HomeMy WebLinkAboutReso 2012-072 - Amend General Plan
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RESOLUTION NO. 2012-072
A RESOLUTION OFTHE CITY COUNCIL OFTHE CITY OF REDDING
ADOPTING AN ADDENDUM TO THE GENERAL PLAN
ENVIRONMENTAL IMPACT REPORT AND AMENDING THE
REDDING GENERAL PLAN TRANSPORT A TION ELEMENT
WHEREAS, the City Council adopted the General Plan on October 3, 2000; and
WHEREAS, Assembly Bill AB 1358 requires that local General Plans be amended as
necessary to include policies that implement the concept of "Complete Streets;" and
WHEREAS, the City proposes to amend the Transportation Element of the General Plan to
include additional goals and policies related to ensuring that streets in the City are designed and
constructed to accommodate pedestrians, bicyclists, transit riders, and the disabled, in addition to
the motor vehicles; and
WHEREAS, the Planning Commission held a duly noticed public hearing pertaining to said
amendment on June 26,2012, for General Plan Amendment GPA-2012-00430 and recommended
that the City Council adopt amendments to the Transportation Element as described on the attached
exhibits pertaining thereto; and
WHEREAS, the Planning Commission has reviewed pertinent documents prepared in
accordance with the requirements ofthe California Environmental Quality Act and recommended
that an Addendum to the General Plan Environmental Impact Report be adopted for
GP A-2012-00430 after consideration of all testimonial and written evidence submitted prior to and
during the aforementioned public hearing; and
WHEREAS, the City Council held a duly noticed public hearing on GPA-2012-00430 on
August 21,2012;
NOW, THEREFORE, BE IT RESOLVED, by the City Council of the City of Redding,
California, as follows:
1. The above recitations are true and correct.
2. The City Council has reviewed the proposed Addendum and has determined that the actions
contemplated will not have an adverse impact on the environment.
3. The City Council hereby adopts the Addendum and the attached amendments to the General j:)
Plan for GPA-2012-00430 (Exhibit A) as referred to the City Council by the Planning
Commission. ~
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I HEREBY CERTIFY that the foregoing resolution was introduced and read at a regular
meeting of the City Council of the City of Redding on the 21st day of August, 2012, and was fully
adopted at said meeting by the following vote:
AYES: COUNCIL MEMBERS:
NOES: COUNCIL MEMBERS:
ABSENT: COUNCIL MEMBERS:
ABSTAIN: COUNCIL MEMBERS:
Bosetti, Jones, McArthur, Sullivan & Dickerson
None
None
None
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ATTEST:
FORM APPROVED:
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ADDENDUM TO AN ENVIRONMENTAL IMPACT REPORT
Addendum to Environmental Impact Report
for Amendments to The Transportation Element of the General Plan
General Plan Amendment GP A-2012-00430
SUBJECT
General Plan Amendment Application GP A-2012-00430, by the City of Redding.
PROJECT DESCRIPTION
Amend the Transportation Element of the General Plan to incorporate policies related to the
development of "Complete Streets" in the City of Redding. Efforts will be made under these policies
to develop streets that accommodate a range of users, including motor vehicles, pedestrians,
bicyclists, and transit riders. The policies will apply to new streets to be constructed as well as the
retrofit of existing streets.
ENVIRONMENTAL SETTING
Various settings citywide. Street construction/reconstruction will be subject to project-level
environmental impact determinations.
DETERMINATION
On October 3,2000, the City of Redding certified the Final Environmental Impact Report of the
2000-2020 General Plan. Based upon a review of the current amendments to the project, it has been
determined that an addendum is appropriate because the additions are minor and none of the
following conditions (pursuant to CEQA Section 15162) have occurred:
1. Substantial changes are proposed for the project that will require major revision ofthe previous
Environmental Impact Report due to new, significant environmental effects or a substantial
increase in the severity of previously identified effects.
2. Substantial changes occur with respect to the circumstances under which the project is
undertaken that involve new, significant environmental effects or a substantial increase in the
severity of previously identified effects.
3. New information of substantial importance indicates that:
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a. The project will have one or more significant effects not discussed in the previous
Environmental Impact Report.
b. Significant effects previously examined will be substantially more severe than shown in
the previous Environmental Impact Report.
c. Mitigation measures previously found not to be feasible would in fact be feasible and
would substantially reduce one or more significant effects ofthe project, but the project
proponents decline to adopt them.
d. Mitigation measures that are considerably different from those analyzed in the previous
Environmental Impact Report would substantially reduce one or more significant effects,
but the project proponents decline to adopt them.
FINDINGS
1. The City of Redding has determined that an addendum is warranted, finding that none of
the above conditions are in evidence and that there is no substantial evidence, in light of the
whole record before the City, that the amendment proposal will have a significant effect on
the environment.
2. The Addendum to the Environmental Impact Report reflects the independent judgment and
analysis of the City of Redding.
PUBLIC REVIEW DISTRIBUTION
Pursuantto Section 15164( c) ofCEQA, an addendum does not require circulation for public review.
Copies of the Addendum, the Environmental Impact Report, and the original Initial Study may
be obtained at the Planning Division of the Development Services Department, City of Redding,
777 Cypress Avenue, Redding, CA 96001. Contact Kent Manuel at 530.225.4020.
June 20.2012
Date
Kent Manuel, Senior Planner
Development Services Department
KM:et
Envirdoc 12\EIR-adndm- TranspElem-GP A-20 12-00430. wpd
Attachment
A. General Plan Amendment
Addendum to Environmental Impact Report-GPA-2012-00430
Page 2
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TRANSPORTATION ELEMENT
INTRODUCTION
PURPOSE AND CONTENT
A city is both defmed and constrained by the network
of highways, roads, trails, railroads, and transit services
that move its residents and goods in, through, and out
of the community. A comprehensive, well-planned,
and efficiently functioning transportation system is
essential to Redding's long-term growth and vitality.
The Transportation Element (referred to by the
Government Code as the Circulation Element) provides
the necessary framework to guide the growth and
development of the Planning Area's transportation-
related infrastructure and integrates land use and
transportation planning by ensuring that all existing
and future developments have adequate circulation.
The element is not limited to automobile-related
transportation, but addresses the development of a
balanced, multimodal transportation system for the
City, although the street and highway
(circulation/access) system supports the movement of
all transportation modes, except rail, in Redding.
Recognition of the regional nature of transportation
facilities that various transport modes use and the need
for interagency coordination is also emphasized.
Background data and information for this element are
contained within Chapter 6 of the City of Redding
General Plan Background Report.
City of Redding 2000-2020 General Plan
Specific topics addressed within the policy document
include:
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Streets and Highways.
