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HomeMy WebLinkAbout09/05/24 POST MULTI MODALTRANSPORTATION SPECIAL1.001 MULTI -MODAL AND TRAFFIC SAFETY AD HOC COMMITTEE POST -MEETING AGENDA BAKERSFIELID SPECIAL MEETING THE. SOUND OF fjAIf,#*+ 77" September 5, 2024, 5:00 p.m. City Hall North Conference Room A 1600 Truxtun Avenue Committee Members Councilmember Arias Councilmember Smith Councilmember Kaur Staff Gregg Strakaluse, Public Works Director 1. ROLL CALL 2. PUBLIC STATEMENTS a. Agenda Item Public Statements b. Non Agenda Item Public Statements 3. ADOPTION OF THE MINUTES a. Adoption of June 11, 2024 regular meeting minutes Staff recommends adoption of minutes. 4. STAFF REPORTS a. Bi-Monthly Report on Multi -Modal Transportation Safety Actions Staff recommends Committee receive and file report *1. Powerpoint Presentation 5. NEW BUSINESS a. Active Transportation Plan Discussion Staff recommends receive and file the presentation and Committee discussion. *1. Active Transportation Plan *2. Powerpoint Presentation 6. COMMITTEE COMMENTS 7. ADJOURNMENT • BAKERSFIELD ADMINISTRATIVE REPORT MEETING DATE: September 5, 2024 AGENDA CATEGORY: Minutes TO: Multimodal Transportation and Safety Ad -hoc Committee FROM: Julie Drimakis, City Clerk DATE: August 15, 2024 SUBJECT: Adoption of June 11, 2024 Regular meeting minutes RECOMMENDATION: Staff recommends adoption of minutes. BACKGROUND: Meeting minutes FISCAL IMPACT: No impact to the General Fund. COUNCIL GOAL: Innovative and Efficient City Government ATTACHMENTS: June 11, 2024 minutes Page 2 of 245 U 1,21 MULTI -MODAL TARNSPORTATION AND SAFETYAH HOC `u MINUTES �^mrroau�., REGULAR MEETING June 11, 2024, 5:00 p.m. City Hall North Conference Room A 1600 Truxtun Avenue Members Present: Bob Smith Manpreet Kaur Members Absent: Eric Arias City Staff Present: Joshua Rudnick, City Attorney's Office Gary Hallen, Assistant City Manager Gregg Strakaluse, Public Works Director Julie Drimakis, City Clerk Ryan Starbuck, Public Works Ed Murphy, Public Works Paul Archer, Public Works Gavin Grimes, Public Works Joe Conroy, City Manager's Office 1. ROLL CALL 2. PUBLIC STATEMENTS a. Agenda Item Public Statements None. 1 Page 3 of 245 b. Non -Agenda Item Public Statements Zachary Griffin recommended Council collaborate with Kern County Superintendent of Schools to implement bike safety to be taught within the classroom. 3. ADOPTION OF MINUTES a. Adoption of April 9, 2024, Regular Meeting Agenda Summary Report Moved by: Manpreet Kaur Staff recommends adoption of minutes Approved with committee member Arias absent 4. STAFF REPORTS a. Report on Multi -Modal Transportation Safety Actions Paul Archer, Engineer IV, provided staff comments and a PowerPoint presentation. Moved by: Manpreet Kaur Staff recommends to receive and file presentation. Approved with committee member Arias absent 5. NEW BUSINESS a. Active Transportation Plan Discussion Darryl dePencier, Senior Transportation Manager, Kimley Horn, made comments and provided a PowerPoint presentation. Moved by: Manpreet Kaur Staff recommends to receive and file presentation. Approved with committee member Arias absent 6. COMMITTEE COMMENTS Committee Member Smith requested to revisit the Active Transportation Plan. 7. ADJOURNMENT 6.10 ERIC ARIAS, CHAIR 2 Page 4 of 245 MULTI -MODAL TRANSPORTATION ANS SAFETY AD HOC COMMITTEE ATTEST: JULIE DRIMAKIS, CITY CLERK CITY CLERK and Ex Officio Clerk of the Council of the City of Bakersfield 3 Page 5 of 245 • BAKERSFIELD ADMINISTRATIVE REPORT MEETING DATE: September 5, 2024 AGENDA CATEGORY: Staff Reports TO: Multimodal Transportation and Safety Ad -hoc Committee FROM: Zachary Meyer, Acting Public Works Director DATE: August 26, 2024 SUBJECT: Bi-Monthly Report on Multi -Modal Transportation Safety Actions Taken RECOMMENDATION: Staff recommends Committee receive and file report BACKGROUND: The Public Works Department continues to move forward with a variety of multi -modal transportation safety measures throughout the City. Staff will report on the most recent activities since the Committees last meeting on June 11, 2024. FISCAL IMPACT: These projects outlined have already been approved by City Council and are only shown by why of updates. No Fiscal impact to the General Fund in providing an update. COUNCIL GOAL: Safety and Resilience ATTACHMENTS: Page 6 of 245 • BAKERSFIELD ADMINISTRATIVE REPORT MEETING DATE: September 5, 2024 AGENDA CATEGORY: New Business TO: Multimodal Transportation and Safety Ad -hoc Committee FROM: Zachary Meyer, Acting Public Works Director DATE: August 26, 2024 SUBJECT: Presentation and Discussion of City's Draft Active Transportation Plan (ATP) RECOMMENDATION: Staff recommends receive and file the presentation and Committee discussion. BACKGROUND: The Draft of the City's Active Transportation Plan is available online for comments by the public. The City's Active Transportation Plan (ATP) is a document that provides a comprehensive set of projects, programs, and policies that aim to increase the proportion of trips made in a community using active transportation, or non -motorized modes of transportation, primarily biking and walking. The City of Bakersfield's Active Transportation Plan (ATP) aims to create safer and more enjoyable streets for residents and visitors by providing a long-term vision for a citywide network of dedicated, safe, and accessible biking and walking corridors. The ATP focuses on expanding and enhancing existing infrastructure to better serve those who rely on active transportation while encouraging people to choose biking and walking to complete short trips within their communities. In addition to improving mobility and safety by expanding and enhancing infrastructure serving active transportation, this ATP seeks to advance City and statewide goals related to public health, equity, and environmental protection. The recommendations produced within the ATP were developed based on a detailed review of planning and policy documents guiding transportation and land use within the City and region and a careful analysis of existing biking and walking conditions within the City, combined with input from community members and key stakeholders. The projects recommended within the ATP can be directly incorporated into the City's Capital Improvement Program (CIP) and implemented using discretionary funds, developer requirements, or incorporated into grant funding applications. The