Apple Valley que es un esfuerzo de planificación y diseño extensivo que hará recomendaciones para el mejoramiento de todos los modos de transportación dentro de la ciudad.

Una red de transporte mejorada garantizará opciones de viaje seguras que resultarán en movilidad para todos de diferentes edades y habilidades. La reducción de obstáculos al transporte mejorará el acceso equitativo a destinos importantes de la ciudad.

Las calles son más que vías públicas, pueden ser espacios vitales que conectan comunidades y mejoran la calidad de vida.

¡Visite la página web para más información! https://arcg.is/0GW10K

Cronología del Proyecto

¿Preguntas o comentarios? Contáctenos: completestreets@applevalley.org

APPENDIX B

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The Town of Apple Valley is currently developing the Apple Valley Complete Streets Action Plan to improve all modes of travel throughout the Town. As part of the community planning process, we want to know what you think about driving, transit, biking, and walking.

La ciudad de Apple Valley está desarrollando actualmente el Plan de acción de calles completas de Apple Valley para mejorar todos los modos de transporte en toda la ciudad. Como parte del proceso de planificación comunitaria, queremos saber qué piensa usted sobre conducir, transporte publico, andar en bicicleta y caminar.

Join us for public input at one of the events!

¡Únase a nosotros para recibir comentarios del público en uno de los eventos!

MAY MAYO 2024

JUNE JUNIO 2024

OCT. 2024

DEC. DIC. 2024

MAY MAYO 2025

Rockin’ Flea Market Pulga Roquera Lion’s Park

Sunset Concert Concierto al Atardecer Civic Center Park

Spooktakular Espeluznante Civic Center Park

Tree Lighting Ceremony Ceremonia de Iluminación del árbol Town Hall

Town Hall Ayuntamiento Virtual Online

The Town will be well positioned to receive future implementation funding, with your support. So, provide your comments at the events or online.

La ciudad con su apoyo estará bien posicionada para recibir fondos para implementación futura. Dinos tus comentarios en los eventos o por internet.

https://arcg.is/0GW10K Any questions or comments? Contact Us: completestreets@applevalley.org

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EVENT FLYER (ENGLISH/SPANISH)

Town of Apple Valley Complete Streets Action Plan

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QUESTIONNAIRE CLOSES OCTOBER 7TH!

Last Chance to Share Your Ideas! How do you travel around in Apple Valley walking, biking, transit, driving? Any questions or comments? Contact Us: completestreets@applevalley.org

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¡EL 7 DE OCTUBRE ES EL ULTIMA DIA PARA COMPLETAR EL CUESTIONARIO!

¡Su ultima oportunidad para compartir sus ideas! ¿Cómo viaja en Apple Valley - camina, anda en bicicleta, transito publico, conduce? ¿Preguntas o comentarios? Contáctenos: completestreets@applevalley.org

APPENDIX B

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COMMENT CARDS (ENGLISH/SPANISH)

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SURVEY QUESTIONNAIRE POSTCARDS (ENGLISH/SPANISH)

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The Town of Apple Valley is currently The Town ofthe Apple Valley is currently developing Apple Valley Complete Streets developing the Apple Valley Complete Streets Action Plan to improve all modes of travel Action Plan to improve all modes of travel throughout the Town. throughout the Town. As part of the community planning process, As community planning we part wantoftothe know about your travel process, patterns we want to know about your and focus areas for the Plan. travel patterns and focus areas for the Plan. Take the Complete Streets Action Plan survey Take the Complete Streets the Action questionnaire by scanning QR Plan code.survey questionnaire by scanning the QR code. Visit the project website for more information Visit the project website for more information https://www.applevalley.org/services/ https://www.applevalley.org/services/ engineering/projects-in-planning engineering/projects-in-planning Any questions or comments? Contact Us: Any questions or comments? Contact Us: completestreets@applevalley.org completestreets@applevalley.org

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Tell Us What You Think! Tell Us What You Think!

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Tell Us What You Think! Tell Us What You Think!

APPENDIX B

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SURVEY QUESTIONNAIRE 1 OF 3 (ENGLISH)

Town of Apple Valley Complete Streets Survey The Town of Apple Valley is currently developing the Apple Valley Complete Streets Action Plan to improve all modes of travel throughout the Town. As part of the community planning process, we want to know about your travel patterns and focus areas for the Plan. By completing this survey, you are contributing to the development of future projects that make up a Complete Street! 1. Neighborhoods - What neighborhood do you live in? (Select one) A. B. C. D. E. F.

Desert Knolls Hesperia Jess Ranch Sitting Bull School Area Spring Valley Lake Equestrian Estates Sycamore Rocks

G. H. I. J. K.

Thunderbird Road Tussing Ranch Victorville Prefer not to say Other comment (specify): ___________

2. Destinations - Which destinations do you go to or would like to go, if transportation options were improved? (Select two or more) A. B. C. D. E. F.

G. Apple Valley High School H. Brewster Park I. Civic Center (Town Hall, Library & Park) High Speed Rail at Dale Evans Parkway (future) J. Jess Ranch Marketplace & Town Center K. Mojave Narrows Riverwalk L.

Providence St. Mary’s Medical Center Singh Center for the Arts (old AMC Theater) The Village Victor Valley College Prefer not to say Other comment (specify): ___________

3. Concerns - What are the transportation issues in Apple Valley that concern you the most? (Select three or more) A. B. C. D. E.

F. Automobile speeds G. Bicycle comfort or lack of bike lanes Bus stop amenities (shade, seating, ADA access) H. Crashes or near-miss collisions I. Personal safety J.

Traffic congestion Visibility (lighting, obstructions, etc.) Walking (lack of sidewalk) Prefer not to say Other comment (specify): ___________

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SURVEY QUESTIONNAIRE 2 OF 3 (ENGLISH)

Draft Priority Projects

4. Projects - Which of the identified project corridors Prioritarios are most important to you? (Select between Proyectos Preliminares one and four choices)

APPLE VALLEY AIRPORT

Hall to A Town Brewster Park

Thunderbird

HWY

OTOE

WANAQUE

ROC HAPPY TRAILS

R IM

REGIONAL CONNECTION TO VICTORVILLE

ST.MARY’S MEDICAL CENTER

via J Park Rimrock

SR18 SR18

OCOTILLA

NAVAJO

STANDING ROCK SR18

RINCON

Walmart to Sitting Bull Road

& Riverwalk

YUCCA LOMA

Granite Hills High

E School Loop

RAMONA

Village to Downtown

ESAWS

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JOSHUA

CIVIC CENTER

THE VILLAGE

POWHATAN

Connector

Victor Valley

Jess Ranch Marketplace via Del Oro

APPLE VALL Y E

NAVAJO

DEL ORO

Singh Center (AMC)

SR18

BEAR VALLEY ROAD & THE AMC LOT

QUINNAULT

James Woody Loop

SITTING BULL

to Apple G College Valley High School

JESS RANCH MARKETPLACE

OTTOWA

Sitting

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MESQUITE

NAVAJO

Mojave Riverwalk North

Tussing Ranch Corridor

M Kiowa Connector OCOTILLO

Future High-Speed Rail Station City Boundary Mojave Narrows Regional Park Victor Valley College

Schools Parks SCAG Priority Equity Area (DAC) High Older Adult Population (DAC)

Existing Bicycle Facilities Class I (Multi-Use Path) Class II (Bike Lane) Proposed Priority Projects Priority Project Extent

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SURVEY QUESTIONNAIRE 3 OF 3 (ENGLISH) Project Name

Street Name

From

Town Hall to Brewster Park

Dale Evans Parkway

Bass Hill Road

Waalew Road

Village to Downtown

SR 18

Bass Hill Road

Joshua Road/ Eastern Town Boundary

Walmart to Sitting Bull Road

Rincon Road

SR 18

Sitting Bull Road

Mojave Riverwalk North

Mojave River East Bank

Bear Valley Road

Sitting Bull Road

Granite Hills High School Loop

Tussing Ranch Corridor

Tussing Ranch Road

Kiowa Road

Central Road

Victor Valley College to Apple Valley High School

Bear Valley Road

Apple Valley Road

Navajo Road

Singh Center (AMC)

Bear Valley Road

Navajo Road

Joshua Road/ Eastern Town Boundary

James Woody Loop

Navajo Road; Powhatan Road; Central Road; Ottawa Road; Quinnault Road

Thunderbird Park via Rimrock

Rimrock Road

Corwin Road

Thunderbird Park (via Wanaque Road)

Sitting Bull Connector

Sitting Bull Road

Apple Valley Road

Navajo Road

Jess Ranch Marketplace via Del Oro

Del Oro Road

Apple Valley Road

Navajo Road

Kiowa Connector

Kiowa Road

Yucca Loma Road

Ocotillo Way/ Southern Town Boundary

Other - Please Specify

Central Road from SR 18 to Ramona Avenue; Ramona Avenue; Ocotilla Road; Esaw Road

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SURVEY QUESTIONNAIRE 1 OF 3 (SPANISH)

Encuesta de Calles Completas de la Ciudad de Apple Valley La Ciudad de Apple Valley está desarrollando el Plan de Acción de Calles Completas para mejorar todos los modos de transporte en la comunidad. Como parte del proceso de planificación comunitaria, queremos conocer sus patrones de viaje y las áreas en las que deberíamos enfocarnos para este plan. Al completar esta encuesta, usted está contribuyendo al desarrollo de futuros proyectos que conformarán una Calle Completa. 1. Vecindarios - ¿En que vecindario vives? (Elija uno) A. Desert Knolls B. Hesperia C. Jess Ranch D. Área de la Escuela Sitting Bull E. Spring Valley Lake Equestrian Estates F. Sycamore Rocks

G. Thunderbird Road H. Tussing Ranch I. Victorville J. Prefiero no decir K. Otro comentario (especifique): ___________

2. Lugares -¿A qué lugares vas o te gustaría ir, si se mejoraran las opciones de transporte? (Elija dos o mas) A. B. C. D. E. F.

G. Hospital Providence St. Mary’s Apple Valley High School H. Centro Cultural Singh (anteriormente AMC) Parque Brewster Centro Cívico (Oficina Municipal, Biblioteca, y Parque) I. The Village (área comercial y de entretenimiento) Tren de Alta Velocidad en Dale Evans Parkway (futuro) J. Victor Valley College (colegio comunitario regional) Plaza Jess Ranch y Centro de la Ciudad K. Prefiero no decir Paseo del Río Mojave Narrows L. Otro (seleccione un lugar no listado)

3. Preocupaciones - ¿Qué aspectos del transporte en Apple Valley te causan más preocupación? (Elija tres o mas) A. Velocidades de los automoviles B. Comodidad al andar en bicicleta o falta de rutas seguras C. Condiciones en parades de autobus (sombra, asientos, accesibilidad) D. Choques o accidented cercanos E. Seguridad personal

F. Trafico congestionado G. Visibilidad (iluminacion, obstrucciones en el camino, etc.) H. Caminar (Falta de banqueta) I. Prefiero no decir J. Otro comentario (especifique):____________

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SURVEY QUESTIONNAIRE 2 OF 3 (ENGLISH) 4. Proyectos - ¿Cuáles de los corredores identificados son más importantes para usted? (Elija entre una y cuatro opciones)

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SURVEY QUESTIONNAIRE 3 OF 3 (SPANISH) Nombre del Proyecto

Nombre de la Calle

Empieza

Termina

Town Hall to Brewster Park

Dale Evans Parkway

Bass Hill Road

Waalew Road

Village to Downtown

SR 18

Bass Hill Road

Joshua Road/ Eastern Town Boundary

Walmart to Sitting Bull Road

Rincon Road

SR 18

Sitting Bull Road

Mojave Riverwalk North

Mojave River East Bank

Bear Valley Road

Sitting Bull Road

Granite Hills High School Loop

Tussing Ranch Corridor

Tussing Ranch Road

Kiowa Road

Central Road

Victor Valley College to Apple Valley High School

Bear Valley Road

Apple Valley Road

Navajo Road

Singh Center (AMC)

Bear Valley Road

Navajo Road

Joshua Road/ Eastern Town Boundary

James Woody Loop

Navajo Road; Powhatan Road; Central Road; Ottawa Road; Quinnault Road

Thunderbird Park via Rimrock

Rimrock Road

Corwin Road

Thunderbird Park (via Wanaque Road)

Sitting Bull Connector

Sitting Bull Road

Apple Valley Road

Navajo Road

Jess Ranch Marketplace via Del Oro

Del Oro Road

Apple Valley Road

Navajo Road

Kiowa Connector

Kiowa Road

Yucca Loma Road

Ocotillo Way/ Southern Town Boundary

Otro proyecto - Por favor especifique

Central Road from SR 18 to Ramona Avenue; Ramona Avenue; Ocotilla Road; Esaw Road

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PROJECT BUSINESS CARDS (ENGLISH/SPANISH)

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¿Cómo viaja en Apple Valley - camina, en bicicleta, transito publico, o conduce?

¡Diganos Qué Piensa!

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How do you travel around Apple Valley walking, biking, transit, driving?

Tell Us What You Think!

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PROJECT BANNER (ENGLISH/SPANISH)

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Complete Streets Plan Themes An improved transportation network will enhance safe travel options that result in mobility for all ages and abilities.

Reducing transportation barriers will improve equitable access to major destinations throughout the Town.

Streets are more than just thoroughfares and can be vital spaces that connect communities and improve quality of life.

Visit the project website to learn more! https://arcg.is/0GW10K

APPENDIX B 189

PROJECT TABLE CLOTH (ENGLISH/SPANISH)

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VIRTUAL TOWN HALL STICKERS (ENGLISH/SPANISH) *Note: Virtual Town Hall was rescheduled from April 17, 2025 to May 8, 2025.

Save the date! Virtual Town Hall Meeting April 17, 2025

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Save the date! VirtuallaTown ¡Reserva fecha!Hall Meeting April 17, 2025 Reunión virtual del ayuntamiento

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Save the date! VirtuallaTown ¡Reserva fecha!Hall Meeting April 17, 2025 Reunión virtual del ayuntamiento

S V ¡Re ReA

Save the date! VirtuallaTown ¡Reserva fecha!Hall Meeting April 17, 2025 Reunión virtual del ayuntamiento

S V ¡Re APPENDIX B 191 A Re

17 de abril de 2025

VIRTUAL TOWN HALL FLYER (ENGLISH)

TOWN OF APPLE VALLEY COMPLETE STREETS ACTION PLAN VIRTUAL TOWN HALL MEETING Join us for a Virtual Town Hall meeting for the Apple Valley Complete Streets Action Plan, a comprehensive planning and design effort that will make recommendations for all modes of travel – automobiles, walking, biking, taking transit, and placemaking - throughout Apple Valley.

Thursday, May 8, 2025 | 6 pm to 7:30 pm | Virtual via Zoom

How to Participate: This event will take place on Zoom. Use this link to join: tinyurl.com/CSAPZoom Note: The Plan is funded through a federal Safe Streets and Roads for All (SS4A) grant, as part of the national Infrastructure Investment and Jobs Act (IIJA)

Zoom link here!