Regional Transportation Planning.
Neighborhood Streets.
Pedestrianism.
Parking.
Bicycle System.
Public Transport~tion and Facilities.
Air Transportation and Facilities.
Railroad Services and Facilities.
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AUTHORITY
Pursuant to Government Code Section 65302(b), a
general plan is required to include:
A Circulation Element consisting of the
general location and extent of existing and
proposed major thoroughfares, transportation
routes, terminals, and other local public
utilities and facilities, all correlated with the
Land Use Element of the plan.
The provisions of a Transportation Element affect a
community's physical, social, and economic
environment and are inexorably linked with a land use
element. Its provisions must also be integrated with
applicable state and regional transportation plans.
The City of Redding has chosen to address utility-
oriented facilities, such as energy, water, sewage, storm
drainage, and communications, within a comprehensive
Public Facilities and Services Element.
Transportation Element I
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GOALS AND POLICIES
are considered and included in the planning,
design, approval, construction, and operation
of new streets, and the alteration and
maintenance phases of existing streets by:
COMPLETE STREETS
The City of Redding desires to develop and maintain
an efficient transportation system that provides safe
multimodal transportation choices for independent
mobility, encourages healthy, active living, and
supports greater social interaction. This system will
provide safe and convenient travel along and across
streets through the development and maintenance of a
comprehensive, integrated transportation network
designed to provide safe and convenient transportation
alternatives for all users, including pedestrians,
bicyclists, public transportation riders, and motorists.
Such a transportation network is accomplished through
the development of a system of "Complete Streets." .
· Including infrastructure that promotes a
safe means of travel for all users along the
right of way, such as sidewalks, shared-use
paths, bicycle lanes, and paved shoulders.
· Provide pedestrian and bike connections
from developments to adjacent main
streets, open space areas, parks, transit
stops, schools, commercial and
employment centers, and other activity
centers as opportunities arise.
· Designing new development to incorporate
street connectivity for all users.
The goals and policies below reinforce various policies
of the General Plan's Community Development and
Design Element, Transportation Element, and
Recreation Element intended to encourage
development of infill parcels and mixed-use
developments that help to lessen reliance on
automobiles and to provide pedestrian and bicycle
connections between neighborhoods, transit,
recreational amenities, schools, employment centers,
and services. Together these actions will help to
establish a land use and transportation network that is
efficient, accessible, and builds on the existing
strengths of the Redding community.
· Including new or alteration of existing
infrastructure that facilitates safe crossing
of the right-of-way for all users, such as:
accessible curb ramps, high-visibility
crosswalks, pedestrian refuge islands,
smaller curb radii, corner bulbouts,
pedestrian signals, and bicycle detection at
traffic signals where warranted.
GOAL Tl
PROVIDE SAFE, EFFICIENT, AND COMFORTABLE
ROUTES FOR WALKING, BICYCLING, AND
PUBLIC TRANSPORTATION TO INCREASE USE OF
THESE MODES OF TRANSPORTATION, ENABLE
CONVENIENT AND ACTIVE TRAVEL AS PART OF
DAILY ACTIVITIES, AND MEET THE NEEDS OF
ALL USERS OF THE STREETS.
· Incorporating street design features and
techniques that promote safe and
comfortable travel along streets by
pedestrians, bicyclists, and public
transportation riders. Examples include:
constructing traffic-calming mechanisms
in neighborhoods; providing pedestrian
refuge medians on busy streets; reducing
the number of motor vehicle lanes and/or
widths where appropriate; providing
transit turnouts; and constructing physical
buffers and separations between vehicular
traffic and other users.
· Providing features that improve the
comfort, convenience, and safety of users
such as pedestrian-oriented/wayfmding
signs, pedestrian-scale lighting, benches
and other street furniture, bicycle parking
facilities, comfortable and attractive public
transportation stops and facilities, street
trees, landscape, and planting strips.
Policies to achieve this goal are to:
TIA. Ensure that multimodal infrastructure improves
transportation choices for pedestrians,
bicyclists, motorists, and public transportation
riders of all ages and abilities and that all users
2 Transportation Element
City of Redding 2000-2020 General Plan
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GOAL T2
ESTABLISH A SYSTEMATIC COMPLETE STREETS
RETROFIT PROGRAM THAT WILL EFFECTIVELY
ALTER EXISTING APPROPRIATELY IDENTIFIED
STREETS INTO COMPLETE STREETS AS
RESOURCES BECOME A V AILABLE.
Policies to achieve this Goal are to:
T2A. Identify and prioritize physical improvements
that would make bicycle and pedestrian travel
safer along current key bicycling and walking
routes. Establish an implementation strategy to
construct needed improvements. Undertake
improvements as part of street projects where
feasible.
T2B. Identify intersections and other locations
where collisions have occurred or that present
safety challenges for pedestrians, bicyclists, or
other users, including, but not limited to,
intersections within one mile of schools;
consider gathering additional data through
methods such as walkabilitylbikeability audits.
T2C. Ensure that the transportation capital
improvement program and other budgetary
tools include funding for Complete Streets
infrastructure to the fullest feasible extent.
Utilize grant funds and other funding sources
to augment City resources. Undertake street
modifications with existing capital projects
such as overlays, sidewalk repair, ADA curb
ramps, and similar proj ects to reduce costs
while providing multimodal accessibility.
GOAL T3
ENSURE THAT EXISTING STANDARDS,
PROGRAMS, AND PROCEDURES INCLUDE
COMPLETE STREETS IMPLEMENTATION AS A
MAIN FOCUS.
Policies to achieve this Goal are to:
T3A. Review the City's construction standards for
streets, intersections, pedestrian facilities,
bicycle facilities, and transit facilities and
City of Redding 2000-2020 General Plan
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revise as necessary to incorporate Complete
Streets standards that support all users.
T3B. Consider establishing Multimodal Level of
Service Criteria, including pedestrians and
cyclists to guide development of the street
network.
T3C. Collaborate with the Redding Area Bus
Authority (RABA) to incorporate
infrastructure to assist users in employing
multiple means of transportation in a single
trip in order to increase transportation access
and flexibility. Examples include, but are not
limited to, provisions for bicycle access on
public transportation, secure bicycle racks at
transit stops, and public transportation access
to trails and recreational locations.
T3D. Consider development of a Complete Streets
Design Manual that can serve as a guide for
public and private development projects that
propose new streets or modifications . of
existing streets.
T3E. Encourage new development in close
proximity to existing employment, housing,
schools, commercial centers, and other services
and amenities.
