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Home My WebLink About02/14/23 MULTI-MODAL TRANSPORTATION & TRAFFIC SAFETY AD HOCrTHE SOUND OF 5a4d1jMj `664fe Staff: Gary Hallen, Assistant City Manager Greg Strakaluse, Public Works Director Committee Members: Councilmember Eric Arias - Chair Councilmember Bob Smith Councilmember Manpreet Kaur Special Meeting of the Multi -modal Transportation and Safety Ad Hoc Committee of the City Council - City of Bakersfield Tuesday, February 14, 2023 12:00 p.m. City Hall North, First Floor, Conference Room A 1600 Truxtun Avenue, Bakersfield CA 93301 AGENDA 1. ROLL CALL 2. PUBLIC STATEMENTS a. Agenda Item Public Statements b. Non -Agenda Item Public Statements 3. ADOPT PAST MEETING AGENDA SUMMARY REPORT - None 4. REPORTS - None 5. DEFERRED BUSINESS - None 6. NEW BUSINESS a. Blue Zones Bakersfield Discovery Report - Built Environment (Attachments: Report, PowerPoint, Complete Streets Resolution, Circulation Element) b. Adoption of 2023 Calendar and Meeting Topics 7. COMMITTEE COMMENTS B. ADJOURNMENT BAKERSFIELD THE SOUND I Pt MEMORANDUM February 14, 2023 TO: Gary Hallen, Assistant City Manager Christian Clegg, City Manager FROM: Gregg Strakaluse, Public Works Director SUBJECT: Blue Zones Discovery Report & Policy Considerations Background: In 2004, Dan Buettner teamed with National Geographic, the National Institute on Aging, and the world's best longevity researchers to identify pockets around the world where people lived measurably better, longer. In these five areas —dubbed "blue zones" —researchers found that people reach age 100 at a rate 10 times higher than in the United States, and they do so with lower rates of chronic disease. Blue Zones Project° took the learnings from this Blue Zones° research and started working with communities across North America to transform environments, making healthy choices easier where people live, work, learn, and play. In FY 22/23, the City of Bakersfield teamed with Blue Zones to begin a journey with the community to apply concepts and principles for longevity and a higher quality of life. One of the Power 9 principles for a longevity is natural movement. And the ease by which people move naturally is directly tied to a community's built environment. On January 24, 2023, the Blue Zones Project held a summit regarding the built environment of Bakersfield. The summit was held on the California State University Bakersfield (CSUB) campus and included several key members of the community. The summit was facilitated by Chris Danley, a community planner by profession and expert in the built environment, and was an opportunity for representatives of the community to meet and discuss the Blue Zones Discovery Report, a summary of Policy and Planning Recommendations centered around Bakersfield's built environment. This report is attached for reference. The twenty-six page report contains four goals for the built environment that are intended to encourage the natural movement of people in a safe and comfortable environment, thereby improving health and quality of life. The four goals are: 1. Promote Natural Movement 2. Enable Social Gathering Areas 3. Encourage Complete Neighborhoods 4. Increase Housing Options Each of these goals has key policy considerations to enable change. For this Ad Hoc meeting, staff proposes the following policy topics for discussion; however, Committee members may suggest additional or alternative topics for discussion. Suggested Policy Topics: #1: Consider reducing the Circulation Element's Level of Service for vehicular traffic (ex. LOS C) to D or E, and consider establishing stronger policies and objectives within the Circulation Element for alternative modes of transportation such as pedestrian, bicycle, low speed vehicles, etc. #2: Consider an update to the City's Complete Streets Resolution. Attached. #3: Prior to designing an intersection with a traffic signal, consider an intersection control evaluation that considers alternative intersection designs such as a single or double lane, modern-day roundabout. #4: Review the existing sidewalk maintenance and repair requirements and consider alternatives that achieve a higher level of public safety and service. #5: During the development of the Bakersfield Active Transportation Plan, include a task to coordinate with Blue Zones and conduct an Active Transportation Summit(s). #6: Consider changes to the Public Works Department transportation development standards that focus more on alternative modes of transportation and traffic calming. #7: Adopt a revised Neighborhood Traffic Calming Program that provides a clear path towards the implementation of projects to achieve measurable outcomes that improve safety and quality of life. "IIIC'. k Iklll klllll EXECUTIVE SUMMARY...........................................................................................................................3 SUMMARY OF POLICY AND PLANNING RECOMMENDATIONS..............................................................4 INTRODUCTION...................................................................................................................................... 6 NEIGHBORHOOD STRENGTHS AND ASSETS...........................................................................................7 COMMUNITY CHALLENGES....................................................................................................................8 POLICY AND PLANNING RECOMMENDATIONS....................................................................................11 RECOMMENDATIONS..........................................................................................................................12 CONCLUSION........................................................................................................................................ 23 ACKNOWLEDGEMENTS........................................................................................................................ 24 APPENDIX 1: DEMONSTRATION AND MARQUEE PROJECT OPPORTUNITIES......................................25 APPENDIX 2: CAPACITY -BUILDING OPPORTUNITIES............................................................................26 C 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 2 of 26 IIIIll V S U I 'IY The built environment includes the human -made spaces where we live, work, learn, and play, which includes our streets, intersections, urban trees, buildings, homes, and sidewalks as well as our natural environment. How well the built and natural environment are integrated is an essential predictor of natural movement, socializing, and downshifting in any community. OOAM While there are four separate Blue Zones goals for the built environment, they are interrelated, and pursuit of one will often reinforce the others: Goal ':U I)ron'iote Na°tut 11 CEioven'iant • Goall ' : Encourage Eoc4Ora°theiIng III°)aces • Goall '3: Encourage Coos°rigclle°te II"EefChl[3orho as s • Goall Em IIIncrease III°°louMng Opflons The policy and planning recommendations made in this Discovery Report are most applicable to the areas commonly referred to as Oildale, East Bakersfield, Cottonwood, and the Downtown, as illustrated in the map below. Image .L Me pohry card pfonnng reron7n7enrlabo w n7ode rn Mrs Lo wrovery Report ore n7o wt opphrr ble to the areas rarn7n7only referred to as Ilrfc.lo le, East IYc. ker >f eld Cottonwood, and the Downtown © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 3 of 26 III II III I'° III 1III)', II II III III'°IIIII OAL : Promote INatUral Movemerit • Proactively enforce city code regarding damaged sidewalk, overgrown vegetation, or obstacle removal. Enact a joint funding program for repairs. • Established dedicated funding for a neighborhood investment program, traffic calming program, and target the repair or addition of sidewalk, pathways, and curb ramps. • Retime all pedestrian countdown heads to align with the Manual on Uniform Traffic Control Devices (MUTCD) and implement pedestrian lead intervals throughout downtown and in school zones. • Add shared -use path requirements for new development in the zoning code, specifically along the gateway streets such as Chester Avenue, California Avenue, and Union Avenue corridors. 0 Adopt a Complete Streets Ordinance. • Reduce street travel lane widths to 10-11 feet and re -purpose existing pavement to create separated bicycle lanes where possible; restripe existing bicycle lanes to a federal minimum standard of 5' with a buffer. • Conduct an Active Transportation summit to educate participants on the needs and design treatments for walkers and bicyclists. Bring national experts to Bakersfield to educate community leadership regarding the effects of current street design standards and existing transportation network. GOAL : Unable ocia l Gatheririg Areas 0 Draft and launch branding campaigns specifically in Cottonwood, East Bakersfield, and Oildale. Brand the same neighborhoods using street gateway entrances, street sign -toppers, key signage, and neighborhood entry signs. • Embrace enhancement treatments including music in the downtown blocks, festive string lighting over key streets and intersections, numerous art treatments throughout the four areas, and other creative ideas to give the locations a humankind magnetism. • Implement a rotating food truck circuit using appropriate parks in the key locations identified such as MILK Park, Standard Park, and others. • Determine the proper location and construct a water feature and activity block in Downtown. • Launch mobile recreation in target neighborhoods in identified parks. GOAL : EriCOLgrage Campleteighborah oo • Reconsider the designated traffic congestion standard Level of Service C. • Initiate a California Avenue, Union Avenue, and Chester Avenue corridor plan to include beautification and enhancement treatments to give a grand entrance to project areas. Identify and construct transportation demonstration projects such as right sizing or street reallocation at key locations such as Norris Road, Roberts Lane in Oildale, Owens Street or King Street in Cottonwood, or Niles Street or Monterey Street in East Bakersfield. • Conduct feasibility studies on the retrofitting of one-way streets back to two-way streets. • Make roundabouts the default option at unimproved intersections and implement neighborhood traffic circles. • Lead a 10K Tree Campaign. • Launch parklets to enhance one park in each of the four focus areas. © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 4 of 26 0 Focus recreational activity programming for the 11-15 year -old cohort through park sites and middle school site improvements. • Amend the zoning ordinance to ease restrictions and reduce costs of missing middle housing choices. • Incentivize residential mixed -use development through parking reductions and density bonuses. © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 5 of 26 � III llll .IIC'° III ""'llll'". � III The Blue Zones Built Environment team assessed Bakersfield and engaged in discussions on how to make the city and its neighborhoods healthier, happier, and more vibrant places to live. This Discovery Report is designed as a key element for getting to a working Blueprint for action, and an eventual certification as a Blue Zones Project community. The Discovery process involves learning from, validating, and further equipping and supporting local stakeholders to prepare for critical next steps in creating a healthier built environment in Bakersfield. As part of this process, Blue Zones reviewed critical plans and policies either currently in place or in the process of an update, examined conditions on the ground and in -person for the purposes of firsthand investigation, and gained a better understanding of why and how Blue Zones can aid in improving conditions for current and future residents. All steps are used to assess the strengths and weaknesses, challenges, and opportunities, and to recommend targeted actions that are the focus of this document. Bakersfield is a large city. It is home to more than 410,000 people and spread over 400 square miles. The region and its neighborhoods are bifurcated in two major ways. First is separation between north and south made naturally by the Kern River. The river has been a key asset for generations bringing a source of life to an arid and otherwise desert environment. Roughly one-third of the regional population lives north of the river. This area includes the historic home of designated industrial land uses, oil and natural gas drillings rigs, and the unincorporated community of Oildale. The second major division comes from the results of the highway system. Several key highways span the region comprised of freeways and surface highways. Two of the most ominous routes include Highway 99 and Highway 58. Both routes allow interstate commerce and mobility needs to meet the requirements of local and regional economies. However, both also come with a social cost as the community changes in socio-economic conditions from one side of the highways to the other. Highway 99, in particular, is a division between west and east. Much of the more stable, secure, and healthy living conditions exist to the west of the corridor. This stands in stark contrast to the neighborhoods and living conditions largely east of the corridor. In terms of the built environment realm, the city and community at large have momentum, but also significant challenges. To the outside observer, it is clear there are portions of Bakersfield that are thriving, where residents have access to the many elements commonly associated with a high quality of life. For those residents, while some changes may make life even healthier, they require few proactive interventions. Due to the sheer size of the community, there is a need to target and focus resources, realizing there are many efforts on -going currently in place; this report will focus on four key areas within Bakersfield: Oildale, East Bakersfield, the Cottonwood/MLK Park neighborhood, and downtown Bakersfield. In certain instances, policies and recommendations may apply city-wide, while others may be targeted to a precise location within the geographies listed. The collective desire to improve all of Bakersfield is apparent, as is the energy to make positive changes. With additional ideas, collaboration, and an open mind, the future of the four locations and the city as a © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 6 of 26 whole can be even brighter. That future will require tradeoffs, fresh perspectives, questioning historic norms, and embracing ideas recently underway, as well as new ones rooted in a mission to improve community health. �� jIIIII j ""'llll IIIN GIIII 1j IIIASSI ""'llll""' By identifying Bakersfield strengths, the Blue Zones Built Environment Team and partners can capture the energy, infrastructure, and collaborative efforts already established. Taking full advantage of these assets should give the project a head -start in implementing recommendations and ensure no duplication occurs. At the same time, being honest about challenges is equally important when identifying interventions. Doing so gives clarity and a baseline from which to work while preventing misinformed expectations or assumptions. IW'orrienturri in Do tnto n -,-The downtown area is abuzz with activity after years of investments and focused planning. The activity presents itself in the form of new building construction, new residences, newer businesses, and a concentrated effort to promote gatherings and festivities. It is clear, many people are working tirelessly to improve downtown Bakersfield. Streetscape improvements, beautification and enhancement projects, and recent private sector projects are continuing to promote downtown as a desirable place. With continued energy and strategic changes, the downtown core can be made safer for pedestrians and bicyclists, more inviting to residents and visitors, and the goal of being a 24-hour environment a reality. t:'neragy in Leadership -- Many leaders in Bakersfield have common concerns and ambitions. Leadership in Bakersfield has a can -do attitude, largely understands the challenges facing the community, and is feverishly working toward a brighter Bakersfield day. This strength at a centralized level extends to individual neighborhoods with strategic investments and projects demonstrating the commitment held. Under the current leadership, there exists a common thread of wanting a better living standard for all and in all parts of the city and region. Channeling this energy to grow momentum and support for bolder initiatives will take time. With plans either in place or nearing completion to provide the road map to success, the initial steps towards building this momentum are at hand. f'°,u ding Opportunities -,-The State of California and local governments have been the recipients of new funding streams aimed at improving communities. The funds will likely fluctuate each year, but the new source of monies available through Measure N, will go a long way for a region with historically limited revenues. Additionally, there is room for more funding to be made available specific to Bakersfield with the adjustment of its Level of Service C policy, described in this document. This policy governs developer fees, land dedication, housing units, and has consequential effects on City maintenance funds. Public Right of ' aylGridded Street etw'orh' - Many Bakersfield streets, particularly arterials and collector roadways, were built with excessive widths from curb face to curb face. This is largely the result of historic perspectives on traffic congestion during peak hours. While overly -wide streets are often seen as a challenge, for Bakersfield, the resulting streets offer significant opportunities. The pavement is an asset -if the community can support how that pavement is repurposed in a more accommodating way. For most of the region, a gridded street system complete with straight travel routes and navigable block lengths are in © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 7 of 26 place. Coupled with the redesign of busier main routes, a modern transportation system made safer for all users, of all abilities, at all times of the day, is possible. Mans 1,1ndertA any- An indication as to the degree of commitment and dedication is the breadth of plans guiding community policy, projects, and programs. Bakersfield has several plans currently underway or recently completed directing several key endeavors. The largest of these is the City's General Plan update. The General Plan and its many components will give new and fresh perspectives on how best to proceed with governing and growth for the next generation. To this end, plans demonstrating a clear strategy and subsequent action steps in neighborhoods of need will be required to deliver the higher living standard supported by all. An equitable city does not mean investments and interventions are equally distributed. Leadership is aware of this fact and ensuring the plans directing community actions are informed by this underlying principle. Opportunities to Harness t:�a°aergy -,-The Bakersfield metropolitan region is approaching 750,000 while the city of Bakersfield has now more than 410,000 residents. The city has virtually doubled in size since 1995 and broached the top 50 largest American cities. With such robust growth, energy exists that can be harnessed in healthier ways. Whether this means universal housing choice throughout the city, rethinking funding and development requirements for the betterment of specific initiatives, or an overall awareness of the potential for Bakersfield and all of its neighborhoods, near -term decisions will indicate how this energy is directed. CUWNAUM""IIII""Y CliAll l N GIIII Speed Inducing Roads - Bakersfield is often cited as having some of the most dangerous conditions for pedestrians and bicyclists in the country. The factors contributing to this fact are many, with perhaps the most significant factor being speed -inducing street design. Throughout Bakersfield, streets with posted speed limits of 40-50+ mph are common. Safety is negatively affected by these speeds along with intersections where pedestrian crossings are often prohibited, separated bicycle facilities are virtually non- existent, limited or no mid -block crossing opportunities are present, pedestrian countdown heads are set to walking paces faster than federal requirements, and there is an overall expectation among drivers of near highway like travel speeds with little traffic. It is easy to see why pedestrian crashes are common and severe. Fractured Responsibilities - A challenge in Bakersfield is that of jurisdictional authority. Over time, some neighborhoods have remained in County control despite being surrounded by the municipal government of Bakersfield. In these neighborhoods, services, maintenance, funding levels, and overall elements of public offerings reflect county level standards versus a city standard. Typically, County government is simply not equipped to afford citizens municipal level services. In the Bakersfield region, this mean a sheriff rather than police, county park versus city, county street infrastructure instead of urban infrastructure, and f ��ra-rtr. n7 rnrhjr.