Bakersfield ATP is organized into the following chapters: • Introduction — provides background on active transportation planning and concepts, establishes a vision, goals, and objectives for the plan, and outlines the study process. • Bakersfield Today — summarizes existing conditions within the City and findings that guided the development of recommended projects and programs. • Community Engagement — provides an overview of public outreach efforts and feedback. Page 12 of 245 • BAKERSFIELD Recommendations — presents recommended bicycle and pedestrian infrastructure projects and programs. Implementation — examines the process for prioritizing projects and establishes a funding plan and implementation strategies. Appendices Existing Conditions Report— assesses existing conditions related to bicycle and pedestrian infrastructure, City programs and policies, demographics, equity and environmental factors, and current patterns of activity. Conformance with Caltrans ATP Guidelines — outlines conformance with state guidance on the development of Active Transportation Plans. Public Outreach — provides input received from the public during the community engagement process. Roadway Typologies — provides cross -sections with recommended roadway configurations for implementing different bicycle facility types along different roadway classes. Wayfinding Signage — provides recommendations for signage along bicycle and pedestrian corridors The final ATP will be presented at a future City Council meeting for adoption. FISCAL IMPACT: No current fiscal impact with accepting the Active Transportation Plan, however future project resulting in the plan will be brought back to City Council with a collection fiscal plan for implementation. COUNCIL GOAL: Safety and Resilience Reliable Infrastructure ATTACHMENTS: The draft ATP can be accessed at the following link: https://www.bakersfieldatp.com/ Page 13 of 245 I Q Q A s 0. m 0 U Q a Y u 16. cn N d .0 N (A a O 2 m m d FA d m u .a) 0 a N d _ 0 N a� E 16. = a N 47 0 i N � i Q. 0 0 3 � v •O � d dLO Gl J Ln m N O Y 3 m m lid m — 0 0 aD Si N 3 W 9 G 3 �l /V\O N ADIV 14 OF 110 r- r- 00 0) m 0 N m q q 't N N N (N CN CN (N cu co c Q) 0 CO (D ro (D -C -T) Q) C U- 0 C c 2— U Cb ro co C() CO (�) ,, .- cn Ch. c 0 ........ 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CLi 6.0 U) U = 0 0 V V s .3 = m E u O '> > O d 0 ro in Im = U) '� V = 0 -W N W = *+ y w 0 = V u .� m a a H 3 0 Q H *� •i 0 a _V G m V W LL Z W x x x x x x x a a CL CL CL CL CL CL CL CL a a a a a a co a a a a a a a 'N-r ri O n 'L ri Z O a O U x = Z Q � Q Q W i Bakersfield Active Transportation Plan Existing Conditions Assessment March 2024 Page 77 of 245 Table of Contents Introduction.......................................................................................................................................4 LiteratureReview.............................................................................................................................. 5 Programs& Policy Review................................................................................................................7 Education................................................................................................................................... 7 Enforcement............................................................................................................................... 8 Encouragement.......................................................................................................................... 8 Policy......................................................................................................................................... 8 Current Infrastructure Inventory.........................................................................................................9 ExistingRoadway Network.............................................................................................................9 Existing Bicycle Infrastructure......................................................................................................10 ClassI Bicycle Paths................................................................................................................10 Class11 Bicycle Lanes..............................................................................................................11 ClassIII Bicycle Routes............................................................................................................11 Class IV Protected Bicycle Lanes.............................................................................................11 Bicycle Parking and End -Trip Facilities.........................................................................................12 Existing Pedestrian Facilities........................................................................................................14 Sidewalksand Paths................................................................................................................14 Crossings.................................................................................................................................15 ExistingTransit Service................................................................................................................16 Demographic and Equity Factors.....................................................................................................18 Demographics.............................................................................................................................18 VehicleOwnership.......................................................................................................................19 CalEnviroScreen Results.............................................................................................................23 Justice40 Census Tracts..............................................................................................................23 Urban Heat Island Intensity..........................................................................................................27 TreeEquity..................................................................................................................................27 Current Usage Patterns...................................................................................................................30 BicycleActivity............................................................................................................................. 