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Temecula currently has a only a limited number of designated trails in a relatively fragmentary configuration, but the City does have an extensive on-street bikeway system. Like most
cities, the bikeway system is currently heavily weighted toward Class 2 facilities to take advantage of the roads existing and proposed throughout the City. Because this is both a trails
and bikeways master plan and because of the current preponderance of Class 2 facilities, the opportunities considered below are intended to fulfill the City’s primary goal of a loop
trail system that would employ unpaved, off-street routes and paved Class 1 bikeway facilities. Consideration is given for new Class 2 and 3 bikeway facilities and any specific on-street
problems and solutions, but the focus is placed more on multi-use trails. 5.1 Trip Origin Analysis In the context of a trails and bikeway master plan analysis, “trip origins” are defined
as those areas or specific locations from which the majority of non-motorized multi-use facility facility usage is likely to come. Determining where these trip origins are now or will
be in the future is important in guiding the design and implementation of a cost-effective trails and bikeways system that will maintain its usefulness over time. This includes evaluating
predicted changes in land use, population density and housing data, but defining the trip origins for a particular city is usually not so straightforward. Extracting useful information
from some of the data described in the following sections sometimes required evaluating data from other sources and synthesizing the results. Other sources of information were reviewed
based on well known principles employed in most bikeway master plan projects. For instance, residential areas are, in general, trip origin points. In all cases, the primary information
sought was how and where changes are projected to occur in Temecula in the near future. 5.1.1 Land Use The County of Riverside and the City of Temecula provided much of the data needed
to produce the maps used in this chapter’s analysis. Figure 5-1, Land Use and Activity Centers, illustrates land uses based on five broad categories derived from County sources. The
very detailed County data were collapsed into five more usable categories. The retail category represents primarily sales activities, versus the employment emphasis of the office/commercial
category. The public facility category includes schools and parks, as well as civic and recreation centers. The residential category is a compilation of all residential uses from multifamily
to low density single family. The open space category represents all designated open space within the City. These categories all represent some level of potential users and either trip
origins or destinations. In terms of non-motorized multi-use trail and bicycle facility planning, significant concentrations of housing or employment tend to be the most cost-effective
areas in which to propose facilities because they provide the largest numbers of potential users for a given area. Temecula’s development arrangement can be even more advantageous for
recreational and commuting non-motorized trail use because the open spaces separating the developed areas can provide locations for off-street multi-use facilities with minimal exposure
to motor vehicle traffic. Chapter Five OPPORTUNITIES AND CONSTRAINTS This soft surfaced, multi-use trail is part of an master planned residential development. Similar trails occur in
several locations in Temecula.
Opportunities and Constraints City of Temecula Page 5-2 Chapter 5 Retail Public Facilities Office/Commercial Open Space Residential LAND USE CATEGORIES 1 Mile N LAND USE AND AC T I V
I T Y CENTERS City of T emecula Multi-use T rails and Bik eways Master Plan Figure 5-1 Nicolas RoadNicolas Road Promenade Mall Chaparral High School CRC/Sports Park Temecula Valley High
School Old Town
Chapter 5 Page 5-3 Multi-Use Trails and Bikeways Master Plan Residential areas are by far the most common origins for non-motorized trips within a community, but the specific origin
points tend to be dispersed. The walking and bicycling trips originating in residential areas typically terminate at schools and employment centers, retail and entertainment centers,
parks and open space, as well as at other residential areas. For this reason, the sizes, densities and locations of residential developments and their relationships to other land uses
such as schools, employment centers and parks and open space are crucially important to trail and bicycle facility planning. In Temecula, as in most cities, residential areas are by
far the largest land use. 5.1.2 Summary of Trip Origins Based on the existing land use, most future trail and bicycle activity is likely to originate from within the residential areas
of Temecula. These areas will become large enough in terms of population density and physical size to generate some non-motorized traffic that originates and terminates within them,