What to Expect: We will ask for your feedback on conceptual designs for improving Dale Evans Parkway, Otoe Road, Rincon Road, Bear Valley Road, Sitting Bull Road, and more! English to Spanish interpretation available.

Learn More: tinyurl.com/AVCompleteStreets | Questions?: completestreets@applevalley.org

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Town of Apple Valley Complete Streets Action Plan

VIRTUAL TOWN HALL FLYER (SPANISH)

REUNIÓN PÚBLICA VIRTUAL DEL PLAN DE ACCIÓN DE CALLES COMPLETAS DE LA CIUDAD DE APPLE VALLEY Únase a nosotros en una reunión comunitaria virtual del Plan de Acción de Calles Completas de la ciudad de Apple Valley, un esfuerzo integral de planif icación y diseño que hará recomendaciones para mejorar todos los modos de viaje (automóviles, caminar, andar en bicicleta, usar el transporte público, y crear plazas publicas) en todo Apple Valley.

Jueves, 8 de mayo de 2025 | 6 pm a 7:30 pm | Virtual en Zoom

Cómo participar: Este evento se llevará a cabo en Zoom. Utilice este enlace para unirse: tinyurl.com/CSAPZoom Nota: El Plan de Acción de Calles Completas se financia a través de una subvención federal de Calles y Caminos Seguros para Todos (SS4A), como parte de la Ley Federal de Empleo e

Enlace de Zoom

Qué anticipar: ¡Le pediremos su opinión sobre los diseños conceptuales para mejorar Dale Evans Parkway, Otoe Road, Rincon Road, Bear Valley Road, Sitting Bull Road y más! Interpretación de inglés a español disponible.

Inversión en Infraestructura (IIJA). Aprende más: tinyurl.com/AVCompleteStreets | Preguntas?: completestreets@applevalley.org

APPENDIX B

193

VIRTUAL TOWN HALL POSTCARDS (ENGLISH/SPANISH)

YOU’RE INVITED! ¡ESTÁS INVITADO!

A Virtual Town Hall meeting for the Apple Valley Complete Streets Action Plan will be held on May 8th f rom 6:00 pm to 7:30 pm on Zoom. El 8 de mayo de las 6 a 7:30 pm por Zoom, se llevará a cabo una reunión comunitaria virtual para el Plan de Acción de Calles Completas de la ciudad de Apple Valley. This virtual community meeting is your opportunity to provide input on the Complete Streets Action Plan, which is a comprehensive planning and design effort that will make recommendations for improving all modes of travel – automobiles, walking, biking, taking transit, and placemaking - throughout Apple Valley. Esta reunión comunitaria virtual es su oportunidad para brindar su opinión sobre el Plan de Acción de Calles Completas, que es un esfuerzo integral de planif icación y diseño que hará recomendaciones para mejorar todos los modos de viaje (automóviles, caminar, andar en bicicleta, usar el transporte público, y crear plazas publicas) en todo Apple Valley.

Thursday, May 8, 2025 | 6 pm - 7:30 pm Jueves, 8 de mayo de 2025 | 6 pm - 7:30 pm What to Expect: We will ask for your feedback on conceptual designs for improving Dale Evans Parkway, Otoe Road, Rincon Road, Bear Valley Road, Sitting Bull Road, and more! English to Spanish interpretation available.

How to Participate: This virtual event will take place on Zoom. Use this link to join: tinyurl.com/CSAPZoom Cómo participar: Este evento virtual se llevará a cabo en Zoom. Utilice este enlace para unirse: tinyurl.com/CSAPZoom

194

Note: The Plan is funded through a federal Safe Streets and Roads for All (SS4A) grant, as part of the national Infrastructure Investment and Jobs Act (IIJA).

Zoom link

Qué anticpar: ¡Le pediremos su opinión sobre los diseños conceptuales para mejorar Dale Evans Parkway, Otoe Road, Rincon Road, Bear Valley Road, Sitting Bull Road y más! Interpretación de inglés a español disponible.

Town of Apple Valley Complete Streets Action Plan

VIRTUAL TOWN HALL E-NEWSLETTER

Hello, You are receiving this email because you have participated and expressed interest in the Town of Apple Valley’s Complete Streets Action Plan. We want your input about complete streets improvements in your community. Over the past year, the Town has been working with the community to develop a comprehensive planning and design effort that will make recommendations for improving all modes of travel throughout Apple Valley. The Town is hosting a Virtual Town Hall Meeting for the Complete Streets Action Plan on Thursday, May 8th, from 6 pm to 7:30 pm, so please join us! We will share draft conceptual designs for improving transportation along streets in Apple Valley, including: ● ● ● ● ● ●

Dale Evans Parkway Otoe Road Rincon Road Bear Valley Road Sitting Bull Road … and more!

Event Details Date: Thursday, May 8, 2025 Time: 6 pm to 7:30 pm What to Expect: We will share conceptual street designs and ask for your feedback. English to Spanish interpretation available. How to Participate: This virtual event will take place on Zoom. Use this link to join: tinyurl.com/CSAPZoom Your input will be used to inform draft recommendations for the Complete Streets Action Plan before it is presented to the Town Council. We hope to see you there! For more project information, visit the Complete Streets Action Plan webpage at tinyurl.com/AVCompleteStreets Thank you! Apple Valley Complete Streets Action Plan project team Note: The Complete Streets Action Plan is funded through a federal Safe Streets and Roads for All (SS4A) grant, as part of the national Infrastructure Investment and Jobs Act (IIJA).

KTUA | 3916 Normal Street | San Diego, CA 92103 US Unsubscribe | Update Profile | Constant Contact Data Notice

APPENDIX B

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VIRTUAL TOWN HALL ‘OUR TOWN E-NEWSLETTER’ (ENGLISH)

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VIRTUAL TOWN HALL SOCIAL MEDIA POST (FACEBOOK)

APPENDIX B

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VIRTUAL TOWN HALL SOCIAL MEDIA POST (INSTAGRAM)

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Town of Apple Valley Complete Streets Action Plan

VIRTUAL TOWN HALL MEDIA POST (DAILY PRESS)

APPENDIX B 199

Survey Questionnaire Report

Typeform Survey Questionnaire Results Summary October 2024

Question 1 (60 out of 60 people answered this question) What neighborhood do you live in? Victorville

Tussing Ranch

Thunderbird Road

Sycamore Rocks

Spring Valley Lake Equestrian Estates

Sitting Bull School Area

Prefer not to say

Jess Ranch

Hesperia

Desert Knolls

Other

25 0

200 Town of Apple Valley Complete Streets Action Plan

Typeform Survey Questionnaire Results Summary October 2024

Question 1 (60 out of 60 people answered this question) What neighborhood do you live in? Victorville

Tussing Ranch

Thunderbird Road

Sycamore Rocks

Spring Valley Lake Equestrian Estates

Sitting Bull School Area

Prefer not to say

Jess Ranch

Hesperia

Desert Knolls

Other

25 0

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201

Question 2 (60 out of 60 people answered this question – with multiple choice)

Which destinations do you go to or would like to go, if transportation options were improved? Other

Prefer not to say

Victor Valley College

The Village

Singh Center for the Arts (old AMC Theater)

Providence St. Mary’s Medical Center

Mojave Narrows Riverwalk

Jess Ranch Marketplace & Town Center

High Speed Rail at Dale Evans Parkway (future)

Civic Center (Town Hall, Library & Park)

Brewster Park

Apple Valley High School

1 0

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Question 3 (60 out of 60 people answered this question – with multiple

choice)

What are the transportation issues in Apple Valley that concern you the most? Other

Prefer not to say

Walking (lack of sidewalk)

Visibility (lighting, obstructions, etc.)

Traffic congestion

Personal safety

Crashes or near-miss collisions

Bus stop amenities (shade, seating, ADA access)

Bicycle comfort or lack of bike lanes

Automobile speeds

15 0

APPENDIX B 203

Question 4 (60 out of 60 people answered this question – with multiple choice)

Which of the identified project corridors are most important to you? Other

M. Kiowa Connector

L. Jess Ranch Marketplace via Del Oro

K. Sitting Bull Connector

J. Thunderbird Park via Rimrock

I. James Woody Loop

H. Singh Center (AMC)

G2. Bear Valley Road (Kiowa Road to Navajo Road)

G1. Bear Valley (Apple Valley Road to Mockingbird…

Tussing Ranch Corridor

Granite Hills High School Loop

Mojave Riverwalk North

Walmart to Sitting Bull Road

Village to Downtown

Town Hall to Brewster Park

16 0

NOTE: “G1” was formerly “G. Victor Valley College to Apple Valley High School – Bear Valley Road.” Project G was then split into “G1” and “G2.” Prior to this split, 14 respondents selected Project G. Following the split, 5 respondents selected Project G1.

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Insights Typeform Survey Questionnaire Trends 50 45 40 35 30 25 20 15 10 5 0

Typeform Surveys Received by Device 9

51 Desktop

Mobile

APPENDIX B 205

Event Summaries EVENT #1 SUMMARY - ROCKIN’ FLEA MARKET

206 Town of Apple Valley Complete Streets Action Plan

EVENT #2 SUMMARY - SUNSET CONCERT

APPENDIX B 207

EVENT #3 SUMMARY - HALLOWEEN SPOOKTACULAR

208 Town of Apple Valley Complete Streets Action Plan

EVENT # 4 SUMMARY - TREE LIGHTING CEREMONY

APPENDIX B 209

EVENT #5 SUMMARY - STATE OF THE TOWN

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Town of Apple Valley Complete Streets Action Plan

EVENT #6 SUMMARY - VIRTUAL TOWN HALL MEETING

APPENDIX B

211

EVENT # 7 SUMMARY- TOWN COUNCIL MEETING #1 Town Council Meeting Event #7 EVENT SUMMARY

On May 13, 2025, the project team delivered a presentation on the draft Complete Streets Action Plan at Town Council meeting in Council Chambers. The presentation provided: • An overview of the project background, including how the Plan was grant-funded and connects to other projects in Apple Valley. • A summary of the robust community engagement process that involved 20 events and reached thousands of Apple Valley residents. • An introduction to the Plan’s 14 complete streets projects, including an overview of draft recommendations for six Conceptual Design projects. • A preview of next steps for the Plan’s implementation, such as pursuing additional funding using the grant-ready and communitysupported projects included in the Plan. Upcoming funding opportunities include the U.S. DOT Safe Streets and Roads for All, Caltrans Active Transportation Program, and SBCTA TDA Article 3 grant programs.

Key Takeaways • Council applauded the Plan’s engaging and interactive community engagement process. • Council expressed gratitude and pride in the Town’s success in securing grant funding for infrastructure improvements. • Council asked questions about the funding and implementation process, project constructability and cost, and drainage considerations. • Council looks forward to the Plan’s implementation and associated safety benefits. • The draft Plan is available for public review online from May 13 to June 13, 2025.

Any questions or comments? Contact Us: completestreets@applevalley.org

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APPENDIX

Complete Streets Toolkit Design Guidance Appendix C contains a selection of pages from the following guiding documents: » California Highway Design Manual (HDM) » California Manual on Uniform Traffic Control Devices (CA MUTCD) » Caltrans Design Information Bulletins (DIB): DIB 89-02 and DIB 94

The featured pages are to be used only as a starting point of reference for the Town. The Town is encouraged to review the documents in their entirety, as well as any other relevant regulations and standards, when designing complete streets improvements. Any complete streets improvements should be designed and constructed per the CA MUTCD and engineering recommendations.

HDM: Design Guidance for Class I Bicycle Facilities 1000-8 July 1, 2020

Highway Design Manual

Figure 1003.1A Two-Way Class I Bikeway (Bike Path)

NOTES: (1)

See Index 1003.1(15) for pavement structure guidance of bike path.

(2)

For sign clearances, see California MUTCD, Figure 9B-1. Also, for clearance over the shoulder see Index 1003.1(3).

(3)

The AASHTO Guide for the Development of Bicycle Facilities provides detailed guidance for creating a forgiving Class I bikeway environment.

*1% cross-slope minimum.

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DIB 89-02: Design Guidance for Class IV Bicycle Facilities DIB 89-02

February 7, 2022

Figure 4: Typical One-Way Class IV Bikeway Cross Sections

NOTES: 1) See CA MUTCD Section 3B.19 for parking guidance. 2) For separated bikeway marking and signing guidance, see the CA MUTCD Part 9. 3) May be a raised island in lieu of flexible bikeway separator posts or inflexible physical barriers. 4) Flexible bikeway separator posts or inflexible physical barriers may be omitted. 5) Periodic openings should be provided for bicyclists to access buildings. 6) At locations with designated accessible parking, a minimum 5’ buffer is required. © 2022 California Department of Transportation. All Rights Reserved.

APPENDIX C

215

DIB 94: Design Guidance for Class I Bicycle Facilities DIB 94

Complete Streets: Contextual Design Guidance

January 16, 2024

5.1.2 Class I Bike Path Figure 5-B - Class I Bike Path

Table 5.1.1 Standard Bicycle Traveled Way Widths (Class I) Minimum (ft)

Preferred (ft)

Practical Maximum (ft)

One Way

6-7

Two Way

10-12

12-15

On structures between railings and in tunnels (one or two way)

10-14

At sidewalk level

12-16

Bicycle Facility Placement

Advantages: • Class I facilities are shared between pedestrians and bicyclists allowing for a single path to meet the needs of both user groups. • Class I facilities have wide horizontal separation between vehicles and pedestrians and bicyclists. They are well suited for corridor segments with higher speeds as the separation offers a higher level of comfort for pedestrians and bicyclists. Considerations for Use: • Consider if specific pavement markings and striping are necessary. Refer to the CA MUTCD Section 9C.03 for these requirements. • Designing for Americans with Disabilities Act (ADA) pedestrian accessibility is required. See DIB 82. In busy areas with a variety of users, a total paved width of 12 to 15 feet plus shoulders is recommended. One-way bike paths in these settings should have a minimum width of 7 feet. Consideration should be given to how people with different modes will use the Class I bike path. Space should be provided for people to walk or bicycle two-abreast and for faster users to pass lower speed users. The social aspect of walking, rolling, or biking together can create a comfortable and inviting facility for users. Marking a centerline may discourage side by side use. Unmarked paths also allow for peak volumes of directional traffic that fluctuate throughout the day including routes to and from schools or commute routes. However, striping may be preferred when bicycle and pedestrian volumes are higher or when the paved width is wider. In this case, if the path is wide enough to dedicate separate spaces for pedestrians and bicyclists to prevent conflicts, striping may be considered. Figure 5-C shows a Class I facility with a striping configuration that considers pedestrian use. © 2024 California Department of Transportation – All Rights Reserved

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Town of Apple Valley Complete Streets Action Plan

DIB 94

Complete Streets: Contextual Design Guidance

January 16, 2024

Figure 5-C - Class I bikeway along I-5 and San Elijo Lagoon in San Diego County

If the Class I bike path is to be added adjacent to an existing roadway with a nonstandard shoulder width, check with Asset Management if there is a plan for future work to widen the shoulder to standard width. If there is future work, place the Class I bike path edge of traveled way at least 5 feet from the future edge of shoulder to accommodate future widening. If no future work is identified and the probability is low for nonstandard shoulder improvements, then place the Class I bike path edge of traveled way at least 5 feet from the existing edge of shoulder. Within the separation, there is an opportunity to include landscaping elements. When selecting plants, consider maintenance and irrigation needs. Consult with the District Maintenance and Landscape Architect for design and maintainability concepts. Class I bike paths also work when an existing drainage ditch is present adjacent to the roadway. The ditch can be left in place or minimally impacted while serving as part of the required separation. Class I bike paths are pedestrian facilities and ADA access is required. Please review and comply with DIB 82 Pedestrian Accessibility Guidelines for Highway Projects. For Roundabout shared use paths see HDM Index 405.10. The minimum separation between the edge of traveled way of a one-way or a two-way Class I bike path and the edge of traveled way of a parallel road or street should be 5 feet plus roadway standard shoulder width per Section 5.4 of this DIB. Class I sidewalk level facilities should provide a separation from vehicles as described in guidance for Class IV bikeways at sidewalk level in DIB 89 Section 3.3. For other geometric design requirements, refer to HDM Index 1003.1 for Class I bike path standards.