30 PedestrianActivity....................................................................................................................... 30 VehicleTraffic..............................................................................................................................33 2 Page 78 of 245 CrashHistory...............................................................................................................................33 Destinations & Points of Interest.................................................................................................. 34 Analysis of Existing Infrastructure....................................................................................................40 Walkability................................................................................................................................... 40 Bikeability.................................................................................................................................... 42 Bicycle Level of Traffic Stress...................................................................................................42 Islands of Low -Stress Connectivity........................................................................................... 45 NeedsAssessment......................................................................................................................... 48 NextSteps...................................................................................................................................... 48 Appendix A — List of Active Transportation & Roadway Safety Projects ............................................ 49 Appendix B — Policy & Programming Questionnaire.........................................................................58 Appendix C — Bicycle Level of Traffic Stress Scoring Tables............................................................ 62 3 Page 79 of 245 h 1 9 •O 94 F •1 The purpose of this document is to provide an assessment of existing conditions in the City of Bakersfield that will inform the recommendations put forth in the City's Draft Active Transportation Plan (ATP). This document summarizes information gathered from a review of existing and planned bicycle and pedestrian infrastructure, City programs and policies, demographic and equity factors, current network usage patterns, and community engagement. An analysis of walkability and bikeability across the City's transportation system is then presented before a discussion of key thematic active transportation needs, including identification of barriers that may inhibit system use and factors that will influence prioritization for recommended projects. This document is organized into the follow sections: • Literature Review • Programs & Policy Review • Current Infrastructure Inventory • Demographics & Equity Factors • Current Usage Patterns • Analysis of Existing Infrastructure • Needs Assessment • Next Steps 4 Page 80 of 245 h iff jfflr_ . This section identifies local and regional planning documents that were reviewed for their strategies, policies, and potential impacts on bicycle and pedestrian infrastructure within the City and region, and thus, the development of the City's ATP. From these planning documents, a list was compiled of planned and proposed bicycle and pedestrian infrastructure projects and other roadway safety projects that will benefit active transportation users. Additional such were identified from the City's annual published list of Capital Improvement Program (CIP) projects. A full list of these projects is available in Appendix A. City and regional plans that were reviewed for the ATP are summarized below, listed in order by year of adoption. Metropolitan Bakersfield General Plan Circulation Element (2002) The City of Bakersfield General Plan is a planning document which serves as a guide to the long-term physical development of the community in a series of twelve elements covering land use, circulation, housing, conservation, open space, noise, safety, downtown redevelopment, public services and facilities, parks, Kern River plan, and historical resources. The Circulation Element is the City's plan for addressing its multimodal transportation infrastructure needs for its population. The City is currently undertaking an update to its General Plan with a horizon year of 2045, due for adoption in 2026. Kern County Bicycle Master Plan (2012) The Kern County Bicycle Master Plan and Complete Streets Recommendations provides a broad vision for increasing bicycle travel, developing strategies and actions to improve conditions for and encourage bicycling throughout the unincorporated portions of Kern County. The plan provides guidance for expanding upon existing bicycle infrastructure with a list of recommended projects that close gaps and increase access to the region's network of bicycle facilities. Bakersfield Bicycle Transportation Plan (2013) The City of Bakersfield Bicycle Transportation Plan guides the future development of bicycle facilities and programs in the City. The plan also proposes recommendations to help the City create an environment and develop programs that support bicycling as a transportation and recreation option, encourage fewer trips by car, and support active lifestyles. Kern Region Active Transportation Plan (2018) The Kern Region Active Transportation Plan, led by the Kern Council of Governments (Kern COG), aims to enhance walking, bicycling, and transit access in cities throughout Kern County. Aims to serve disadvantaged communities by providing bicycle and pedestrian infrastructure improvements and increasing access to transportation. Bakersfield Bicycle & Pedestrian Safety Plan (2020) The City of Bakersfield Bicycle & Pedestrian Safety Plan builds upon the recommendations of the Kern County Active Transportation Plan and the City's Bicycle Transportation Plan to deliver a set of collision data collection tools, collision data analysis, and corridor improvements that can be applied throughout the city to improve safety for all. 5 Page 81 of 245 h Downtown Bakersfield Pedestrian Access to Transit Plan (2020) The goal of this plan is to suggest improvements to the pedestrian environment in Bakersfield to increase connectivity to planned and existing transit. The