Select an option: Page Content | section content | Site Navigation
return to SBCTA home page

Traffic Mitigation

SBCTA has the following traffic mitigation programs.

  • Congestion Management Plan

    The Congestion Management Plan (CMP) defines a network of state highways and arterials, level of service standards and related procedures, a process for mitigation of the impacts of new development on the transportation system and technical justification for the approach.

    Congestion Management Plan

    The policies and technical information contained in this document are subject to ongoing review, with updates required every two years, at a minimum. Opportunities for review are provided through meetings of the SBCTA Transportation Technical Advisory Committee, policy committees and Board of Directors. The components of the Development Mitigation Program are available for download through the links below. 

    Modifications or refinements to any of this material can occur as needed through the technical and policy channels described above.

  • SB Valley Coordinated Traffic Signal System Plan

    In September 1999, the SANBAG Board of Directors authorized the development of a strategic plan for interconnecting and coordinating traffic signals in the San Bernardino valley area across jurisdictional boundaries. Study participants included the cities of Chino, Chino Hills, Colton, Fontana, Grand Terrace, Highland, Loma Linda, Montclair, Ontario, Rancho Cucamonga, Redlands, Rialto, San Bernardino, Upland and Yucaipa; San Bernardino County; Caltrans District 8; and SANBAG.

    For Member Cities

    Access the file sharing portal
     Login and password are required.

    Over an extended area, a system of coordinated traffic signals results in a 12% to 15% reduction in travel times and an associated reduction in fuel consumption, mobile source emissions, and rear-end collisions.

    The study applied 14 weighted factors to 75 major streets to identify the highest priority corridors. Of the more than 1,200 existing and proposed near-term signals in the valley, nearly 1,000 were recommended for coordination; approximately 800 of these are on the Congestion Management Program (CMP) network of major streets. Long term, the study recommends establishing Traffic Monitoring Centers with Caltrans and the California Highway Patrol to operate and monitor the system throughout the valley.

    Based on the study, a strategic plan was developed to synchronize the significant arterials. The cost of implementing this system is approximately $15 million which includes the necessary communication links, computer hardware and software, and development of coordinated signal timing plans.

    The program will be implemented in four phases or tiers:

    Tier 1 and Tier 2

    Tier 1 improved and coordinated 299 signals on east-west arterials along the I-10 and SR-60 corridors and north-south arterial segments, improving traffic flow between the east-west arterials and linkages to the freeway. 

    Tier 3 and 4

    Tier 3 program improves and coordinats 145 signals on north-south major street between Route 210, Interstate 10 and Route 60. 

    .

    Questions & Answers

    • What is Traffic Signal Coordination?
      Traffic signal synchronization is a method of timing groups of traffic signals along an arterial to provide smooth movement of traffic with minimal stops. The quality of the resulting progression is a function of the spacing of the signals, the prevailing speeds, the amount of traffic coming in and out of driveways between traffic signals, the uniformity of intersection sizes, and the cycle length.
    • Why does it take so long for the signal to turn green?
      To allow the coordination of the arterial, the side street must wait until the main traffic movement on the arterial has gone through the intersection. It is possible that the arterial traffic can't be seen immediately, but will soon be passing through the intersection.

      The goal of signal coordination is to get the greatest number of vehicles through the system with the fewest stops in a comfortable manner. The reduction of large numbers of vehicles sitting idle at an intersection leads to a reduction in vehicle emissions. It would be ideal if every vehicle entering the system could proceed through the system without stopping. This is not possible even in a well-spaced, well-designed system. Therefore, in traffic synchronization, "the majority rules" and the busiest traffic movements are given priority. Depending on a route, the master cycle length of an arterial could vary from 60 to 120 seconds. This means that if you were exiting a side street, and you just missed the light, it is possible to wait between 60 and 120 seconds, or whatever is the cycle length, before receiving another green light. Generally, the busier and the larger the intersection, the longer the required cycle length.
    • Why is this particular street not included in the traffic signal coordination plan?
      Not all streets warrant coordination. Typically, a street is selected for coordination if it carries a certain amount of traffic along the arterial during peak hours. In most cases, coordination is active from 7:00 a.m. to 7:00 p.m. during weekdays. The individual signals operate on a “first-come-first-served” or traffic activated basis outside of these hours, or all the time if a street is not selected to be synchronized.
    • Will I be able to tell the difference when traveling on an arterial with traffic signal coordinated?
      During peak hours motorists who drive at an appropriate speed should notice fewer red lights during their commute.
  • SB Valley Transportation Analysis Model

    The San Bernardino Transportation Analysis Model (SBTAM) is a TransCAD-based travel demand model focused on San Bernardino County. As such, it is the primary county-wide tool for ensuring consistency in future forecast volumes. SBCTA is responsible for the development, maintenance and application of SBTAM.

    SCAG developed a Subregional Model Development Tool (SMDT) to assist local jurisdictions and agencies develop local or subregional models that are consistent with the SCAG Regional Model. SBTAM was developed through application of the SMDT. SBTAM is updated with the latest changes to the SCAG Regional Model making it the best forecasting tool for all multi-modal transportation projects.

    For additional information please reference SCAG’s modeling webpage or the SCAG Modeling Task Force.

    Accessing SBTAM

    Consultants or agencies can use SBTAM for countywide projects by:

    • Paying a one-time fee for SBTAM for application purposes
    • Requesting model data/support from SBCTA for a fee. 

    Fees for modeling support vary based on specific project requirements.

    Getting Started

    Here is the process for using SBTAM:

    • For all model data or support requests, complete the  Online SBTAM Request Form.
    • Once the electronic form is completed and submitted, the SBTAM Model User Agreement Form will be emailed to you.
    • Complete the SBTAN Model User Agreement form and send it back to SBCTA.
    • Once the form is received, SBCTA will work with you to fulfill the modeling request.

    Note: You must sign a SBTAM Model Users Agreement Form and forward it to SBCTA before using SBTAM or applying forecast volumes for studies.

Contact
Cameron Brown
Senior Planner

cbrown@gosbcta.com
  (909) 884-8276 
  (909) 889-8611 x157 | Direct