as well as supplying users for the citywide multi-use trail and bicycle system. 5.2 Trip Destination Analysis Trip destinations in terms of multi-use trails and bicycle master planning
are generally referred to as a community’s “activity” centers. In the context of multi-use trails and bicycle master plan analysis, the term “activity” specifically refers to non-motorized
usage generated as a result of the particular trip destination. A list of a community’s activity centers can include its schools, parks, open spaces, athletic facilities, libraries,
community centers, retail complexes and employment centers. The types and locations of these activity centers within a community reflect the amount and types of non-motorized usage they
can be expected to generate. This is especially true in terms of their proximity to residential areas. 5.2.1 Activity Centers For this study, activity centers are defined as a Temecula’s
major employment areas, office buildings, industrial sites, government sites, retail centers, hospitals, major attractions, colleges, universities, schools and parks. The commercial
and retail activity centers can also be regarded as employment centers because, in addition to the customers that constitute the typical activity center users, they also represent significant
numbers of employees. Temecula’s major retail centers are likely to be within the City’s highest employment density. The civic activity centers include Temecula’s parks and schools,
which are discussed in a following section. Reviewing the map of the existing activity centers (See Figure 7-1, Land Use and Activity Centers) indicates there is an abundance of major
employers, office buildings and industrial sites clustered in the area immediately around Interstate 15, making it the commercial and office hub of Temecula. Employment density is an
indicator of pedestrian and bicycle facility demand in general, but it is also an indicator for shopping trips to areas areas with numerous small businesses versus commuting trips to
areas with major employers. 5.2.3 Parks, Schools and Civic Activity Centers Considering the parks and schools independently of the other activity centers is intended to emphasize the
more local, neighborhood and recreational functions of these centers. Like most communities, Temecula’s parks and athletic facilities are often associated with the school sites. These
centers are used by a much higher percentage of children than the other types of activity centers, which is an important factor in community-wide bicycle facility design. The location
of schools, in particular, is a major factor in identifying safe bicycle routes because bicycling has traditionally been an important transportation mode for elementary and middle school
age children.
Opportunities and Constraints City of Temecula Page 5-4 Chapter 5 Analysis of the locations of Temecula’s schools indicate that they tend to be adjacent to residential areas with quiet
streets. However, Temecula’s schools are no different than any other city’s schools in that many are in close proximity to at least one major street. Fortunately, the schools and the
residential neighborhoods they serve tend to fall on the same side of the major streets. Therefore, the schools’ primary bicycling access is likely to be from the surrounding residential
streets that allow children access to their schools without having to ride on the busier streets and minimizes their having to cross them. 5.2.4 Trip Destinations Summary Schools and
parks are the most common bicycling destinations, followed by commercial, retail and employment centers. This is likely to hold true in Temecula as well. The schools will draw users
from the immediate residential area of up to approximately a mile, which is the typical maximum distance that most children can be expected to want to ride. The major commercial centers
can also be expected to be popular destinations, and will typically draw users from farther away than the schools. There are always special destinations that are characteristic of a
particular community. In Temecula these special destinations include Old Town and, where access is available, the creeks. The creek areas also comprise the more level portions of Temecula
where walking and cycling is easier, making them desirable destinations for visitors as well as residents. Other potential local trail destinations may include the following: • Temecula
Valley Museum • Regional Sports Park • Temecula Valley High School • Chaparral High School • Promenade Mall • Temecula Canyon • Wolf Adobe • Granite Quarry Regional trail destinations
(outside City limits) can include the following: • Wine Country • Santa Rosa Plateau Preserve • Lake Elsinore • Vail Lake • Lake Skinner • East Side Reservoir 5.3 Potential Trails Systems
The City of of Temecula is fortunate to have a number of potential trail alignments. Many of these opportunities come from the City’s history as an equestrian community that provided
for trails in the past. The numerous regional utility easements running through the City limits and the creek corridors that border the City on three sides provide many other opportunities.