�rrat�� rnror or�.aa�a-��. Gre w �.ar�d p y gook t> of raaztc��hborFaaro w tana nrorporrated c Ira�car a �.° � ra a�a �'tca caryr w �R � other initiatives and ublic investments that the count � radrra a.,rcruraty.furrwdrrtrrcrra. © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 3 of 26 simply isn't positioned to deliver due to competing interests. Further, the properties inside these county islands are not taxed at city rates. Such a situation also means the local property tax revenue is lower than if the properties were within city limits. Such funds generally are distributed among municipal departments annually, with the expectation they be invested in the communities they serve. Missing Middle fiousing - In the four focus areas of Bakersfield mentioned above, housing diversity is limited. Either single-family detached neighborhoods or multifamily apartment complexes are the norm. Seemingly very little other types of housing stock exist or are being built. Condominiums, townhouses, row homes, tri and quadplexes, accessory dwelling units, or mixed housing complexes are very limited or do not exist. Such housing products mean residents and prospective residents are missing out on different living arrangements, different price points for rent or purchase, and housing choice is reduced to two main options. 11oarnel'essoess - Homelessness in America is at crisis levels. Bakersfield is experiencing a homelessness population surge for several reasons cited by those interviewed. Reasons mentioned include a statewide early prison release program and limited housing resources for those exiting incarceration; mental health and drug abuse issues preventing local officials from intervening; a lack of housing options such as transitional housing and low barrier housing and shelters; and other communities actively and deliberately transporting individuals experiencing homelessness into Bakersfield. The results are large populations encamped throughout the community, including at places of recreation. A pervasive sentiment is that some residents often feel unsafe accessing their local parks or trails and instead forgo such desires or patronize a different establishment altogether. 1"Vi ence of Crime Apparent - Another challenge facing the Bakersfield region is crime. Arson, property crimes, gang activity, prostitution, and illicit drug use were either discussed or evidence was observed. Such activities were described as prohibitive to the use of community facilities, with residents avoiding entire portions of neighborhoods, or resulting in a freezing of investment, be it public or private. This also translates into reduced outlets for recreation and social gatherings, an underinvestment in housing, commercial and service enterprises, and physical health implications resulting from reduced physical activity. 1,tna erfunded Pa rk's and Prograrritni g - The Bakersfield region has nearly 50% fewer park acres per 1,000 residents than their current level of service policy objective. The municipal government seeks to maintain four acres per 1,000 people. With roughly 410,000 residents, the city should have 1,640 acres. If such a standard were applied to those residents in the area but living in the county, which is another 50,000 residents, 200 additional acres would be added. All told, almost 2,000 acres of park space Irnoge .3'- Exornple of� Irnr. ge 4.° Crly of IYr. ker wf eld pork orress roveroge n7op is necessary to meet the existing level of service standard. On the recreation side, cited during interviews was an historic perspective that the local government has limited roles with programming elements of park activities. The void in such services has © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 9 of 26 been partially filled by private outlets. However, these types of services often cost households more than public agency offerings and are held in limited numbers of locations, further adding to costs for residents to travel. M' nirnal' i vest ie t- Many partners interviewed either directly claimed or inferred that minimal investment is occurring in portions of Bakersfield neighborhoods. Older school buildings, parks and spaces that haven't seen new facilities, street segments without complete facilities, and zoning restrictions that may prevent redevelopment or activity sites from being constructed are some examples which were offered as evidence during conversations. Additionally, much of the discussions regarding overall growth, investments, and focus are in the west Bakersfield area. This prevailing perspective aligns with the general claim that Oildale, East Bakersfield, and the MILK Park neighborhoods (Cottonwood) are not on the collective "radar" of the region with the consequence being a feeling of, at worst, neglect and, at best, being ignored. One noteworthy exception to this is the recent plan and funding to invest in MILK Park. This community asset has long been a challenge but will soon see tremendous investment with the hope of being a catalyst for the immediate area. Lack, of I,Ir a n Tree Canopy - The urban tree canopy in Bakersfield is limited and has been challenged over recent decades due to climate change, inability for species to adapt, maintenance demands, and maintenance responsibilities. The benefits of an urban street canopy are numerous and significant. For those portions of Bakersfield highlighted in this report, tree canopy coverage is limited at best. For those portions of the region thriving, tree canopy is lush and significant. Shade, air and water purification, preservation of asphalt, aesthetic value, and the natural life brought about by trees, are just a few of the benefits derived from investment. F'ea r of Change - During interviews, stakeholders shared a commonly held sentiment Irnc. ge 51- t.xornple of ri street tree buffer r? tthout trees among the public. The sentiment is a deep skepticism regarding the motivation for action and spending by non -profits, government agencies, and even private sector investors. While such a sentiment is not completely uncommon, the degree of the feeling is particularly challenging as it could result in non -action. Residents mentioned how long initiatives can take, the bureaucracy involved in even minor changes, and the costs associated with community investment. This translates into limited local funding, lost potential revenues for desirous initiatives, and challenges for garnering support when strong projects or plans are aligned. Yet, steady and growing process for implementation of needed improvements is required and such a sentiment implies that any changes targeted have to be particularly accurate and precise in their delivery. Any perceived mistake could derail future investments, thereby undermining project objectives. Nekelhborhood Identity is; Not 1.1n versal'--Some areas lack branding and signage, and evidence of collective community identity feels sparse. Examples are often limited, muted or not at scale. There is likely a quiet identity, subdued by living in neighborhoods where community investments have been limited, roadways and public facilities harsh and dangerous, and even signs of natural life fractional. This energy can change, grow, and thrive, with seeds of small victories that grow. There is likely a quiet pride, subdued by living in places where community investments have been limited, roadways and public facilities harsh and dangerous, and even signs of natural life fractional. This energy can change, grow, and thrive, with seeds of small victories that grow into a forest of dignity. © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 10 of 26 POLICY AND PLANNING RECOMMENDATIONS Essential Blue Zones goals for the built environment include moving naturally, encouraging social gathering places, completing neighborhoods, and increasing well -located housing options. Extensive evidence -based research has demonstrated that neighborhoods or communities possessing these components have higher rates of walkability, economic development, and greater overall health and safety for residents. Routine, daily movement and social connection are the central tenets of the Blue Zones principles for a healthy, engaged lifestyle. This does not necessarily require structured exercise or scheduled interactions, but rather through an environment that is supportive of routine walking, bicycling, and community engagement. PROMOTE NATURAL MOVEMENT: A comprehensive, connected and well -maintained network of pedestrian and bicycle facilities, such as sidewalks and crossings, bicycle lanes, and trails are available to all residents. Major roads are designed or retrofitted to fully accommodate those walking and bicycling to their destinations. Streets are compact, green, comfortable, and inviting, serving low -speed movement of all. Traditional well-connected paths favor walking and biking. Essential to this goal is ensuring the safety, security, and access for people of all ages and abilities. ENCOURAGE SOCIAL GATHERING PLACES: Numerous areas are integrated throughout the community that facilitate and encourage connections between people and places. Examples include parks, open spaces, and community gathering centers like a plaza or neighborhood square. Harsh, nonessential pavement is converted to green places. ENCOURAGE COMPLETE NEIGHBORHOODS: Neighborhoods offer residents options on where and how to live, work, shop, play, learn, worship, and get around. Destinations and well-connected low speed routes are designed to encourage social connections and reward those who arrive on foot or bike. Benches, shade structures, planters, awnings, water fountains, human scaled lighting, way -finding elements and well -placed, quality bicycle parking offer safe, welcoming, comfortable, and appealing surroundings. Buildings provide watchful security by placement near walkways, through window coverage and a level of transparency that assures pedestrians. INCREASE HOUSING OPTIONS: A range of housing options increases affordability of neighborhoods and communities. Missing middle housing, such as accessory dwelling units, townhomes, duplexes, tri and fourplexes, courtyard homes, pocket neighborhoods, apartments and other housing options traditionally found in communities are offered. Not only do a range of housing options increase affordability in a community, missing middle housing can also help gently increase density in a neighborhood, improving its vitality, sense of community, and opportunities for social connectedness. The broad, high-level policy and planning recommendations described below are specific to the four portions of Bakersfield mentioned. Individual tasks or activities under each recommendation are, therefore, relevant to Bakersfield and participating community partners — depending on scale, complexity, specific location, local priorities, and local capacity. If identified as a priority, tasks and subtasks should be calibrated according to the implementing agency. In addition, stakeholders may identify other activities to further implement Blue Zones goals. © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 11 of 26 IIIII ONS GOAL: IProumote Il atUlral IMovelmeurit Strategy: Make ceirtaf n °that residents havethe tureedon'i 'to choose howthey nmve by ensuidlig sate and accessfllclle walllldng, uolllliiosy, and Il3fcycllhig hifirastruc�tuue fs hi p�ace, Challenge 1: Much of the Bakersfield region is challenging to walk due to high-speed, multi -lane roadways with limited or substandard walking infrastructure. Recommended actions include: Proactively enforce city code regarding damaged sidewalk, overgrown vegetation, and obstacle removal. Enact a joint funding program for repairs. o Why: Code enforcement is the memorialized law of the city and a tool to maintain good infrastructure. Making sure people and property owners are abiding by these laws is critical to ensure walking facilities are maintained and kept in good repair. Code is often passively enforced as a reaction to a complaint. Instead, consider a proactive and systematic Level of Effort. approach to prevent hazards from arising but do so with a dedicated fund to assist homeowners with improvements when necessary. 0000 o Outcome: With safer sidewalks free from major cracks, breaks, or large gaps, walkers will be less likely to fall or trip, wheelchair users will have an SASSO%* easier time navigating, and more people will likely participate in walking Level of Impact. or rolling as the system is improved. Such an action could also result in owners proactively addressing existing issues rather than waiting for the City's code enforcement staff to enforce zoning code laws. Establish dedicated funding streams for a neighborhood investment program, traffic calming program, and target the repair or addition of sidewalk, pathways, and curb ramps. o Why: Oildale and parts of East Bakersfield are unincorporated, while Cottonwood has seen underinvestment in its walking infrastructure. Creating specific Limited Improvement Districts, Urban Renewal District / Tax Increment Financing District, or other such tools will specifically Level of Effort: address the issues in target areas. This will accelerate the pace of ,I i I' `11 infrastructure delivery and improve safety in an equitable manner. o Outcome: Increasing the pace of project delivery in the realm of walking and bicycling can improve safety, increase participation, and ultimately go towards ensuring the natural movement objectives for residents are Love, of impact met. HIGH Retime all pedestrian countdown heads to align with the Manual on Uniform Traffic Control Devices (MUTCD) and implement pedestrian lead intervals throughout downtown and in school zones. © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 12 of 26 o Why: Being given adequate time to cross an intersection reduces conflicts with motorists as the mixing of street users is drastically improved. Crosswalks in downtown have walk rates of 6-7.0 feet per second while MUTCD maximums are 3.5 feet per second. Making the Level of Effort. changes are necessary to bring Bakersfield into compliance and to r,11EIDIl. M increase the time permitted to cross a street and improve safety. o Outcome: Increased time to cross will prohibit drivers from encroaching 099900 into crosswalks, allow average -speed walkers to safely cross without fear ffieq 04*6*411 of proceeding cross traffic, and can foster an environment of increased walking rates given, in some locations, up to twice the time will be given. Level of Impact: Adding a pedestrian lead interval will further the results by giving HIC3H walkers a head start prior to vehicles being permitted to make a right hand turn on a red light. Challenge 2: Commuter bicycling is difficult as dedicated bicycle facilities are rare; additional strategic investments are needed. Recommended actions include: • Add shared -use path requirements for new development in the zoning code, specifically along the gateway streets such as Chester Avenue, California Avenue, and Union Avenue corridors. Y• Y o Why: The streets listed are key routes for Oildale Cottonwood and Downtown. The corridors give residents significant access to the places they wish to patronize and serve as major routes to link with key r� destinations. By requiring new and redevelopment initiatives to Level of Effort: construct a shared -use path rather than new sidewalk, a multi -use facility will eventually be funded by private development and augmented by the public sector. Without this mechanism, implementing 0000 a pathway system will continue to be difficult, if not impossible, and paid0 or for strictly through public coffers. o Outcome: Over time, the multi -use shared pathway begins to take shape Level of Impact: and use of the path grows. Most bicyclists, prefer to ride on dedicated separated facilities when in proximity to heavily used streets with fast moving traffic. This strategy will add to the reasons why people will choose natural movements when given a safe, convenient, and comfortable facility to access. Adopt a Complete Street Ordinance. o Why: A resolution is support; an ordinance is the law. Most cities across the United States with a Complete Street policy have limited their commitment by adopting the policy by resolution, not by making it an ordinance. Without this legal commitment, support eventually fades and objectives are missed. To remedy this, Bakersfield should consider Level of Effort: crafting an agreeable Complete Streets Policy and adopt it by ordinance, thereby codifying it into local law. This same approach should be considered regarding bicycle and pedestrian plans and/or pathway plans. Such an action is bold and declarative and gives the communitylie clear understanding as to how serious the City of Bakersfield is about Levee of Impact: creating safer and livable streets. Such an action should also be considered at the county level. The ordinance can be specific to the Bakersfield area, however, if such an approach is deemed appropriate. © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 13 of 26 o Outcome: The results of this action are a resolute and public directive towards staff, decision makers and, most importantly, the community that what is contained in the ordinance will be carried out and implemented as drafted. As streets are repaved or rebuilt, as new streets are considered through development, or if a new street section is added to the system, all will be subject to meaningful and impactful designs positively affecting walkers, bicyclists, and transit users. Over time, this will result in more people moving naturally. • Reduce street travel lane widths to 10-11 feet and re -purpose existing pavement to create separated bicycle lanes where possible; restripe existing bicycle lanes to a federal minimum standard of 5 feet with a buffer. o Why: Many of the existing bike lanes in Bakersfield and in target neighborhoods are substandard and narrower than