plan focuses on pedestrian conditions within a half -mile radius of the existing Amtrak station, the planned California High -Speed Rail (CAHSR) station, and the planned bus rapid transit (BRT) route. Aims to serve disadvantaged communities by providing bicycle and pedestrian infrastructure improvements and increasing access to transportation. Bakersfield Local Roadway Safety Plan (2022) The City of Bakersfield's Local Road Safety Plan (LRSP) is a comprehensive plan that creates a framework to systematically identify and analyze traffic safety related issues and recommend projects and countermeasures. The main goal of the LRSP is to reduce fatal and severe injury collisions through a prioritized list of improvements that can enhance safety on local roadways. Caltrans District 6 Active Transportation Plan (2022) The Caltrans Active Transportation Plan for District 6 is part of a comprehensive effort to identify locations with bicycle and pedestrian needs in each Caltrans district. The plan will be used in conjunction with Caltrans' agency partners to address active transportation needs in future planning, construction, and maintenance projects. In addition to review of the aforementioned planning documents, coordination was undertaken with the City's Recreation and Parks Department regarding their Trails Master Plan to ensure recommendations provided within the ATP were not duplicitous yet rather complemented those provided within the Trails Master Plan. The Trails Master Plan is undergoing development concurrently with the ATP and is expected to be adopted in Spring 2024. 6 Page 82 of 245 h This section identifies existing education, encouragement, and enforcement programs, policies, and ordinances relevant to active transportation in the City. Information was acquired from the City website, review of City and regional plans, and a questionnaire conducted with the City's Public Works Department (PWD). The full questionnaire can be found in Appendix B. Education Current educational programming related to active transportation in Bakersfield consists primarily of a mixture of public events offering safety lessons and skills training and demonstration, with the focus of these events often targeting bicyclists more than pedestrians. Additionally, public service messages in print and online media, including the City website, emphasize the importance of safety and the rules of the road. Bicycle Rodeos The Bakersfield Police Department (BPD), in cooperation with Bike Bakersfield, a local nonprofit, hosts bicycle rodeos at various schools, local organizations, and other public functions. Participants traverse a practical road course designed using props to simulate the roadway environment and receive instruction on proper maneuvering, signage, and traffic safety. Participation is free and bicycle helmets are provided to those in need. Build -a -Bike Program The City's Recreation and Parks Department hosts a two -week Build -A -Bike program that offers children ages 9 through 13 a fun and interactive learning experience where participants are taught how to build their own bike, as well as the fundamentals of bike repair, maintenance, and safety. The program also hosts a bike rodeo. Bike Rodeo, Bakersfield Source: Kimley-Horn Safe Streets The Kern Medical Center operates Safe Streets, a clinically -led, comprehensive safety program that provides education on the rules of the road and practical safety tips for bicyclists and pedestrians, as well as messaging targeting distracted drivers, for Kern County communities. See and Be Seen The City, in partnership with KernCOG, the California Highway Patrol (CHP), BPD, and Bike Bakersfield, has Build -a -Bike Program Source: City of Bakersfield 7 Page 83 of 245 h created an educational video branded "Se and Be Seen" to promote awareness and safety for bicyclists and pedestrians. Enforcement Enforcement of traffic laws for drivers, bicyclists, and pedestrians is conducted by the BPD within the City limits, supplemented with the Kern County Sheriff's Department in unincorporated areas of Kern County and CHP along area freeways. In addition to standard enforcement of traffic laws, the BPD offers a Bicycle Court Diversion Program, a monthly program for minors cited for bicycle -related violations. Those cited can attend, along with their parent or guardian, a brief instructional safety course in lieu of formal court proceedings. Encouragement Encouragement of bicycling and walking is typically conducted through various community outreach activities, The City also collaborates with local organizations such as Bike Bakersfield to provide the community with events such as a "Full Moon Ride" each month along the Kern River Parkway Trail, a monthly "Sunday City Bike Ride", and services including a free bike valet a concerts, festivals and other major public events. These outreach activities also collect feedback from the public to ensure that the City is pursuing programs and projects that align with community wants and needs. Weekly walking groups are organized by the Kern County Library in collaboration with the Kern County Department of Public Health, while the Rio Bravo Cancer Center offers a "Walk with a Doc" program pairing healthcare professionals with members of the public for monthly, hour-long walks along the Kern River Parkway Trail. Policy There is not currently an appointed Active Transportation Coordinator for the City of Bakersfield, though this role is de facto filled by the City engineer. A Multimodal Transportation Ad Hoc committee, consisting of three City Councilmembers, meets once per month to discuss active transportation issues and policy. Additionally, the Bike and Pedestrian Safety Coalition, consisting of representative from Kern County, Bike Bakersfield, the BPD, KernCOG, and local activists meets monthly to further issues of traffic safety for bicycles and pedestrians. The City's 2023 Complete Streets resolution contains language of an interdepartmental transportation review team. The following sections of the City's Municipal Code sections contain policies relevant to bicycle and pedestrian infrastructure and behavior within the City. Chapter 10 — Vehicles and Traffic o Chapter 10.48 - Pedestrians o Chapter 10.52 — Bicycles and Similar Vehicles o Chapter 10.80 — Kern River Trail • Chapter 12 — Streets, Sidewalks and Public Places o Chapter 12.21 — Skateboard and Bicycle Ramps