APPENDIX C

217

DIB 94

Complete Streets: Contextual Design Guidance

January 16, 2024

Urban Area Contextual Guidance and Considerations Class I bike paths may not be a feasible option in urban environments due to constrained space. Additionally, separate bicycle and pedestrian facilities are generally more desirable in urban settings because of high volumes of users. Suburban Area Contextual Guidance and Considerations Suburban Area place types typically have higher vehicle speeds than Rural Main Streets and Urban Areas. If pedestrian and bicyclist volumes are low to moderate and space allows, Class I bike paths are an option that can serve both pedestrians and bicyclists and may provide a more comfortable user experience. Rural Main Street Contextual Guidance and Considerations Class I bike paths should be considered first if the community desires separated facilities for pedestrians and bicyclists and the corridor has the physical space for the separation. Also, when a rural town wants to preserve its natural character, an unmarked Class I bike path may blend in better with the original environment than the alternative bicycle and pedestrian facilities. Class I bike paths may be an appropriate choice for developing Transitional Areas between Undeveloped Areas and Rural Main Streets.

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DIB 94: Design Guidance for Class II Bicycle Facilities DIB 94

Complete Streets: Contextual Design Guidance

January 16, 2024

5.1.3 Class II Bike Lanes and Class II Buffered Bike Lanes Figure 5-D - Class II Bike Lane and Class II Buffered Bike Lane

Table 5.1.2 One Way Standard Bicycle Lane Widths* (Class II, Class II Buffered) Minimum (ft)**

Preferred (ft)

Practical Maximum*** (ft)

Adjacent to edge of pavement

5-7

6-7

Adjacent to curb

5-7

6-7

Between through lanes and turn lanes

5-7

6-7

Adjacent to buffers

4-7

5-7

Adjacent to parking

5-7

6-7

Bicycle Facility Placement

* Exclusive of the gutter. ** At posted speeds greater than 40 miles per hour, the minimum bike lane width should be at least 6 feet. *** If the available pavement width is 7-feet or wider, consider providing a 5-foot minimum lane width with 2-foot minimum buffer.

When provided, buffers adjacent to Class II bike lanes should be a minimum of 2-foot width, 2 to 4 feet preferred. Advantages: • Class II bike lanes can be implemented more easily within the corridor given their narrower required width compared to Class I or Class IV bikeways while providing exclusive use for bicyclists. • Class II bike lanes without buffers offer the smallest footprint among the different classes of bicycle facilities. • Where space may be prioritized for sidewalks or where the community has a strong desire to maintain street parking, Class II bike lanes offer the most flexibility given their reduced bikeway lane width requirements.

APPENDIX C

219

DIB 94

Complete Streets: Contextual Design Guidance

January 16, 2024

Considerations for Use: • Class II bike lanes are recommended for roadways posted 25 mph and under. Class II bike lanes with buffers are recommended for roadways posted 35 mph and under. • Where feasible, painted buffers between the traffic lane and bike lane to maximize separation should be provided. • For corridors where posted speeds are 40 to 45 mph, Class II and Class II buffered bike lanes are not recommended. However, where a separated facility is not feasible, consider a Class II bike lane with a minimum 4-foot buffer. • Where Class II bike lanes are located adjacent to on-street parking, a buffer between the bicycle lane and the parking lane should be provided. The width of the door zone buffer may vary from 2 to 4 feet. If Class I bike paths and Class IV separated bikeways cannot be accommodated due to space, cost, or maintainability, Class II buffered bike lanes or Class II bike lanes may be considered. These bike lanes do not require vertical separation and are comprised of striping and pavement markings only, making them less expensive and potentially easier to maintain. An example of a Class II bike lane is shown in Figure 5E. Class II bike lanes, with and without buffers, are desirable in constrained environments. When considering these two bicycle facilities, first consider a Class II buffered bike lane to maximize separation. An example of a buffered Class II bike lane is shown in Figure 5-F. If the buffer cannot be accommodated, consider the Class II bike lane. Because Class II bike lanes with buffer and Class IV separated bikeways have similar footprints, consider designing Class II bike lanes with buffer to accommodate potential future upgrade to a Class IV separated bikeway. One alternative to consider is placing the bicycle traveled way between the on-street parking and the sidewalk. This configuration turns the Class II bike lane into a Class IV separated bikeway with the parked cars providing the required vertical element. However, site constraints like parking removal to provide sight distances from driveways may make this Class IV separated bikeway option undesirable. If designing Class II bike lanes between on-street parking and vehicular traffic lanes, additional pavement width may be used to provide buffers on both sides of the bicyclists. If space is not available for a marked buffer next to parked cars, consider adding extra width to the bike lane for the bicyclist to avoid open doors. The CA MUTCD provides options for marking the shy space next to parked cars to mitigate for opening doors. Where driveways are present, especially at locations of higher traffic volumes like those at commercial shopping centers, consider additional pavement markings in the bike lane to highlight these conflict zones. Urban Area Contextual Guidance and Considerations When right of way is constrained and on-street parking is not provided, or when priority is given to wider pedestrian sidewalks, a Class II bike lane may be the most feasible option. Suburban Area Contextual Guidance and Considerations Vehicle speed is typically higher in suburban area place type locations than other place type locations. If a Class I bike path or Class IV separated bikeway cannot be accommodated, a Class II buffered bike lane offers increased separation. Since space in Suburban Areas is typically not as constrained, provide the widest bike lane width and buffer as is feasible.

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DIB 94

Complete Streets: Contextual Design Guidance

January 16, 2024

Rural Main Street Contextual Guidance and Considerations In lower speed Rural Main Street place types, Class II buffered bike lanes and Class II bike lanes may be the most feasible dedicated bicycle facility. Class II buffered bike lanes are an alternative to Class I bike paths for Transitional Areas between Undeveloped Areas and Rural Main Streets where posted speeds do not exceed 40 mph. Figure 5-E – Class II bike lane on SR-16 in Esparto

Figure 5-F – Buffered Class II bike lane on SR-135 in Los Alamos.

APPENDIX C

221

DIB 94: Design Guidance for Class III Bicycle Facilities DIB 94

Complete Streets: Contextual Design Guidance

January 16, 2024

5.1.4 Class III Bike Route Figure 5-G - Class III Bike Route (Shared Lanes and Shared Shoulders)

Advantages: • For Rural Main Streets, Suburban Area, and Urban Area place types, the main purpose of shared lane Class III bike routes is to bridge a short gap between Class I, Class II, or Class IV bikeways for the sake of network connectivity. For Rural Areas not covered by the standards in this DIB, a shared shoulder Class III bike route would typically be a highway shoulder designated and signed for the shared use of motor vehicles and bicyclists. Class III bike routes that are designated shared sidewalks that cannot be constructed as Class I or Class IV bikeways should only be used when there is no feasibility of obtaining the necessary right of way width to construct dedicated bicycle and pedestrian facilities. Considerations for Use: • Class III bike routes are not considered a dedicated bicycle facility for the purposes of applying this DIB design standards to a project. • Class III bike route linear footage does not count towards performance targets for bicycle and pedestrian facilities in the SHSMP. • Class III bike routes do not offer exclusive use for bicyclists. When bicyclists are required to share a lane with motor vehicles, their comfort and perceived safety will vary widely based on traffic speed and volume. Therefore, shared lanes should only be used in very low speed and volume locations and should be a last resort when there are no other viable alternatives for redistributing space within the cross section. • Review Figure 5-A for speed and ADT considerations before determining if Class III shared lanes are an appropriate alternative if they are required to provide route connectivity. • If it is more appropriate for bicyclists to share the sidewalk with pedestrians than to share the lane with motor vehicles, ample signage should be provided to help pedestrians be aware that bicyclists are allowed. Under this condition, evaluate if the sidewalk is wide enough for both pedestrians and bicyclists to comfortably navigate around each other. Within many local agency jurisdictions, bicyclists may legally operate on a sidewalk with pedestrians, and the facility is not necessarily designated as a Class III bike route. • Unlike Class I, Class II, and Class IV bikeways, the Class III bike route is not a dedicated facility for bicyclists. However, a Class III bike route provides the signage and pavement marking with the goal of bringing extra awareness to drivers that bicyclists are present and sharing the roadway. An example of a Class III bike route in a low speed environment is shown in Figure 5-H. Refer to HDM Index 1002.1(4) and Index 1003.3 for more details. Also refer to the CA MUTCD Part 9. © 2024 California Department of Transportation – All Rights Reserved

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DIB 94

Complete Streets: Contextual Design Guidance

January 16, 2024

Figure 5-H - Class III bike route on SR-29 in Calistoga

Urban Area Contextual Guidance and Considerations A Class III bike route shared shoulder space will likely not be an option because a Class II bike lane would be the minimum solution for providing a bicycle facility. Sharing the lane or sidewalk would be the last resort when there are no other viable alternatives for redistributing space within the cross section. Suburban Area Contextual Guidance and Considerations Generally, a suburban environment would have the space required to put in a minimum Class II bike lane. However, for short gaps along the corridor where the right of way is extremely restrictive and shoulder space may be prioritized for other uses such as on-street parking or bus transit facilities, then a Class III bike route shared lane may be considered. Rural Main Street Contextual Guidance and Considerations Class III bike routes are one potential solution to pinch points and gaps between other classes of bicycle facilities where the other facilities will not fit on Rural Main Streets. In Undeveloped and Transitional Areas that connect to Rural Main Streets, Class III bike routes as shoulders shared with motorists may be considered for the low volume of bicyclists if no other bicycle facility options are feasible. When deciding to designate shared shoulder usage, the width and condition of the shoulder must be evaluated. If standard shoulder widths are provided and the pavement is in good condition sharing the shoulder may be an acceptable option because it will provide the bicyclist with a space that vehicles are not expected to normally travel on.

APPENDIX C 223

DIB 94: Design Guidance for Class IV Bicycle Facilities DIB 94

Complete Streets: Contextual Design Guidance

January 16, 2024

5.1.5 Class IV Separated Bikeway Figure 5-I - Class IV Separated Bikeway

Table 5.1.3 One-Way Standard Bicycle Traveled Way Widths* (Class IV) Bicycle Facility Placement

Minimum (ft)

Preferred (ft)

Practical Maximum (ft)

Between curbs if a raised island is the separation

6-9

7-9

Between curb and buffer

5-8

6-8

9**

Between curb and parking buffer

5-8

6-8

9**

Between edge of pavement and buffer, curb, or parking buffer

4-7

5-7

8**

Between through traffic lane and right 5-7 8 4-7 turn lane * Exclusive of the gutter. ** If additional pavement width is available, consider wider traveled way for high bicycle volumes (above 400 peak hour), or wider buffer or parking separation width for average bicycle volumes (below 400 peak hour). Note: For horizontal buffer and vertical separation guidance, refer to DIB 89.

Table 5.1.4 Two-Way Standard Bicycle Traveled Way Widths* (Class IV) Minimum (ft)

Preferred (ft)

Practical Maximum (ft)

Between curbs

10-14

12-14

Between curb and buffer

9-12

10-12

14**

Between curb and parking buffer

9-14

10-14

16**

Bicycle Facility Placement

Between edge of pavement and 9-11 14** 8-11 buffer, curb, or parking buffer * Exclusive of the gutter. ** If additional pavement width is available, consider a wider traveled way for high bicycle volumes (above 400 peak hour), or wider buffer or parking separation width for average bicycle volumes (below 400 peak hour). Note: For horizontal buffer and vertical separation guidance, refer to DIB 89.

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DIB 94

Complete Streets: Contextual Design Guidance

January 16, 2024

Advantages: • Class IV separated bikeway is suitable for all place types. • Class IV separated bikeway is the only class of bicycle facility that requires an element of defined vertical separation between bicyclists and vehicles. They are well suited for corridor segments with higher speeds as the vertical separation offers a higher level of comfort for pedestrians and bicyclists. Consideration for Use: • Class IV separated bikeway is most appropriate for higher speed and/or higher traffic volume environments. • A wide range of vertical elements can be selected for the buffered area allowing for customization and contribution to a sense of place. • Provide a continuous detectable element or vertical separation between bikeway and pedestrian through zone. Class IV separated bikeways can provide comfortable facilities for all users because of the enhanced separation with a vertical element. Some vertical elements may function as a barrier between the bicyclists and the vehicles, such as the landscape area shown in Figure 5-J, or the sidewalk and buffer shown in Figure 5-K. Other vertical elements, such as the delineators shown in Figure 5-L and the plastic “armadillos” shown in Figure 5-M, serve to bring additional awareness to drivers of the adjacent bikeway. Depending on the project’s context, choosing the appropriate vertical element may require community and maintenance input. Selection of the type of vertical element should be evaluated based on its effectiveness in providing visibility and durability while considering reasonable maintenance needs. Parking separation, as shown in Figure 5-N, may not require the installation of additional vertical elements. Additionally, community involvement should be engaged regarding the visual impact certain types of vertical elements will bring to the landscape. Vertical elements can enhance the visual environment. The District Maintenance Engineer and Landscape Architect should be contacted for support in the design and maintainability of these features. Additionally, green streets elements should be reviewed in Section 8 for consideration as the vertical element. For more information, refer to DIB 89 and the FHWA Separated Bike Lane Planning and Design Guide. Urban Area Contextual Guidance and Considerations Urban environments generally have lower vehicle speeds yet much higher traffic volumes which makes selecting a Class IV separated bikeway very desirable. On-street parking is commonly allowed in Urban Area place types. In these locations, the parking lane may be used as the vertical separator between the traffic lane and bikeway. Selecting vertical elements with more separation will provide a higher level of perceived safety and comfort thereby encouraging bicyclists of all competencies to utilize the bikeway. If a particular Urban Area already has or is expected to have high volumes of pedestrians and/or commuters, providing this type of Class IV separated bikeway may potentially help relieve congested pedestrian traffic. Suburban Area Contextual Guidance and Considerations For segments that are longer, uninterrupted by driveways, and do not allow on-street parking, consider selecting vertical elements that provide more visibility to drivers and are more permanent. Also, various combinations of different elements may be explored. When approaching driveways, either the Class IV separated bikeway may be transitioned to a buffered facility without vertical elements or vertical elements that provide sight distances for drivers can be utilized.