industry minimums. To provide the maximum operating width necessary for bicyclists, additional space is needed for both the bike lane and, ideally, a buffer or full separation. This space can be provided by restriping the travel lanes to a narrower width and adding the dimensional spaces saved to the newly stripped bike lane. If a bike lane is currently 3' in width and next to two 12' travel lanes, for example, reducing those lanes to 11' and adding the 2' to the bike lane, will instantly create a 5' bike lane, which is the minimum standard for an arterial bicycle lane. o Outcome: Adding width to a bike lane, particularly with a buffer space, gives riders more area in which to operate safely, offering a better feeling of comfort for some, and requiring greater attentiveness by motorists when operating in a narrower space. Such outcomes can invite more riding and reduce crashes, particularly when bike lanes are buffered or even separated. Challenge 3: Lack of comprehensive understanding among decision makers, community members, and elected officials regarding pedestrian and bicyclists' safety needs is preventing implementation of meaningful safety and comfort applications within policies and projects. Recommended actions include: AdIrl, N " *, Level of Effort: Level o f'Im e e pact: 1,1171 D i i..a rl Irnc. ge 61- Irfar.Iec.Iuote street 0 Conduct an Active Transportation summit to educate participants on the needs and design treatments for walkers and bicyclists. o Why: Understanding the needs and desires of walkers and bicyclists, knowing safer street and intersection designs, and gaining a perspective on Americans with Disabilities Association (ADA) requirements, context sensitive solutions, Vision Zero, and general best -practices, are concepts that need to be understood by all Level of Effort: involved in policy and funding decision -making in Bakersfield. o Outcome: By instilling the information described, decision makers are more inclined to support necessary funding, policies, draft plans, and 04,0 the types of projects that improve conditions for non -motorized street users. This may accelerate the pace of improvements and Level of Impact: conditions for users to gain the comfort needed to increase F)II aM participation in active transportation. © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 14 of 26 Conducting a training summit for community members can help transfer knowledge regarding active transportation for participants to experience the visceral feelings that come along with participation in walking, biking, and rolling along Bakersfield's streets, particularly at key locations identified in this report. Bring national experts to Bakersfield to provide perspective to community leadership regarding the significant effects of current street design standards and the existing transportation network. o Why: As currently constructed, Bakersfield has conflicting community objectives that cannot coexist. High speed, multi -lane or one-way streets, with wide and infrequent crossings, are not streets but rather they are roads. There are experienced and educated perspectives that can illustrate the ways the Bakersfield Level of Effort: transportation network must change if the desire is to significantly reduce fatalities among drivers, walkers, and bicyclists, while at the same time creating sense of place and real neighborhoods. o Outcome: The results of such training can result in new street design standards, rebuilding of existing roadways, the reduction of severe Level of Impact: or fatal crashes, reduced maintenance burdens, and many other benefits stemming from a wholesale change in transportation design. GOAL: Unable Social Gathering Areas Strategy: Give every resident the opportunity to access places outside of their home to promote important social interactions with neighbors of varying ages, backgrounds, and perspectives. Challenge 1: Bakersfield neighborhoods need a buzz and energy to create collective buy -in and galvanize community investment. Recommended actions include: • Draft and launch branding campaigns specifically in Cottonwood, East Bakersfield, and Oildale. Brand the same neighborhoods using street gateway entrances, street sign -toppers, key signage, and neighborhood entry signs. o Why: The site visit and interviews revealed little neighborhood identity in terms of outward facing indications. That identity may quietly exist among neighborhoods but is limited through means of visual display. Engaging each of the areas to brand their own moniker and craft associated logos Is the foundation of this effort with the intent being Level of Effort: to subsequently install meaningful objects throughout neighborhood streets to help usher in more palpable neighborhood identity. o Outcome: Answering this challenge will help to mobilize people, e partners, and leaders to charge ahead with identified strategies. It, ` fj should also give people comfort in knowing they are not forgotten, elicit a respect of place, and that residents are worth the investments Level of Impact: made in terms of funding, time, and policies to improve conditions. Embrace enhancement treatments including music in the downtown blocks, festive string lighting over key streets and intersections, numerous art treatments throughout the four areas, and other creative ideas to give the locations a humankind magnetism. © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 15 of 26 o Why:People are attracted to energy. Music lighting,and art are just some of the p gY• 1 ways to provide that energy. A strategy for galvanizing community investment is for residents and guests to be made aware of their location and the pride that exists within that location by adding such features that clearly delineate the neighborhood Level of Effort. and its values. o Outcome: Once completed, such a strategy gives residents a sense of common value 9999 and purpose. Living in Oildale, East Bakersfield, Cottonwood, and Downtown will 9019879 0696 convey additional pride. This pride can be harnessed to garner support for numerous initiatives to further address the quality -of -life issues many can agree o Le,11f n'l"° upon. ..................... Challenge 2: The four areas identified do not have enough neighborhood -scale activities. Recommended actions include: Implement a rotating food truck circuit using appropriate parks in the key locations identified such as MILK Park, Standard Park, and others. o Why: Food is a shared cultural value. Food brings people together to participate in activities. Food trucks have grown in popularity and can bring food to neighborhoods without the permanent infrastructure needed for a restaurant. Parts of the project areas have few neighborhood scale activity sites and creating such a site is necessary ewe, of Effort. to build momentum towards a more permanent presence. o Outcome: Having a food truck park will prompt people to go outside and socialize. This S will mean more people using their feet or bicycles, adding more people and vibrancy g to the neighborhood, and continuing to provide the very activities currently absent. For some truck owners, if the neighborhood supports their presence, perhaps a Leval of lvp�cq. permanent location could result, offering jobs, economic opportunities, skills ............................................................. development, as well as a small-scale food outlet. Determine the proper location and construct a water feature and activity block in Downtown. o Why: A missing element in downtown is water and a particular block r where people congregate, celebrate, and enjoy the vibe. The trail and historic enjoyment of the Kern River and nearby Millcreek Park lend themselves to establishing a location with some type of water feature t7 such as a fountain or splash pad. Additionally, shutting down one block Level of Effort: of a downtown street to coincide with the water feature would be f{Ic ideal. The two approaches would instantly provide a sense of place in downtown which is currently lacking. The "festival street" could be home to community events, social gatherings, and give residents and04*6*61011 guests a sense of downtown pride and bolster economic and social Level of Impact: health. HoGH o Outcome: Health outcomes resulting from such an approach include social ...emotional spiritual and economic benefits. Investment in adjacent store fronts and properties, increased shopping and patronizing of downtown businesses, conversing and socializing with fellow residents, participation in various forms of mental health exercises, and significant physical activity opportunities, would all be likely outcomes of such an action. © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 16 of 26 0 Launch mobile recreation in target neighborhoods in identified parks. o Why: Bakersfield and Kern County largely default their recreation opportunities to the private sector. While the North of the River Recreation District does offer some recreational opportunities, they too are limited. Instituting a mobile recreation program is needed to help bring missing activities to the neighborhoods of need. Le"21ofFffoft: The program can include targeted parks or school sites in the project locations and "I DAN various forms of recreation such as youth exercise classes, mini -soccer in unused g" tennis courts, older adult walking programs, or any number of other identified needs. Offering the programs free of charge, at minimum rates, or with Level ofimpact: scholarships, would eliminate the equity issues in existence with private recreational outlets already in place. o Outcome: Physical activity, social interaction, use and attention to parks, and providing constructive outlets are just some of the likely outcomes. Expressed in interviews was the need for such an offering to help residents access structured recreation and to engage youth to prevent potential harmful activities otherwise. GOAL EiriCOILIirage Coirnp�lete IS iiiglllrlllsrwrlllroods Strategy: orlllc tow airds the idea of a 111.�f. ur'�mViinute urei � � , , � I Ip g, �gy: uig � �wour goo:° w �w.urw. �wwur'www. wwwur c .: �ww .. Viur'�� urw.wµurw.atViounw educatVioin, sowµialllw airid r:11 iiritualll Illo atliioins not oirflly exist, but tlllrurive Challenge 1: Key corridors need to be enhanced or redesigned and built with more human -scaled improvements. Recommended actions include: 0 Reconsider the designated traffic congestion standard Level of Service C. o Why: No single policy has a greater effect on the Bakersfield region than adopting a traffic congestion Level of Service C. The policy measures congestion tolerance during the peak hour of traffic. Maintaining the measure of Atirl, convenience for motorists means Bakersfield area streets are under constant widening pressure and travel speeds are inappropriate for urban areas and LLvdof Effort: neighborhoods. Further, the development community must give large acreage of land for right of way preservation which eliminates housing, commercial outlets, or other land uses. They are also required to pay significant impact fees to satisfy a Capital Improvement Plan (CIP) which are then passed on to theLe,e, of xct: end buyers or tenants of developed properties. The policy also increases City I I'll G Ff and County maintenance burdens, leads to high-speed crashes, and unnecessarily wide pedestrian crossings. Collectively, the results from this policy have cost the community lives, property, housing opportunities, and economic injury. o Outcome: The outcomes of changing this policy to a Level of Service E in the peak hour would have profound effects. The result of such a change is unmatched by any other recommendation in this report. The City/County could reallocate impact fee dollars to other needs, maintain fees but use them towards pedestrian, bicyclist, or transit improvements, or reduce the fees and return funds to the development community. Over time, savings to the development community may mean significant economic investments in the form of additional housing units and density, increasing the tax base and business opportunities. The reallocation of impact fee funds could improve and maintain other community offerings such as parks, streetscapes, public facilities, and numerous others. © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 17 of 26 The increase in new crosswalks, reduction of travel speeds, and potential redesign of streets, would translate into significantly fewer crashes, an increased participation in active transportation, and possibly a cultural shift in transportation and community development. Irnc. ge I.° New c.IeW>efarpment c. nd street Mth v wt MdtF w card unused o«wpholt. 0 Initiate a California Avenue, Union Avenue, and Chester Avenue corridor plan to include beautification and enhancement treatments to give a grand entrance to project areas. o Why: California Avenue, Union Avenue, and Chester Avenue were largely designed in a different era. In that era, priority was given to freight and truck traffic, or general traffic with heavier volumes and higher travel speed. Few sections of the corridors are appealing to non -motorized traffic as they consist of several travel lanes with Level of Effort: minimum sidewalks, few street trees or buffer space from the HIGH roadway, and minimum signalized or stop -controlled crossings. This recommendation is specifically for the MPO, City, and County to 000009 jointly fund corridor plans specifically targeting improvements that address adequate and comfortable pedestrian facilities as well as treatments that prompt compliant design speeds from tools such as Level of Impact: o y street trees, regular stop -controlled pedestrian crossings, and more. o Outcome: Should the studies be conducted, adopted, and recommendations implemented, the project areas could see three large street barriers minimized or dramatically improved. The perception of safety and comfort are fundamental to pedestrian and bicycle utilization. If all are properly addressed, usage of new or upgraded facilities will increase and overall activity will rise with it. Without changes to the current configurations, minimal participation in active transportation will occur beyond those individuals required to walk or bike due to lack of travel options. © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 18 of 26 Identify and construct transportation demonstration projects such as right sizing or street reallocation at key locations such as Norris Road, Roberts Lane in Oildale, Owens Street or King Street in Cottonwood, or Niles Street or Monterey Street in East Bakersfield. o Why: Many of the streets near key community hubs are excessively wide and induce high speed travel. The width and high speeds make walking or bicycling particularly problematic as they equate to hostile environments and barriers. Demonstrating alternative configurations helps build confidence among users that suggested solutions are possible and can fully function. Often, communities need to see how changes can work before committing support to a permanent change. Outcome: Demonstration projects yield instant results, particularly among motorists. Reducing vehicle travel speeds, slowing turns at intersections, increasing motorist awareness of walkers and bicycle e� Level of Effort. "IL'I)IUA 0000 Level of Impact: riders, and other physical and psychological adjustments, are the intended outcomes of demonstration projects. Once in place, a more livable environment will follow that will include more walking and bike riding, and fewer crashes or reductions in crash severity Challenge 2: Community enhancement in the realm of livability, speed management, and holistic urban environments are needed. 0 Conduct feasibility studies on the retrofitting of one-way streets back to two-way streets. o Why: One-way streets were popular tools for moving traffic into and out of areas and neighborhoods, particularly in the 1960s and 1970s. However, this approach is synonymous with highway engineering and not urban design. One-way streets are typically fast-moving corridors e� promoting more driving. This happens due to less friction in the form Level of Effort: of stop controls and additional turning movements to align with the E correct street segments. Further, such designs also diminish economic activity as drivers often forgo a location for a similar one when unable to easily access outlets. In multi-laned one-way streets, crossing IS pedestrians are confronted with the drivers overtaking a stopped Level of Irnpact: vehicle making for a significant pedestrian hazard. rill"'�I, U"I o Outcome: Street friction will be restored with a possible reconfiguration which will result in more appropriate urban travel speeds and an environment more conducive for walking and bicycling conditions. Eliminating the confusion among drivers from a one-way to two-way segment will further improve safety for all street users and reduce overall trips in a given portion of the community. Make roundabouts the default option at unimproved intersections and implement neighborhood traffic circles. © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 19 of 26 o Why: Roundabouts are safer than signalized intersections. Signalized intersections are some of the most dangerous locations in a city as they require individual legal adherence to traffic control devices 100% of the time, induce a plethora of turning conflict points, and are financially very expensive to maintain, repair and replace. Level of Effort. Roundabouts and traffic circles require a driver to slow, yield, and change direction to proceed through the intersection. This is the principal reason why safer intersection conditions are achieved.0 or Signalized intersections prompt turns on red lights, drivers to accelerate to avoid stopping, and cannot physically stop motorists, Level of Impact: unlike a well -designed roundabout. For future considerations,.,...........;;..;.::"....:::'..:............................... roundabouts and traffic circles should be the default unless proven unworkable. o Outcome: Safer intersections resulting from slower speeds, reduced conflict points, and higher awareness will result from implementation. Further, reduced maintenance costs will also result as roundabouts require minimum maintenance or operational costs when compared with signalized intersections. 0 Lead a 10K Tree Campaign. o Why: Trees as an object provide considerable benefits to a community. Trees not only provide shade to cool surfaces and structures, but also filter local air particulates, increase land values, allow a natural feature in an unnatural environment, give an aesthetic appeal, filter ground water, and offer many other tangible benefits. The focus areas in this report are bereft of the types of tree canopies seen in the neighborhoods of Bakersfield with generally healthier conditions. Making a sizable effort to plant thousands of trees in street buffers, at parks and school campuses, and even on interested private properties, will help improve the built environment in all the ways listed and then some. 0000 e 606916 Level of Impact: "If!dI)ICJM o Outcome: Planting trees will result in a softening of the general local environment, calm drivers, and slow traffic, give a sense of community value, and give residents tools to help make the hot summer months more bearable, both inside and outside their homes and employment centers. The planting of a very large number of trees is what it will take to make a difference, but over time and using the right species of trees, such a program can make a marked difference. 