GOAL T4
WORK WITH THE PUBLIC, STAKEHOLDERS, AND
OTHER JURISDICTIONS AND AGENCIES TO
PROMOTE, DESIGN, AND CONSTRUCT AN
EFFECTIVE TRANSPORTATION SYSTEM THAT
SERVES ALL USERS.
Policies to achieve this Goal are to:
T4A. Undertake targeted outreach and public
participation in community decisions
concerning street design and use.
T4B. In collaboration with Shasta County, City of
Anderson, City of Shasta Lake, and the
Regional Transportation Planning Agency,
integrate bicycle, pedestrian, and public
transportation facility planning into regional
and local transportation planning programs to
Transportation Element 3
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encourage connectivity between jurisdictions.
Encourage coordination among these agencies
to develop j oint prioritization, capital planning
and programming, and implementation of
street improvement projects and programs.
STREETS AND HIGHWAYS
Traffic Planning and Level of Service
Land use planning can have a significant impact on
managing local traffic problems and, to some extent,
regional problems. For instance, this General Plan
includes land use policies aimed at giving more
residents the choice of living closer to their jobs. It
also contains policies supporting mixed-use
developments, higher-density development in the
Downtown and other areas, and locating neighborhood
shopping facilities closer to residential neighborhoods.
These policies can be found in the Community
Development and Design Element. But these strategies
alone will not solve existing congestion problems, nor
will they prevent additional circulation problems from
occurring in the future.
A driver's perception of traffic flow is directly related
to expectations. People may expect and accept
occasionally heavy traffic, but will not accept
continuous delays throughout their course of travel. In
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Redding, most drivers have come to expect virtually
free-flow traffic, unlike what they may have
encountered in larger cities in which they have resided
or have visited. But it is important to realize that,
while all streets are designed to carry traffic, they are
not all the same. Some serve major commercial
corridors and are directly linked to Interstate 5 and the
state highway system. Other streets function as links
between places of work and residential areas. Still
others provide basic organization to areas like
Downtown, such as a "grid" system, that have their
own flavor and hence a different driving experience.
It is not reasonable to expect that every street should
have free-flow traffic 24 hours a day.
Traffic engineers use quantitative measures known as
Level of Service (LOS) to describe traffic conditions.
Factors taken into consideration include volume of
traffic, street and intersection design, signal timing, and
other variables. Each LOS is assigned a letter, ranging
from "A" (less than a IO-second wait at intersections
and no restrictions on speed along arterials) to "F"
(delays of more than one green cycle at intersections
and "stop and go" movement along the street). LOS is
normally used to describe peak-hour conditions, the
morning or afternoon hour when traffic is the heaviest.
The following table describes the Level of Service
categories:
Table 2-1
Level of Service Descriptions
Free-Flowing
(LOS A)
Most vehicles do not have to stop. On the average, each
driver waits less than 5 seconds to get through
intersection.
Minimal Delays
(LOS B)
Some vehicles have to stop, although waits are not
bothersome. Average wait at intersection is 5 to 15
seconds.
Acceptable Delays
(LOS C)
Significant number of vehicles have to stop because of
steady, high traffic volume. Still, many pass through
without stopping. On the average, vehicles have to wait
15 to 25 seconds to get through intersection. Typical
LOS at major intersections during mid-day.
4 Transportation Element
Vehicles can maneuver completely unimpeded and
without restrictions on speed caused by other cars and
delays at intersections. Cypress Avenue at 7 a.m. on a
Sunday.
Drivers feel somewhat restricted within traffic stream
and slightly delayed at intersections. Hilltop Drive at
10 a.m. on a weekday.
Traffic still stable, but drivers may feel restricted in
their ability to change lanes. They begin to feel the
tension of traffic. Delays at intersections contribute to
lower average speeds. Cypress Avenue at 11 a.m. most
weekdays.
City of Redding 2000-2020 General Plan
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Tolerable Delays
(LOS D)
Many vehicles have to stop. Drivers are aware of
heavier traffic. Cars may have to wait through more than
one red light. Queues begin to form, often on more than
one approach. On the average, vehicle wait is 25 to 40
seconds. Common afternoon peak-hour LOS at many
intersections.
Significant Delays
(LOS E)
Cars may have to wait through more than one red light.
Long queues form, sometimes on several approaches.
Average waits of 40 to 60 seconds. Apparent at major
arterial intersections at peak hour.
Intersection is jammed. Many cars have to wait through
more than one red light or more than 60 seconds. Traffic
may back up into "upstream" intersections. Generally
caused by obstruction or irregular occurrence (e.g.,
signal preemption for a train). . This condition often
viewed as "gridlock."
Excessive Delays
(LOS F)
High traffic volumes and delays at intersections reduce
average travel speeds somewhat compared to free-flow.
Drivers aware of slower pace of traffic. Cypress
A venue at noon-most intersections.
High traffic volume and many signalized intersections
with long queues reduce average travel speed to one-
third of free-flow. Cypress Avenue at 5 p.m. at Bechelli
Lane.
Travel is "stop and go"--one-third or one-fourth of
free-flow. Usually caused by a "downstream"
obstruction, such as lanes reduced from 4 to 3 or a
stalled car or signal preemption for a train. At times,
Cypress Avenue experiences LOS "F" at the freeway
interchange area and when the Cypress Bridge over the
Sacramento River is closed to only one lane in a single
direction (due to accidents or other problems).
I "Average wait" is a measure of traffic conditions at intersections. It is an estimate ofthe average delay for all vehicles entering the
intersection in a defined period of time, for example, the evening peak hour. It is expressed as a range rather than a single value. Some
drivers will actually wait more or less time than indicated by the range.
2 "Average speed" is a measure of traffic conditions on arterials. "Average speed" is based on the total time it takes to travel a certain distance,
including the time spent waiting at intersections. It is determined more by traffic volume and conditions at intersections than by the legal
speed limit.
Quantitative measures of LOS are useful aids to
understanding the community and helping to identify
potential problems with street design and land use
impacts. However, LOS is theoretical in nature and
must be tempered by judgment and interpretation. For
instance, minor adjustments in signal timing, turning-
lane provisions, points of access from adjoining
properties, and other modifications can improve the
actual operation of a given street or intersection.
Further, LOS describes the conditions based on a "peak
hour," usually corresponding to the morning or
afternoon commute. Intersections may be impacted for
shorter periods of time without affecting the LOS
rating.
This General Plan uses a multilevel approach to
assigning LOS expectations. It recognizes that the
same level of service for all streets is not appropriate or
necessary. For example, moving traffic through
Downtown without delay detracts. from efforts to
establish an active, pedestrian-friendly area. A
different levelof service is also appropriate for certain
principal arterial streets as well as for state highway
facilities, including those indicated on Figure 2-1.