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Rural Main Street Contextual Guidance and Considerations For speeds of 35 mph or below and lower traffic volumes, consider flexible vertical delineators or curbs. For sections of similar or higher speeds with higher traffic volumes or truck volumes, consider vertical elements that are taller and more durable. Figure 5-J – Landscape separates the Class IV separated bikeway from the roadway adjacent to US-101 in Carpinteria

226 Town of Apple Valley Complete Streets Action Plan

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Figure 5-K – A raised Class IV separated bikeway connects to an overcrossing over US101 in Belmont

Figure 5-L - Delineators provide vertical separation on a suburban segment of SR-126 in Fillmore

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Figure 5-M – Plastic “armadillos” and planters were piloted on SR-150 in Ojai

Figure 5-N – Parking-separated Class IV separated bikeway on SR-41 in Atascadero

228 Town of Apple Valley Complete Streets Action Plan

DIB 94: Design Guidance for Pedestrian Facilities DIB 94

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5.2 Pedestrian Facilities

On the SHS, sidewalks and walkways are designed for the exclusive use of pedestrians. While pedestrians may be permitted access to highway shoulders, these are not required to be designed to meet accessibility standards. Additionally, although many local jurisdictions permit bicyclists to ride on the sidewalk, it would not be considered a bikeway unless designated as such in a bicycle master plan. This section will focus on design considerations for sidewalks in Urban Area, Suburban Area, and Rural Main Street place types. For design and planning purposes, sidewalks may be divided into three general zones, as depicted in Figure 5-O: 1. The buffer zone, described in some guides as the landscape zone or the furnishing zone, provides a buffer between pedestrians and the vehicle traffic on the roadway. It is adjacent to the back of curb and is where utility poles, street lighting, street trees, landscape plantings, and fixed furnishings are typically located. Provision of a wide buffer generally enhances the pedestrian experience and improves perceived safety and livability. Horizontal clearance to all roadside objects should be based on engineering judgement. Refer to HDM Topic 309. 2. The pedestrian through zone, throughway, or pedestrian zone is located behind the buffer zone. This includes the clear width or path of travel required for ADA access, but generally exceeds those minimum requirements. Objects such as utility poles, light posts, and trees should not obstruct the pedestrian through zone. Refer to DIB 82 for pedestrian accessibility guidelines on the SHS. 3. The frontage zone is between the pedestrian through zone and building facades. This area provides space for people to step out of the way, unload deliveries, accommodate fixed furnishings, and operate windows and doors. Figure 5-O - Sidewalk Zones

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While these zones may not be clearly demarcated, and in fact in some cases concrete pavement runs continuously from back of curb to face of building, these zones are conceptually useful to plan for a pedestrian facility that meets all users’ needs. An example of a sidewalk exhibiting these three zones is shown in Figure 5-P. Figure 5-P – Sidewalk buffer, pedestrian through zone, and frontage zone on SR-116 in Sebastopol

The types of uses expected on sidewalks will also vary across place types. Considerations for establishing appropriate sidewalk widths are discussed below. In Urban Areas, sidewalk space must accommodate a wide variety of users and activities. In older cities these areas can be very constrained. In Suburban Areas, sidewalks provide critical connectivity for people of all ages and abilities. Suburban Areas vary greatly and may include important commercial or community destinations, as well as residential areas with a lower density of users. Rural Areas may include Undeveloped Areas, Transitional Areas, and Rural Main Streets (Rural Towns). Rural Main Streets often consist of denser downtown areas combining retail, commercial, and residential uses, and draw visitors from surrounding areas. Corridors in Transitional Areas serve to connect the surrounding residents with their town center and should carefully consider accommodation of pedestrians and bicyclists. Where higher truck volumes are likely, buffer space between pedestrians/bicyclists and the roadway is important to user comfort. Where separate bicycle and pedestrian facilities and roadway buffers are not feasible in Transitional Areas, Class I bikeways or multi use paths may provide a comfortable facility. Refer to Section 5.1.2 of this guidance for recommended Class I bikeway widths. © 2024 California Department of Transportation – All Rights Reserved

230 Town of Apple Valley Complete Streets Action Plan

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Sidewalks should be a minimum total width of 8 to 25 feet for the buffer zone, pedestrian through zone, and frontage zone. The preferred widths for each zone by place type are shown in Table 5.2.1. Table 5.2.1 Suggested Sidewalk Zone Widths by Place Type Place Type

Buffer Zone (ft)

Through Zone (ft)

Frontage Zone (ft)

Urban Area – City Center

4-8

6-12

2-4

Urban Area – Urban Community

4-8

6-12

2-4

Suburban Area

2-7

5-8

0-5

Rural Main Street

2-7

5-8

2-5

5.2.1 Buffer, Planting or Furnishing Zone Considerations for Sidewalks Buffer zones may be paved or unpaved, and provide space for utilities, amenities, and plantings. Landscaping and street trees should be considered in buffer zones, as they contribute to local identity, street character, and provide shade and cooling on corridors where distances between destinations are longer. Along moderate to high speed suburban roadways, buffer zones are particularly important for pedestrian comfort. Inclusion of street trees and/or amenities at bus transit stops would need a wider buffer zone of 6 to 7 feet. In constrained areas with high vehicle volumes and low anticipated pedestrian use, a wider landscaped buffer and narrower paved pedestrian through zone may provide the highest level of comfort. The following uses and dimensions for buffer space should be considered: • •

•

To accommodate the utilities and signage typical for many Complete Streets projects, a minimum buffer space of 2 feet from the back of curb is typical. Streetscape planting: o Street trees typically require a buffer width of 6 to 8 feet. o Planters providing stormwater treatment typically require 3 to 6 feet of width. o Unpaved buffers of less than 3 feet are difficult to maintain and not recommended. Paved buffer areas can be used to provide furnishings such as benches, bike parking, and bus transit shelters. o Paved buffer zones may utilize various colors, textures, or paving materials to enhance aesthetics and a sense of separation from the roadway. o Benches placed parallel to the street typically require 4 to 6 feet of buffer space. o Bike parking (bike racks) will typically require a 5 to 6 feet buffer where bicycles are to be parked parallel to the curb. When parked perpendicular to the curb, such as at bike share stations, a wider 7 to 8 feet buffer is typically appropriate. o A buffer that is 10 feet wide can accommodate a 4-foot-wide bus shelter placed 6 feet from the curb. Shelters are ideally located in the buffer area, such that a minimum of 5 feet of clear buffer space in front of the shelter and 5 feet of pedestrian through zone behind the shelter are available. Buffer space may be used to span grade change, especially at curb ramps and driveways. o Curb ramps will typically require a running slope of 7 feet.

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For pedestrians, the preferred design is to manage grade transitions and driveway ramps in the buffer zone. Buffer space may be utilized for a separated bikeway on the sidewalk, or at the transition between the roadway and the sidewalk, per DIB 89. Where on-street parking is permitted adjacent to the curb, there should be 3 feet of clear width between objects (furnishings, utility poles, etc.) and the face of curb, to allow access to vehicles. Where on-street parking is available adjacent to a landscaped buffer, 1.5 to 2 feet of pavement adjacent to the curb and regular access points across planting areas should be provided. o

• • •

5.2.2 Pedestrian Through Zone Considerations for Sidewalks The pedestrian through zone, or the pedestrian zone, provides a continuous accessible pathway clear of fixed objects parallel to the street, and serves the number and variety of pedestrians expected in the corridor. This includes consideration of fluctuating pedestrian volumes in the vicinity of transit, schools, businesses, and entertainment venues. The pedestrian through zone also allows for various users, including those using wheelchairs, strollers, or other mobility devices to comfortably pass one another. The following uses and dimensions for the pedestrian through zone should be considered: •

• • •

In downtown or commercial Urban Areas, the recommended width of the pedestrian through zone is 8 to 12 feet. At point locations, and to accommodate other amenities such as street trees, bike parking, or transit shelters, it may be necessary to reduce the pedestrian through zone to 6 feet in width. In Urban Areas which are primarily residential, a continuous clear width of 6 to 8 feet is preferred, which may be reduced to 5 feet at point locations. In primarily residential Suburban Areas, where the volume of users is anticipated to be low, a 5to 6-foot pedestrian through zone may be appropriate. Note that on State highways with designated Safe Routes to School and at key locations where high volumes of users are anticipated (such as at tourist destinations) a 10-foot pedestrian through zone may be considered. This wider pedestrian through zone may also be considered in areas where bicyclists are allowed to use the sidewalk, especially if children traveling by bicycle may be anticipated.

5.2.3 Frontage Zone Considerations for Sidewalks The frontage zone describes the portion of the sidewalk between the pedestrian through zone and the building façade or right of way line. In Urban Areas, the frontage zone may function as an extension of the building, providing space for people to step out of the flow of other pedestrians, to unload deliveries, set out displays, or it may be used for outdoor dining. In Suburban Areas with off-street parking, the frontage zone may be less congested and may provide space for maintenance activities. In Urban Areas, a frontage zone of 2 to 4 feet in front of a building is generally appropriate, but various site-specific considerations may apply: • • • •

In segments with a high proportion of retail and dining, or where doors open outwards, a 5- to 6foot frontage zone is recommended. In other downtown areas, a 4-foot width is typical. In urban residential areas or areas with lower foot traffic, 2 to 4 feet may be appropriate. If little pedestrian interaction is expected with the building façade, 2 feet of width should be provided. © 2024 California Department of Transportation – All Rights Reserved

232 Town of Apple Valley Complete Streets Action Plan

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A shy distance of 2 feet between the pedestrian through way and fixed objects or façade elements should be provided.

In Suburban Areas a frontage zone of 2 feet is generally preferred, however, site analysis may indicate areas of high activity where 5 feet of frontage width is appropriate. Where the space adjacent to the sidewalk is expected to remain undeveloped, a 0-foot frontage zone can be considered, however 2 feet of shy distance between the pedestrian through zone and fixed objects should be provided. In Rural Main Street areas, a frontage zone of 2 to 4 feet is generally appropriate, but various site-specific considerations may apply. See the discussion of the frontage zone in Urban Areas, above, for more detailed recommendations.

5.3 Lane Width

The decision-making process involved with designing a cross section begins with considering if the existing curb location can be moved or the edge of pavement can be widened. This level of extensive construction could have significant right of way, utility and environmental impacts and costs. Often, pavement rehabilitation projects may be constructed more quickly and inexpensively if using the existing curb location and roadway width. In that case, the existing roadway width should be evaluated and possibly reconfigured to free up the space needed to provide facilities that meet the needs of all users such as bike lanes, bus lanes, pedestrian refuge islands, landscaping, and other Complete Streets elements. Reducing existing traffic lane widths, or perhaps narrowing or eliminating a painted median, can be a low-cost method for obtaining additional roadway space to provide for the inclusion of these features. The practice of exercising design flexibility in decision-making is the process of evaluating multimodal accommodations and then using engineering judgement in determining the most appropriate design within those considerations. The guidance and design standards contained in this DIB are intended to assist the engineer and planner to evaluate the possible reallocation of available roadway cross section to provide the necessary space for bicycle and pedestrian facilities within the selected project locations. For more detailed assistance in selecting lane widths, Table 5.3 was developed based on Exhibit 4.8 of the TRB NCHRP Research Report 880 35. Modifications to the original exhibit were made to accommodate the California Vehicle Code (CVC) requirement discussed in the following paragraph, typical existing roadway environments in California, and other interrelated roadway standards stated in the HDM. Caltrans is required to follow the CVC which prescribes vehicle width requirements. CVC Section 35100(a) states that the legal width of any vehicle or its load shall not exceed 8.5 feet (102 inches). This width generally accommodates trucks, recreational vehicles, buses, trailers for boats, etc. without the need for an extra-wide transportation permit. Additionally, the CVC Section 35109 specifies that lights, mirrors, or devices may extend up to 10 inches on each side of the vehicle. As such, a minimum lane width of 10.5 feet is required to serve the maximum vehicle width of 122 inches (approximately 10.2 feet) on State facilities. Other considerations include the need for pavement widening as explained in HDM Index 206.2(3) and the need to reduce cross section elements in HDM Index 301.2(3). Design decisions are to be documented as explained in Section 2.3. Table 5.3 and the considerations as outlined below may be used to help determine the cross section for Complete Streets projects.

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APPENDIX

Implementation Appendix D contains several items to support the Town’s implementation of the improvements proposed by this Plan, including an implementation strategy, project funding strategy, and planning-level cost estimates for the Plan’s six Conceptual Design projects. The Town can use these tools to apply for, secure, and allocate funding to design and construct the complete streets improvements proposed in this Plan.

IMPLEMENTATION STRATEGY Table A-1 categorizes potential complete streets infrastructure projects by short-term (0 to 2 years), mid-term (2 to 5 years), and long-term (5+ years) implementation timelines. The Town can use Table A-1 to guide project implementation and allocate resources as funding becomes available. This implementation table can be used alongside the Project Funding Strategy, described later, to help make informed decisions about the types of projects the Town can explore pursuing.

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Table A-1: Implementation Timelines of Infrastructure Projects Project Type

Description

Examples of Infrastructure ADA curb ramps with truncated domes High-visibility crosswalks

Short-Term (0-2 Years) Quick-build projects, pilot projects, and spot location improvements

Short-term projects allow agencies to design and install infrastructure improvements that have potential for faster execution, indicate strong community support, and have a significant impact on the community. Improvements can typically be incorporated within the existing street right-of-way.

Pedestrian-scale lighting Pavement markings Signage (regulatory and wayfinding) Rectangular rapid flashing beacons (RRFBs) Class II bicycle lanes / Class III bicycle routes Green striping for bikeways (i.e. through intersections, high-volume driveways, bike boxes) Neighborhood traffic calming measures (i.e. speed feedback signs, LED stop signs, reflective delineators, advanced warning signs) Transit stop amenities (benches, shelters, realtime bus information)

Conceptual Design Project Example: James Woody Loop: High-visibility crosswalks, curb ramps, RRFBs, wayfinding signage, bikeway markings, regulatory signage on Powhatan Road Class I multi-use paths

Mid-Term (2-5 Years) Corridor improvements

Mid-term projects are intended to impact corridors, not just spot locations, and are evaluated against other system-wide improvements. These projects may have minor impacts on a street’s right-of-way, utility easements, or contain other constraints that may need to be evaluated prior to implementation.

Class IV separated bikeways Protected intersections Raised curb extensions Sidewalks with curb and gutter Pedestrian hybrid beacons (PHBs) Traffic signal modifications (Lead pedestrian intervals, crossing time modifications, bicycle signals, bicycle detection devices) Traffic calming measures (traffic circles/mini roundabouts, speed bumps/humps, raised crosswalks/speed tables)

Conceptual Design Project Example: Bear Valley Road and Singh Center for the Arts: Class I multi-use paths, sidewalk gap infill, traffic signal modifications, etc. Long-Term (5+ Years) Corridor and system-wide improvements with extensive planning and civil engineering components

Long-term projects require extensive planning and resources for implementation. These projects require more attention in the engineering and design phases or include the need for coordination with adjacent agencies or governing bodies.