0 Launch parklets to enhance one park in each of the four focus areas. © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 20 of 26 o Why: Parklets are about activating a space, particularly using on -street parking. The range of ideas for parklets is vast but typically involves a defined spaces using sturdy barriers, seating, shade, tables, and perhaps small activities. Parklets can be small and one space or a whole street segment and large. Implementing this strategy in Level of Effort: locations in each of the four subject areas is recommended and should be designed with neighborhood participants. , o Outcome: Many locations throughout the four areas are ripe for l%' parklets and would further activate the neighborhoods and cultivate more interactions, physical activity, and aid in the design of the 15- Level ofImpact: minute neighborhood. This will mean more proximate activities accessible by walking, rolling, or bicycling. Challenge 3: More, newer, or demographic -specific opportunities and outlets, are needed for physical and recreational activity. Recommended actions include: • Focus recreational activity programming for the 11-15 year -old cohort through park sites and middle school site improvements. o Why: Repeated during the interviews is the fact that youth at the age of 11-15 generally choose one of two routes in life - to play organized sports or simply drop out of sports altogether. It doesn't have to be this way if opportunities are provided appealing to the demographic. However, as currently constructed, the parks and recreational outlets in most of the project areas are void of such attractions and need to be addressed. Levo' of Effort: MI I)IUV1 Supporting a concentrated effort to understand what this attraction means, what improvements are needed, and installing those attractions, is the purpose of this task. 0410 o Outcome: If outlets specifically targeting this group are made, physical 162106,1110,00 activity and social interaction would follow. Getting off smartphones Level of Impact and into parks means increased exposure to nature, likely participation . �l�`;:.l:"',.l�":l'.,'l;,ll....... in physical activity, more time with friends and loved ones, and even morale improvements from constructive and enjoyable use of time. GOAL Illuscurease III°°°irrL:siiiusy Op iiirruss Strategy: Allow residents and future residents choice and availability when If, comes to housing types, housing location, and the condition and affordability of the housing. Challenge 1: The zoning ordinance and land use map is complicated and restrictive of different housing stock. Recommended actions include: 0 Amend the zoning ordinance to ease restrictions and reduce costs of missing middle housing choices. © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 21 of 26 o Why: Housing choice is largely absent in the four focus areas in Bakersfield. Most of the housing in the neighborhoods is either single family detached conventional housing or multi -family apartment Jffllr� complexes. Missing are condominiums, duplex, triplexes, fourplexes, townhomes, ROW housing, and cottage style complexes. Loosening Level of Effort: the City and County zoning ordinances to permit options outside these two products will allow the development market to better meet housing demands considerate of economic conditions. As structured, 'µ the opportunities for residents to rent or purchase homes that meet their living condition needs or individual or familial needs is mostly Level of Impact: absent. M 1: [)II,.JM o Outcome: Fostering a land use environment that permits market forces to in -fill housing units using taller or more dense patterns and with different ownership/rental structures is what will result in the filling of the missing middle void. Such actions can translate into either more people owning a property or finding a rental unit that better aligns with their housing choice. 0 Incentivize residential mixed -use development through parking reductions and density bonuses. o Why: The supply of housing is a problem throughout areas in the US experiencing growth. A major reason behind this lack of supply is the vice grip on development that a zoning ordinance can have. Allowing developers opportunities to invest in Bakersfield the housing the region needs through reductions in parking requirements Level of Effort and the incentivization of density bonuses has shown to be an effective tool for growing housing supply. Ultimately, requiring more land for 0000 parking takes away from the prospect of more housing and limits 0,00,0106 development due to required floor area ratios and density restrictions, 6106*16 resulting in market forces pushing housing units onto the fringe of a Level of Impact: city. J 11 rVi 11 o Outcome: Through changes in the zoning ordinances, over time, more housing units will result in a closing of the market gap, more centrally located housing to other community outlets, and foster a more active environment for active transportation. © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 22 of 26 USA The four Bakersfield neighborhoods have a foundation from which to work. Many opportunities exist for improvement, however, with concentrated efforts among the residents, political leaders, non-profit organizations, institutions, private sector, and industry partners. The ability to freely move without being relegated to a vehicle, socializing in desirable locations, participating in regular physical and economic activities, and having everything one needs within a short distance of where one lives are all possible in Bakersfield. To realize this future, opportunities identified should be considered during the Summit Phase of activities. Few true obstacles exist that prevent Bakersfield from reaching the destination they collectively choose. Honest dialogue has to happen in order for trust to grow and the projects and policies identified to be vetted. In some cases, certain projects will take time and a higher degree of effort. But many are achievable in the short to mid-term and their results are cumulative. Momentum will help turn the tide and that tide will usher in a healthier future for all. © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 23 of 26 ACKNOWIII III City of Ballkeirs iii6d e Bob Smith, Ward 4 City Councilman e Christian Clegg, City Manager e Christopher Boyle, Development Services Director e Gregg Strakaluse, Public Works Director e Jason Cater, Economic and Community Development Director e Paul Johnson, Planning Director e Paul Saldana, Economic and Community Development Director e Rick Anthony, Recreation and Parks Director Keirun Cott11r0°t e Geoffrey Hill, Chief General Services Officer e Jason Wiebe, Chief Strategic Initiatives Officer e Lorelei Oviatt, Planning Director e Sam Lux, Public Works Director e Teresa Hitchcock, Economic Development Director Key S°taIllk6lh6deirs e Anamarie Mendez, Principal, Williams Elementary School e Anastasia Lester, Senior Program Officer, Firsts Kern e Brynn Carrigan, Director, Kern Public Health e Gema Perez, Director, Greenfield Walking Group e Greg Terry, Chief, Bakersfield Police Department e Jasmin LoBasso, Superintendent of Recreation & Community Services, North of the River Recreation and Park District e John Paul Lake, Executive Director, B3K Prosperity e Mike McCoy, Executive Director, Kern County Museum Foundation e Stephen Montgomery, Advisor, Bakersfield Historic Preservation Commission © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 24 of 26 N l NA 0 N S IIA O II II I III h° IIII IIII'° jV III ""'IIII IIII° I l IIII""'U II l IIII ll IIIIIII The following on -the -ground projects may be considered by the local community during the Summit Phase: Niles Street Barrio straztion f1roject -,- Aligned with a Boys & Girls Club and within a residential neighborhood, a portion of Niles Street can be subject to a demonstration project. As constructed, the 3- lane, one-way 40 mph road acts as a barrier to crossing pedestrians and permits high speed travel, hazardous and deadly to pedestrians. Improvements could be made to eliminate one travel lane, implement a high visibility crosswalk, change speed limits to 30 mph, install a rectangular rapid flash beacon, and install curb extensions in front of the club. Other features such as public art and even street trees could also be added. affla iris t:'lerrienta ry, cfaoo/'tau°tdoorExercise Equa ae t- Williams Elementary School is in East Bakersfield. The campus has grassy areas in between buildings that go largely unused. Adding outdoor exercise equipment in these spaces can permit a natural circuit for students to use and to take advantage of the smaller footprint campus. As reported, currently teachers use a paved parking area for much of their outdoor physical activity. MLK fla rk Derrionstraztion f1roject - With the proposed redesign of MILK Park, Blue Zones can help energize the community and further support by implementing a demonstration project along one of the two side streets aligning the park. Community members and team leaders can work together to determine which street would be more appropriate and how the street should be temporarily designed to celebrate the park and local culture. This may mean intersection paint and treatments, temporary bike lanes, enhanced crosswalks, or other approaches to improve active transportation and safety. tit'LK Neaaffa a rhood Area Celebration - Adding imagery, signage, artwork, historic placards, and any number of other ideas could be pursued to add to the identity of the MILK neighborhood. Other specifics may include sign or street light banners along key corridors, street sign toppers at key intersections, wayfinding signage, and others to enshrine cultural pride. Oildal'eltt"ern ttaver Bicycle flurrip Track, - A new homeless shelter will be built in Oildale that happens to be owned by Kern County and is sandwiched between the Rasmussen Senior Center, Teen Challenge, and the Kern River Pathway. Further, the plot of land will not be fully used, and a bicycle pump track could be built. The pump track would give local youth and teens a place to enjoy a fun outdoor experience, be co -located with a vital teen center, and connected with the pathway due to proximity and street connection opportunities. f°ood Truck fla rk - For a food truck park to exist, certain infrastructure is needed. Understanding the ideal location(s), the needs of vendors and customers, considerations of the neighborhood, and City requirements are all of the pieces of information needed before establishing a park. Once these fundamentals are understood, funding the needed infrastructure would usher in the food truck park and expedite the social gathering places sought in the four areas of Bakersfield. This might include electrical considerations, awnings, benches and other seating, additional trash and recycling receptacles, permits, and more. © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 25 of 26 Downtown F.'estiva / Blow k, -,- Downtown Bakersfield is currently without a true festival street. Opportunities exist in several blocks to greatly enhance the streetscape and give residents and visitors a more vibrant and active experience, while promoting additional activities and investment into downtown. Using a myriad of treatments including a high quality parklet, celebratory intersection paint, overhead street lighting, speakers playing local or appropriate music, flower baskets, seating and more would immediately pump additional energy into downtown Bakersfield, helping grow patronship and economic and social investment. e t hesterAvenue Bridge Separated Bih,e Lanes -,-The Chester Avenue bridge is a critical link between Oildale and downtown Bakersfield and spans the Kern River, including the 30+ mile Kern River Pathway. The bridge includes striped bike lanes. However, adding Ki t it „I r„I, „t l r Lai„[.!Jr�„I, , Jersey barriers or other vertical barriers would greatly increase separation between riders and drivers and likely increase ridership and utilization of the facility. Further, if Jersey Barriers were selected, the barriers themselves could be painted using residents' participation to celebrate Oildale and be a visual welcoming into or out of the community while providing a vital safety feature. IIII"IIII III ")AO IIII ll lIII' � III IIII°° h ""IIII""'IIII IIII III I The following capacity -building projects may be considered by the local community during the Summit Phase: Conduct an Active Transportation Su to t- Hosting a multi -day summit under the auspices of knowledge transfer and capacity building is right in the wheelhouse of Blue Zones. Such a summit could occur in the four neighborhoods and include a wide variety of participants including City leadership, non- profits, business leaders, school personnel, and neighborhood advocates. The purpose is to grow the understanding of what it takes for a transportation system to support those using their feet, wheels, or tires. © 2023 Blue Zones, LLC I All rights reserved Built Environment Discovery Report I Bakersfield Page 26 of 26 Life®Lifeiamoaa...1511 BlueZones r works to _ prove the liferadius, the 5�1(0 majoritywhere they spend the of their __ Background Stakeholder iwte-ttieki,is — Advocacy Adopt policies Implementatil Promoting Nat.... -a- Movement. Build comprehensive, connected networks for active movement RMI Creating CoMDEete Neighborhoods Mixed, compact development: live, work, shop, play, learn, & pray destinations. Encouraging Social Gathering Places Inclusive & functional designs, furnishings, & natural spaces for all people. Increasing Housing Options Increasing its vitality, sense of community, and opportunities for social connectedness. \\\\\ \\\\\\\\\ \ \\\\\\\\\O \ \\\\\\\\\\\\\\\\ \ \\\\\\\O \ \\\\\ \\\\\\\\\ 0 Safer - Routes for All Land Use Planning & Zoning Promote Ilatura- Movement Sidewalk Repairs: Enforce City Code & State Law on damaged sidewalks. Enact a joint funding program for repairs. Funding: Establish dedicated funding streams for a neighborhood investment program and a neighborhood traffic calming program, and target the repair or addition of sidewalk, pathways, and curb ramps. 0 Retime all pedestrian countdown heads to aligi with the Manual on Uniform Traffic Control Devices (MUTCD) and implement pedestrian lead intervals throughout downtown and in schoolzones. F. �W I �041 I j, 3 Reduce street travel lane widths to 10- 11 feet and re -purpose existing pavement. Corridor Plans (California Avenue, Union Avenue, and ChesterAvenue). I'll nvg 1Lq'r;NFffq4 w ilky'4 twl 0 In conjunction with Development Service Dept. update the Circulation Element and consider changes to LOS, and other goals, policies, and implementation items to strengthen multimoda- circulation and safety. ��IV MIM I • Research other California cities approaches to sidewalk maintenance. • Consider a joint funding program for FY 23/24. I III ; 111�11111 11111111�I I I I I IL, • Present updated Transportation Development Standards at the next Ad Hoc Committee Meeting. • Review the application of Caltrans'2013 updated Intersection Control Evaluation (ICE) requirements when considering intersection improvements (stop, signal, yield control). • Adjust ped signal timing to increase crossing time. 4. Complete Streets Resolution/Ordinance 0 Update the 2013 Resolution, considering pending updates to the Circulations Element, an4l- work with the CAO to prepare a pros/cons analysis between Resolution versus Ordinance. I'll nvg ILqVNFffq4 w ilky,4 tw-I 1. Active Transportation Summit With the City's 2023 Active Transportation Plan Update, coordinate with Blue Zones to develop a summit, facilitated by national experts, to provide perspective to community leadership and interested individuals regarding quality of life and economic benefits of modern transportation design standards. Summer 2023 2. Corridor Projects & Demonstration Projects 0 to & 1 9thStreets • Chester Avenue • H Street • Dr. Martin Luther King Jr. Blvd. • Nile/Monterey • California Avenue • Union Avenue (Caltrans) POLICY RESOLUTION NO. 358 A RESOLUTION OF THE COUNCIL OF THE CITY OF BAKERSFIELD ADOPTING A POLICY REGARDING "COMPLETE STREETS" RECITALS Whereas, the City of Bakersfield desires to create a safe and efficient transportation system that promotes the health and mobility of all citizens and visitors by incorporating high quality transportation facilities for motorists, bicyclists, pedestrians, and transit access to all destinations throughout the city; and Whereas, the City of Bakersfield also understands that children, seniors and persons with disabilities will require special accommodations; and Whereas, the City of Bakersfield addresses the safety and mobility of all citizens and visitors in all projects, regardless of funding source; and Whereas, "Complete Streets" is defined as transportation facilities that are planned, designed, operated, and maintained to provide safe mobility for all users, including motorists, bicyclists, pedestrians, and transit riders appropriate to the function and context of the facility; and Whereas, the City of Bakersfield will apply this "Complete Streets" policy to all roadway projects including those involving new construction, reconstruction, retrofits, repaving, rehabilitation or changes in the allocation of the pavement space on an existing roadway as well as those that involve new privately built roads and easements intended for public use; and Whereas, the City of Bakersfield will also require large new developments to provide interconnected street networks in conformance with the "Complete Streets" policy; and ORIGINAL Whereas, the City of Bakersfield has compiled and attached documents that support the "Complete Streets" concept as shown in existing codes, policies and standards currently in use within the Circulation Element, Chapter III of the Metropolitan Bakersfield General Plan (Exhibit A), the Administrative Policy Memorandum regarding Design standards for Multi -purpose Trails (Exhibit B) and Adopted Metropolitan Bakersfield Trials Map (Exhibit C); Whereas, the City of Bakersfield also desires to be in conformance with the CalTrans Deputy Directive DD-64-RI (Exhibit D); and Whereas, every City Department responsible for the planning and development of transportation facilities including, but not limited to, Administration, Public Works, Community Development, Recreation and Parks, and TRIP will follow this policy. NOW, THEREFORE, BE IT RESOLVED by the Council of the City of Bakersfield as follows: 1. The above recitals are true and correct and are incorporated herein by reference. 2. All departments of the City of Bakersfield are hereby directed give equal consideration to bicyclists, pedestrians, transit riders and motorists for any and all projects within the City's Sphere of Influence. 