A large number of potential routes have been suggested and were surveyed. Among them were other previously considered alignments, such as those in the City’s Open Space Element. (See
Figures 5-2 and 5-5. Trails and Bikeways from Open Space Element.) The Margarita River begins where Temecula and Murrieta Creeks join at the southwest corner of the City. The river flows
down the rugged Temecula Canyon through the hills west of Temecula on its way to the Pacific Ocean.
Chapter 5 Page 5-5 Multi-Use Trails and Bikeways Master Plan Proposed Trail Proposed Trail Head 1 Mile N FROM OPEN SPACE ELEMENT: PROPOSED TRAILS City of T emecula Multi-use T rails
and Bik eways Master Plan Figure 5-2 79 15 15 79
Opportunities and Constraints City of Temecula Page 5-6 Chapter 5 After more detailed analysis, many reviewed routes were dropped for reasons such as lack of right-of-way, steep topography
or redundant routes. However, a significant number of segments were retained for inclusion in a recommended trail and bikeway system. (See Chapter 7, Recommendations.) 5.4 Opportunities
for City of Murrieta Connections Trail connections with the City of Murrieta are feasible in two locations. One is a continuation of the Murrieta Creek corridor proceeding north of the
Temecula city limits. The second trail diverts off the Murrieta Creek corridor to the northeast along the Warm Spring Creek corridor immediately east of I-15, passing under the freeway
just north of the City of Temecula city limits. Map 2-7 of the City of Murrieta Parks and Recreation Master Plan and Financing Strategy illustrates where these trail alignments could
merge with City of Temecula trails for the benefit of users of both cities. The multi-use trail alignment that winds its way nor theast across Murrieta and unincorporated portions of
the County between Murrieta and Temecula could provide trail access to the Eastside Reservoir for both cities, while the alignment along Murrieta Creek could provide access to the Santa
Rosa Plateau and on to Lake Elsinore area north of Murrieta. Both of these trail alignments are listed as regional recreational trails on the County’s Southwest Area Plan trails map.
On-street Class 2 bikeways that meet the boundary with Temecula are planned for all three arterial roadways connecting Murrieta and Temecula. These include Jefferson Avenue, Margarita
Road and Winchester Road. 5.5 Opportunities for Unincorporated County Areas Connections Most of the trail routes proposed in this master plan will ideally continue beyond the Temecula
city limits into unincorporated County areas. Where these connections cross city boundaries, they will coincide with routes proposed in the County’s Southwest Area Plan. Potential connections
include those along DePortola Road, Highway 79/Temecula Creek, Santa Gertrudis Creek and the aqueduct easement corridors. Bikeway connections with unincorporated County areas are limited
to the continuation of Class 1 facilities the County has proposed along Murrieta and Temecula Creeks, Rancho California Road, and a Class 2 facility along Pala Road. (See Figure 5-3,
Other Jurisdictions.) 5.6 Trails along Creeks The creeks surrounding the core of the city can provide relatively level locations for scenic trails. Their extent makes them ideal for
connecting the city’s population centers with the central portion of the city. Though they could probably be considered primarily for recreational cyclists, pedestrians and equestrians,
implementation of creekside routes could benefit the commuting cyclists of Temecula as well, depending upon whether they were paved or not. Any routes proposed within or along creek
beds generally fall under the jurisdiction of the Riverside County Flood Control and Water Conservation District and implementation would require the agency’s cooperation. Routes proposed
by this master plan coincide with all the major creek corridors within the City, including routes along Santa Gertrudis, Murrieta and Temecula Creeks. This shady section of trail follows
Temecula Creek near the southern boundary of the City just east of where Interstate 15 crosses over.