New traffic signals Roundabouts Grade separated crossings (Class I bridges, underpass tunnels, etc.) Utility relocation/additions Right-of-way acquisitions Roadway expansions

Conceptual Design Project Example: Town Hall to Brewster Park: Roundabout at intersection of Dale Evans Pkwy and Thunderbird Rd; right-of-way and utility coordination on Dale Evans Pkwy

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Project Funding Strategy The Town relies on a mixture of funding sources to complete local roadway projects. While the Town can use available existing funds to improve local streets, leveraging external funding opportunities will allow the Town to expedite the design and construction of the recommendations in the Plan.

SUMMARY OF FUNDING OPPORTUNITIES Based upon the recommendations detailed in Chapter 4, the Plan has identified 14 highimpact projects that could be implemented with the support of additional resources:

A Town Hall to Brewster Park

G2 Bear Valley Road (Kiowa Road-Navajo Road)

B Village to Downtown

H Singh Center for The Arts

C Walmart to Sitting Bull

James Woody Loop

D Mojave Riverwalk North

Thunderbird Park via Rimrock

E Granite Hills High School Loop

K Sitting Bull Connector

F Tussing Ranch Corridor

G1 Bear Valley Road (Apple Valley

M Kiowa Connector

Road-Mockingbird Avenue)

Jess Ranch Marketplace via Del Oro

Based on an analysis of current grant programs, 26 potential funding opportunities were identified that could help complete these 14 projects. Each funding opportunity has specific requirements about the types of projects it will support. While multiple funding opportunities are available for each project, it is best to determine which funding opportunity is the most compatible for a project based on the grant program’s priorities and requirements. The next table summarizes how each project aligns with the identified funding sources. Additionally, some funding opportunities are formula-based, while others are competitive, or merit-based. Formula-based funding opportunities will award funding based on one or several external factors, such as population or a calculated need. Competitive, or merit-based, funding opportunities require the Town to demonstrate that the project is the best possible fit for the funding opportunity based on established scoring criteria. The Town’s application is then weighed against other submitted applications. In both cases, the Town will collaborate with its partners to pursue funding for the above projects whenever possible. APPENDIX D 237

Table A-2 on the following page describes which projects are eligible for each funding opportunity. Each project was evaluated for its alignment with a funding opportunity’s specific requirements and then assigned a “Competitive” or “Highly Competitive” rating based on the evaluation. Projects ranked “Competitive” (in light blue ) qualify for a particular grant program, but projects ranked “Highly Competitive” (in yellow ) may be more likely to receive funds for a particular program. Table A-2: Projects Funding Eligibility Highly Competitive Project FUNDING SOURCES

Competitive Project A

Federal Funding Sources Active Transportation Infrastructure Investment Program (ATIIP) Better Utilizing Investments to Leverage Development Program (BUILD) Community Development Block Grant Program (CDBG) Reconnecting Communities Pilot Program (RCP) Safe Streets for All (SS4A) State Funding Sources Active Transportation Program (ATP) Affordable Housing and Sustainable Communities Program (AHSC) Highway Safety Improvement Program (HSIP) Land and Water Conservation Fund (LWCF) Local Streets and Roads Program (LSRP) Reconnecting Communities: Highways to Boulevards (RC:H2B) Recreational Trails Program (RTP) Statewide Park Development and Community Revitalization Program (SPP) Sustainable Transportation Equity Project (STEP) Transformative Climate Communities (TCC) Regional/County/Local Funding Sources Development Impact Fees Solutions for Congested Corridors Program (SCCP) Surface Transportation Block Grant Program (STBG) & Congestion Mitigation and Air Quality Improvement Program (CMAQ) Sustainable Communities Program (SCP)

238 Town of Apple Valley Complete Streets Action Plan

Not Applicable GI G2

FEDERAL FUNDING OPPORTUNITIES When applying for federal funding opportunities, it is important to note that shifting federal transportation priorities may affect the competitiveness of certain projects. The current federal transportation priorities (as of spring 2025) were considered when deciding which projects would be a competitive or highly competitive project for a funding program.

Active Transportation Infrastructure Investment Program (ATIIP) United States Department of Transportation (USDOT) Eligible Projects: A

Key Points: » Award Range: $7.5 million to $12 million » Local Match: 20% (0% if poverty rate is greater than 40% for a majority of project-

serving census tracts) » Estimated NOFO: Year TBD. Previous (inaugural) cycle occurred between March – July 2024 The Bipartisan Infrastructure Law (BIL) created the Active Transportation Infrastructure Investment Program (ATIIP), which provides funding for projects resulting in safe and connected active transportation infrastructure networks or spines. Examples of eligible projects include sidewalks, bicycle lanes, and shared-use paths. Because this program is authorized by the BIL, an additional round of funding is anticipated to begin before the end of the 2026 fiscal year (FY). Both planning and construction grants are available. Projects applying for construction grant funding should provide documentation of all necessary state, federal, and local environmental approvals. All projects seeking funding are required to demonstrate their current or future inclusion in applicable planning documents (i.e., metropolitan transportation plan, TIP and STIP).

Better Utilizing Investments to Leverage Development Program (BUILD) United States Department of Transportation (USDOT) Eligible Projects: B

Key Points: » Award Range: Minimum of $5 million for Capital Projects in Urban Areas » Local Match: 20% (0% if project is located in Areas of Persistent Poverty) » Estimated NOFO: November – January 2026. Future funding rounds beyond this

date will require reauthorization through Congress.

The Better Utilizing Investments to Leverage Development (BUILD) grant program provides funding for surface transportation infrastructure projects with significant local or regional impact. This program allows eligible applicants to pursue multi-modal and multi-jurisdictional projects that are more difficult to fund than other grant programs. APPENDIX D 239

High-scoring projects should demonstrate their location in an Area of Persistent Poverty, as well as their ability to improve transportation conditions on a regional level (i.e., through improvements to an interstate highway system). Documents that demonstrate NEPA compliance should also be included. Applicants must indicate that a project is currently or will be included in all relevant state, metropolitan, and local planning documents. To receive funding for capital construction projects, the results of a Benefits Cost Analysis (BCA) are required. The Town is encouraged to combine all Bear Valley Road projects into one if BUILD funding is pursued.

Community Development Block Grant Program (CDBG) U.S. Department of Housing and Urban Development Eligible Projects: A

Key Points: » Award Range: Award is based on a formula determined by multiple factors

(Population, persons below poverty level, etc.) » Local Match: None » Estimated NOFO: Annual. Typically runs from October – December

The Federal Community Development Block Grant (CDBG) program is designed to improve low- and moderate-income communities. Examples of eligible capital improvement and public services projects include community facilities, parks, and roads. In Apple Valley, the San Bernardino County Community Development & Housing Department administers the program. The area north of Highway 18 in the Plan area is considered a “Low-Mod Block Group” eligible for funding. Coordination with the San Bernardino County Community Development and Housing Department is encouraged when applying for funding.

Reconnecting Communities Pilot Program (RCP) United States Department of Transportation (US DOT) Eligible Projects: B

Key Points: » Award Range: Typically $157,000 to $100 million » Local Match: 20% » Estimated NOFO: Previous funding round ran from July – September 2024

and covered FY 2024, 25 & 26. Future funding beyond FY 2026 will require reauthorization through Congress.

The Reconnecting Communities Pilot (RCP) Program was created by the BIL to advance community-centered transportation network projects, with a priority for projects that benefit disadvantaged communities. Eligible project activities include the removal and/or retrofitting of highways and other transportation facilities that create barriers to community connectivity. The most recent funding cycle concluded in September 2024. Projects applying for construction grant funding should provide documentation of all 240 Town of Apple Valley Complete Streets Action Plan

necessary state, federal, and local environmental approvals. Projects are also required to demonstrate their current or future inclusion in applicable planning documents (i.e., metropolitan transportation plan, TIP and STIP). To receive funding for capital construction projects, the results of a Benefits Cost Analysis (BCA) are required.

Safe Streets for All (SS4A) United States Department of Transportation (US DOT) Eligible Projects: A

Key Points: » Award Range: Typically $2.5 to $25 million » Local Match: 20% from non-federal sources. » Estimated NOFO: Released annually through 2026 (March – June). Future cycles will

require reauthorization through Congress.

The Safe Streets for All (SS4A) grant program provides funding to eligible entities to plan for and implement strategies that reduce and help eliminate deaths and serious injuries on roadways. All applicants are required to maintain a Safety Action Plan or an equivalent document prior to applying for SS4A funding. The Plan, which is SS4Afunded, meets the requirements of a Safety Action Plan and enables the Town to apply for SS4A Implementation Grants. Receiving Implementation Grant funds will help execute the strategies identified in the Complete Streets Plan through construction. This grant will fund the planning, design, and construction phases of eligible projects.

STATE FUNDING OPPORTUNITIES Active Transportation Program (ATP) California Transportation Commission (CTC) Eligible Projects: A

Key Points: » Award Range: $250,000 - $10 Million+ » Local Match: None, but SCAG can require a match for future cycles; 20% is ideal for

maximum competitiveness » Estimated NOFO: Released every two years. Next cycle anticipated to run from March - June 2026

The Active Transportation Program (ATP) is a grant program for funding the promotion and implementation of active transportation projects in California. Infrastructure applications are categorized into three types (small, medium, and large) based on project cost. These applications involve the preparation of cross-section diagrams illustrating the existing and proposed conditions, cost estimates, and concept maps that show the proposed infrastructure improvements. The Plan can serve as a resource for some of this information and fulfill the ATP’s community engagement requirements.

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241

Affordable Housing and Sustainable Communities Program (AHSC) California Department of Housing and Community Development/Strategic Growth Council Eligible Projects: A

Key Points: » Award Range: $10 million - $50 million (maximum of $15 million for sustainable

transportation infrastructure-related costs) » Local Match: None » Estimated NOFO: Annual. Typically runs from March – May

The Affordable Housing and Sustainable Communities (AHSC) program funds projects that implement land-use, housing, transportation, and agricultural land preservation practices that reduce greenhouse gas (GHG) emissions. All qualifying projects must have at least one affordable housing component and one housing-related infrastructure component. Together, the funds requested for these two components must equal at least 50 percent of the total project funding, with a combined maximum of $35 million. Higher scores are given to projects that include at least two-lane miles of bikeways or are located in disadvantaged communities identified within the California Climate Investments Priority Populations Mapping Tool.

Highway Safety Improvement Program (HSIP) United States Department of Transportation (USDOT), via Caltrans Eligible Projects: A

Key Points: » Award Range: $100,000 to $10 million » Local Match: 10% or 50% (Depending on project safety countermeasures) » Estimated NOFO: Released every two years. Next cycle anticipated to run from July

- September 2026.

The Highway Safety Improvement Program (HSIP) supports projects that aim to reduce fatalities and serious injuries on all public roads including bicycle/pedestrian pathways and trails. To be considered for funding, city or county applicants must maintain a Local Roadway Safety Plan or an equivalent document demonstrating a commitment to road safety within the applicant’s jurisdictional boundaries. Local match amounts are dependent on the types of countermeasures included in the project. Countermeasure examples are provided in the Caltrans Local Roadway Safety Manual. Projects that include improved signal timing must contribute to a higher local match (50 percent). A benefit-cost analysis is required for application submittal.

242 Town of Apple Valley Complete Streets Action Plan

Land and Water Conservation Fund (LWCF) California State Parks and Recreation Eligible Projects: A

Key Points: » Award Range: Maximum of $6 million » Local Match: 50% » Estimated NOFO: Annual. Typically runs from February - August

The Land and Water Conservation Fund (LWCF) provides funding for the acquisition or development of land to create new outdoor recreation opportunities for the health and wellness of Californians. An example of an eligible project for this grant program is the development of recreational and active transportation trail corridors that connect to key destinations. Development and acquisition projects should not be submitted as a combined project. Applicants must ensure CEQA compliance before applying. Projects that serve park-deficient and/or economically disadvantaged areas will be prioritized.

Local Streets and Roads Program (LSRP) California Transportation Commission (CTC) Eligible Projects: A

Key Points: » Award Range: Unknown (Based on number of applicants, population, and available

funding, see below) » Local Match: None » Estimated NOFO: Annual. Typically runs from April - July

Funded by a mixture of gasoline and vehicle taxes, the Local Streets and Roads Program (LSRP) funds road maintenance, roadway safety upgrades, and complete streets improvements. The California Transportation Commission (CTC) distributes LSRP funding using a formula that considers the number of applications and the population of people living in the applicant’s municipality. Municipalities with more people will receive a proportional amount of funds, but the amount of funds any one municipality receives is dependent on the amount of funds available and the total number of applications in any given year. Funds from the LSRP can be used as match funding for other regional, state, and federal funding opportunities.

APPENDIX D 243

Reconnecting Communities: Highways to Boulevards (RC: H2B) Caltrans Eligible Projects: B

Key Points: » Award Range: Funding range is unknown; A total of $149 million was made

available to awardees in the previous round of funding (FY 2023) » Local Match: None, although applicants are encouraged to seek out additional funding sources » Estimated NOFO: Year TBA. Previous cycle ran from June - September The Reconnecting Communities: Highways to Boulevards (RC: H2B) program was established by Caltrans to plan for and fund the conversion of key underutilized highways in California into multi-modal corridors to reconnect communities divided by transportation infrastructure. Although local governments can apply for funding through this program, any project involving a state highway facility must involve Caltrans as a co-applicant. 100 percent of the program funds are awarded to projects that benefit underserved communities. This funding source can be used as match funding for the federal US DOT Reconnecting Communities Program.

Recreational Trails Program (RTP) United States Department of Transportation (USDOT), via California State Parks and Recreation Eligible Projects: A

Key Points: » Award Range: No defined maximum or minimum award amount. » Local Match: 12% » Estimated NOFO: Next funding cycle is scheduled to occur in 2026/2027. Future

cycles will require reauthorization through Congress

The Recreational Trails Program (RTP) is authorized by the BIL and funds the development and maintenance of recreational trails and trail-related facilities for both non-motorized and motorized projects. Matching funds can come from federal, state, and local funding sources. However, non-federal funds should make up 5 percent of the total amount of matching funds. Proof of project compliance with CEQA and NEPA is required. Projects are also required to be included in either the State Transportation Improvement Program (STIP) or a local and/or regional transportation plan (i.e., SCAG’s Connect SoCal Plan).

244 Town of Apple Valley Complete Streets Action Plan

Statewide Park Development and Community Revitalization Program (SPP) California State Parks and Recreation Eligible Projects:

Key Points: » Award Range: $200,000 to $8,500,000 » Local Match: None, although projects with committed funding score higher » Estimated NOFO: TBD, application deadline for each funding round is unique

The Statewide Park Development and Community Revitalization Program (SPP) funds the creation of new parks and new recreation opportunities in critically underserved communities across California. Examples of recreation features that are eligible for funding include non-motorized trails, pedestrian and bicycle bridges, and green belts. Projects are required to include at least two sustainable design techniques, such as bioswales, water recycling systems, recycled construction materials, and droughttolerant landscaping.