3. All departments of the City of Bakersfield are also to include the codes, policies and standards compiled and presented in the following Exhibits for any and all projects within the City's Sphere of Influence. a. Exhibit "A" - the Circulation Element of the Metropolitan Bakersfield General Plan b. Exhibit "B" - Administrative Policy re; Multi -Purpose Trails c. Exhibit "C" - Adopted Metropolitan Bakersfield Trails Map d. Exhibit "D" - CalTrans Deputy Directive DD-64-RI ---------- 000---------- o��AKF9-n s v o ORIGINAL HEREBY CERTIFY that the foregoing Resolution was passed and adopted, by the Council of the City of Bakersfield at a regular meeting thereof held on APR 17 2013 by the following vote: ,/ f ✓ ✓ ✓ AYES: COUNCILMEMBER: MAXWELL, WEIR, SMITH, HANSON, SULLIVAN, JOHNSON COUNCILMEMBER: ABSTAIN: COUNCILMEMBER:0009 ABSENT: COUNCILMEMBER: Y102NO , yam ROBERTA GAFFOR MC CITY CLERK and Ex Officio Clerk of the Council of the City of Bakersfield APR 111013 60awl APPROVED AS TO FORM: VIRGINIA GENNARO, CITY ATTORNEY By " 0 ANDREW HEGLU D Associate City Attorney Exhibit "A" - the Circulation Element of the Metropolitan Bakersfield General Plan Exhibit "B" - Administrative Policy re: Multi -Purpose Trails Exhibit "C" - Adopted Metropolitan Bakersfield Trails Map Exhibit "D" - CalTrans Deputy Directive DD-64-R1 mps G:\GROUPDAT\Marian\Complete Streets\ Resolution\ Policy Resolution Re Complete Streets (version4).docx O<1gAKF9 s ORIGINAL Exhibit "A" Circulation Element of the Metropolitan Bakersfield General Plan ORIGINAL CHAPTER III - CIRCULATION ELEMENT Government Code Section 65302(b) requires a circulation element in all city and county general plans, as follows: A circulation element consisting of the general location and extent of existing and proposed major thoroughfares, transportation routes, terminals and facilities, all correlated with the land use element of the plan. As discussed in the State Office of Planning and Research "General Plan Guidelines (1998)," the circulation element is an infrastructure plan addressing the circulation of people, goods, and utility systems. The circulation element must directly correlate with the land use element. Mandatory circulation issues are: major thoroughfares, transportation routes, terminals and other local public utilities and facilities. This circulation element contains the following: • Identification and analysis of circulation needs and issues; • A statement of goals, objectives and policies based on the total circulation needs of the community; • A diagram, map or other graphic representation showing the proposed circulation system; • A description of the proposed circulation system and the interrelationships among system parts; • Standards and criteria for the location, design, operation and levels of service of circulation facilities; and • A guide to the implementation of the circulation system. Several travel modes comprise the Bakersfield transportation system. Persons travel by autos, buses, trains, airplanes, bicycles and on foot. Freight transportation modes include trucks, trains, and airplanes. Other facilities include canals to move water and pipelines and power lines to transport energy. Among these many systems, the street system is the most visible and most important to Bakersfield residents.. Over 90% of all travel in the city is by automobiles and trucks. General plan development, therefore, has been focused largely on the street system. However, policies are included for all modes of travel in recognition of the roles they play in serving the diverse needs of Bakersfield residents. The following sections discuss the background and important issues of each mode. Policies are listed for each mode to guide future development. M-1 0� faA K, 901 q t m U p ORIGINAL CHAPTER III - CIRCULATION ELEMENT STREETS CHAPTER III - CIRCULATION ELEMENT A. STREETS OVERVIEW OF EXISTING CONDITIONS The street system has been, and will continue to be, the most important element of the transportation system. Streets have been developed in a grid pattern with arterials spaced at one -mile intervals, except in the central area where spacing is closer. Typically, collector streets are spaced at half -mile intervals between arterials, also in a grid pattern. Motorists use these collectors for through travel to some extent, avoiding parallel arterials. In some cases, collectors in newer areas are aligned in irregular patterns to discourage through traffic. Discontinuity and disruption of the grid system can and has overburdened portions of the system. Overlaid on the basic network of arterials and collectors is a limited freeway system. Route 99, with four to six travel lanes, is the only existing north -south freeway. As the major Central Valley connector in California, Route 99 carries large numbers of through vehicles in addition to local Bakersfield traffic. Route 58 is an east -west freeway linking Route 99 with cities east of Bakersfield. It carries much less traffic than Route 99. The other freeways in the metro area are the portion of Route 204 between Route 99 and Route 58 and the portion of Route 178 between M Street and Fairfax Road. Because of its location in a highly traveled corridor, Route 178 carries large traffic volumes despite its lack of continuity. The City of Bakersfield, Kern County, and Caltrans all count daily traffic volume on a regular basis. Figure III-1 shows recent selected counts on the freeways and arterials. The City of Bakersfield counts are from 2000, and the Kern County and Caltrans counts are from 1999. Traffic volume on most streets in the metro area is relatively light, although some segments become busy at times. Streets with relatively heavy volume (greater than 30,000 vehicles per day) include the following: STREET Freeway 99, California to S.R. 178 Freeway 58, from 99 to Union Avenue Highway 178, from 99 to M Street California Avenue, from Real Road to 99 Rosedale Highway, from Fruitvale Avenue to 99 Ming Avenue, from Stine Road to Castro Lane S. Union Avenue, from Brundage Lane to 58 Olive Drive, Knudson to Freeway 99 Freeway 99, Ming Avenue to White Lane Freeway 178, M Street to Union Avenue AADT (Annual Average Daily Traffic) 109,000 72,000 41,500 35,000 41,000 37,000 38,500 32,600 86,000 58,000 III-2 A KF9� � m U CD ORIGINAL 1co ORIGINAL In general, the existing street system operates smoothly. Points of congestion appear, however, as a result of two phenomena. The city is increasing in population and geographical area, thereby placing greater demands on the street system. Secondly, physical barriers have disrupted the grid of arterial streets and the freeway system, leading to discontinuities. Physical barriers include the Kem River, canals, railroad tracks, and (in the case of freeways) established residential neighborhoods. The city and county both have standard design specifications for arterial, collector, and local Weft, although the standards are somewhat different. Standard arterials are 90 feet wide in 110 feet of right -cif -way. In this 90 feet, the city design calls for six lanes, and the county has four lanes. Both have a raised median; the county allows parking and the city does not. Standard collector streets (both city and county) have four lanes, 68 feet of pavement width in 90 feet of right-of-way, with parking and no median. Standard local streets are 36 to 44 feet wide. Many arterial and collector streets, however, are smaller than the standard designs because they were built before the standards became effective. These sub -standard streets also contribute to congestion. As properties fronting the sub -standard streets develop or redevelop, the full width is required, resulting in streets with alternating wide and narrow stretches. Eventually the street will be full width, but the process takes several years. To determine how well the street system is presently operating, traffic volume can be compared to roadway capacity. The table below shows street capacities, using standard traffic engineering assumptions. ROADWAY CAPACITIES 8-lane freeway 6-lane freeway 4-lane freeway 6-lane arterial 4-lane arterial 4-lane collector 24ane collector W-1 NAUJ-14 4 : �1i� 150,000 vehicles 112,500 vehicles 75,000 vehicles 60,000 vehicles 40,000 vehicles 30,000 vehicles 15,000 vehicles Based on Highway Capacity Manual, 1985, Highway Research Board. Any street segment with a volume -to -capacity ratio greater than .80 will experience some degree of congestion. Figure 111-2 shows street segments with less than 20 percent of capacity remaining and shows other parts of the street system with circulation problems. Congestion occurs on numerous streets where they cross Highway 99, including Olive Drive, Rosedale Highway, California Avenue, Stockdale Highway, Ming Avenue, Planz Read, and White Lane. Freeway interchanges with congestion or other problems include Golden State/99/Airport Drive, 178/Mt. Vernon, 17810swell, 99/Rosedale, 99/Califomia, 99/White and 58AtJnion Avenue. Other parts of the circulation system where volume is approaching capacity include the following: 1114 T 1� r C RIViNAL ORIGINAL CHAPTER III - CIRCULATION ELEMENT - STREETS 1. Rosedale Highway near Highway 99 2. Highway 178 from Highway 99 to M Street 3. Oak Street from California Avenue to 24th Street 4. Highway 99 between Rosedale Highway and California Avenue 5. Stockdale Highway near California Avenue 6. Ming Avenue from New Stine Road to Valley Plaza 7. California Avenue around Highway 99 8. Real Road between California Avenue and Ming Avenue 9. Coffee Road across the Kern River 10. Roberts Lane just east of Airport Drive Signalized intersections are the primary constraints to capacity on the arterials. Figure III-2 also shows the sixteen busiest intersections in the metro area. The busiest is the Stockdale Highway/Califomia Avenue intersection, which handles a volume of 63,400 vehicles per day. Other busy intersections are concentrated along Ming Avenue, Oak Street, Chester Avenue, and Union Avenue. Many of these intersections are congested during peak hours. Others have sufficient turn lanes so that traffic doesn't back up, but cycle lengths are long and most vehicles experience delay. In either case, these intersections represent bottle -necks. The land use plan, when built out, will add significantly to the area's population and employment base. Existing areas of the city will increase in land use intensity, and to a larger extent, geographic expansion of the city will occur. Major expansion areas include the southwest, northwest, and northeast. This will lead to an accompanying increase in travel. Specifically, the plan calls for an increase of 154,000 households and 244,000 jobs. These increases will cause traffic volume to more than double. Daily vehicle trips will increase by 1.6 million to a total of 2.6 million. A detailed analysis of existing traffic conditions and projected development indicates that the circulation plan must address the following specific issues: • High and increasing demand in the travel corridors connecting the northeast and the southwest, the northwest and the southwest, and the northwest and the northeast. • Need for more high-speed freeways. • Assessing the traffic impacts caused by new development. • Congestion on Route 99 and parallel streets. • Congestion on California Avenue between Stockdale Highway and Oak Street, on Rosedale Highway near Route 99, and on Ming Avenue near Route 99. • Deficient right — of- way widths on many arterials and collectors. M-6 o`` 6 AKF9 0 ORGNA! _ CHAPTER III - CIRCULATION ELEMENT - STREETS • Methods to secure funding for the circulation system, including high-speed facilities. • Difference between city and county street standards. • Lack of signal synchronization along arterials. • A proliferation of driveways and traffic signals on arterials. • Through traffic in residential neighborhoods. • Unattractive streets which lack adequate landscaping. OVERVIEW OF CIRCULATION PLAN A circulation plan has been devised to avoid the congestion that would result from build -out of the land use plan. Upgrades and extensions are planned for the freeway and arterial street systems as described below. Figure III-3 shows the ultimate street system for the planning area. Right-of-way should be reserved for the ultimate freeway system, as necessary based on the priorities discussed below. FREEWAYS BAKERSFIELD BELTWAY SYSTEM The foundation for planning the Metropolitan Bakersfield transportation network is the Bakersfield Beltway System, This System of freeways and consists of four major components: 1) Central System, 2) West Beltway, 3) North Beltway, and 4) South Beltway. These facilities may be built in phases, which may initially be constructed as expressways and then upgraded to freeways as future demand requires. The Central System is an element of the Bakersfield Beltway that includes the State Route (SR) 58 Gap Closure and the Centennial Corridor, which consists of the SR 58 Connector, the Westside Parkway and the Interstate 5 Connector. The SR 58 Gap Closure will widen SR 58 to a six -lane facility between Cottonwood Road and State Route 99. Currently, this four -lane section is located between a six -lane facility east of Cottonwood Road and a six -lane facility at the SR 99/SR 58 interchange. As a gap closure, this project has independent utility, and also provides a logical terminus and network continuity for the Central System. III-7 7k�r,�NAL CHAPTER III - CIRCULATION ELEMENT - STREETS The SR 58 Connector will extend from the western terminus of the SR 58 Gap Closure to the Westside Parkway. The Westside Parkway begins approximately one mile east of SR 99, extends across the Kern River at Truxtun Avenue, and continues along the north side of the river connecting with Stockdale Highway near Heath Road. The Interstate 5 Connector will continue west from the western terminus of the Westside Parkway to Interstate 5 paralleling Stockdale Highway; initially, this section will consist of operational improvements on the existing Stockdale Highway. Together, these three projects constitute the Centennial Corridor. The complete Central System will provide the necessary capacity for east -west travel and relieve congestion on existing SR 58 (Rosedale Highway), SR 99, California Avenue, and other existing east -west routes. It would also provide for regional and interstate east -west goods movement through the metropolitan area. Once this facility is finished, it is anticipated that Caltrans will designate the Central System as SR 58. The West Beltway will provide a major north -south route through the western portion of Metropolitan Bakersfield that connects SR 99 with Interstate 5. This freeway would reduce traffic congestion on SR 99 and provide a link across the Kern River from southwest Bakersfield to the Westside Parkway, The North Beltway will provide another east -west connection in northern Metropolitan Bakersfield. This facility initially would be built as an expressway providing access for the northern Metropolitan Bakersfield area while connecting SR 99 with Interstate 5. As part of the long-range planning vision, the South Beltway will not be needed to meet regional transportation needs until sometime beyond 2050. It will extend around southeast Bakersfield from SR 178 in a southwesterly direction crossing SR 58, then continuing west to Interstate 5 south of SR 119 (Taft Highway). When constructed, the South Beltway will provide an additional east -west corridor providing regional and interstate travelers with an alternative to by-pass the Metropolitan Bakersfield area. OTHER FREEWAYS Other future freeway corridors are also shown in conceptual form on the Circulation Plan map. These are general areas where freeways will be needed in the future but need not be constructed by 2020. The corridors are important to show as an aid to right-of-way preservation. If permanent structures could be avoided in these corridors, future freeway construction would be simpler and less expensive. The first corridor is the short segment of Route 204 from Route 58 to "F" Street that presently exists as an arterial street. With continued development of the Central Valley north of Bakersfield, this segment may eventually need to be upgraded to a freeway. The second corridor is the Crosstown Freeway, which would extend from Route 178 near Baker Street, around the south side of downtown Bakersfield, across Route 99 to the Centennial Corridor. This freeway was recommended by the Route 178 Corridor Study, prepared jointly by Kern COG, the City of Bakersfield, and Caltrans. Upgrading existing freeways will also be necessary. These include the widening of Route 178 from Fairfax Road to Alfred Harrell Highway, and widening Route 58 between III-9 tb A KF T 'ufrrlNAL CHAPTER III - CIRCULATION ELEMENT - STREETS freeway was recommended by the Route 178 Corridor Study, prepared jointly by Kern COG, the City of Bakersfield, and Caltrans. Upgrading existing freeways will also be necessary. These include the widening of Route 178 from Fairfax Road to Alfred Harrell Highway, and widening Route 58 between Route 99 and Cottonwood Road. These improvements would eliminate areas of spot congestion. ARTERIALS Several new arterials and arterial extensions are planned. Generally, the plan calls for widening of existing substandard arterials to the full 110 feet where possible with six travel lanes (four in unincorporated areas) and the extension of the arterial system into the new growth areas. In some areas, the newly -extended arterials would not need to have all four or six travel lanes constructed. The full right-of-way width should be reserved, however, to allow for future expansion. New arterial crossings of the Kern River are called for at Allen Road, Oak Street, Mohawk Road, and Fairfax Road (to China Grade Loop). Arterials are generally spaced at one -mile intervals on section lines throughout the developed area except where topography or other unique features warrant a different pattern. COLLECTORS In accordance with existing street patterns in Bakersfield, the plan calls for collector streets (four travel lanes in 90 feet of right-of-way) in a grid pattern on mid -section lines. This pattern is deviated from where physical constraints are present, where collectors are not needed, or where existing development precludes the grid pattern of collector streets. The objective of the planned street system is to accommodate planned land development without traffic congestion. All new streets and freeways are projected to operate at Level of Service C or better. On streets where the existing level of service is below "C", special consideration to identify mitigation measures to prevent and/or delay degradation of the existing level of service would be required. GOALS AND POLICIES: The following presents the goals and policies for streets in the planning area. Implementing programs are contained in the following sub -section. At the end of each policy is listed in parenthesis a code beginning with the letter "I" followed by a number. This code refers to the pertinent implementing program. GOALS 1. Provide a safe and efficient street system that links all parts of the area for movement of people and goods. 2. Provide for safe and efficient motorized, non -motorized, and pedestrian traffic movement. III-10 s5AK199 .. T -• M ^j r f4IQINAL CHAPTER III - CIRCULATION ELEMENT - STREETS 3. Minimize the impact of truck traffic on circulation, and on noise sensitive land uses. 4. Provide a street system that creates a positive image of Bakersfield and contributes to residents' quality of life. 5. Provide a system of freeways which maintains adequate travel times in and around the metropolitan area. 6. Provide a local street network that contributes to the quality and safety of residential neighborhoods and commercial districts. 7. Develop and maintain a circulation system that supports the land use plan shown in the general plan. POLICIES Goals will be achieved through the following policies which set more specific directions and guide actions. For ease of implementation, policies have been arranged with respect to circulation topics they influence. Those which cannot be categorized by specific topic have been placed in a "General" category. DESIGN 1. Classify streets in the following manner (1-1): Freeways provide service to through traffic exclusively with no access to abutting property and no at -grade intersections. Expressways are arterial highways with at least partial control of access which may or may not be divided or have grade separations at intersections and may be an interim facility for an ultimate freeway. Arterials are used primarily by through traffic, with a minimal function to provide access to abutting property. Collectors function to connect local streets with arterials and to provide access to abutting property. Locals are exclusively for property access and through traffic is discouraged. 