City of Redding 2000-2020 General Plan
GOAL T5
COORDINATE TRANSPORTATION AND
LAND USE PLANNING; PROTECT EXISTING AND
PLANNED LAND USES FROM TRANSPORTATION-
RELATED CONFLICTS; PROMOTE MULTI-MODAL
TRANSPORTATION OPTIONS.
Policies to achieve this goal are to:
T5A. Establish the following peak-hour LOS
standards for transportation planning and
project review. They reflect the special
circumstances of various areas of the
community, as depicted in Figure 2-1 :
~ Use LOS "C"-"acceptable delays"-for
most arterial streets and their intersections.
~ Use LOS "D"-"tolerable delays "-for
the Downtown area where vitality,
activity, and pedestrian and transit use are
primary goals.
Transportation Element 5
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__LOs'D' (INCL.UDESAiJ.. DOWNtOWN AREA ARTEAAL STREETS)
(UNlESS OrnERWISEINDlCATEDALL smEETS SHOULD MAINTAIN ALOS 'C')
O:\GP\LOS
Figure 2-1 Peak. Hour Level Of Service
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6 Transportation Element
City of Redding 2000-2020 General Plan
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~ Use LOS "0" -"tolerable delays"-for
streets within the state highway system
and interchanges.
~ Use LOS "D"-"tolerable delays"-for
river-crossing street corridors whose
capacity is affected by adjacent
intersections.
T5B. Require development projects to construct
both on- and off-site improvements as
necessary to mitigate the effects of increased
traffic generated by the project and maintain
peak-hour LOS standards established by Policy
TlA. The traffic analysis used to establish
mitigating measures shall be based on the
City's Traffic Model or other City-approved
method. Improvements may be deferred by the
City upon approval of a Deferred Improvement
Plan which identifies improvements needed,
costs, funding sources, and other pertinent data
required by the City.
T5C. Obtain needed street right-of-way dedications
with ministerial projects and with the approval
of subdivisions, use permits, and other
discretionary actions.
T5D. Encourage employers to provide incentives for
employees utilizing alternatives to the single-
occupant automobile, such as car pools, van
pools, buses, bicycling, and walking.
T5E. Encourage employers, including government
agencies, to allow telecommuting and flex time
and to promote staggered shifts or base work
hours that do not coincide with peak-period
traffic to reduce peak-hour trips.
T5F. Route through truck traffic around existing and
future residential neighborhoods and
incompatible commercial areas to the extent
feasible.
T5G. Continue to utilize signage and enforcement to
clearly demonstrate the City's intent to reduce
truck traffic and parking in residential districts.
City of Redding 2000-2020 General Plan
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GOAL T6
USE TRANSPORTATION SYSTEMS TO REINFORCE
THE URBAN LAND USE
PATTERN OF DOWNTOWN.
Policies to achieve this goal are to:
T6A. Retain alleys in the Downtown area to provide
pedestrian circulation and convenient service
access to local businesses.
T6B. Establish motorized and/or non-motorized
transportation linkages to connect Downtown
Redding to the Park Marina, Turtle Bay, and
Civic Center areas; augment the transit system
to establish frequent and convenient access to
these destination areas.
PROVIDING EFFICIENT ROADWAYS
The street network is, and will remain, the basic
element ofthe transportation system for the foreseeable
future. That network is made up of a number of
different types of streets, each performing a special
function and serving different types of traffic. The
street classifications Redding uses are listed in the
table below. Each class, with the exception of
Freeways and Expressways, also has subclasses,
depending on the nature and quantity of traffic they are
designed to carry. Figure 2-2 depicts the City's basic
circulation system, including new street links that will
be needed between now and buildout of the City.
Appendix "A" notes the types of street improvements
that will be needed over the next 40 to 50 years.
Appendix "B" provides a list of the City's expressway,
arterial, and collector streets. These improvements
have been projected through the use of the "Shasta
County Travel Demand Model." This computer model
utilizes existing and planned land uses to estimate
future traffic levels and roadway deficiencies. It is
based on a countywide system, thereby taking into
account traffic originating from areas outside the city
as well as those generated from within.
Given significant barriers such as Interstate 5, the
Sacramento River, the Union Pacific Railroad, Redding
Cemetery, and often difficult topography, Redding has
done an admirable job of planning for and constructing
an efficient system of cross-town arterial streets. Most
traffic flows smoothly, even during peak hours. The
system, however, must be continually enhanced as
Transportation Element 7
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Legend
_ .ARTERIAl
- COLLECTOR
III EXPRESSWAY
== FREEW\Y
. . I FUTURE.ARTERIAL
- - . FUTURE COLLECTOR
~_~~~'~~_L'c:-._
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P:\20 20GP\CiraJlationPlan.mxd
Transportation Element
Rgure 2-2 Circulation Plan
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Transportation Element
City of Redding 200o-2q20 General Plan
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traffic levels increase.
GOAL T7
BUILD AND MAINTAIN A SAFE AND EFFICIENT
LOCAL STREET SYSTEM WITH THE AIM OF
MEETING LOS STANDARDS.
Policies to achieve this goal are to:
T7 A. Establish a system of street cross-sections that
will:
~ Accommodate all improvements necessary
to handle forecasted volumes at adopted
LOS standards.
~ Accommodate bicycles and transit
facilities.
~ Attain the design objectives for streets as
addressed in the Community Development
and Design Element.
T7B. Require streets to be dedicated and improved ,
in accordance with adopted street standards;
allow modifications to standard street sections
when approved by the Planning Commission
and City Engineer.
T7C. Maximize intersection and driveway spacing
on arterial and collector streets. Require
shared/common driveways wherever feasible.
T7D. Provide right-turn lanes for arterial-to-arterial
and arterial-to-collector intersections wherever
feasible. '
T7E. Pursue fmancing in a timely manner for all
components of the transportation system to
achieve and maintain adopted level of service
standards.
T7F. Assess fees on new development sufficient to
cover the fair share portion of that
development's impacts on the local and
regional transportation system. Exceptions
may be when new development generates
significant public benefits (e.g., low-income
housing, primary-wage-earner employment),
and alternative sources of funding for the
improvements can be obtained to offset
City of Redding 2000-2020 General Plan
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LANI> VSES I>IIlE~TLY;
~OLLE~TOIl STIlEETS
~ONI>VC::T TIlAFFIC:: TO THE
AIlTEIlIALS. IlIGHT-OF-WAYS
NE~ESSAIlY TO
AC::C::OMMOI>ATE TIlAFFI~
F:B..OJE~TEI> FOIl' THESE 4- TO
6-LANE STIlEETS GENE.IlALL Y
.IlANGE FIlOM 84 FEET TO
IJS FEET.