Sustainable Transportation Equity Project (STEP) California Air Resources Board (CARB) Eligible Projects: A

Key Points: » Award Range: Typically $600,000 to $12 million » Local Match: None » Estimated NOFO: September (Concept Phase), November (Full Phase), Year TBA

(latest funding round ended in 2024, prior funding rounds occurred on an annual basis)

The Sustainable Transportation Equity Project (STEP) funds a variety of clean transportation projects, including active transportation infrastructure. Examples of eligible projects include the implementation of bikeways, pedestrian walkways, sidewalks, and multi-use paths. The most recent funding round concluded in 2023 and included funding for both FY 2023 and FY 2024. To qualify for funding, at least 50 percent of the project community must be in disadvantaged or low-income census tracts. Applications occur in two phases, with Concept Phase applications occurring before Full Phase applications. The Concept Phase application should summarize general project informational items (i.e., project summary, timeline, lead and sub-applicants, etc.) while the Full Phase application provides greater detail on these items. Both applications are given scores, with high-scoring applicants in the Concept Phase allowed to advance to the Full Phase. The project community should not overlap with locations that have received funding from the Transformative Climate Communities Program, or the Clean Mobility in Schools Program.

APPENDIX D 245

Transformative Climate Communities (TCC) California Strategic Growth Council Eligible Projects: A

Key Points: » Award Range: Up to $5 million (Project Development Grants), Up to $29.5 million

(Implementation Grants) » Local Match: None (Project Development Grants), At least 50% (Implementation Grants) » Estimated NOFO: Typically runs every two years from March – August

The Transformative Climate Communities (TCC) program funds community-led development and infrastructure projects in disadvantaged California communities impacted by pollution. Although funding from this program is categorized into three groups, it is recommended that the Town apply for funding from the Project Development and Implementation groups based on previous funding guidelines. Project Development funds are intended for pre-development and basic infrastructure activities, while Implementation Grant funds are for neighborhood-level proposals that reduce greenhouse gas emissions and expand economic opportunity. Multiple coapplicants are required when applying for Implementation and Project Development grants. Applicants in urbanized areas must define a Project Area of five square miles. At least 51 percent of the census tracts within the Project Area must be designated as “highly disadvantaged” based on the CalEnviroScreen (CES) Indicator Tool.

REGIONAL & LOCAL FUNDING OPPORTUNITIES Development Impact Fees Town of Apple Valley Eligible Projects: A

Key Points: » Award Range: Varies » Local Match: N/A » Estimated NOFO: N/A

Development impact fees are a one-time charge that developers pay under the Mitigation Fee Act. These fees are charged to developers to mitigate impacts resulting from new construction and cannot be used to fund existing deficiencies. For improvements that benefit both existing and new development, impact fees can only cover the cost proportional to the benefit for the new development.

246 Town of Apple Valley Complete Streets Action Plan

Solutions for Congested Corridors Program (SCCP) California Transportation Commission (CTC) via the San Bernardino County Transportation Authority (SBCTA) Eligible Projects: A

Key Points: » Award Range: None, but typically $500,000 - $150 Million » Local Match: None, but committed leverage funding increases competitiveness » Estimated NOFO: Typically runs every two years from August – November

The Solutions for Congested Corridors Program (SCCP) funds projects that reduce congestion in heavily trafficked corridors and help to advance California’s sustainability goals. While the Town can nominate projects, the SBCTA must submit the application for the SCCP on the Town’s behalf. The program favors projects that have regional significance and meets several programming prerequisites . For example, for the Plan’s candidate projects to be eligible for SCCP funding, projects must be programmed in the Inland Empire California Multimodal Corridor Plan (a comprehensive multimodal corridor plan) and Connect SoCal (a regional transportation plan with a sustainable communities strategy). Additionally, candidate projects must have specific sources of match funding already programmed for the project (committed funding) and, if applicable, expected funding from the Trade Corridor Enhancement Program (TCEP), Local Partnership Program (LPP) or any federal discretionary grant program (uncommitted funding). If the Town leverages uncommitted funding for a project, it will also be required to submit a plan for securing said uncommitted funding and securing alternate sources of funding in case the uncommitted funding cannot be committed. Projects must have also completed the environmental process. While many projects qualify, the Town must coordinate with SBCTA to identify projects that can be bundled for implementation.

Surface Transportation Block Grant Program (STBG) & Congestion Mitigation and Air Quality Improvement (CMAQ) Program United States Department of Transportation (USDOT), via Southern California Association of Governments (SCAG) Eligible Projects: A

Key Points: » Award Range: TBD » Local Match: 11.47% » Estimated NOFO: Year TBD; Previous funding round (March – May 2025) covered FY

27 & 28. Future funding rounds will likely require reauthorization through Congress.

The Surface Transportation Block Grant (STBG) and Congestion Mitigation and Air Quality Improvement (CMAQ) programs are intended to fund projects that improve the conditions of existing transportation infrastructure and reduce air pollution through APPENDIX D 247

methods such as reducing vehicle miles traveled (VMT). Requests can be made for funds from either program through the SCAG application process. Submitted projects should align with both the federal guidelines for each funding source as well as SCAG’s regional priorities. Applicants are encouraged to provide documentation of projects located in Areas of Persistent Poverty or Historically Disadvantaged Communities, as well as information detailing any anticipated or actual environmental document type required for the project (NEPA or joint CEQA/NEPA). CMAQ-eligible projects are required to document project air-quality improvements using a provided federal emissions toolkit. To achieve high project scores, applicants are encouraged to include information on their project’s ability to address transportation system safety, National Highway System performance, and freight movement.

Sustainable Communities Program (SCP) Southern California Association of Governments (SCAG) Eligible Projects: A

Key Points: » Award Range: TBD » Local Match: N/A, although applicants are encouraged to provide matching funds » Estimated NOFO: Every four (4) years, typically running from July – September

The Sustainable Communities Program (SCP) funds projects that support active transportation usage, improve roadway safety, and achieve the goals within SCAG’s Connect SoCal Plan. The SCP is adopted every four years, with the next program scheduled for adoption in 2028. Applicants should review Connect SoCal’s goals and priorities to ensure project alignment. All infrastructure projects eligible for SCP funding must be considered as a Quick-Build project (i.e., low-cost projects that require minimal construction activity such as signing and striping, curb extensions with paint and plastic posts, raised crosswalks, etc.). Before entering a Memorandum of Understanding (MOU) to receive funding from SCAG, each selected applicant may be required to specify the amount of staff time allocated to the project.

GUIDANCE FOR CONCEPTUAL DESIGN PROJECTS The Town has identified six of the Plan’s 14 complete streets projects as Conceptual Design projects due to their potential for implementation, as well as their importance to the overall vision of the Plan. Below is an overview of each project’s eligibility for funding from selected funding sources.

A. Town Hall to Brewster Park The Town Hall to Brewster Park project is highly competitive for funds from the federallevel Safe Streets for All Program (SS4A) and the state-level Highway Safety Improvement Program (HSIP). Traffic calming measures included in this project (such as the installation of multiple roundabouts) help to reduce vehicle collisions and improve roadway safety, both of which are key goals of SS4A and HSIP. Importantly, all HSIP applications must include a complete BCA demonstrating the costs and benefits of the project in terms of safety improvements and project expenditures, among other metrics. To ensure 248 Town of Apple Valley Complete Streets Action Plan

competitiveness during the HSIP application process, it is recommended that planned bus pads and shelters are removed from the project’s current recommendations. Applications for the SS4A Program do not require a BCA and thus can include the bus pad recommendations when submitting a grant application through the SS4A program. This project’s eligibility for SS4A funding is helped by its location immediately adjacent to two census tracts identified as Areas of Persistent Poverty. Both development impact fees and state-level Local Roadway Safety Program funds can be utilized to meet the local match/cost-share requirements imposed by both funding sources.

C. Walmart to Sitting Bull The Walmart to Sitting Bull project is primarily qualified for funding from the statelevel Active Transportation Program (ATP) based on a review of funding source eligibility requirements. Project elements such as sidewalk-to-Class I Path upgrade and increased sidewalk widths coincide with the ATP’s goal of increasing the proportion of trips accomplished by biking and walking. Although the ATP does not contain match requirements, obtaining matching funds from sources such as development impact fees and the state-level Local Streets and Roads Program is encouraged for maximum competitiveness.

G2 & H. Bear Valley Road (Kiowa Road to Central Road) Two sequential Bear Valley Road segment projects (Kiowa Road to Navajo Road and Navajo Road to Central Road) are recommended to be bundled as a single project when applying for funding to ensure connections between corridor improvements. This combined project is primarily qualified for funding from the state-level Active Transportation Program (ATP) based on a review of funding source eligibility requirements. Project elements such as Class I Multi-Use Paths, green conflict striping, and increased sidewalk widths align with ATP’s goal of increasing the proportion of trips accomplished by biking and walking. Additionally, this combined project’s likelihood of securing ATP funding is helped by both roadway segments being located immediately adjacent to census tracts that score in the lowest percentile (i.e. least healthy) in California’s Healthy Places Index tool, as well as being adjacent to tracts with incomes less than 80% of the California statewide median household income (based on 2018-2022 Census data). Although ATP does not contain match requirements, obtaining matching funds from sources such as development impact fees is encouraged for maximum competitiveness.

I. James Woody Loop The James Woody Loop project is qualified for funding at both the federal and state level through the ATP, HSIP, and SS4A grant programs. The recommendation of traffic signals and a roundabout for traffic-calming and collision-reducing purposes align this project with the goals of HSIP and SS4A, while features such as a Class II Bicycle Lane and Class IV Separated Bikeway demonstrate a commitment to active transportation that is valued by ATP. To increase competitiveness when completing a BCA for HSIP, project elements such as formalized on-street parking on both sides of Powhatan Road and Ottawa Road should be removed. Applications for SS4A and ATP, while not requiring a BCA, should demonstrate the project as being located within a federally-defined Area of Persistent Poverty (SS4A) and a low-scoring census tract as defined by the California Healthy Places Index tool (ATP). ATP applications can also mention the project as being APPENDIX D 249

within a census tract with a median household income less than 80 percent of the California statewide median (based on 2018-2022 Census data). Matching funds for HSIP and SS4A can be provided by development impact fees and LSRP funds. Further coordination with Caltrans and/or SCAG is recommended to determine if LSRP funds are an acceptable match source for ATP grants.

K. Sitting Bull Connector The Sitting Bull Connector project is primarily qualified for funding from the state-level Active Transportation Program (ATP) based on a review of funding source eligibility requirements. Project features such as sidewalk installations, Class I Multi-Use Paths and Class II Bike Lanes align with ATP’s goal of encouraging walking and biking trips. Additionally, this project’s likelihood in securing ATP funding is helped by the eastern portion of the project roadway being located within census tracts that score in the lowest percentile (i.e., least healthy) in California’s Healthy Places Index tool. Although the ATP does not contain match requirements, obtaining matching funds from sources such as development impact fees and the state-level Local Streets and Roads Program is encouraged for maximum competitiveness.

250 Town of Apple Valley Complete Streets Action Plan

Planning-level Cost Estimates Planning-level cost estimates were developed for the Plan’s six Conceptual Design projects. These preliminary cost esimates are subject to further evaluation. 30% Engineer's Opinion of Probable Cost

A. TOWN HALL TO BREWSTER PARK Town Hall to Brewster Improvement

Unit

Cost

Quantity

Total

Signing & Striping

$ 370,000.00

$370,000

Right of Way Acquisition (Land Value)

15,000

$60,000

Planning and Land Development

$20,000

Unclassified Excavation

$350

8,671

$3,034,850

Imported Native Fill

$175

1,074

$187,950

$20

444,640

$8,892,800

$20

24,430

$488,600

Civil Improvements

4" Portland Cement Concrete Multi-Path 4" Portland Cement Concrete Sidewalk 6" Curb & Gutter

$120

34,028

$4,083,360

Asphalt Concrete Pavement (6")

TON

$160

2,518

$402,880

Class 2 Aggregate Base (6")

$110

1,260

$138,600

8" Curb

$120

3,149

$377,880

Curb Ramp

$12,000

$912,000

Bus Pad (1)

$25

969

$24,225

Driveway

$2,000

$78,000

Adjust Utility to Grade

$3,000

$54,000

$5,000

$95,000

Relocate Traffic Signal Pole

$25,000

Relocate Power Pole

$30,000

$210,000

Landscaping

187,737

$1,501,896

Irrigation

187,737

$938,685

Placemaking

$222,712

Other Improvements

Relocate Utility (Control Box, Fire Hydrant, Utility Cabinet)

Improvement Subtotal

$22,118,438

Overhead Items Mobilization

$1,105,922

Traffic Control

$1,105,922

Design Engineering

$1,548,291

Construction Engineering

$1,105,922

Project Subtotal Estimate

$26,984,494

15% Contingency

$4,047,674

10% Inflation Adjustment

$2,698,449

Project Total Estimate

$33,730,618

APPENDIX D

251

30% Engineer's Opinion of Probable Cost

C. WALMART TO SITTING BULL Walmart to Sitting Bull (Rincon) Improvement

Unit

Cost

Quantity

Total

Signing & Striping

$220,000

Right of Way Acquisition (Land Value)

15,000

$60,000

$20,000

Unclassified Excavation

$350

5,050

$1,767,500

Imported Native Fill

$175

360

$63,000

$20

45,939

$918,780

4" Portland Cement

$20

247,030

$4,940,600

6" Curb & Gutter

$120

8,175

$981,000

Asphalt Concrete Pavement (6")

TON

$160

2,195

$351,200

Class 2 Aggregate Base (6")

$110

1,100

$121,000

8" Curb

$120

702

$84,240

Curb Ramp

$12,000

$816,000

Driveway

$2,000

208

$416,000

Adjust Utility to Grade

$3,000

$78,000

$5,000

$15,000

Relocate Power Pole

$30,000

$120,000

Landscaping

3,405

$27,240

Irrigation

3,405

$17,025

Placemaking

$110,234

Planning and Land Development Support Costs (Land Surveyor, Legal & Plat, Title Company) Civil Improvements

4" Portland Cement Concrete MultiPath

Other Improvements

Relocate Utility (Control Box, Fire Hydrant, Utility Cabinet)

Improvement Subtotal

$11,126,819

Overhead Items Mobilization

$556,341

Traffic Control

$556,341

Design Engineering

$778,877

Construction Engineering

$556,341

Project Subtotal Estimate

$13,574,719

15% Contingency

$2,036,208

10% Inflation Adjustment

$1,357,472

Project Total Estimate

$16,968,399

252 Town of Apple Valley Complete Streets Action Plan

30% Engineer's Opinion of Probable Cost

G2 & H. BEAR VALLEY ROAD (KIOWA TO CENTRAL ROAD) Bear Valley Road between Kiowa Road andROAD Central Road Improvement