Chapter 5 Page 5-7 Multi-Use Trails and Bikeways Master Plan Riverside County Regional Recreational Trails Local Recreational Trails Class 1 Bike Paths Class 2 Bike Paths City of Murrieta
Potential Roadway Trail Potential Multi-use Trail Promenade Mall Old Town Temecula Valley High School CRC/Sports Park Chaparral High School City of Murrieta Santiago Road JedediahSmith
Road RanchoVista Road MeadowsParkway Pauba Road MargaritaRoad ButterfieldStage Road Ynez Road SolanaWay La SerenaWay Nicolas RoadNicolas Road Winchester RoadWinchester Road Jefferson
Avenue Diaz RoadDiaz Road Rancho California RoadRancho Road Walcott LaneWalcott Lane Pala RoadPala Road 79 15 15 79 De Portola Road TRAILS PROPOSED BY OTHER JURISDICTIONS City of T emecula
Multi-use T rails and Bik eways Master Plan Figure 5-3 1 Mile N
Opportunities and Constraints City of Temecula Page 5-8 Chapter 5 5.7 Future Street Additions and Extensions with Bicycle Facilities Virtually all programmed arterials within the City
of Temecula are planned to include Class 2 bicycle facilities. When this on-street bicycle facility development is completed as planned, it will provide a comprehensive network of Class
2 routes throughout the city, closing any current gaps that may prevent more bicycle travel. Many experienced cyclists prefer on-street facilities and they should find that the ultimate
on-street system will provide ample and adequate routes for transportational cycling. 5.8 Other Proposed Trails Some unpaved trails are proposed within planned developments. Because
these trails would occur as part of large planned subdivisions, they would provide connections in areas with a significant surrounding user base. This is likely to make them attractive
to all types of non-motorized users, and just as off-street Class 1 bicycle paths tend to become multi-use facilities, it is likely that unpaved trails will be affected the same way.
The majority of “trails” proposed within new subdivisions are shown as paved and fall within arterial rights-of-way, though there are exceptions. One large development is proposing several
miles of “equestrian” trails, but the intention is to make them available to all types of non-motorized users. However, use by non-residents is not assured at this time. (See Figure
5-7, New Development Projects.) 5.9 Non-Motorized Connectivity Issues The City of Temecula’s topography, utility easements and development pattern create both opportunities and issues
in developing a trail and bikeway system. There is potential for significant system development, but not without dealing with a number of issues. Most of these issues are not intractable,
but some were significant enough to render specific suggested segments unusable. Figures 5-4 and 5-6, Trail and Bikeway Constraints, illustrates those issues affecting specific suggested
routes. While available right-of-way and topography are likely to be the main constraints to developing a trail system, the bikeway system is already well developed. However, because
the overall configuration of the City of Temecula is a series of neighborhoods connected by arterial roadways, in many cases, bicycle transportation means riding on high speed, high
volume arterials when traveling any distance beyond the immediate neighborhood. Posted speed limits on arterials of up to 45 mph are not uncommon. The intracity traffic naturally converges
on the existing arterials, where the existing bicycle facilities are also located. 5.9.1 Limited Freeway and Creek Crossings and Narrow Bridges The most common constraint to bicycle
use in Temecula, and some extent, other non-motorized uses, results from a lack of crossings over barriers such as highways and creeks, and when these crossings do exists, they are often
narrow. Like many cities, the interstate highway presents significant problems in terms of connectivity for cyclists and pedestrians. The limited number of crossing points over I-15
forces walkers and cyclists to plan east-west trips based on their locations relative to these crossings. Even then, where underpasses and overpasses do provide access, the roadway is
often narrow and walkers and cyclists using them are confronted with motor vehicles making their way to and from high speed vehicular off and on-ramps. The limited number of freeway
access points for motorists further exacerbates the crossing situation for walkers and cyclists. This is also the case with the creeks surrounding the city, but is not as problematic
due to lower motor vehicle traffic levels.