2. Establish the following standards for the street system (1-2): III-11 o�eAK�c9� F m v o ORIGINAL CHAPTER III - CIRCULATION ELEMENT - STREETS FACILITY TYPE LANES RIGHT -OF- WAY WIDTH PAVEMENT WIDTH CURB PARKING Freeway/Expressway 210' - 300' minimum ` No Arterials on State Highway 6 110'- 130' 90' plus No Arterial w/bike lanes 6 110, 96' No " Arterial w/ bike lanes 4 110, 96' Yes Arterial w/o bike lanes 6 110, 90, No " Arterial w/o bike lanes 4 110, 90, Yes Collector w/ bike lane w/ 2-way left turn 4 90, 74' No Collector w/ bike lane 4 90, 74' Yes Collector w/o bike lane w/ 2-way left turn 4 90, 68' No Collector w/o bike lane 4 90, 68' Yes LOCAL STREET Commercial/Industrial 2 60' 44' LOCAL STREET Residential Collector "" 2 60' 44' Yes LOCAL STREET Residential 2 60' 40' Yes Precise geometrics will be established through specific engineering studies. " In incorporated areas, no parking is allowed along arterials within new development. In unincorporated areas, no parking zones will be determined by the traffic engineer. No parking zones will be determined by the traffic engineer. This local residential collector standard applies to local street where vehicular traffic is expected to exceed 750 vehicles per day or where its length exceeds one-half mile. 3. Provide additional right-of-way and pavement width to accommodate turn lanes at intersections (1-2). 4. Provide additional right-of-way and pavement width at other locations for turn lanes, bus lanes, etc., as needed, based on engineering study (1-3). A KF� III-12 �gFKF� VIGINA U ORIGINAL CHAPTER III - CIRCULATION ELEMENT - STREETS 5. Place traffic signals to minimize vehicular delay (1-6). 6. Design and locate site access driveways to minimize traffic disruption where possible considering items such as topography, past parcelization and other factors (1-7). Minimize direct and uncontrolled property access from arterials (1-8). 8. Limit full access median breaks on arterials to a maximum of three per mile and include left -turn lanes at each (1-10, 1-11). 9. Consider the construction of grade separations for intersections unable to meet minimum level of service standards (1-11). 10. Design local streets to conform to topography. Allow for deviation from "grid" system on local streets when they do not interfere with other traffic policies and traffic flows (1-34). 11. Design local collector street systems to minimize through traffic movements and include short block lengths to discourage excessive speeds (1-34). IMAGE 12. Maintain the integrity of the circulation system (1-12). 13. Continue designation and signage of specific streets as official truck routes, within incorporated areas (1-13). 14. Provide continuous truck routes within incorporated areas that provide access to designated industrial areas (1-13). 15. Prohibit trucks from non -truck routes within incorporated areas except as necessary for direct property access for pick-up and delivery (1-13). 16. Require that truck access to commercial and industrial properties be designed to minimize impacts on adjacent residential parcels (1-14). 17. Require buildings expected to be serviced by delivery trucks to provide off-street facilities for access and parking (1-14). 18. Provide and maintain landscaping on both sides and in the median of arterial streets within incorporated areas. In unincorporated areas, landscaping within road right-of-way may be allowed and shall be limited to low shrubs; blank irrigation conduit only will be provided within the median of arterial streets (1-15). III-13 0�0AK, qq ►- m U Or ORIGINAL CHAPTER III - CIRCULATION ELEMENT - STREETS 19. Provide and maintain landscaping on both sides of collector streets. In unincorporated areas, landscaping within road right-of-way may be allowed and shall be limited to low shrubs (1-16). 20. Prohibit parking on new arterials in incorporated areas. In unincorporated areas, prohibit parking when traffic studies warrant elimination. Allow parking on collectors and on residential streets (1-17). 21. Route traffic around, rather than through, pedestrian -oriented areas (I- 18). 22. Design transportation improvements to minimize noise impacts on adjacent uses (1-19). FREEWAYS 23. Provide freeways in a manner similar to that shown on the Circulation Plan Map. Actual alignments to be determined by specific corridor studies (1-20). 24. Identify route alignments and right-of-way needs (1-21). 25. Identify interchange locations and preliminary designs (1-5, 1-21). 26. Preserve freeway and interchange rights -of -way consistent with corridor study alignments and specifications (1-22). 27. Work with Caltrans to have the freeways constructed (1-23). 28. If no specific line has been adopted, future road reservations or other accommodations may be required to preserve freeway/expressway alignments as shown on the circulation map (1-21, 1-22). 29. Upon the adoption of a specific plan line for a freeway/expressway alignment, developers will be required to make reservations of right-of- way preserving the alignment on any subdivision map. In addition, development restrictions on general plan amendments, zone changes and the issuance of building permits will also be required (1-24). 30. The need for a north/south freeway/expressway and an east -west freeway (178) are conceptually shown on the circulation map. Alternative alignments are under study and upon completion of corridor studies the actual alignment will be adopted and dedications or reservations of right-- of-way may be required (1-22, 1-24). III-14 0�9AK, 9q r U p ORIGINAL_ CHAPTER III - CIRCULATION ELEMENT - STREETS GENERAL 31. Where existing street right-of-way is greater than necessary for desired purposes, dispose of surplus right-of-way in a manner consistent with state and local laws (1-4). 32. Reserve or acquire right-of-way for all future transportation facilities in conformance with the Circulation Plan Map (1-24). 33. Provide new transportation facilities as needed based on existing usage and future demand (1-25, 1-26, 1-27). 34. Minimize the impacts of land use development on the circulation system. Review all development plans, rezoning applications, and proposed general plan amendments with respect to their impact on the transportation system, and require revisions as necessary (1-26). 35. Require new development and expansion of existing development in incorporated areas to fully provide for on -site transportation facilities including streets, curbs, traffic control devices, etc. Within unincorporated areas street improvements will be determined by County Ordinance (1-27, 1-29). 36. Prevent streets and intersections from degrading below Level of Service "C" where possible due to physical constraints (as defined in a Level of Service Standard) or when the existing Level of Service is below "C" prevent where possible further degradation due to new development or expansion of existing development with a three part mitigation program: adjacent right-of-way dedication, access improvements and/or an area - wide impact fee. The area -wide impact fee would be used where the physical changes for mitigation are not possible due to existing development and/or the mitigation measure is part of a larger project, such as freeways, which will be built at a later date (1-28, 1-29). 37. Require new development and expansion of existing development to pay for necessary access improvements, such as street extensions, widenings, turn lanes, signals, etc., as identified in the transportation impact report as may be required for a project (1-30, 1-31, 1-32). 38. Exempt the downtown Bakersfield redevelopment area and small infill projects from the Level of Service Standard to facilitate infill projects and downtown redevelopment and in recognition of the higher traffic levels inherent to a vital central core (1-31). 39. Require new development and expansion of existing development to pay or participate in its pro rata share of the costs of expansions in area -wide transportation facilities and services which it necessitates (1-32, 1-33). III-15 �gPKF9 o s.� F- r ORIGINAL CHAPTER III - CIRCULATION ELEMENT - STREETS 40. Provide new local street systems that are logical and comprehensible and systems of street names and addresses that are simple, consistent, and understandable (1-34, 1-35). 41. Plan alignments for local streets to permit economical and practical patterns, shapes, and sizes of development parcels (1-34). IMPLEMENTATION The following are programs to be carried out by the City of Bakersfield and County of Kern to implement the goals and policies of the Circulation Element affecting streets. This listing is not to limit the scope of implementation of this plan. Federal, state and area wide agencies will also be involved. State law requires that planning agencies recommend various methods of implementation of the general plan as part of their on- going duties. Periodic review and if needed, revision of adopted ordinances establishing a street classification system for the city and county in conformance with the Circulation Element. 2. Revise city and county street standards as necessary to conform with standards set forth under the Circulation Element. Endorse, adopt or incorporate as appropriate standards from special studies, such as the westside corridor study for design of freeways, highways and expressways. 3. Evaluate need for additional right-of-way at certain locations at time of establishment of plan lines and/or street design through an engineering study. Consult with local transit authority to determine need for bus lanes. 4. Evaluate and respond to requests for removal of public streets in conjunction with development proposals. 5. Continue use of current Caltrans manuals as the basic standard for engineering design. 6. Continue use of interconnection and progressive timing when installing new signals. Periodically examine operation of existing signals for possible improvement. 7. Review all site plans for compliance with adopted drive approach design standards. 8. Review site plans, rezonings, and subdivision requests, with respect to access from arterials. Consider conditions of approval to minimize uncontrolled property access. III-16 0� 9 A KF9� f- m U r- ORIGINAL CHAPTER III - CIRCULATION ELEMENT - STREETS 9. Periodic review and if needed, revision of adopted city and county subdivision ordinances to control access on arterials. 10. Periodic review and if needed, revision of adopted standard for median breaks and apply during the development review process. 11. Monitor traffic volumes and establish specific plan lines and preliminary designs as need becomes apparent. Conform to design standards for median breaks on major arterial streets and work with Separation of Grade District to establish list of grade separation projects. 12. Continue the pavement monitoring system in the planning area for preventive maintenance, resurfacing, and reconstruction. 13. Revise the city's existing truck route ordinance, as needed. 14. Amend the city and county zoning ordinances as needed to regulate truck access on properties adjacent to residential areas. 15. Amend city and county zoning ordinances as needed to require new development to landscape and maintain arterial street frontage. Within incorporated areas, program median landscaping in Capital Improvement Program and maintenance in annual City Community Services Department budget. Adhere to adopted minimum landscaping standards. 16. Amend city and county zoning ordinances as needed to require new development to landscape and maintain street frontages. Establish minimum landscaping standards, which encourage the use of trees and flowers, lighting, street furniture, art signage and flags. Promote use of surface materials that enrich paving options on streets, sidewalks and curbing. 17. Maintain city and county street standards to conform with parking requirements set forth in the Circulation Element. Remove parking from existing arterials, and major collectors when traffic studies indicate removal is warranted to improve safety or increase capacity. 18. Consider pedestrian sensitive areas when planning circulation systems. 19. Assess potential noise impacts in street design, and to the extent feasible, route streets to minimize impacts. 20. Construct designated freeways as warranted by travel demand. Seek alternative funding sources, in addition to traditional funding methods. 21. Participate in city and county route alignment, travel demand studies, and interchange studies in conjunction with Caltrans and Kern COG. III-17 r- m U Or ORIGINAL CHAPTER III - CIRCULATION ELEMENT - STREETS 22. Establish specific plan lines for all freeway alignments and keep the rights -of -way clear of structures. Work with Caltrans to have the routes officially adopted. 23. Seek and utilize funding for freeway right-of-way acquisition and construction. Work with developers and land owners for right-of-way acquisition dedication. 24. Delineate and adopt specific plan lines for all streets shown on the Circulation Plan Map as need becomes apparent. 25. Maintain records of existing traffic volume and cumulative projections of traffic from new development to schedule projects for the Capital Improvement Program. 26. Establish guidelines for project design review based on traffic engineering standards (e.g., driveway design, on -site circulation) and the Level of Service Ordinance (see below). 27. Require development to provide all on -site transportation facilities as determined by city ordinance. In unincorporated areas, improvements for all streets will be determined by county ordinance. 28. Periodic review and if needed, revision of adopted ordinances that includes a Level of Service standard for the city and county to include a definition of Level of Service "C", procedures for how it is measured, and mitigation measures to keep from exceeding the standard. 29. Periodic review and, if needed, revision of adopted guidelines for preparation of transportation impact reports, definition of undesirable impacts, and identification of mitigation procedures. 30. Implement adopted requirements for access improvements. 31. Periodic review and, if needed, revision of adopted ordinances that establish a minimum size standard for projects under the Level of Service standard. Also, include the downtown redevelopment project area boundaries for certain exemptions in the ordinance. 32. Implement city and county subdivision ordinances for development to pay for or do street widenings. In cases where fees are paid but widening is not yet necessary, the fees should be held in a separate account dedi- cated to future widening of the specific street in question. In those cases developer may be allowed to construct facilities in lieu of paying fees. 33. Periodic review and, if needed, revision of adopted Transportation Impact Fee Ordinance for the city and county, which specifies the area wide impact fee schedule and how the fees will be used. III-18 e A K�C U ORIGI ..j' CHAPTER III - CIRCULATION ELEMENT - STREETS 34. Periodic review and, if needed, revision of adopted city and county subdivision ordinances to maintain standards for comprehensible street systems and street names. 35. Periodic review and, if needed, improvement of improve the planning area's house numbering system. ORIGINAL GOALS AND POLICIES The following presents the goals and policies for transit in the planning area. Implementing programs are contained in the following sub -section. At the end of each policy is listed in parenthesis a code beginning with the letter 010 followed by a number. This code refers to the pertinent implementing program. GOALS 1. Provide planning area residents with a choice of travel modes. 2. Provide a street system and land development policies that support public transportation. 3. Provide cost effective public transportation services. 4. Reduce traffic congestion and parking requirements and improve air quality through improved transportation services. 5. Enhance rail service capacities and usage in the planning area. POLICIES Goals will be achieved through the following policies which set more specific directions and guide actions. 1. Consider transit service issues in the design of the arterial and collector street system (1-1). 2. Consider for bus turnouts along arterials and collectors where appropriate (1-1). 3. Consider transit service issues in the site plan review process (1-2). 4. Coordinate with GET and Kem Transit to locate bus stops as close as possible to the facilities they serve (1-3). 5. Work with GET and Kern Transit to provide scheduled public transit to - serve metro area residents (1-3). S. Work with the Consolidated Transportation Service Agency (CTSA) to provide social services transportation to metro area residents 11-4). 7. Encourage the development of a multi -modal public transportation terminal (1-5). III-20 0� 6 A KF99 m U, O ORIGINAL. CHAPTER III - CIRCULATION ELEMENT -TRANSIT 8. Encourage businesses and government to use flexible or staggered work hours so that travel demand is spread more evenly throughout the day (I- 6). 9. Support efforts to promote ridesharing (1-7). 10. Work with AMTRAK to maintain and improve rail passenger service and facilities in Bakersfield (1-8). 11 Work to provide grade separations at all artedaVrailroad crossings (1-10). 12 Support efforts to develop high-speed rail facilities to service the plan area (1-11). IMPLEMENTATION The following are programs to be carried out by the City of Bakersfield and County of Kern to implement the goals and policies of the Circulation Element affecting transit. This listing is not to limit the scope of implementation of this plan. State law requires that planning agencies recommend various methods of implementation of the general plan as part of their on -going duties. 1. Continue consultation with_GET and Kem Transit in the design of new arterial and collector streets and in the review of subdivision plans and site plan review for large development projects. 2. Require bus stops as conditions of development in compliance with and based upon metro -adopted state -mandated public transit master plans. 3. Participate (city and county) in GET route and schedule planning activities. 4. Participate (city and county) with the Consolidated Transportation Services Agency in schedule planning activities. 5. Adopt the conclusions and provisions of the intermodal terminal study, and encourage prompt development of the terminal. 6. Coordinate (city and county) with Kem COG in publicizing the merits of flexble work hours. 7. Work with Kem COG to establish and maintain park -and -ride lots and to publicize the ridesharing matching service. 8. Participate with Kern COG (city and county) in AMTRAK service and delivery planning. �0AKe M-21 r U p ORIGINAL CHAPTER III - CIRCULATION ELEMENT :TRANSIT 9. Cor>tinue to work with the Railroad Grade Separation District to establish priority locations and to build the necessary facilities. 