~OLLE~TO.B.S. I>.IlIVE.IlS VSE
THESE STIlEETS TO TIlA VEL
WITHIN ANI> :EETWEEN
:B..ESII>ENTIAL A:B..EAS ANI>
N E I G H :E 0 :B.. H 0 0 I>
~OMME:B..C::IAL AIlEAS. A~<<:ESS
TO AI>J A<<:ENT LANI> VSES MA Y
:EE :B..ESTIlI~TEI> IN
Transportation Element 9
'e
foregone revenues.
T7G. Utilize intelligent transportation control
systems, where appropriate, to improve traffic
flow and safety on the street and highway
system.
T7H. Utilize information in Appendices "A" and "B"
and Figure 2-2 in addition to any information
obtained from project-specific traffic studies
when deterniining right-of-way needs and the
type/level of improvements required to
maintain and upgrade the street system.
T7I. Require assurance of long-term, private
maintenance for all private streets constructed
within the City.
REGIONAL TRANSPORTATION PLANNING
Regional planning is a key element in dealing with
traffic congestion and air pollution that results ftom
vehicle commuting. To address regional transportation
issues, Redding works closely with the Shasta County
Regional Transportation Planning Agency (RTPA).
This agency coordinates local land use planning and
establishes capital improvement programs under a state
referendum approved in 1990. The agency is made up
of representatives from Shasta County and the Cities of
Redding, Shasta Lake, and Anderson.
GOAL T8
ENSURE INTERAGENCY AND REGIONAL
COORDINATION WITH REGARD TO
TRANSPORTATION PLANNING AND
IMPROVEMENTS.
Policies to achieve this goal are to:
T8A. Participate in multijurisdictional efforts to
plan, upgrade, and expand the regional road
network.
T8B. . Work closely with Caltrans and the RTPA to
ensure that state facilities which go through
the City-including SR 299, SR 44, SR 273,
futerstate 5, and intersections/interchanges that
involve those facilities-are maintained at an
acceptable LOS as defmed in this element.
T8C. Encourage Caltrans and the RTPA to
10 Transportation Element
.
incorporate desired City design features
(futelligent Transportation System programs,
landscaped medians, Class II bike lanes, and
detached sidewalks) within state facilities that
function as arterials and gateways through the
City.
T8D. Work closely with Shasta County to ensure
that adequate street rights-of-way and
improvements are provided in areas likely to
annex to the City.
City of Redding 2000-2020 General Plan
e
NEIGHBORHOOD STREETS
Maintaining adequate traffic flows and acceptable
levels of service is of primary concern on freeways,
expressways, arterials, and collectors. However, the
focus on residential streets is often to slow traffic down
and create more livable street environments. Capacity
thresholds for residential streets are usually designed to
ensure that traffic flows remain within acceptable
levels of service. The typical threshold given for local
streets is 3,000 trips per day. Although this figure may
indicate what is generally acceptable in terms of
vehicular levels of service, it is actually much higher
than the traffic volumes that most residents and
pedestrians would fmd acceptable. In general,
residential streets that accommodate more than
2,000 trips per day are viewed as unsafe, noisy, and
disruptive to the quality of a residential environment.
Even though Redding has a good system of arterials,
drivers may be prompted by heavy traffic at some
locations to take short-cuts through residential
neighborhoods. Excessive traffic can destroy the
feeling of comfort, safety, and cohesion in
neighborhoods. The City should use a variety of
physical and program options to divert traffic in
problem areas. The size and kind of problem should be
verified by a special traffic study prior to carrying out
any options. Careful review of proposed street designs
(including street patterns and widths) in new
subdivisions is also important to avoid the creation of
new problems.
The speed vehicles travel in residential neighborhoods
is a very real concern. Although residential streets are
"designed" for a speed of 25 MPH, the average speed
along the City's residential streets is in excess of
30 MPH. On certain streets, the average speed is
considerably higher. Excessive speed not only poses
serious pedestrian safety concerns, it also detracts from
the general quality of life within the neighborhood.
Speed can be controlled through a number of means,
including increased enforcement; traffic-calming
devices, such as roundabouts and neck-downs; and
narrowing the "pavement width" of the street. The
latter two can work together when designed as an
integral component of new neighborhoods as addressed
in the Community Development and Design Element.
Where problems occur on existing streets, the same
types of techniques can be used to "retrofit" the street,
thereby slowing vehicle speed. Speed bumps, street
City of Redding 2000-2020 General Plan
e
Neighborhood Traffic Management
Visual Cues
Entries- Center island
with landscaping
to slow traffic
entering street,
and deter through
traffic.
== W=
~~~
"Bow-outs" with
landscaping at corners
to slow traffic entering
street, and deter
through traffic.
"Gateway" markers on
bow-outs to announce
neighborhood entrance,
slow and/or deter
through traffic.
Physical Changes
~ ~.
Partial closure
one-way with
landscaped
"bow-outs."
Complete
closure with~
landscaped ,
cul-de-sac.
Diverter-
==~
4~,
closures, and diversions should be used only as a last
resort. These devices may cause longer response times
for emergency vehicles and reduce access options.
GOAL T9
PROTECT RESIDENTIAL NEIGHBORHOODS FROM
EXCESSIVE THROUGH TRAFFIC, WHERE
FEASIBLE.
Transportation Element 11
e
Policies to achieve this goal are to:
T9A. Develop neighborhood protection plans when
traffic studies or monitoring confIrm excessive
traffic volumes, substantial through traffic,
speeding, or accidents in specific residential
areas.
T9B. Emphasize the use of landscape and other
visual deterrents to through traffic; install
physical measures only as a last resort.
T9C. Establish street design standards and review
criteria intended to avoid the creation of local
streets that will encourage excessive speed
and/or which will ultimately function as
collectors. Factors that may contribute to a
local street functioning as a collector include:
~ Excessive length (typically greater than
one-half mile).
~ Excessive width.
~ The lack of other streets which may be
used to convey traffic to nearby arterials.
T9D. Encourage new neighborhoods to incorporate
detached sidewalks and to establish landscape
"parkways" between the curb and sidewalk.
Continuous and consistent tree-planting to
form canopy closure is encouraged.
T9E. Route through traffic around the perimeters of
neighborhoods where possible.
PEDESTRIANISM
The popularity of walking is continuing to increase.