Chapter 5 Page 5-9 Multi-Use Trails and Bikeways Master Plan De Portola Road Promenade Mall Old Town Temecula Valley High School CRC/Sports Park Chaparral High School City of Murrieta
Santiago Road Jedediah Smith Road RanchoVista Road MeadowsParkway Pauba Road Margarita Road ButterfieldStage Road Ynez Road SolanaWay La SerenaWay 79 15 15 79 Nicolas RoadNicolas Road
Winchester RoadWinchester Road Jefferson Avenue Diaz RoadDiaz Road Rancho California RoadRancho Road Walcott LaneWalcott Lane Pala RoadPala Road Existing Trails Proposed Trails Difficult
grade separation or crossing Creek crossing or other obstruction requiring bridge or dip structure Potential environmental resource conflict Difficult construction Privacy Issue: Adjacent
residents vertically and horizontally separated from trail Privacy Issue: Adjacent residents not vertically or horizontally separated from trail Limited width or unknown status of ROW/easements
Steep grades Adjacent incompatible land use Out of jurisdiction 1 Mile N TRAIL CONSTRAINTS City of T emecula Multi-use T rails and Bik eways Master Plan Figure 5-4
Opportunities and Constraints City of Temecula Page 5-10 Chapter 5 Proposed Class 1 Existing Class 2 Proposed Class 2 Existing Class 3 BIKEWAYS (From Open Space Element) 1 Mile N FROM
OPEN SPACE ELEMENT: PROPOSED BIKEWAYS City of T emecula Multi-use T rails and Bik eways Master Plan Figure 5-5 15 79 Santiago Road Jedediah Smith Road RanchoVista Road MeadowsParkway
Pauba Road Margarita Road ButterfieldStageRoad Ynez Road SolanaWay La SerenaWay 79 15 Walcott LaneWalcott Lane De Portola Road Nicolas RoadNicolas Road Winchester RoadWinchester Road
Diaz RoadDiaz Road Rancho California RoadRancho Road Pala RoadPala Road Jefferson Avenue Promenade MallChaparral High School CRC/Sports Park Temecula Valley High School Old Town
Chapter 5 Page 5-11 Multi-Use Trails and Bikeways Master Plan EXISTING OR PROGRAMMED Existing Class 2 (Bike Lane) Existing Class 3 (Bike Route) Programmed Class 2 (Bike Lane) HIGH SPEED/HIGH
VOLUME STREETS LACKING BIKEWAYS Currently too narrow for bike lanes Excessive speeds (Hwy 79 only) Adequate width for bike lanes Difficult intersections Streets without overlay are considered
adequate for bike lanes due to low volumes and speeds. Nicolas RoadNicolas Road Winchester RoadWinchester Road Jefferson Avenue Diaz RoadDiaz Road Rancho California Road RoadRancho Walcott
LaneWalcott Lane Santiago Road Jedediah Smith Road RanchoVistaRoad Meadows Parkway Pauba Road Margarita Road ButterfieldStage Road Ynez Road SolanaWay La SerenaWay Pala RoadPala Road
79 15 15 79 De Portola Road Promenade Mall Old Town Temecula Valley High School CRC/Sports Park Chaparral High School ON-STREET BIKEWAY CONSTRAINTS City of T emecula Multi-use T rails
and Bik eways Master Plan Figure 5-6 1 Mile N
Opportunities and Constraints City of Temecula Page 5-12 Chapter 5 NEW PROJECTS EXISTING TRAILS Winchester RoadWinchester Road Jefferson Avenue Diaz RoadDiaz Road Rancho California RoadRancho
Road De Portola Road Walcott LaneWalcott Lane Santiago Road Jedediah Smith Road RanchoVista Road MeadowsParkway Margarita Road ButterfieldStageRoad Ynez Road SolanaWay La SerenaWay 79
15 15 79 Pauba Road Promenade Mall Old Town Temecula Valley High School CRC/Sports Park Chaparral High School Paloma del SolRoripaugh Ranch Harveston Villages of Old Town Wolf Valley
N E W D E V E L O P M E N T P R O J E C T S City of T emecula Multi-use T rails and Bik eways Master Plan Figure 5-7 1 Mile N Nicolas RoadNicolas Road Pala RoadPala Road
Chapter 5 Page 5-13 Multi-Use Trails and Bikeways Master Plan There are planned crossings of I-15 and creeks that have not been built yet. Under current conditions, this lack of crossings
creates only minor inconvenience for motor vehicle drivers. However, until these crossings are actually in place, there is a lack of desirable routes for pedestrians, equestrians and
cyclists who are required to make longer, more indirect trips than they would prefer. This was commonly mentioned in questionnaire responses, especially by commuting cyclists who work
west of I-15 as well as by respondents who desired longer recreational routes. 5.9.2 High Motor Vehicle Speeds The next greatest constraint to cycling in Temecula is motor vehicle speed