10. Local agencies should cooperate in studies to pursue the establishment of high-speed rail service for the plan area, including consensus on potential routes and terminal locations. "0AKF- o s� a r-- m r U p ORIGINAL. CHAPTER III - CIRCULATION ELEMENT - BIKEWAYS C. BIKEWAYS Bicycling accounts for a small proportion of total miles traveled in Bakersfield (less than 2 percent). Nevertheless, the relatively flat terrain and fair weather are conducive to bicycling for transportation to work, recreation, and school. It is estimated that one-third the population utilizes bicycling in one form or another. Kern County developed and adopted a bikeways plan in the mid 1970's following the energy crisis. The plan called -for bike lanes on various streets and exclusive bike paths on canals, along railroad rights -of -way, and along the Kern River. In 1984, Kem COG sponsored a bikeway study for the metro area that called for more on -street bike lanes and fewer paths along canals and railroad rights -of -way. The bike path along the Kem River was retained as a major component of the plan. Part of the planned bikeway system has been implemented. The bike path along the river is constructed between Stockdale Highway at the Kem River crossing and Gordon's Ferry, and over 30 miles of bike lanes exist along various streets including Stockdale Highway to Cal State Bakersfield and along part of Coffee Road, Calloway Drive, Ming Avenue, Panorama Drive, Chester Avenue, Old River Road, Wible Road and White Lane. The exiting Bikeway Master Plan is contained under Figure III-4. BIKEWAY ISSUES The following issues have been identified: Encouragement to use bicycles necessitates the provision of bike lanes_ and bike paths. The existing county bikeways plan is outdated in many locations. • ig ;�•. 11 14-1 The following presents the goals and policies for bikeways in the planning area. Implementing programs are contained in the following sub -section. At the end of each policy is listed in parenthesis a code beginning with the letter 'I' followed by a number.. This code refers to the pertinent implementing program. GOALS 1. Provide a circulation system which recognizes and responds to the needs of bicycle travel. 2. Provide a circulation system that minimizes cyclist/motorist conflicts. M-23 0� 9 A KF9� �- m v O ORIGINAL N g Z .� R W LU N o IL = W N W N a F- z o o y �z WLU ca • (� N M W E LU co :3 + NNOf W ^^^ •, 0� ILMA W o .••�'': ••.•u•' :we. 9 � o• • IYINIIOw ONf1 .•■■■••■••••• .. or* move Q g m ON ONYf3NM � Otl ONY13NM8 5 ■ •.• ■ �o�y� R�6 • ■ AAW NOlYd033M rNO ON as • /� �/� • • � ■ : ■ 1B 113M406 / • N ■ ■ lnlws '� ■ OY 340Or . e • goggle. ■.:..:.0 K ■ ■ ■ • Na� • 6 im/ N0.80 s gp €€ pNFWy RR p� ■� ■ u • i • R9 ..11/..1•• 3 i ON C.. • : =Ng 9..4 ■Igoe• li N6 Qa yy�8 ■ ■ c • 'go: � 110 011as @=so=s • Ri 0 ■ rig 3 ....�OAdb..n vim wunwa nnew 0 some /■u■irnm■ swom • ■ id �� - ■ '•• Oki tl3A1b 010 ■ • ■��■ ■■m/■' Now 1 ue ■■ "4MIlRmomu 2 owes j ■ : i 8 u�.�� o ■m/ =u ■emu emosmommovit g � R • p 3nrOYON • t C O♦• j g ON A313 (� • Otl tl01Y3d116 Otltl0■I n, .140N3 = N140N �0A 3AY NIItlMV .. QQ III-24 FIG It I11-4 v ,')pff,INAL CHAPTER III - CIRCULATION ELEMENT.- BIKEWAYS 3. Provide a continuous easily -accessible bikeway system within the metro area. 4. Provide mechanisms to ensure the prompt implementation of the bikeway system. POLICIES Goals will be achieved through the following policies which set more specific directions and guide actions. 1. Require bicycle facilities to be designed in accordance with the State Bikeway Design Criteria (1-1). 2. Periodically review, and update if needed, street standards to accommodate bicycle lanes where indicated on the Bikeway Master Plan (1-2) 3. Design bridges, over passes, under passes, etc. to be compatible with bicycle travel (1-3). 4. Maintain bicycle facilities so they do not become hazardous (1-4). 5. Consider bicycle safety when implementing improvements for automobile traffic operations (1-3). 6. Coordinate the Metro Bakersfield Bikeway Master Plan with the regional bicycle system (1-5). 7. Provide bicycle parking facilities at activity centers such as shopping centers, employment sites, and public buildings (1-6). 8. Provide an information/education program to encourage use of the system and to promote safe riding (1-7). 9. Require new subdivisions to provide bike lanes on collector and arterial streets in accordance with the Bikeway Master Plan (Figure 111-4), (1-2). 10. Encourage new subdivisions to provide internal bike paths where feasible and where natural features make bike paths desirable (1-2). 11. Construct bike lanes in conjunction with all street improvement projects that coincide with the Bikeway Master Plan (1-3, 1-10). III-25 0� g A K, 9q s U O ORIGINAL CHAPTER III - CIRCULATION ELEOAENT. R1VFWAVQ 12. Where feasible, stripe and sign existing streets to include bike lanes as shown on the Bikeway Master Plan (1-8). 13- Give priority to bikeway construction that will link existing sections of the system (1-9). IMPLEMENTATION The following are programs to be carried out by the City of Bakersfield and County of Kam to implement the goals and policies of the Circulation Element affecting bikeways. This listing is not to limit the scope of implementation of this plan. State law requires that planning agencies recommend various methods of implementation of the general plan as part of their on -going duties. 1- Update, as needed, the public works design specification sheets to conform with State Bikeway Design Criteria. 2. Revise city and county subdivision ordinances as necessary to incorporate bicycle lane requirements. 3. Review all street design plans, including those of Caltrans and the Greater Bakersfield Separation of Grade District, for compatibility with bicycle travel. 4. Include bicycle lanes and public paths on public property in the street maintenance program. Require publicly used bike paths on private Property be maintained by a special maintenance district or other entity. 5. Maintain consistency between the policies of the Regional Bicycle Plan and the Metro Bakersfield Bikeway Master Plan. 6. Revise city and county zoning ordinances to address bicycle parking facilities as needed. 7. Produce and distribute to the public a descriptive pamphlet of the existing bikeway system. Ensure that safe riding techniques are taught in the elementary schools. 8. Continue inclusion of bike lane striping in the city's and county's annual Capital Improvement Program. 9. Prioritize bikeway linkages when including bikeway projects in the Capital Improvement Program. 10. Seek alternative methods of funding for the bikeways system. III-26 0� 6 A K'c9� U � ORIGINAL. CHAPTER III - CIRCULATION ELEMENT - PARKING D. PARKING OVERVIEW OF EXISTING COMMONS The city and county moth wish to accommodate parking off-street. This is done through the zoning ordinances which specify the number of off-street parking spaces that must be provided by new development. Different types of development must provide different numbers of spaces based on their expected parking demand. The goal of the ordinances is to ensure that all cars can be accommodated in off-street parking areas or facilities. Downtown Bakersfield is the one area that departs from the pattern of specific parking lots associated with each development. Many buildings in the downtown area rely on off -site parking. The city owns and operates several parking lots and one parking structure serving downtown businesses. Private parking structures and lots also exist in the downtown. Due to the existence of the city lots and the greater incidence of walking trips, downtown parking requirements in the zoning ordinance are reduced by 30'/a to 500/0. PARKING ISSUES The following parking issues have been identified: Periodic review, and update if needed, of parking requirements to address changing parking needs for different types of land uses to ensure sufficient parking is provided. The city and county parking requirements are often not in agreement. Address downtown parking needs. GOALS AND POLICIES The following presents the goals and policies for parking in the planning area. Implementing programs are contained in the following sub -section. At the and of each policy is listed in parenthesis a code beginning with the letter 016 followed by a number. This code refers to the pertinent implementing program. GOALS 1. Provide an efficient parking system to respond to the needs of motorists. 2. Satisfy parking requirements in all new developments (residential, commercial, industrial, etc.) through off-street facilities. 3. Preserve and enhance residential neighborhoods through parking policy. e AK�c9 III-27 ° T" m U O CHAPTER III - CIRCULATION ELEMENT - PARKING POLICIES Goals will be achieved through the following policies which set more specific directions and guide actions. 1. Periodic review and, if needed, revision of adopted minimum parking requirements based on parking demand (1.1). 2_ Periodic review and, if needed, revision of adopted stall and aisle widths that are convenient and efficient (1-2). 3. Ensure that adequate on -site parking supply and parking lot circulation is provided on all site plans in accordance with the adopted parking standards (1-3). 4. Discourage the intrusion of non -neighborhood parking in residential areas (1-4). 5. Remove abandoned vehicles promptly from city streets (1-5). 6. Regulate parking of vehicle, boats, trailers, etc. on city streets (1-6). 7. Identify off -site parking needs in activity centers and outline procedures to finance and provide the facilities (1-7)(1-10). 8. Give top priority to satisfying short-term parking needs, i.e., less than or equal to three hours, and second priority to long-term parking needs (1-8). 9. Locate short-term parking to be convenient to the businesses served (1-8). 10. Locate long-term parking on peripheral lands, accessible to arterial streets (1-8). 11. Discourage parking between the sidewalk and buildings in pedestrian sensitive areas (I-9). IMPLEMENTATION The following are programs to be carried out by the City of Bakersfield and County of Kern to implement the goals and policies of the Circulation Element affecting parking. This listing is not to limit the scope of implementation of this plan. State law requir63 that planning agencies recommend various methods of implementation of the general plan as part of their on -going duties. 1. Research parking demand rates and establish a schedule of requirements in the city and county zoning ordinances such that too little or too much parking is avoided. Periodically update the requirements. III-28 o`` e AKF9� U � ORIGINAL CHAPTER III - CIRCULATION ELEMENT - PARKING 2. Research vehicle sizes and mix to establish parking layout and dimension standards to be incorporated into city and county zoning ordinances and periodically update. 3. Review all site plans for conformance with adopted parking standards. 4. Monitor citizen complaints regarding parking; conduct studies as needed, and institute control measures if necessary. S. Tag vehicles parked longer than permitted and contract with towing companies to remove them under the provisions of local ordinances. 6. Develop and adopt a parking ordinance as needed for the planning area specifying where curb parking Is allowed and disallowed and defining the vehicles, etc. to which the ordinance applies. 7. Develop area -specific parking plans for general plan designated activity centers. 8. Incorporate general plan policies related to parking into parking standards. 9. Amend the city and county zoning ordinances to address parking in pedestrian sensitive areas as needed, and incorporate into parking plans for such areas. 10. Provide free and accessible parking in the downtown area through strategically placed large parking structures, open 24 hours to provide overlapping uses; island parking; perimeter parking.. III-29 0� g AK199 T C)W!rjk14j CHAPTER III — CIRCULATION ELEMENT — AIRPORTS E. AIRPORTS Two airports lie within the metro area. Meadows Field, the largest and busiest, is a county facility serving passenger and cargo needs. It handles commercial airlines and general aviation. Meadows Field comprises 1,40o acres, with the passenger terminal located on Airport Drive north of Norris Road. Bakersfield Municipal Airpark is a general aviation airport owned by the City of Bakersfield. It is located on Union Avenue north of Planz Road and comprises 93 acres. Both airports have adopted master plans which call for runway expansion and improvements. In addition, Meadows Feld plans to construct a new passenger terminal northwest of its existing location. The two airports will retain their current functions. Bakersfield Airpark will be a general aviation airport, and Meadows Feld will be the com- mercial air carrier airport for Kem County. .:ze - The following airport issues have been identified: • Land use types that are incompatible with airport noise are presently located within the impact zones at Meadows Feld and Bakersfield Municipal Airpark. Meadows Feld needs good regional access via freeways and arterials. The following presents the goals and policies for airports in the planning area. Implementing programs are contained in the following sub -section. At the end of each policy is listed in parenthesis a code beginning with the letter '1' followed by a number. This code refers to the pertinent implementing program. GOALS 1. Ensure air passenger and general aviation facilities and services are available to meet citizens' needs. 2. Develop, operate, and maintain Meadows Feld and Bakersfield Municipal Airpark to meet aviation needs in the metro area. POLICIES Goals will be achieved through the following policies which set more speck directions and guide actions. Maintain master plans for Meadows Feld and Bakersfield Airpark (I-1). IH-30 o``OAK� v ORiGI% CHAPTER III - CIRCULATION ELEMENT - AIRPORTS 2. Ensure compatibility between the general plan, airport master plans and airport land use compatibility plans (1-2). 3. Allow for the establishment of private airports and heliportsthelipads (1-43). 4. Encourage and provide for the orderly development of public use airports within the planning area and prevent the creation of new noise and safety impacts (1-2,1-3,1-4). IMPLEMENTATION The following are programs to be carried out by the City of Bakersfield and County of Kern to implement the goals and policies of the Circulation Element affecting airports. This listing is not to limit the scope of implementation of this plan. State law requires that planning agencies recommend various methods of implementation of the general plan as part of their on -going duties. 1. Each airport should prepare and periodically update a plan discussing future expansion, improvements, and operations. 2. Review airport master plans for conformance with the Airport Land Use Compatibility Plan, General Plan, and amend as necessary to matte them compatible. Amend Zoning Ordinances as necessary to implement approach/departure zoning. 3. Require Conditional Use Permits as necessary for the establishment of new airports, heliports and helipads. 4. Consider the use of aviation easements for discretionary projects to provide for orderly development and as a means of preventing new noise and safety impacts. III 31 0ls a _t; U ORIGINAi Exhibit "B" Administrative Policy re: Multi -Purpose Trails p� gAkF9 U ram+ ORIGIAIA, o 0 n �J • ADMINISTRATIVE POLICY MEMORANDUM Recreation and Parks Department Public Works Department Development Services Department - Planning Division Date: February 23, 2007 Policy Issue: Design standards for Multi -purpose Trails Discussion: The City of Bakersfield desires to implement a trails system to connect major recreational amenities within metropolitan Bakersfield, such as but not limited to, the Kem River Parkway, northeast Bakersfield open space and trails, and the future Sports Village (near Ashe and Panama). By establishing a standard for the trail, new developments will be able to incorporate the design into the de%elopment and provide for links to adjacent trails. The City Council adopted a goal encouraging pedestrian friendly thoroughfares in new developments. The Metropolitan Bakersfield General Plan Circulation Element includes the following: Street Goals: 1. Provide a safe and efficient street system that links all parts of the area for movement of people and goods. 2. Provide for safe and efficient motorized, non -motorized, and pedestrian traffic movement. 3. Minimize the impact of truck traffic on circulation, and on noise sensitive land uses. 4. Provide a street system that creates a positive image of Bakersfield and contributes to residents' quality of life. Bikeways Goals: 1. Provide a circulation system which recognizes and responds to the needs of bicycle travel. 2. Provide a circulation system that minimizes cyclist/motorist conflicts. Decision: When deemed appropriate by the signatories to this memorandum, new developments, as a condition of approval, shall be required to provide a master trails system utilizing a 24- foot wide trail easement as depicted on attached Exhibit "A," unless wider width is required in an adopted Specific Plan. The Planning Director shall determine the type of application process the developer shall follow in obtaining approval of a master trails plan that may also include a master public park plan. Said request is subject to review and approval by the City Planning Commission and/or City Council, as determined by the Planning Director. The type of application process and format for the master trails (and parks) plan shall be determined by the Planning Director and he/she may use the following guidelines. Developer /applicant is responsible for all costs. A. If the area to be included in the plan onlyaffects (contains) the property subject to the condition, the trails plan may be processed as an Administrative Review public hearing and approved by the Planning Commission. B. If the area to be included in the plan affects multiple land owners and extends beyond the project applicant's property, the plan may be processed as a "Specific Plan for Trails and Parks," subject to review and recommendation by the Planning Commission at a public hearing, and public hearing and final determination by the City Council. A Administrative Policy —Trails February 16, 2007 Page 2 of 2 C. If an area is adjacent to or near an adopted Specific Trails Plan, the plan may be processed as an amendment of the nearby Specific Trails Plan under the process specified in the Specific Trails Plan. The area to be included in the adopted Specific Trails Plan shall meet the trail design criteria included in that Specific Trails Plan. --------000-------- DIANNE HOOVER �RAUL ROJAS JAMES . MOVIUS Recreation and Parks Director Public Works Director �� Planning Director 0 Jenq/SATRACTSIAdministradve Policy Tralls.dot Is A1('q t— m U O~ ORIGINAL 1� �li�-III. A 1 II I II=1 � _ 71 I III 11 f.nir 11 f ' � II Itgll uu I[ JI ' ' , op CL't' 11 Ian 7t ,ti• �, i �n�g--non. � ^'%�'•"- `�`� � \_�.� i=a—n=u�u � ':'{.