o Chapter 12.36 — Curbs, Gutters, Sidewalks, Driveway Approaches, Connecting Pavement and Canal Fencing o Chapter 12.64 — Specific Trails Plan 8 Page 84 of 245 h This section documents existing transportation infrastructure in the City of Bakersfield, including the City's roadway network, bicycle facilities, pedestrian environment, and transit services. Understanding the current transportation network enables determination of the extent, connectivity, and accessibility of facilities enabling safe and accessible travel for bicyclists and pedestrians across the City. EXISTING ROADWAY NETWORK The City of Bakersfield's 2002 General Plan Circulation Element categorizes the City's roadways by standard classifications of freeways, arterials, collectors, and local streets, though the ongoing update to the Circulation Element also includes expressways and additional roadway classifications. These include residential collector within the McAllister Ranch Specific Plan and city collector, local collector, and town center street within the West Ming Specific Plan, respectively. Freeways providing regional access to and from the Bakersfield include: • Interstate 5 (1-5) along the City's southwest boundary, linking Bakersfield to major metropolitan areas in Northern and Southern California. • California State Route 99 (SR-99), traveling north -south and connecting Bakersfield with other Central Valley Cities to the north while carrying a large amount of local traffic. • California State Route 58 (SR-58), traveling east -west from SR-99 to points east, with a disjunct freeway segment between Stockdale Highway and the Kern River, with new construction currently ongoing between the Kern River and SR-99 that will link the two segments. • A portion of California State Route 204 (SR-204), traveling northwest to southeast serving as a connection between SR-99 and SR-178, with the roadway transitioning into a surface arterial between F Street and SR-178. • A portion of California State Route 178 (SR-178), traveling east -west between SR-204 and point east, transitioning into a surface arterial at its intersection with Canteria Drive/Bedford Green Drive. The City's 2021 update to the General Plan's Circulation Element also maps future freeway segments that aim to create additional connections among the existing freeway system. Both existing freeways and any future freeway construction create considerable barriers to the connectivity and accessibility of bicycle and pedestrian infrastructure across the City, often limiting connections to facilities along major arterial roadways that span or pass underneath the freeways. The City's surface roadway network has primarily been developed in a grid pattern, with arterial roadways at approximately one -mile intervals, though the concentration is denser in Central/Downtown Bakersfield. Collector streets are typically spaced at approximately half -mile intervals between the arterials. Recent developments further from the Central Bakersfield are more likely to have curvilinear streets with fewer access points to the arterial roadway network and an increased number of cul-de- sacs on local streets in residential areas. The nature of the City's surface roadway network impacts connectivity and accessibility available for bicyclists and pedestrians traveling within and between neighborhoods. 9 Page 85 of 245 Klmley)))Horn EXISTING BICYCLE INFRASTRUCTURE According to the latest GIS data provided by the City of Bakersfield and Kern County, there are currently approximately 298 miles of dedicated bicycle facilities located within the City. An additional 127 miles of dedicated bicycle facilities exist outside of the City boundary but within its Sphere of Influence (SOI). Given the City's unconventional boundary, the SOI includes enclaves of developed unincorporated Kern County land surrounded by the City of Bakersfield that have resisted annexation as well as adjacent, outlying communities such as Rosedale, among other places. Additional bike facilities exist in the unincorporated community of Oildale north of the City, though these are considered outside of the City's SOI. Documenting existing bicycle facilities within the City's SOI and beyond are important in understanding how a connected bicycle network does and can function across the urbanized area of Greater Bakersfield. A summary of existing bicycle infrastructure for the City and SOI is provided in Table 1. Table 1— Existing Bicycle Infrastructure A map of the existing network of bicycle facilities within the City, its SOI, and surrounding jurisdictions is shown in Figure 1. Class I Bicycle Paths There are currently 34.3 miles of dedicated Class I bicycle paths within the City with an additional 14.6 miles within the City's SOI, totaling approximately 49 miles of Class I bicycle paths. These facilities are shared use or multi -use paths available to pedestrians as well as bicyclists that are fully separated from vehicle traffic, limiting interaction with vehicles to locations where the facility crosses a roadway. The vast majority of Class I bicycle path mileage within the City and its SOI comprise the Kern River Parkway Trail, which stretches continuously from southwest to northeast along the Kern River from the City's westernmost boundary near Interstate 5 (1-5) at Enos Lane to the interchange Kern River Parkway Trail Class 1 Bicycle Path Source: TrailLink 10 Page 86 of 245 h marking the western end of Alfred Harrell Highway. An additional, eastern segment of the Kern River Parkway Trail exists as a Class I bicycle path between Hart Memorial Park and Lake Ming, though this is mostly outside of the City Boundary. Additional Class I bicycle paths within the City mostly serve as spurs that connect the Kern River Parkway Trail with the City's broader bicycle network, including between Aera Park and the Park at River Walk, a path through California State University, Bakersfield (CSUB), and a path following Morning Drive and Paladino Drive connecting the northeast corner of the City. Class II Bicycle Lanes There are currently 169.7 miles of dedicated Class II bicycle lanes within the City and an additional 24 miles within the City's SOI, totaling approximately 194 miles of Class II bicycle lanes that connect a significant portion of the City. Nearly all of the City's Class II bicycle lanes are along the City's network of arterials and collectors. Of the city's