on the City’s streets. Many of Temecula’s existing roadways equipped with Class 2 lanes have relatively high posted motor vehicle speeds. Experienced cyclists are generally not as concerned
with adjacent motor vehicle speeds as novices, especially when they can rely on the relative safety of their own lane. However, less experienced cyclists are more likely to find such
conditions uncomfortable and are therefore less likely to use these roadways. Wherever possible, parallel adjacent routes are recommended. In many cases, a busy arterial has a nearby
parallel side street much more conducive to cycling. Even experienced cyclists often find these routes preferable to main thoroughfares with their high traffic speeds and volume. Where
alternative routes are not available, wider curb lanes and Class 2 lanes are recommended. Temecula currently has a number of Class 2 lanes wider than the five foot minimum required by
Caltrans for official designation. This bonus width is a significant psychological boost to novice cyclists, allowing them to ride further away from overtaking motor vehicle traffic.
An example of an alternative route is the Santa Gertrudis Creek Recreational Trail paralleling Winchester Road. Even though Winchester Road is planned to receive Class 2 lanes, it would
likely still not be a pleasant cycling experience due to curb lane widths, motor vehicle traffic volumes and speed and the number of curb cuts. A short distance to the north is the existing
paved segment of Santa Gertrudis Recreational Creek Trail. Even commuting cyclists would probably find it a more viable route than Winchester Road, especially if it is extended westward,
as proposed, to Murrieta Creek. 5.9.3 Topography Another constraint to both walking and cycling in Temecula, though not uniformly prevalent, is topography, especially in specific portions
of the City. Though much of the City is not particularly hilly, long and often steep grades occur in specific areas. A small percentage of pedestrians and cyclists may actually seek
out such grades, but most users would rather avoid them. Little can be done to alleviate this problem except to provide signage directing users to alternative routes to circumvent steep
areas wherever possible. Any future reconstruction of the I-15 bridges over Santa Gertrudis Creek could be an opportunity to provide access under the freeway for an important trails
link.
Opportunities and Constraints City of Temecula Page 5-14 Chapter 5 5.10 Connectivity Opportunities For the City of Temecula, the primary connectivity issue is I-15 and secondarily the
creeks. Specifically, an undercrossing of I-15 at Santa Gertrudis Creek would be an important connection between two creek segments that could form the basis for the City’s primary goal
of a loop system. An undercrossing at Temecula Creek is possible since clearance under the freeway bridge is extremely liberal. Between these two crossings, a third would be desirable.
Several survey respondents actually asked that three undercrossings be constructed so they would not have to cross I-15 on surface streets. The US Army Corps of Engineers and the Riverside
County Flood Control District may be of help in providing access. In their Murrieta Creek Environmental Restoration and Recreation Final Feasibility Study, the Corps is proposing a “footbridge”
crossing over Santa Gertrudis Creek where it enters Murrieta Creek and a low water crossing over Murrieta Creek just north of its confluence with Santa Gertrudis Creek. The Corps’ feasibility
study also proposes replacing the Main Street bridge, though the City of Temecula plans to close it to motor vehicle traffic, but keeping it open to non-motorized users. Trails have
been shown to increase property values. Note the sign oriented toward the trail adjoining this property. 5.11 Projected Facility Demand Whether or not there is a high trail and bikeway
facility demand does not appear to be in question in Temecula. Sixty-two percent of the respondents to the trails and bikeways survey questionnaire conducted for this study indicated
that trails and bike facilities are very important to them, and an additional 22 percent said they were important. This high percentage also reflects what the citizens told the City
from the first questionnaires and workshops in the early 1990’s; that trails should be an integral part of the City.