Not only does walking provide a good form of
exercise, it can also be an effective "commuting" mode
if complementary land uses are located nearby. In the
past, the realm of the pedestrian has often been
overlooked in Redding. In order to be effective,
sidewalks and other pedestrian areas need to be
reasonably attractive, impart a feeling of safety and
separation from vehicles, and be designed for use by all
individuals, including those with mobility impairments.
These objectives can largely be achieved through
facility design. Factors such as sidewalk width and the
creation of an attractive separation between the
sidewalk and the curb (usually by a maintained
landscape strip) can contribute to the quality and
perceived safety of the pedestrian's experience. This is
particularly important on streets which carry heavy
12 Transportation Element
e
traffic volumes and/or have relatively high vehicle
speeds.
Sidewalks are particularly critical in areas where young
children are likely to ~alk. This wou~d include
corridors between residential areas and parks or
schools. The installation of handicapped ramps in
accordance with Americans with Disabilities Act
requirements is also important at intersections, so that
those with mobility impairments can easily cross the
street and safely return to a sidewalk system. In order
to encourage the highest level of use, pedestrian
facilities need to be linked or connected to areas or
destination points that people want to get to. These
include, but are not limited to: a neighborhood store,
place of employment, neighboring development,
educational/recreational facilities, the river, or other
creekside trail. Policies addressing this issue are
included in the Community Development and Design
Element.
When walking is not perceived as safe, convenient, or
comfortable, it is not selected as the mode of travel by
those who have a choice. Development of the type of
pedestrian system described in this section is essential
to increasing the number of individuals choosing to
walk through the Redding community. The Recreation
Element also addresses the establishment of a
comprehensive trail system that will complement the
City's sidewalk system.
GOAL TIO
PROVIDE AN ATTRACTIVE, SAFE, AND
CONTINUOUS SYSTEM OF SIDEWALKS AND
OTHER PEDESTRIAN FACILITIES.
Policies to achieve this goal are to:
T1 OA. Provide pedestrian-oriented features, such as
benches, enhanced landscape, and trash
receptacles, in commercial areas, particularly
in the Downtown and Park Marina areas.
TlOB. Require new development to provide
sidewalks or other pedestrian-dedicated
facilities on both sides of new public streets.
Exceptions may be appropriate where
topography is difficult, proposed lots are of a
rural or semi-rural nature, or where the
development plan illustrates that pedestrians
will be accommodated by alternative means.
City of Redding 2000-2020 General Plan
e
Tl OC. Work with neighborhoods to decide where
curbs, gutters, and sidewalks are needed on
unimproved local streets and how to pay for
the improvements; establish sidewalk
continuity wherever feasible.
Tl OD. Pursue funding for the continued replacement
and repair of sidewalks that have deteriorated
due to age and tree-root invasion.
TlOE. Develop and implement a program to identify,
prioritize, and fund the retrofitting of existing
intersections that do not currently have
handicapped access ramps at the street corners.
TlOF. Require all new or renovated pedestrian
facilities to be of a sufficient width to ensure
pedestrian comfort and safety and to
accommodate the special needs of the
physically disabled.
Tl OG. Restrict speed limits in residential
neighborhoods, Downtown, and other areas of
the City where pedestrian activities are
strongly encouraged to reduce the potential for
pedestrian injuries and fatalities.
PARKING
Parking facilities are an important part of the
transportation system. Allowing on-street parking
along busy arterial streets, for instance, increases the
possibility of pedestrian and vehicle conflicts and can
disrupt the flow of traffic. Off-street parking often has
its own drawbacks, particularly related to conflicts
resulting from the number and location of driveways
and the appearance they have from the street. The
latter issue is addressed in the Community
Development and Design Element. In certain areas,
such as Downtown, on-street parking is desirable, the
conflicts noted above notwithstanding. Traffic
generally moves at a slower speed in the Downtown
area and maintains a small-town feel to the streets.
GOAL Tll
ENSURE THAT SUFFICIENT, WELL-DESIGNED,
AND CONVENIENT ON-STREET AND OFF-STREET
PARKING FACILITIES ARE PROVIDED TO SERVE
LAND USES THROUGHOUT THE CITY.
Policies to achieve this goal are to:
TlIA. Maintain adequate on-street and public off-
City of Redding 2000-2020 General Plan
e
street parking areas within the Downtown area
to meet ongoing parking demands.
TlI B. Generally prohibit on-street parking on arterial
streets outside the Downtown area to reduce
congestion and conflicts.
TlI C. Pursue funding options and strategies for the
construction and maintenance of shared-
parking facilities/structures Downtown.
TlID. Establish maximum and minimum standards
for parking spaces in transit corridors and
Downtown to promote use of alternate modes.
BICYCLE SYSTEM
Bicycles can be an integral part of a city's
transportation system. As lifestyles and land use
patterns continue to change, there is every reason to
expect that this transportation mode will increase
considerably. To make the most of commuter
. bicycle use, a comprehensive system of bikeways needs
to be established. There are many opportunities within
Redding's existing arterial and collector street system
to establish a viable commuter system. In many
instances, this system can be linked to the system of
multiuse trails that have been and will be constructed
along the river, its tributary streams, and other areas.
It will take commitment on the part of the City to
ensure that proper facilities are provided as new streets
are constructed and to establish an active program to
retrofit existing streets to accommodate bike facilities.
This work may consist of restriping streets to provide
adequate width for bike facilities and/or providing
additional p!lved width along shoulders. The
preparation of a properly documented Bikeway Plan is
necessary to identify existing deficiencies, recommend
upgrades, and establish timing and funding priorities.
Until a Comprehensive Bikeway Plan is adopted,
Figure 2-3 should be used to plan for a well-integrated
bikeway system. The system should include all classes
of facilities as addressed in Table 2-1.
Table 2-1
Bikeway Classifications
Transportation Element 13
e
Paths developed within an entirely separate
right-of-way for the exclusive use of bicycles
Class I and pedestrians. Except for occasional cross-
flow points, these facilities completely
separate cyclists from motorists.
Lanes within the road right-of-way
Class II designated specifically for one-way bicycle
use. Class II facilities are delineated by signs
and striping along street shoulders.
Bicycle routes indicated only by posted signs
Class III on existing streets. No specific bicycle lane
is delineated.
GOALT12
MAKE IT EASIER AND SAFER FOR PEOPLE TO
TRAVEL BY BICYCLE.
Policies to achieve this goal are to:
T12A. Develop and maintain a Comprehensive
Bikeway Plan geared to establishing an
integrated bicycle system.
T12B. Incorporate facilities suitable for bicycle use
in the design of interchanges, intersections,
and other street-improvement/maintenance
projects.
TI2C. Make improvements to streets, signs, and
traffic signals as needed to improve bicycle
travel.