arterial and collectors, approximately 38% provide Class II bicycle lanes. The majority of Class II facilities within the City are bidirectional, though portions of roadway segments in the outskirts of the City's developed areas may provide facilities in one direction only as vacant lots await development with accompanying roadway upgrades. While these roadways provide the benefit of direct paths of travel and connections between neighborhoods separated by freeways, canals, and railroads, they put bicyclists in direct proximity to high volumes of high-speed vehicular traffic. In 2021, the City enhanced Class II bike lanes along A Street by adding green painted conflict striping at intersections and intersection approaches. No Class II facilities currently exhibit striped buffers separating bicyclists from vehicular traffic. Class III Bicycle Routes Class 11 bicycle lanes with conflict striping along A Street Source: BakersfieldNow There are currently 93.9 miles of Class III bicycle routes within the City and an additional 88.2 miles within the City's SOI, totaling approximately 182 miles of Class II bicycle routes. Utilizing signage and "sharrow" pavement markings to alert drivers to share the roadway with bicyclists, these facilities are provided along a combination of arterials, collectors, and local streets across the City, providing additional connections between the Class I and Class II facilities. These facilities are more common along arterials and collectors in southern and eastern Bakersfield than in portions of the City west of the SR-99 freeway, where Class II facilities are more common along these classes of roadway and Class III facilities are more typically seen on local streets. Additionally, Class III bicycle routes are provided along local streets in northeast Bakersfield near Bakersfield College. Class III facilities along Alfred Harrell Highway and Round Mountain Road within the City's SOI provide connections between the Kern River Parkway Trail's Class I facilities. Class IV Protected Bicycle Lanes Currently, there are no Class IV facilities within the City or its SOL Class IV facilities constitute on -street bicycle lanes separated from vehicular traffic by a buffer containing vertical protective elements such as flexible delineators, concrete bollards, raised curb, or landscape median islands. 11 Page 87 of 245 Klmley)))Horn BICYCLE PARKING AND END -TRIP FACILITIES Bicycle parking can vary from a simple and convenient bicycle rack located curbside or adjacent to a destination's entrance to bicycle lockers or storage room that provide additional protection from weather, vandalism, and theft. Additional end -trip facilities, such as showers, assist in making bicycle travel more feasible for those who dress formally, travel long distances, and during periods of higher temperatures. Secure, convenient bicycle parking can be found throughout Bakersfield, especially Downtown. Since the 2012 Bicycle Transportation Plan was published, the City has dramatically increased bicycle parking throughout Downtown Bakersfield by over 150%, installing over 50 bicycle parking racks, containing 100 additional spaces, in 2016 and 2017 alone. Noteworthy locations providing public bicycle parking in the City include • City Hall (also provides shower facilities for employees) • Bakersfield Community Development Building (also provides shower facilities for employees) • California State University, Bakersfield • Bakersfield College • Bakersfield Sports Village • Bike Bakersfield • Dagny's Coffee Company The City website indicates that additional bicycle racks can be made available for installation at local businesses upon request. Bicycle Racks in Downtown Bakersfield Source: Google Maps 12 Page 88 of 245 "N' LO 'IT N 4- 0 CY) co I Sidewalks and Paths Sidewalks are present along the vast majority of City streets in all areas of the City, with the exception of some older local streets serving residential neighborhoods adjacent to Downtown Bakersfield. Unincorporated islands of Kern County land across the City as significantly less likely to have sidewalks present. Sidewalks vary width, with the widest sidewalks of up to 15 feet located in the commercial center of Downtown Bakersfield. In most of the rest of the City, sidewalks are six (6) feet in width, though the City's Municipal Code allows sidewalks as narrow as four and a half (4.5) feet in width. Sidewalks without ADA-compliant curb ramps at Niles Street and Robinson Street in East Bakersfield. Source: Google Maps Sidewalk condition varies, with older neighborhoods closer to Downtown Bakersfield exhibiting a greater degree of broken and/or damaged sidewalks. These neighborhoods are also more likely to lack curb ramps compliant with the Americans with Disabilities Act (ADA). The character of the City's sidewalks varies markedly across the City. While in most neighborhoods, sidewalks are straight and front the street or are separated from the street by a thin strip of grass, sidewalks along some arterial roadways in the City's newer subdivisions, Meandering sidewalk separated from roadway by particularly in West Bakersfield, follow landscaping along Ming Avenue. meandering paths through wide strips of Source: Google Maps landscaping maintained by the City's Recreation & Parks Department. Additionally, some of these newer residential subdivisions in West Bakersfield, such as Seven Oaks and Belcourt Village, are developing off-street pedestrian pathways that link park and recreation facilities with residential neighborhoods, connecting to cul-de-sacs and local streets. However, access to these pathways is restricted to private residents of these communities. Page 90 of 245 h Crossings Marked crosswalks are provided at signalized intersections, though are not always present at every leg of the intersection. However, along arterial roadways within the City's newer subdivisions, the distance between signalized intersections can be a half -mile or more, substantially limiting a pedestrian's ability to cross arterial roadways between neighborhoods. Outside of portions of Downtown Bakersfield and critical intersections within school zones, marked crosswalks are typically not provided at four-way stop - controlled intersections, to cross minor street approaches at two-way stop -controlled intersections, or at the intersection of local streets. Curb extensions and pedestrian refuge island at