Unit

Cost

Quantity

Total

Signing & Striping

$110,000

Right of Way Acquisition (Land Value)

10,600

$42,400

$20,000

Unclassified Excavation

$350

3,575

$1,251,250

Imported Native Fill

$175

2,730

$477,750

$20

85,890

$1,717,800

6" Curb & Gutter

$120

4,768

$572,160

Asphalt Concrete Pavement (6")

TON

$160

714

$114,240

Class 2 Aggregate Base (6")

$110

357

$39,270

8" Curb

$120

2,153

$258,360

Curb Ramp

$12,000

$312,000

Bus Pad (4)

$25

5,789

$144,725

Driveway

$2,000

$78,000

Adjust Utility to Grade

$3,000

$6,000

$5,000

$35,000

Relocate Traffic Signal Pole

$25,000

$75,000

Relocate Power Pole

$30,000

$180,000

Landscaping

71,304

$570,432

Irrigation

71,304

$356,520

Placemaking

$65,035

Planning and Land Development Support Costs (Land Surveyor, Legal & Plat, Title Company) Civil Improvements

4" Portland Cement Concrete Sidewalk

Other Improvements

Relocate Utility (Control Box, Fire Hydrant, Utility Cabinet)

Improvement Subtotal

$6,425,942

Overhead Items Mobilization

$321,297

Traffic Control

$321,297

Design Engineering

$449,816

Construction Engineering

$321,297

Project Subtotal Estimate

$7,839,649

15% Contingency

$1,175,947

10% Inflation Adjustment

$783,965

Project Total Estimate

$9,799,562

APPENDIX D 253

30% Engineer's Opinion of Probable Cost

I. JAMES WOODY LOOP James Woody Improvement

Unit

Cost

Quantity

Total

Signing & Striping

$ 390,000.00

$390,000

Right of Way Acquisition (Land Value)

20,000

$80,000

Planning and Land Development

$20,000

Unclassified Excavation

$350

5,837

$2,042,950

Imported Native Fill

$175

5,385

$942,375

$20

202,460

$4,049,200

6" Curb & Gutter

$120

21,990

$2,638,800

Asphalt Concrete Pavement (6")

TON

$160

4,587

$733,920

Class 2 Aggregate Base (6")

$110

3,059

$336,490

8" Curb

$120

4,347

$521,640

Curb Ramp

$12,000

$528,000

Driveway

$2,000

$78,000

Adjust Utility to Grade

$3,000

$90,000

Relocate Utility (Control Box, Fire

$5,000

$155,000

Relocate Power Pole

$30,000

$720,000

Landscaping

42,894

$343,152

Irrigation

42,894

$214,470

Placemaking

$147,664

Civil Improvements

4" Portland Cement Concrete Sidewalk

Other Improvements

Improvement Subtotal

$14,031,661

Overhead Items Mobilization

$701,583

Traffic Control

$701,583

Design Engineering

$982,216

Construction Engineering

$701,583

Project Subtotal Estimate

$17,118,626

15% Contingency

$2,567,794

10% Inflation Adjustment

$1,711,863

Project Total Estimate

$21,398,283

254 Town of Apple Valley Complete Streets Action Plan

30% Engineer's Opinion of Probable Cost

K. SITTINGSitting BULL CONNECTOR Bull Connector Improvement

Unit

Cost

Quantity

Total

Signing & Striping

$ 220,000.00

$220,000

Right of Way Acquisition (Land Value)

20,000

$80,000

Planning and Land Development

$20,000

Unclassified Excavation

$350

4,708

$1,647,800

Imported Native Fill

$175

2,322

$406,350

$20

220,996

$4,419,920

$20

77,980

$1,559,600

6" Curb & Gutter

$120

11,869

$1,424,280

Asphalt Concrete Pavement (6")

TON

$160

878

$140,480

Class 2 Aggregate Base (6")

$110

440

$48,400

8" Curb

$120

126

$15,120

Catch Basin

$20,000

$60,000

Cross Gutter

$50

4,138

$206,900

Curb Ramp

$12,000

$1,008,000

Bus Pad (1)

$25

1,381

$34,525

Driveway

$2,000

$78,000

Adjust Utility to Grade

$3,000

$33,000

$5,000

$95,000

Relocate Traffic Signal Pole

$25,000

Relocate Power Pole

$30,000

$210,000

Landscaping

114,583

$916,664

Irrigation

114,583

$572,915

Placemaking

$132,220

Civil Improvements

4" Portland Cement Concrete Multi-Path 4" Portland Cement Concrete Sidewalk

Other Improvements

Relocate Utility (Control Box, Fire Hydrant, Utility Cabinet)

Improvement Subtotal

$13,354,174

Overhead Items Mobilization

$667,709

Traffic Control

$667,709

Design Engineering

$934,792

Construction Engineering

$667,709

Project Subtotal Estimate

$16,292,092

15% Contingency

$2,443,814

10% Inflation Adjustment

$1,629,209

Project Total Estimate

$20,365,115

APPENDIX D 255

APPENDIX

Conceptual Design Drawings Conceptual Drawings Appendix E contains planning-level conceptual drawings for six projects, which can be used by the Town to apply for and secure grant funding. All improvements shown in the conceptual drawings are subject to further evaluation. As the Town begins the construction design process, the conceptual drawings presented in the Plan may be modified based on considerations for cost, maintenance, safety, feasibility, and availability of adequate right-of-way to install the improvements. While the Conceptual Design projects may be positioned as “grant-ready” project options, the Town reserves the right to implement projects at their discretion and/or as funding opportunities become available.

APPENDIX E 257

TOWN OF APPLE VALLEY COMPLETE STREETS 5

12 11

5 11

11 14

6 11

11 14

Note: The following sheets depict concept plans that will assist the Town of Apple Valley in implementing improvements. All notes and improvements shown are subject to further evaluation. 6 11

INDEX OF SHEETS DALE EVANS PARKWAY FROM BASS HILL ROAD TO WAALEW ROAD OTOE ROAD FROM RANCHERIAS ROAD TO BREWSTER PARK

SHEETS 2 -12

SHEETS 13 - 18 5

THUNDERBIRD ROAD FROM RANCHERIAS ROAD TO DALE EVANS PARKWAY

Bus Stop Multi-use Path

258

KTU+A 3916 Normal St San Diego, CA 92103

DISCLAIMER: All improvements shown in concept plans are subject to further evaluation.

SHEETS 19 - 23

Bike Crossing Markings

High Visibility Crosswalk

Parcel Line Lane Divider

Bike Lane Marking

Landscaped Areas

High Visibility School Crosswalk

Road Striping

New Sidewalk

Bike Sharrow Marking

Raised Median

Curb Ramp

Conceptual Plan July 2025

Dale Evans from Bass Hill Rd to Waalew Rd Apple Valley Complete Streets

Scale: 1" = 50'-0" Note: All dimensions are rounded to 0.5 feet which could cause summed lane measurements to not match the noted overall road width dimension.

SHEET 1 OF 23

CONSTRUCTION NOTES

RM 2

PROTECT IN PLACE, ITEM PER PLAN.

RELOCATE, ITEM PER PLAN.

CONSTRUCT 4" THICK P.C.C. SIDEWALK OVER 95% COMPACTED NATIVE PER COUNTY OF SAN BERNARDINO STD. PLAN NO. 109, TYPE B.

CONSTRUCT CONCRETE CASE A, TYPE 1 CURB RAMP PER SPPWC PLAN NO. 111-5 OVER 95% COMPACTED NATIVE.

CONSTRUCT 8" CURB PER SPPWC STD. PLAN 120-3. BOND CURB TO EXISTING SURFACE USING APPROVED EPOXY ADHESIVE WITH DOWEL.

ADJUST PULL BOX AND COVER TO GRADE.

CONSTRUCT CONCRETE CASE D, TYPE 1 CURB RAMP PER SPPWC PLAN NO. 111-5 OVER 95% COMPACTED NATIVE.

MATCHLINE SEE NEXT SHEET LOWER LEFT

6.0 5.5 6.0 10

Dale Evans Pkwy

UTILITY

5.0

4.0

10.0 25

IS R44A(CA)

28 3

WATER POTABLE

TRAFFIC SIGNAL POLE

SIGNING & STRIPING CONSTRUCTION NOTES

18 18

10.0 4.0 6.0 10

Dale Evans Pkwy

5.5 4.0 10.0

REMOVE EXISTING CONFLICTING STRIPING, PAVEMENT MARKING, AND/OR RPM'S BY WET SANDBLASTING.

INSTALL 6" THERMOPLASTIC WHITE BIKE LANE INTERSECTION LINE PER CALTRANS STD. PLAN A20D, DETAIL 39A WITH GREEN PAINT.

INSTALL THERMOPLASTIC WHITE CONTINENTAL CROSSWALK PER CALTRANS STD. PLAN A24F.

INSTALL 12" THERMOPLASTIC WHITE LIMIT LINE PER CALTRANS STD. PLAN A24G.

FURNISH AND INSTALL SIGN AND/OR POST AS SHOWN.

IS R44A(CA)

MATCHLINE SEE NEXT SHEET TOP LEFT

PROJECT START

28 RM

UTILITY

SIGN LEGEND BIKE PATH NO MOTOR VEHICLES OR MOTORIZED BICYCLES

R44A(CA) 12"X24"

Bus Stop Multi-use Path

KTU+A 3916 Normal St San Diego, CA 92103

DISCLAIMER: All improvements shown in concept plans are subject to further evaluation.

Bike Crossing Markings

High Visibility Crosswalk

Parcel Line Lane Divider

Bike Lane Marking

Landscaped Areas

High Visibility School Crosswalk

Road Striping

New Sidewalk

Bike Sharrow Marking

Raised Median

Curb Ramp

Conceptual Plan July 2025

Dale Evans from Bass Hill Rd to Waalew Rd Apple Valley Complete Streets

Scale: 1" = 50'-0" Note: All dimensions are rounded to 0.5 feet which could cause summed lane measurements to not match the noted overall road width dimension.

SHEET 2 OF 23 259

CONSTRUCTION NOTES

ER R IGHT

PROTECT IN PLACE, ITEM PER PLAN.

RELOCATE, ITEM PER PLAN. CONSTRUCT 4" THICK P.C.C. SIDEWALK OVER 95% COMPACTED NATIVE PER COUNTY OF SAN BERNARDINO STD. PLAN NO. 109, TYPE B.

EET L OW

CONSTRUCT 4" THICK P.C.C. RESIDENTIAL DRIVEWAY APPROACH OVER 95% COMPACTED NATIVE PER COUNTY OF SAN BERNARDINO STD. PLAN 128.

CONSTRUCT 6" CURB AND GUTTER OVER 95% COMPACTED NATIVE PER COUNTY OF SAN BERNARDINO STD. PLAN 116.

CONSTRUCT 8" CURB PER SPPWC STD. PLAN 120-3. BOND CURB TO EXISTING SURFACE USING APPROVED EPOXY ADHESIVE WITH DOWEL.

CONSTRUCT 7" INTEGRAL COLORED STAMPED PCC MEDIAN.

CONSTRUCT CONCRETE CASE F CURB RAMP PER CALTRANS STD PLAN A88A OVER 95% COMPACTED NATIVE.

CONSTRUCT 4" THICK P.C.C. BIKE RAMP OVER 95% COMPACTED NATIVE.

CONSTRUCT 0" FLUSHED PCC ROLLED CURB AND GUTTER.

OR S H

10.0

SEE P RI

4.0

kwy

P Dale Evans

MATC

HLINE

13.0

4.0

SIGNING & STRIPING CONSTRUCTION NOTES

10.0

REMOVE EXISTING CONFLICTING STRIPING, PAVEMENT MARKING, AND/OR RPM'S BY WET SANDBLASTING.

INSTALL 6" THERMOPLASTIC WHITE LANE LINE PER CALTRANS STD. PLAN A20A, DETAIL 12.

INSTALL 6" THERMOPLASTIC DOUBLE YELLOW CENTERLINE PER CALTRANS STD. PLAN A20A, DETAIL 21.

INSTALL 6" THERMOPLASTIC WHITE BIKE LANE LINE PER CALTRANS STD. PLAN A20D, DETAIL 39.

INSTALL 6" THERMOPLASTIC WHITE LANE LINE EXTENSION PER CALTRANS STD. PLAN A20D, DETAIL 40.

INSTALL THERMOPLASTIC WHITE TYPE VI ARROW PER CALTRANS STD. PLAN A24A.

INSTALL THERMOPLASTIC WHITE SHARROW PAVEMENT MARKING PER CALTRANS STD. PLAN A24C.

INSTALL THERMOPLASTIC WHITE "YIELD" PAVEMENT MARKING PER CALTRANS STD. PLAN A24D.

INSTALL THERMOPLASTIC WHITE CONTINENTAL CROSSWALK PER CALTRANS STD. PLAN A24F.

INSTALL THERMOPLASTIC WHITE YIELD LINE PER CALTRANS STD. PLAN A24G.

FURNISH AND INSTALL SIGN AND/OR POST AS SHOWN.

INE

E SE

12 13 19

C AT

RM ns vaR44A(CA) 11 E e l Da wy IS 12 Pk

FIRE 3 HYDRANT

19 19

20 5

17.5

15.0

17.5

10.0 4.0 6.0

11 24

12.0

19.0

vans P

kwy

27.0

Multi-use Path

KTU+A 3916 Normal St San Diego, CA 92103

DISCLAIMER: All improvements shown in concept plans are subject to further evaluation.

19 19

SIGN LEGEND BIKE PATH NO MOTOR VEHICLES OR MOTORIZED BICYCLES

R44A(CA) IS

Bus Stop

260

11 27

R rd rbi

12.0

17.0

IS R44A(CA)

17.0

16.0

10.0

13 13

19.0 16.0

13.5

6.0 4.0 10.0

23.5

10.5

Dale E

un Th

MATCHLINE SEE UPPER RIGHT

R44A(CA) IS

MATCHLINE SEE NEXT SHEET TOP LEFT

T EE

MATCHLINE SEE SHEET 23

R44A(CA) 12"X24"

Bike Crossing Markings

High Visibility Crosswalk

Parcel Line Lane Divider

Bike Lane Marking

Landscaped Areas

High Visibility School Crosswalk

Road Striping

New Sidewalk

Bike Sharrow Marking

Raised Median

Curb Ramp

Conceptual Plan July 2025

Dale Evans from Bass Hill Rd to Waalew Rd Apple Valley Complete Streets

Scale: 1" = 50'-0" Note: All dimensions are rounded to 0.5 feet which could cause summed lane measurements to not match the noted overall road width dimension.

SHEET 3 OF 23

RS HE ET LO WE RR

Dale Evans Pkwy

14 1

POWER POLE, 2 FIRE HYDRANT

MATCHLINE SEE NEXT SHEET LOWER LEFT

IGH T

CONSTRUCTION NOTES

10.0

SE EP RIO

3.5 11.0

Dale Evans Pkwy

11.0

60.0

MA TC

HL INE

11.0 3.5 10.0 5

POWER POLE

DEMO EXISTING ASPHALT PAVEMENT, CONCRETE PAVEMENT, OR OTHER HARDSCAPE SURFACE.