14 Transportation Element
e
T12D. Keep bikeways free of overhanging shrubbery,
debris, and other obstacles.
T12E. Install bicycle parking in the Downtown area
and at City parks, civic buildings, and other
community centers.
T12F. Support the efforts of the Redding Area Bus
Authority (RABA) to provide bicycle racks on
all buses within the system.
T12G. Require new development to provide bicycle
facilities or pay in-lieu fees based on the fair
share of that development's impacts on the
bikeway system and needs identified on the
Comprehensive Bikeway Plan.
PUBLIC TRANSPORTATION AND FACILITIES
Public transportation, particularly bus service, is
essential to the circulation system. It is often the only
means oftransport for people who cannot or choose not
to drive, including school children, the elderly, and
disabled persons. In conjunction with fundamental
land use changes that provide adequate densities to
ensure the feasibility of transit, the availability of a
quality public transportation system can help reduce
residents' dependence on the automobile. Coordination
between transit and air transportation services can also
enhance the transportation options available to
residents and visitors.
City of Redding 2000-2020 General Plan
e
e
I ClASS 3 EXISTING
II11RIllIIllllllIllUlIIIIllII ClASS 3 PROPOSED
L . SCHOOl.
D:\CP\Illi(et/AVS
Figure 2-3 Bikew~y System
+
s
'~..-
~
I<NGK\'OH ._
......... .... I!!
.. ..... . !if
:J
. : l:
l. l:l
LEGEND
ClASS 1 txISTING
----------- ClASS 1 PROPOSED
ClASS ~ EXISTING
.......... CLASS. 2 PROrosEO
City of Redding 2000-2020 General Plan
Transportation Element 15
e
GOAL T13
PROMOTE AND MAINTAIN A PUBLIC
TRANSIT SYSTEM THAT IS SAFE, EFFICIENT,
COST-EFFECTIVE, AND RESPONSIVE TO THE
NEEDS OF RESIDENTS.
Policies to achieve this goal are to:
T13A. Support the continuation and expansion of
private commercial bus operations to provide
additional regional transit opportunities for
residents.
T13B. Work with the Redding Area Bus Authority
(RABA) on an ongoing basis to plan and
implement additional transit services that are
timely, cost-effective, responsive to growth
patterns, and meet the needs of existing and
future transit demand.
T13C. Provide bus pull-outs along arterial streets at
approximately ~-mile intervals or as indicated
in the Shasta County Transit Development
Plan. Determine the precise locations during
development plan review or at the time of
major street improvement or reconstruction.
T13D. Require development to install passenger
amenities at designated bus stops when
identified as a mitigating measure.
T13E. Provide attractive, well-lighted, comfortable,
and protected waiting areas for bus passengers.
T13F. Promote coordination of transit and air
transportation services to enhance the
transportation options available for residents
and visitors to the Redding community.
AIR TRANSPORTATION AND FACILITIES
Redding's two airports-Redding Municipal and
Benton Airpark-provide the community with
transportation options which not all cities have. Not
only do these facilities provide a base for corporate,
recreational, and emergency-response aircraft, they
also playa key role in serving the commercial aviation
needs of businesses and the traveling public. It is
important that the community support activities to
maintain and expand these facilities as needed in
conjunction with the City's growth.
16 Transportation Element
e
GOAL T14
PRESERVE AND ENHANCE THE AIR
TRANSPORTATION OPPORTUNITIES PROVIDED
BY THE REDDING MUNICIPAL AIRPORT AND
BENTON AIRPARK, WHILE PROTECTING THE
PUBLIC FROM AIRPORT-RELATED NOISE AND
SAFETY HAZARDS.
Policies to achieve this goal are to:
T14A. Continue to plan and develop the Redding
Municipal Airport to maximize its
contributions to business efficiency, economic
development, and recreational opportunities
within the region.
T14B. Encourage the establishment of additional
commercial airline providers at the Redding
Municipal Airport to provide the widest range
of aviation travel choices to residents and
businesses within the region.
T14C. Support Benton Airpark as a public-use,
general aviation airport and commercial-
reliever facility for the Redding Municipal
Airport.
T14D. Protect existing and planned local air
transportation facilities from encroachment by
potentially incompatible land uses and require
developers to file an avigation easement with
the City if a proposed development or
expansion of an existing use is located in the
area subject to the overlay district.
RAIL SERVICES AND FACILITIES
Redding is bisected by the Union Pacific railroad in a
north-south direction. The railroad provides valuable
opportunities for rail transit from several industrial
areas and also serves passengers to a somewhat limited
extent.
GOAL TIS
ENCOURAGE MAXIMUM AVAILABILITY AND
USE OF BOTH FREIGHT AND PASSENGER RAIL
SERVICE.
Policies to achieve this goal are to:
City of Redding 2000-2020 General Plan
e
T15A. Support efforts to establish convenient rail
transit service between Redding and the
Sacramento area.
T15B. Encourage the Union Pacific Railroad (UPRR)
and Amtrak to increase passenger service by
expanding rail schedules to include a greater
number of stops and range of connection times
and by providing safe and comfortable station
facilities.
T15e. Protect existing rail alignments and facilities
through zoning from encroachment by
potentially incompatible land uses.
TI5D. Work with UPRR to identify any surplus right-
of-way that may be suitable for parking or
other facilities associated with a future light-
rail system.
City of Redding 2000-2020 General Plan
e
TI5E. Seek the cooperation ofUPRR in establishing
a rail-side facility for freight-container
unloading to augment goods-transportation
opportunities.
GOAL T16
IMPROVE SAFETY AT LOCATIONS WHERE RAIL
AND OTHER TRANSPORTATION FACILITIES
INTERFACE.
Policy to achieve this goal is to:
T16A. Provide for additional grade-separated
railroad crossings at South Bonnyview
Road and in the Downtown area.