Chester Avenue and 191 Street, Downtown Bakersfield. Source: Google Maps Recently, the City has invested in improving safety for pedestrians at certain crossing locations, upgrading crosswalk types from simple transverse crosswalks to high -visibility "ladder" crosswalks at signalized intersections and for designated school crossings. The City has also installed two pedestrian hybrid beacons in the form of High -Intensity Activated CrossWalk (HAWK) signals with pedestrian refuge islands crossing Pine Street (CA-178) at 24th Street and crossing Union Avenue (CA-204) at 8th Street. Additionally, push button - activated rectangular rapid -flashing beacons (RRFBs) have been installed at Norris Middle School and Raffaello Palla Elementary School to facilitate safer crossings for school children. Pedestrian -activated HAWK signal at 241 Street & Pine Avenue. Source: Google Maps 15 Page 91 of 245 Klmley)))Horn EXISTING TRANSIT SERVICE Public transit service in Bakersfield is currently provided by Golden Empire Transit and Kern Transit. Golden Empire Transit operates 16 local bus routes serving the City of Bakersfield and adjacent unincorporated communities, utilizing two hubs for its bus services at the Downtown Transit Center at Chester Avenue and 22nd Street and the Southwest Transit Center along Wible Road just south of the Ming Avenue interchange with the SR-99 freeway. Kern Transit operates 13 regional bus routes connecting the City of Bakersfield to destinations within the Southern San Joaquin Valley, the Southern Sierra Nevada Mountains, the Antelope Valley, and Santa Clarita. Major hubs and transfer points for Kern County Transit within the City of Bakersfield also include the Downtown Transit Center and Southwest Transit Center as well as the Bakersfield Amtrak Station, the Bakersfield Civic Center, Bakersfield College, and the Kern Medical Center. In addition to public transit service, several private bus lines such as Greyhound, International Bus Lines, and Flixbus offer intercity bus services to and from Bakersfield. Passenger rail service is currently provided by Amtrak at the Bakersfield Amtrak Station located on Truxtun Avenue and Q Street in Downtown Bakersfield. This location will also service the California High -Speed Rail (CHSR) upon completion of its Initial Operating Segment (IOS), providing connections to other Central Valley cities and, eventually, to the San Francisco Bay Area and Southern California. A new station is slated for construction at this location to accommodate increased and enhanced rail service. A map of existing transit lines and facilities is shown in Figure 2. Bakersfield's Downtown Transit Center Source: Google Maps 16 Page 92 of 245 LO 'IT N 4- 0 (Y) CY) I Demographic and Equity Factors This section presents an overview of demographics within the City of Bakersfield as well as a variety of measures of equity to understand how conditions vary across the City that steer how investments are prioritized within the ATP. DEMOGRAPHICS According to the 2022 ACS 5-Year Estimates, the City of Bakersfield has a population of 404,321 with 128,651 households, giving the City an average household size of 3.14. With an area of 151.3 square miles, the City's population density is approximately 2,672 people per square mile. The population of Bakersfield is diverse, with a racial and ethnic makeup that is 52.9% Hispanic or Latino (of any race), 29.8% non -Hispanic White, 7.3% Asian, 6.1% Black, 0.3% American Indian or Alaska Native, and 0.2% Native Hawaiian or other Pacific Islander. Approximately 3.5% of the population belongs to some other race or to two or more races. Following statewide trends, in recent years the Hispanic or Latino and Asian populations, as well as the population belonging to two or more races, has grown in number and percentage, while the number and percentage of the non -Hispanic White and Black populations has shrunk. The age distribution of the population skews young in comparison to the State and nation, with approximately 29.8% under the age of 18, 9.8% between 18 and 24 years of age, 28.8% ages 25 to 44, 21.1 % ages 45 to 64, and only 10.5% of the population 65 years of age or older. The median age was 31.5 years of age, compared to 37.9 in the State of California, and 38.8 for the nation. Page 94 of 245 h A map of the percentage of the population that is under 18 years of age at the Census Block Group level can be seen in Figure 3. While this map shows the youth population is distributed fairly evenly across the city, there is a higher concentration in Central Bakersfield and Southeast Bakersfield. A similar map of the percentage of the population that is 65 years of age or older at the Census Block Group level can be seen in Figure 4. This map shows that the senior population percentage is typically higher in suburban neighborhoods in the outskirts of the City, with high concentrations occurring within certain subdivisions in West Bakersfield. Providing adequate infrastructure for bicyclists and pedestrians is especially important for youths and senior citizens, who either cannot drive or may prefer not to. Understanding where these populations are concentrated across the City can assist in steering investments in active transportation infrastructure, safety improvements, and encouragement, enforcement, and education efforts toward these populations to ensure they are adequately served. VEHICLE OWNERSHIP According to the 2022 ACS 5-Year Estimates, the vast majority of households in Bakersfield, 93.3%, have at least one vehicle available, with 6.7% having no vehicle available. Approximately 26.7% have one vehicle available, 40.9% have two vehicles available, and 24.8% have three or more vehicles available. A map of the percentage of households that have no vehicle available at the Census Tract level is shown in Figure 5. Neighborhoods within Central and Southeast Bakersfield have higher percentages of households with no vehicle available, while households in suburban neighborhoods further from Downtown tend to have greater vehicle availability. 