•�'" 1>F — 'nail—II�Ih II,I-',Ilcpgll� fir, - v Sri k' �� _• ilililililililililililililid11=1�n� i ')RIcINAL Exhibit "C" Adopted Metropolitan Bakersfield Trails Map s r U � �i ORIGINAL Exhibit "D" CalTrans Deputy Directive DD-64-R 1 0AKF9� > r � m v o ORIGINAL Appendix O CALTRANS DD-64-RI California Department of Transportation Deputy Directive Number: Refer to Director's Policy: Effective Date: Supersedes: Flex your power! Be energy efficient! DD-64-RI DP-22 Context Sensitive Solutions DP-05 Multimodal Alternatives DP-06 Caltnms Partnerships DP-23-RI Energy Efficiency, Conservation and Climate Change October 2008 DD-64 (03-26-01) TITLE Complete Streets - Integrating the Transportation System POLICY The California Department of Transportation (Department) provides for the needs of travelers of all ages and abilities in all planning, programming, design, construction, operations, and maintenance activities and products on the State highway system. The Department views all transportation improvements as opportunities to improve safety, access, and mobility for all travelers in California and recognizes bicycle, pedestrian, and transit modes as integral elements of the transportation system. The Department develops integrated multimodal projects in balance with community goals, plans, and values. Addressing the safety and mobility needs of bicyclists, pedestrians, and transit users in all projects, regardless of funding, is implicit in these objectives. Bicycle, pedestrian, and transit travel is facilitated by creating "complete streets" beginning early in system planning and continuing through project delivery and maintenance and operations. Developing a network of "complete streets" requires collaboration among all Department functional units and stakeholders to establish effective partnerships. DEFINITIONSIBAC'KGROUND Complete Street — A transportation facility that is planned, designed, operated, and maintained to provide safe mobility for all users, including bicyclists, pedestrians, transit riders, and motorists appropriate -to the function and context of the facility. ORIGINAL APPENDIX O O-2 Deputy Directive Number DD-64-R 1 Page 2 The intent of this directive is to ensure that travelers of all ages and abilities can move safely and efficiently along and across a network of "complete streets." State and federal laws require the Department and local agencies to promote and facilitate increased bicycling and walking. California Vehicle Code (CVC) (Sections 21200-21212), and Streets and Highways Code (Sections 890 -- 894.2) identify the rights of bicyclists and pedestrians, and establish legislative intent that people of all ages using all types of mobility devices are able to travel on roads. Bicyclists, pedestrians, and nonmotorized traffic are permitted on all State facilities, unless prohibited (CVC, section 21960). Therefore, the Department and local agencies have the duty to provide for the safety and mobility needs of all who have legal access to the transportation system. Department manuals and guidance outline statutory requirements, planning policy, and project delivery procedures to facilitate multimodal travel, which includes connectivity to public transit for bicyclists and pedestrians. In many instances, roads designed to Department standards provide basic access for bicycling and walking. This directive does not supersede existing laws. To ensure successful implementation of "complete streets," manuals, guidance, and training will be updated and developed. RESPONSIBILITIES Chief Deputy Director: • Establishes policy consistent with the Department's objectives to develop a safe and efficient multimodal transportation system for all users. • Ensures management staff is trained to provide for the needs of bicyclists, pedestrians, and transit users. ftgy Directors Planning and Modal Prourams and Project Delivery: • Include bicycle, pedestrian, and transit modes in statewide strategies for safety and mobility, and in system performance measures. • Provide tools and establish processes to identify and address the needs of bicyclists, pedestrians, and transit users early and continuously throughout planning and project development activities. • Ensure districts document decisions regarding bicycle, pedestrian, and transit modes in project initiation and scoping activities. • Ensure Department manuals, guidance, standards, and procedures reflect this directive, and identify and explain the Department's objectives for multimodal travel. • Ensure an Implementation Plan for this directive is developed. September 2010 AKe h_ r U � ORIGINAL SANTA ROSA BICYCLE AND PEDESTRIAN MASTER PLAN Deputy Directive Number DD-64-RI Page 3 Deputy Director. Maintenance and Operations: • Provides tools and establishes processes that ensure regular maintenance and operations activities meet the safety and mobility needs of bicyclists, pedestrians, and transit users in construction and maintenance work zones, encroachment permit work, and system operations. • Ensures Department manuals, guidance, standards, and procedures reflect this directive and identifies and explains the Department's objectives for multimodal travel. District Directors: • Promote partnerships with local, regional, and State agencies to plan and fund facilities for integrated multimodal travel and to meet the needs of all travelers. • Identify bicycle and pedestrian coordinator(s) to serve as advisor(s) and external liaison(s) on issues that involve the district, local agencies, and stakeholders. • Ensure bicycle, pedestrian, and transit needs are identified in district system planning products; addressed during project initiation; and that projects are designed, constructed, operated, and maintained using current standards. • Ensure bicycle, pedestrian, and transit interests are appropriately represented on interdisciplinary planning and project delivery development teams. • Provide documentation to support decisions regarding bicycle, pedestrian, and transit modes in project initiation and scoping activities. Deputy District Directors Planning, Design, Construction, Maintenance, and erations: • Ensure bicycle, pedestrian, and transit user needs are addressed and deficiencies identified during system and corridor planning, project initiation, scoping, and programming. • Collaborate with local and regional partners to plan, develop, and maintain effective bicycle, pedestrian, and transit networks. • Consult locally adopted bicycle, pedestrian, and transit plans to ensure that State highway system plans are compatible. • Ensure projects are planned, designed, constructed, operated, and maintained consistent with project type and funding program to provide for the safety and mobility needs of all users with legal access to a transportation facility. • Implement current design standards that meet the needs of bicyclists, pedestrians, and transit users in design, construction and maintenance work zones, encroachment permit work, and in system operations. • Provide information to staff, local agencies, and stakeholders on available funding programs addressing bicycle, pedestrian, and transit travel needs. September 2010 ORIOINA APPENDIX O O-4 Deputy Directive Number DD-64-RI Page 4 Chiefs, Divisions of Aeronautics, Local Assistance, Mass Transportation, Rail, Transportation Planning, Transuortation System Information, Research and Innovation, and Transportation Programming: • Ensure incorporation of bicycle, pedestrian, and transit travel elements in all Department transportation plans and studies. • Support interdisciplinary participation within and between districts in the project development process to provide for the needs of all users. • Encourage local agencies to include bicycle, pedestrian, and transit elements in regional and local planning documents, including general plans, transportation plans, and circulation elements. • Promote land uses that encourage bicycle, pedestrian, and transit travel. • Advocate, partner, and collaborate with stakeholders to address the needs of bicycle, pedestrian, and transit travelers in all program areas. • Support the development of new technology to improve safety, mobility, and access for bicyclists, pedestrians, and transit users of all ages and abilities. • Research, develop, and implement multimodal performance measures. • Provide information to staff, local agencies, and stakeholders on available funding programs to address the needs of bicycle, pedestrian, and transit travelers. Chiefs, Divisions of Traffic Operations, Maintenance, Environmental Analysis. Design. Construction, and Project Management: • Provide guidance on project design, operation, and maintenance of work zones to safely accommodate bicyclists, pedestrians, and transit users. • Ensure the transportation system and facilities are planned, constructed, operated, and maintained consistent with project type and funding program to maximize safety and mobility for all users with legal access. • Promote and incorporate, on an ongoing basis, guidance, procedures, and product reviews that maximize bicycle, pedestrian, and transit safety and mobility. • Support multidisciplinary district participation in the project development process to provide for the needs of all users. Employees: • Follow and recommend improvements to manuals, guidance, and procedures that maximize safety and mobility for all users in all transportation products and activities. • Promote awareness of bicycle, pedestrian, and transit needs to develop an integrated, multimodal transportation system. • Maximize bicycle, pedestrian, and transit safety and mobility through each project's life cycle. o``gAKF9� i September 2010 U p ORIGINAL SANTA ROSA BICYCLE AND PEDESTRIAN MASTER PLAN Deputy Directive Number DD-64-R 1 Page 5 APPLICABILITY All departmental employees. Ldja -d - A4,.44 RANDELL H. IWASAKI Chief Deputy Director September 1010 el Lo—r �?r ?,4 Date Signed g AKF9 o � O-ram m U 0 ORIGINAL BAKERSFIELD THE SOUND MEMORANDUM February 14, 2023 TO: Gary Hallen, Assistant City Manager Christian Clegg, City Manager FROM: Gregg Strakaluse, Public Works Director SUBJECT: Ad Hoc Multi -Model Transportation Committee Recommended Schedule I received the attached 2023 Calendar for the Ad Hoc Multimodal Transportation Committee and was directed to provide recommendations for Committee agendas. Below please find recommendations for consideration. February 14, 2023 1.) Blue Zones Discovery Report Update / Policy Considerations 2.) Discussion on Committee Agenda Priorities April 2023 1.) Transportation Development Standards Updates: existing standards are inconsistent with Complete Street concepts. Includes updates for bike lanes, crosswalks, roundabouts, etc. 2.) Safe Routes to Schools & Parks Improvements (inclusive of vulnerable populations schools and parks) June 2023 1.) Downtown Outdoor Dining Encroachment Permits (inclusive with Development Services) 2.) Active Transportation Plan Update (Summit) August 2023 1.) Infrastructure Grants Overview 2.) Neighborhood Traffic Calming Program Update: Report on Outcomes 3.) Bike Pump Track Overview (Parks support) 4.) Public transit overview (GET Support, High Speed Rail and Light Rail) October 2023: T.B.D. December 2023: T.B.D. Multimodal Transportation & Safety Ad Hoc Committee _Paim..iary 2023 llhro:..)gh I:::)ec'.ernber 2023 Mrlolin3s will bo l ir�lld cat City I Ia,I "J li fl,i, Cclnfr i'onco 'oorn A of Char L IcaII [;c(ffl�i, Ccmn(:A C[icarriboi's I trove& Multimodal Transportation & Safety Ad Hoc =City Council Meetings 3:30 p.m. Closed Session 5: 15 p.m. Public Session Budget Hearing 06/14, Budget Adoption 6/28 ©Budget Departmental Workshop - 12:00 pm =Holidays - City Hall Closed JANUARY S M T W TH F S 1 1,!," 3 4 5 6 7 8 9 10 11 12 13 14 15 .1'4 17 18 19 20 21 22 231 241 251 261 27 28 29 30 31 APRIL S M T W TH F S 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 161 171 181 191 201 21 22 23 24 251 261 271 28 29 30 JULY S M T W TH F S 1 2 3 4, 5 6 7 8 9 10 11 12 13 14 15 161 171 181 191 20 21 22 23 24 25 28 30 31 PF-.1 OCTOBER S M T W TH F S 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 221 231 241 251 261 27 28 29 30 31 FEBRUARY S M T W TH F S 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 211 22 23 24 25 26 27 28 MAY S M T W TH F S 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 221 23 24 25 26 27 28 291 301 31 AUGUST S M T W TH F S 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 211 221 231 241 251 26 27 28 29 301 31 NOVEMBER S M T W TH F S 1 2 3 4 5 6 7 8 9 ..I'd, ..I........ 11 12 13 14 15 16 17 18 19 201 211 22 1, , 33' ?4 25 26 27 28 29 30 MARCH S M T W TH F S 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 261 271 281 291 301 31 JUNE S M T W TH F S 1 2 3 6�7 8 9 10 13 14 15 16 17 M20 21 22 23 2427 28 29 30 SEPTEMBER' S M T W TH F S 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 1PM 23 P17 24 29 30 DECEMBER S M T W TH F S 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 191 201 21 221 23 24 , 261 271 28 29 30 31 League of California Cities Mayors and Council Members Executive Forum - League of California Cities Annual Conference - September 20-22 , 2023 2/14/2023 RECEIVE AND PLACE ON fILE, ATM-7S MEETING OF 2 Z3 T Life Radius® Blue Zones Project works to improve the life radius, the 5-10 miles around a person's home where they spend the majority of their time. 2/14/2023 Blue Zones Built Environment Policy Process Guide ✓ Background ✓ Discovery Report ✓ Summit ✓ Advocacy J Stakeholder J Adopt policies interviews J Implementation 2/14/2023 Promoting Natural Movement Build comprehensive, connected networks for active movement Encourage Complete Neighborhoods Mixed, compact development: live, work, shop, play, learn, & pray destinations. 2/14/2023 Increasing Housing Options Increasing its vitality, sense of community, and opportunities for social connectedness. 2/14/2023 Typical Built Environment Policy Tools Complete Streets O - -- Land Use Planning & Zoning 10 -- R Safer ® Housing Routes for for All All Transportation ---- Trails; Greenways & Open Space Transit Integration 0 Multimodal Planning 2/14/2023 Promote Natural Movement • Sidewalk Repairs: Enforce City Code B State Law on damaged sidewalks. Enact a joint 'd funding program for repairs. • Funding: Establish dedicated funding streams 'G r- for a neighborhood investment program and a - neighborhoodtrafficcalming program, and r target the raddition of sidewalk, repair or e and pathways, and curb ramps. • Retime all pedestrian countdown heads to align with the Manual on Uniform Traffic Control`^ Devices (MUTCD) and implement pedestrian lead intervals throughout downtown and in schoolzones. " Sa• • Adopt a Complete Street OMinance. • Reduce street travel lane widths to 10-11 feet and re -purpose existing pavement, 11 12 2/14/2023 Encourage Complete Neighborhoods Reconsider LOS C Corridor Plans (California Avenue, Union Avenue, and Chester Avenue). Transportation Demonstration Projects: right sizing or street repurposing (Norris Road, Owens Street, King Street, Monterey/Niles). Roundabouts 13 Recommended Action Items 1. LOS & Circulation Element In conjunction with Development Service Dept. update the Circulation Element and consider changes to LOS, and other goals, policies, and implementation items to strengthen multimodal circulation and safety. 2. Sidewalks • Research other California cities approaches to sidewalk maintenance (education/enforcement/repairs). • Consider sidewalk restoration assistance programs for property owners in FY 23/24. 3. Development Standards & Ped Signal Improvements • Present updated Transportation Development Standards at the next Committee meeting. • Review the application of Callrans' 2013 updated Intersection Control Evaluation (ICE) requirements when considering intersection improvements (stop, signal, yield control). Adjust ped signal timing to increase crossing time. 4. Complete Streets Resolution/Ordinance • Update the 2013 Resolution, considering pending updates to the Circulations Element, and work with the CAD to prepare a pros/cons analysis between Resolution versus Ordinance. 14 2/14/2023 Recommended Action Items Active Transportation Summit With the City's 2023 Active Transportation Plan Update, coordinate with Blue Zones to develop a summit, facilitated by national expert(s), to provide perspective to community leadership and interested individuals regarding quality of life and economic benefits of modern transportation design standards. Summer 2023 Corridor Projects & Demonstration Projects ✓ 18- & 19"Streets ✓ Chester Avenue ✓ H Street ✓ Dr. Martin Luther King Jr. Blvd. ✓ Nile/Monterey ✓ Union Avenue(Caltrans) 15 16 2/14/2023 RECEIVE AND PLACE ON ILE ATM-r5 MEETING OF Y z3 T, Life Radius® Blue Zones Project works to improve the life radius, the 5-10 miles around a person's home where they spend the majority of their time. Summit's Purpose & Outcomes Purpose ✓ Create an actionable policy agenda and build a shared sense of purpose. Outcomes 1. Identify criteria to determine what actions and policies to pursue, 2. Agree on policy priorities to advance in Bakersfield. 3. Define roles and identify next steps to advance our priorities. 2/14/2023 Promoting Natural Movement Build comprehensive, connected networks for active movement Encourage Complete Neighborhoods Mixed, compact development: live, work, shop, play, learn, & pray destinations. ME 2/14/2023 Increasing Housing Options Increasing its vitality, sense of community, and opportunities for social connectedness. 2/14/2023 Typical Built Environment Policy Tools 0 Complete streets 0 Land Use Planning & Zoning V 10 Safer ® Housing Route sfor for All All Transportation „-- Trails; Greenways & Open Space Transit Integration 0 Multimodal Planning 5 2/14/2023 Promote Natural Movement Agibi 11 • Sidewalk Repairs. Enforce City Code & State Law on damaged sidewalks, Enact ajoint funding program for repairs. • Footling: Establish dedicated funding streams�y 'U r for a ineighborhood investment program and a neighborhood traffic calming program, and- targettherepairorarampnofsitlewalk, target the rep ^ _ pathways, and curb ramps. : • h e all pedestrian countdown heads to align with the Manual on Uniform Traffic Control t '. `t•... Devices (MUTCD) and implement pedestrian lead intervals throughout downtown and in school zones. q >. • Adopt a Complete Street Ordinance. • and re- streaturpos travel lane widths toement, 10-11 feet and re -purpose existing pavement. 11 12 u 2/14/2023 Encourage Complete Neighborhoods Reconsider LOS C Corridor Plans (California Avenue, Union Avenue, and Chester Avenue). Transportation Demonstration Projects: right sizing or street repurposing (Norris Road, Owens Street, King Street, Monterey/Niles). Roundabouts 13 Recommended Action Items 1. LOS & Circulation Element • In conjunction with Development Service Dept. update the Circulation Element and consider changes to LOS, and other goals, policies, and implementation items to strengthen multimodal circulation and safety. 2. Sidewalks • Research other California cities approaches to sidewalk maintenance (education/enforcement/repairs). • Consider sidewalk restoration assistance programs for property owners in FY 23/24, 3. Development Standards & Ped Signal Improvements • Present updated Transportation Development Standards at the ne# Committee meeting. • Review the application of Caltrens' 2013 updated Intersection Control Evaluation (ICE) requirements when considering intersection improvements (stop, signal, yield control). ✓ Adjust ped signal timing to increase crossing time. 4. Complete Streets Resolution/Ordinance • Update the 2013 Resolution, considering pending updates to the Circulations Element, and work with the CAD to prepare a pros/cons analysis between Resolution versus Ordinance. 14 2/14/2023 Recommended Action Items 1. Active Transportation Summit With the City's 2023 Active Transportation Plan Update, coordinate with Blue Zones to develop a summit, facilitated by national expert(s), to provide perspective to community leadership and interested individuals regarding quality of life and economic benefits of modern transportation design standards. Summer 2023 2. Corridor Projects & Demonstration Projects ✓ 18- & 19'1Streets ✓ CheslerAvenue ✓ H Street ✓ Dr. Martin Luther King Jr. Blvd. ✓ Nile/Monterey ✓ Union Avenue(Caltrans) 15 16