PROTECT IN PLACE, ITEM PER PLAN.

RELOCATE, ITEM PER PLAN.

ADJUST MANHOLE FRAME AND COVER TO GRADE.

CONSTRUCT 4" THICK P.C.C. SIDEWALK OVER 95% COMPACTED NATIVE PER COUNTY OF SAN BERNARDINO STD. PLAN NO. 109, TYPE B.

CONSTRUCT 6" CURB AND GUTTER OVER 95% COMPACTED NATIVE PER COUNTY OF SAN BERNARDINO STD. PLAN 116.

CONSTRUCT 6" AC PAVEMENT OVER 6" CLASS 2 AGGREGATE BASE COMPACTED TO 95%.

CONSTRUCT 4" THICK P.C.C. RESIDENTIAL DRIVEWAY APPROACH OVER 95% COMPACTED NATIVE PER COUNTY OF SAN BERNARDINO STD. PLAN 128A.

SIGNING & STRIPING CONSTRUCTION NOTES RM

REMOVE EXISTING CONFLICTING STRIPING, PAVEMENT MARKING, AND/OR RPM'S BY WET SANDBLASTING.

INSTALL 6" THERMOPLASTIC YELLOW TWO-WAY LEFT TURN LANE PER CALTRANS STD. PLAN A20B, DETAIL 32.

FIRE HYDRANT

21 5

10.0 11.0 60.0

11.0

3.5

Dale Evans Pkwy

3.5 11.0 10.0 5

5 5

Bus Stop Multi-use Path

KTU+A 3916 Normal St San Diego, CA 92103

DISCLAIMER: All improvements shown in concept plans are subject to further evaluation.

MATCHLINE SEE NEXT SHEET TOP LEFT

MATCHLINE SEE UPPER RIGHT

1 14

Bike Crossing Markings

High Visibility Crosswalk

Parcel Line Lane Divider

Bike Lane Marking

Landscaped Areas

High Visibility School Crosswalk

Road Striping

New Sidewalk

Bike Sharrow Marking

Raised Median

Curb Ramp

Conceptual Plan July 2025

Dale Evans from Bass Hill Rd to Waalew Rd Apple Valley Complete Streets

Scale: 1" = 50'-0" Note: All dimensions are rounded to 0.5 feet which could cause summed lane measurements to not match the noted overall road width dimension.

SHEET 4 OF 23 261

FIRE 2 HYDRANT 21

14 1

10.0 11.0 3.5 11.0

Dale Evans Pkwy

60.0

3.5 11.0 10.0 5

11 14

MATCHLINE SEE NEXT SHEET LOWER LEFT

MATCHLINE SEE PRIOR SHEET LOWER RIGHT

CONSTRUCTION NOTES 1

DEMO EXISTING ASPHALT PAVEMENT, CONCRETE PAVEMENT, OR OTHER HARDSCAPE SURFACE.

PROTECT IN PLACE, ITEM PER PLAN.

RELOCATE, ITEM PER PLAN.

ADJUST MANHOLE FRAME AND COVER TO GRADE.

CONSTRUCT 4" THICK P.C.C. SIDEWALK OVER 95% COMPACTED NATIVE PER COUNTY OF SAN BERNARDINO STD. PLAN NO. 109, TYPE B.

CONSTRUCT CONCRETE CASE A, TYPE 1 CURB RAMP PER SPPWC PLAN NO. 111-5 OVER 95% COMPACTED NATIVE.

CONSTRUCT 6" CURB AND GUTTER OVER 95% COMPACTED NATIVE PER COUNTY OF SAN BERNARDINO STD. PLAN 116.

CONSTRUCT 6" AC PAVEMENT OVER 6" CLASS 2 AGGREGATE BASE COMPACTED TO 95%.

CONSTRUCT 4" THICK P.C.C. RESIDENTIAL DRIVEWAY APPROACH OVER 95% COMPACTED NATIVE PER COUNTY OF SAN BERNARDINO STD. PLAN 128A.

SIGNING & STRIPING CONSTRUCTION NOTES

21 5

3.5 10.0

10.0 25

11.0 3.5

11.0

Dale Evans Pkwy

11.0

12.0 4.0

3.5 11.0

61.5 9.5

10.0 5

7 21

28.0 R44A(CA) IS

Zuni Rd

REMOVE EXISTING CONFLICTING STRIPING, PAVEMENT MARKING, AND/OR RPM'S BY WET SANDBLASTING.

INSTALL 6" THERMOPLASTIC YELLOW TWO-WAY LEFT TURN LANE PER CALTRANS STD. PLAN A20B, DETAIL 32.

INSTALL 8" THERMOPLASTIC WHITE CHANNELIZING LINE PER CALTRANS STD. PLAN A20D, DETAIL 38.

INSTALL THERMOPLASTIC WHITE TYPE IV ARROW PER CALTRANS STD. PLAN A24A.

INSTALL THERMOPLASTIC WHITE "STOP" PAVEMENT MARKING PER CALTRANS STD. PLAN A24D.

INSTALL THERMOPLASTIC WHITE CONTINENTAL CROSSWALK PER CALTRANS STD. PLAN A24F.

INSTALL 12" THERMOPLASTIC WHITE LIMIT LINE PER CALTRANS STD. PLAN A24G.

FURNISH AND INSTALL SIGN AND/OR POST AS SHOWN.

RM 21

IS R44A(CA) 3 19

28 4

FIRE HYDRANT, POWER POLE

MATCHLINE SEE NEXT SHEET TOP LEFT

MATCHLINE SEE UPPER RIGHT

FIRE 2 HYDRANT

SIGN LEGEND BIKE PATH NO MOTOR VEHICLES OR MOTORIZED BICYCLES

R44A(CA) 12"X24"

Bus Stop Multi-use Path

262

KTU+A 3916 Normal St San Diego, CA 92103

DISCLAIMER: All improvements shown in concept plans are subject to further evaluation.

Bike Crossing Markings

High Visibility Crosswalk

Parcel Line Lane Divider

Bike Lane Marking

Landscaped Areas

High Visibility School Crosswalk

Road Striping

New Sidewalk

Bike Sharrow Marking

Raised Median

Curb Ramp

Conceptual Plan July 2025

Dale Evans from Bass Hill Rd to Waalew Rd Apple Valley Complete Streets

Scale: 1" = 50'-0" Note: All dimensions are rounded to 0.5 feet which could cause summed lane measurements to not match the noted overall road width dimension.

SHEET 5 OF 23

Zuni Rd

16 3

28.0

FIRE HYDRANT

IS R7-9a

IS R44A(CA)

RM 9

10.0 11.0

3.5

Dale Evans Pkwy

68.5 11.0 12.0 7.0 13.5

7 3

IS R7-9a

POWER POLE

MATCHLINE SEE NEXT SHEET TOP LEFT

FIRE HYDRANT 3 5

10.0 4.0 6.0 11.0

Dale Evans Pkwy

80.0 11.0 11.0 6.0 9.0 12.0

15 16

POWER POLE

Bus Stop Multi-use Path

KTU+A 3916 Normal St San Diego, CA 92103

DISCLAIMER: All improvements shown in concept plans are subject to further evaluation.

PROTECT IN PLACE, ITEM PER PLAN.

RELOCATE, ITEM PER PLAN.

MATCHLINE SEE NEXT SHEET LOWER LEFT

R44A(CA) IS

MATCHLINE SEE UPPER RIGHT

MATCHLINE SEE PRIOR SHEET LOWER RIGHT

CONSTRUCTION NOTES

ADJUST MANHOLE FRAME AND COVER TO GRADE.

CONSTRUCT 4" THICK P.C.C. SIDEWALK OVER 95% COMPACTED NATIVE PER COUNTY OF SAN BERNARDINO STD. PLAN NO. 109, TYPE B.

CONSTRUCT CONCRETE CASE A, TYPE 1 CURB RAMP PER SPPWC PLAN NO. 111-5 OVER 95% COMPACTED NATIVE. CONSTRUCT 6" CURB AND GUTTER OVER 95% COMPACTED NATIVE PER COUNTY OF SAN BERNARDINO STD. PLAN 116.

CONSTRUCT 4" THICK P.C.C. BIKE RAMP OVER 95% COMPACTED NATIVE.

CONSTRUCT 4" THICK P.C.C. RESIDENTIAL DRIVEWAY APPROACH OVER 95% COMPACTED NATIVE PER COUNTY OF SAN BERNARDINO STD. PLAN 128A.

SIGNING & STRIPING CONSTRUCTION NOTES RM

REMOVE EXISTING CONFLICTING STRIPING, PAVEMENT MARKING, AND/OR RPM'S BY WET SANDBLASTING.

INSTALL 6" THERMOPLASTIC DOUBLE YELLOW CENTERLINE PER CALTRANS STD. PLAN A20A, DETAIL 22.

INSTALL 6" THERMOPLASTIC YELLOW TWO-WAY LEFT TURN LANE PER CALTRANS STD. PLAN A20B, DETAIL 32.

INSTALL 8" THERMOPLASTIC WHITE CHANNELIZING LINE PER CALTRANS STD. PLAN A20D, DETAIL 38.

INSTALL 6" THERMOPLASTIC WHITE BIKE LANE LINE PER CALTRANS STD. PLAN A20D, DETAIL 39.

INSTALL THERMOPLASTIC WHITE TYPE IV ARROW PER CALTRANS STD. PLAN A24A.

INSTALL THERMOPLASTIC WHITE BIKE LANE ARROW PER CALTRANS STD. PLAN A24A.

INSTALL THERMOPLASTIC WHITE BIKE LANE SYMBOL WITH PERSON PER CALTRANS STD. PLAN A24C.

INSTALL THERMOPLASTIC WHITE "STOP" PAVEMENT MARKING PER CALTRANS STD. PLAN A24D.

INSTALL THERMOPLASTIC WHITE CONTINENTAL CROSSWALK PER CALTRANS STD. PLAN A24F.

INSTALL 12" THERMOPLASTIC WHITE LIMIT LINE PER CALTRANS STD. PLAN A24G.

FURNISH AND INSTALL SIGN AND/OR POST AS SHOWN.

SIGN LEGEND BIKE PATH NO MOTOR VEHICLES OR MOTORIZED BICYCLES

BIKE LANE

R44A(CA) 12"X24"

R7-9a 12"X18"

Bike Crossing Markings

High Visibility Crosswalk

Parcel Line Lane Divider

Bike Lane Marking

Landscaped Areas

High Visibility School Crosswalk

Road Striping

New Sidewalk

Bike Sharrow Marking

Raised Median

Curb Ramp

Conceptual Plan July 2025

Dale Evans from Bass Hill Rd to Waalew Rd Apple Valley Complete Streets

Scale: 1" = 50'-0" Note: All dimensions are rounded to 0.5 feet which could cause summed lane measurements to not match the noted overall road width dimension.

SHEET 6 OF 23 263

15 21

FIRE HYDRANT

MATCHLINE SEE NEXT SHEET LOWER LEFT

MATCHLINE SEE PRIOR SHEET LOWER RIGHT

CONSTRUCTION NOTES

10.5 4.0

11.0

Dale Evans Pkwy

80.0 11.0 11.0

6.0 8.5

12.0 2

POWER POLE

PROTECT IN PLACE, ITEM PER PLAN.

CONSTRUCT 4" THICK P.C.C. SIDEWALK OVER 95% COMPACTED NATIVE PER COUNTY OF SAN BERNARDINO STD. PLAN NO. 109, TYPE B.

CONSTRUCT 6" CURB AND GUTTER OVER 95% COMPACTED NATIVE PER COUNTY OF SAN BERNARDINO STD. PLAN 116.

CONSTRUCT 4" THICK P.C.C. RESIDENTIAL DRIVEWAY APPROACH OVER 95% COMPACTED NATIVE PER COUNTY OF SAN BERNARDINO STD. PLAN 128A.

FIRE 2 HYDRANT

16 15

12.5 4.0 6.0 11.0

Dale Evans Pkwy

11.0 80.0

11.0 6.0 6.5

12.0 RM

11 5

Bus Stop Multi-use Path

264

KTU+A 3916 Normal St San Diego, CA 92103

DISCLAIMER: All improvements shown in concept plans are subject to further evaluation.

POWER POLE

MATCHLINE SEE NEXT SHEET TOP LEFT

MATCHLINE SEE UPPER RIGHT

SIGNING & STRIPING CONSTRUCTION NOTES RM

REMOVE EXISTING CONFLICTING STRIPING, PAVEMENT MARKING, AND/OR RPM'S BY WET SANDBLASTING.

INSTALL 6" THERMOPLASTIC YELLOW TWO-WAY LEFT TURN LANE PER CALTRANS STD. PLAN A20B, DETAIL 32.

INSTALL 6" THERMOPLASTIC WHITE BIKE LANE LINE PER CALTRANS STD. PLAN A20D, DETAIL 39.

INSTALL THERMOPLASTIC WHITE BIKE LANE ARROW PER CALTRANS STD. PLAN A24A.

INSTALL THERMOPLASTIC WHITE BIKE LANE SYMBOL WITH PERSON PER CALTRANS STD. PLAN A24C.

POWER POLE

Bike Crossing Markings

High Visibility Crosswalk

Parcel Line Lane Divider

Bike Lane Marking

Landscaped Areas

High Visibility School Crosswalk

Road Striping

New Sidewalk

Bike Sharrow Marking

Raised Median

Curb Ramp

Conceptual Plan July 2025

Dale Evans from Bass Hill Rd to Waalew Rd Apple Valley Complete Streets

Scale: 1" = 50'-0" Note: All dimensions are rounded to 0.5 feet which could cause summed lane measurements to not match the noted overall road width dimension.

SHEET 7 OF 23

MATCHLINE SEE SHEET 17

POWER POLE

R44A(CA) IS

IS R44A(CA)

10.0

12.5 4.0 6.0

14.0

12.0

14.0

11.0

11.5

6.0 6.5

6.0 4.5 12.0

12.0 11

POWER POLE

16 7

Dale Evans Pkwy

11.0 6.0 3.0 9.5

80.0

11.0

11.5 80.0

80.0 11.0

11.5

R7-9a IS

12.0

R7-9a IS

2.0

12.0 64.0

12.0

R44A(CA) IS

MATCHLINE SEE NEXT SHEET LOWER LEFT

R7-9a IS

10.0 4.0 8.0

24.0 68.0

8.0 4.0 10.0

MATCHLINE SEE PRIOR SHEET LOWER RIGHT

Otoe Rd

CONSTRUCTION NOTES

11.0 4.0 7.0 12.0

Dale Evans Pkwy

80.5 12.0 11.0 6.0 6.5 11.5

POWER POLE

R7-9a IS

16 15

Bus Stop Multi-use Path

KTU+A 3916 Normal St San Diego, CA 92103

DISCLAIMER: All improvements shown in concept plans are subject to further evaluation.

FIRE HYDRANT, POWER POLE

POWER 2 POLE

MATCHLINE SEE NEXT SHEET TOP LEFT

MATCHLINE SEE UPPER RIGHT

15 11