Transportation Element 17
e
e
APPENDIX" A"
TRANSPORTATION ELEMENT
Auditorium Drive
Convention Center to North Market Street
2-lane collector
Bodenhamer Drive
Churn Creek Road to College View Drive
2~lane collector
New Boulder Creek Bridge
Buenaventura Boulevard
Eureka Way to Keswick Dam Road
2-lane collector
Cedars Road
EI Reno Lane to Buenaventura Boulevard
2-lane arterial
Creekside Drive
Sacramento Street to S. Bonnyview Road
2-lane collector
Cypress Avenue
Victor Avenue to Shasta View Drive
2-lane collector/Churn Creek bridge
Dana Drive Ramp
Hilltop Drive to SR 299 WB Ramp
Freeway - 2-lane ramp meter
George Drive
North terminus to Oasis Road
2-lane collector
Hilltop Drive
E. Lake Boulevard to Twin View Boulevard
2-lane arterial
Industrial Street
Bechelli Lane to Hilltop Drive
New - 2-lane overcrossingl
Kenyon Drive
West terminus to Placer Road
2-lane collector
Knighton Road
1-5 to SR 273
2-lane arterial/Sacramento River bridge
Lorna Vista Drive
Churn Creek Road to Victor Avenue
2-lane collector
Old Oregon Trail
Paso Robles Avenue to La Crescenta Drive
Non-access, two lane arterial realignment
Palacio Drive
Churn Creek Road to Old Oregon Trail
2-lane collector/ Churn Creek bridge
Parkview Avenue
Freebridge Street to . South Market Street
Modify to a 2-lane arterial; Sacramento
River bridge
Presidio Drive
Santa Rosa Avenue
Churn Creek Road to Canby Road
Quartz Hill Road to Lake Boulevard
Collyer Drive to Gold Hills Drive
Collyer Drive to north City limits
Rancho Road to Airport Road
New 2-lane extension
2-lane collector
Shasta View Drive
4-lane arterial
Shasta View Drive
4-lane arterial
Shasta View Drive
4-lane arterial
18 Transportation Element
City of Redding 2000-2020 General Plan
e
e
Unnamed
Akrich Road to Pine Grove Avenue
2-lane collector
Unnamed
Eastside Road to Bechelli Lane
2-lane collector/Sacramento River Bridge
Unnamed
Keswick Dam Road to Quartz Hill Road
2-lane collector
Unnamed
Placer Street to Sunglow Drive
Westside Road to Clear Creek Road
2-lane collector
Unnamed
2-lane collector
Unnamed
Southeast Municipal Airport Service Road
2-lane collector
Preserve Boulevard
Shasta View Drive to Airport Road
2-lane collector
Airport Road
Old 44 Drive to Dersch Road
4 to 6-lane expressway with partial
frontage road system
Browning Street
Churn Creek Road to Hilltop Drive
Canyon Creek Road to South Market St.
Old Alturas Road to College View Drive
4-lane arterial
Buenaventura Blvd
4-lane arterial
Chum Creek Road
4-lane arterial
Churn Creek Road
Denton Way to S. Bonnyview Road
4-lane arterial
Cypress Avenue
Athens avenue to Hartnell Avenue
Widen bridge to 6-lanes
4-lane arterial/widen bridge
Hartnell Avenue
Victor Avenue to Shasta View Drive
Hilltop Drive
E. Lake Boulevard to Browning Street
4-lane arterial/widen 15 overcrossing
Hilltop Drive
SR 44 ramp to Dana Drive
Left- and right-turn lane
Widen freeway overcrossing
Interstate 5
Knighton Road to E. Lake Boulevard
6-lane freeway
4-lane arterial
Widen Chum Creek Bridge
6-lane arterial at approach to Market
Street and Hilltop Drive
Widen per Oasis Road Specific Plan FEIR
Knighton Road
Chum Creek Road to Airport Road
Lake Boulevard
North Point Drive to Hilltop Drive
Oasis Road
Lake Boulevard to Old Oregon Trail
Old Alturas Road
Bradford A venue to Victor Avenue
4-lane arterial
Old Oregon Trail
Old 44 Drive to Viking Way
4-lane arterial
Placer Street
Airpark Drive to Boston Avenue
4-lane arterial
Railroad Avenue
Buenaventura Boulevard to Court Street
4-lane arterial
S. Bonnyview Road
Sacramento River to SR 273
4-lane expressway/railroad overcrossing
Shasta View Drive
Rancho Road to College View Drive/SR299 4-lane arterial
overcrossmg
City of Redding 2000-2020 General Plan
Transportation Element 19
e
e
SR44 Airport Road to Deschutes Road 4-lane expressway
SR44 Interstate 5 to Auditorium Drive Add auxiliary lanes
Victor Avenue Old Alturas Road to Churn Creek Road 4-lane arterial
Interstate 5 at Cypress Avenue Ramp improvements
Interstate 5 at Knighton Road - widening 4-lane freeway overcrossing
Interstate 5 at Oasis Road Expand freeway overcrossing per Oasis
Road Specific Plan FEIR
Interstate 5 South Bonnyview Ramp improvements
Interstate 5 SR 44 interchange Ramp improvements
EB 299 East Street to Auditorium Drive Add third lane
Market Street Tehama Street to Placer Street Reestablish two lane collector
Shasta Street Market to Court Street 3-lane one-way (westbound)
Gold Street Union Pacific Railroad Undercrossini
This link may be reexamined if other options for modifying traffic flow in the East Cypress/Hilltop DrivelI -5 interchange area
are identified and determined to be feasible.
2 Crossing may be located at a location other than Gold Street.
20 Transportation Element
City of Redding 2000-2020 General Plan
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APPENDIX "B"
TRANSPORT A TION ELEMENT
The following streets will provide the basic framework for the City's expressway, arterial, and collector street systems. Unless
otherwise indicated in Appendix "A," the ultimate right-of-way for arterial streets should accommodate a minimum offour lanes
as well as necessary turn pockets, center medians, and detached sidewalks. Variations in ultimate right-of-way width are expected
due to circumstances such as proximity to existing development, slopes, bridge approaches, and other site-specific factors.
Collector streets vary greatly in their design depending on their intended function. Some provide circulation between arterial
streets in commercial areas, while others provide direct residential access. The list of collector streets below is not intended to
be all-inclusive, and includes examples of the various types of streets within the collector street system.
EXPRESSWAY
COLLECTOR STREETS
State Route 273
Airport Road
Eureka Way (west of Ridge Drive)
Airpark Drive
Benton Drive
College View Drive
Collyer Drive
Court Street
Cumberland Drive
Eastside Road
Freebridge Street
Girvan Road
Howard Drive
Lakeside Drive
Lorna Vista Drive
Radio Lane
Redwood Boulevard
Sacramento Drive
South Street
Westside Road
Wisconsin Avenue
Wyndham Lane
ARTERIAL STREETS
Buenaventura Boulevard
Bechelli Lane (south ofE. Cypress Ave.)
Branstetter Lane
Browning Street
Cedars Road
Churn Creek Road
Clear Creek Road
Cypress Avenue
Dana Drive
Eureka Way
Hartnell Avenue
Hilltop Drive
Knighton Road
Lake Boulevard
Oasis Road
Old Oregon Trail
Park Marina Drive
Placer Street
Quartz Hill Road
Rancho Road
Shasta View Drive
South Bonnyview Road
Victor Avenue
City of Redding 2000-2020 General Plan
Transportation Element 21