19 Page 95 of 245 V ! N O N I LO N O co N (6 CalEnviroScreen 4.0 is a mapping tool developed by the California Office of Environmental Health Hazard Assessment (OEHHA) that identifies communities within the State that are disproportionately burdened by different sources of pollution. The tool uses a wide array of environmental, health, and socioeconomic data to produce percentile scores for every census tract in the State that allow a comparison of the total pollution burden between communities. Figure 6 shows the CalEnviroScreen score for census tracts across Bakersfield. The disparity across the City is stark, with areas of Central Bakersfield and Southeast Bakersfield above the 90th percentile for pollution burden within the State, while areas of West Bakersfield and Northwest Bakersfield largely exhibit scores below the 40th percentile. The Justice40 Initiative was created by the US Department of Transportation (USDOT) to confront and address decades of underinvestment in disadvantaged communities nationwide, with the aim of steering 40 percent of the overall benefits of certain federal investments in eight (8) key areas to disadvantaged communities. These categories of burdens include climate change impacts, energy, health, housing, legacy pollution, transportation, water and wastewater, and workforce development. Figure 7 shows census tracts across Bakersfield that are considered burdened in one or more of these Justice40 categories. Data for the Justice40 Initiative was sourced using the Climate and Economic Justice Screening Tool (CEJST), a tool created by the White House Council on Environmental Quality (CEQ). Within the City of Bakersfield, roughly half of the city is considered disadvantaged in one or more Justice40 categories, almost entirely in Central and Southeast Bakersfield. Within the transportation category, census tracts are considered disadvantaged if they meet or exceed the 90th percentile nationally for either diesel particulate matter exposure, transportation barriers, or traffic proximity and volume and also if the proportion of the population considered low-income, defined as households where income is less than or equal to twice the federal poverty level (not including students enrolled in higher education, exceeds the 65th percentile nationally. Census tracts across Bakersfield considered disadvantaged within the Justice40 transportation category are shown in Figure 8. These census tracts are largely concentrated in Central Bakersfield and Southeast Bakersfield, with diesel particulate matter exposure typically being the qualifying category in addition to proportion of low-income population. Page 99 of 245 LO N 4- 0 O O N O1 LO N 4- 0 N O N (6 URBAN HEAT ISLAND INTENSITY With large areas covered in heat -absorbent concrete and asphalt, urban areas generate a phenomenon known as the urban heat island (UHI) effect that disproportionately exposes residents to the negative health impacts of heat stress. Climate Central, a nonprofit that researches and reports on the impacts of climate change, has conducted an analysis that measures how UHI intensity varies across major U.S. cities at the census tract level, estimating the degree to which these areas experience elevated temperatures due to characteristics of the built environment. The UHI intensity map for the Bakersfield metropolitan area is shown in Figure 9. This map shows that ambient temperatures in Bakersfield are, on average, anywhere from 5.6 to 9.5 degrees hotter across the City's built environment due to the UHI effect. Bakersfield Heat Island primary factors and intensity score. Source: Climate Central TREE EQUITY Trees are critical urban infrastructure essential to public health and well-being, improving air quality and combating the UHI effect by cooling ambient temperatures through the provision of shade and evapotranspiration. Tree Equity Score, a nonprofit, measures how well the critical benefits of an urban tree canopy are reaching communities with the greatest need, incorporating a variety of measures concerning the built environment and demographics to create a score between 0 and 100. Communities with lower scores have a greater need for investment in an urban tree canopy. The tree equity score for Bakersfield', shown in Figure 10, indicates that Central Bakersfield, East Bakersfield, and Southeast Bakersfield, have the highest need for investment in an urban tree canopy. ' The Tree Equity Score data set did not provide data for all of the census tracts within the City and its SOL Page 103 of 245 LO N 4- 0 O N O1 / /©a aNnra��ax '10, Ir / v a p ®m �i/i, as 9H5rvvdma e� o fir �/ l� ✓ r GN 9 ',,,, a i 2y �' O �� coco � I/NS/ , 1 w w `m / .a CID I. ❑a QW7731JItt 5/ J//// � a � « � i7} (9 ,hr,, �e a a l,u /IIIII j- U In � CK �r I ✓� i %/%ram 1 ! i.,✓ .r n r/b m ! aka""z.eaivsr� azuxdaohsi,,s, %,.,,, .. J '/� ana ^uaNaan tw � ¢ . ,,,/ /IIIII �� �" �1tir '�'`'� � i��r /rw' /i ✓ ��� ;r lanv rvalnn IL anu a3lsauaM r0�anv�aais]Ipj¢ 5. cla�.r , � � /r� r �3MI1S / 19✓njIAhMH y�tlJ � ,,, �,f ana7vnulnaa� j F i f ,... rn. 9 err r /rJ'" as oaadsag f / i ti 7 /i ma aanla a7a 7NAn9oll p-V � Ua�N32tl z � a P ' yW� as H1ii3M . � � 1 / f IIIII 1 � /IIIII o/ ' 9 V oa•aala3dns /// �/ m /raa aana� s�'1aa Gr / J"rw �� � ✓ � �%/ �" t/ /ice/ z � /iiiiii�%/ /////% i * i This section presents an overview of how the City's roadway and active transportation networks are currently being used. Factors examined include current bicycle and pedestrian activity across the City, vehicular traffic volumes, collision history, and the distribution of destinations likely to generate trips of various modes. Understanding current levels of multimodal activity, safety, and trip generators allows for better prioritization of resources as an active transportation infrastructure network is developed. Utilizing anonymized cellular device data acquired from Replica2, a data analysis firm focused on issues concerning the built environment, a heat map was generated of current levels of bicycle activity across the City of Bakersfield, shown in Figure 11. Bicycle activity is generally highest in Downtown Bakersfield, with elevated levels of activity also present in East Bakersfield, Southeast Bakersfield, and certain parts of Northwest Bakersfield. Particular north/south corridors with elevated bicycle activity include H Street, parts of Chester Avenue in Downtown Bakersfield, Baker Street, Wible Road/Real Road/Airport Drive, parts of Stein Road south of the Kern River, and Patton Way in Northwest Bakersfield. Particular east/west corridors with elevated bicycle activity include Rosedale Highway, 4th Street, and University Avenue in Northeast Bakersfield. Additional nodes of elevated bicycle activity include Coffee Avenue at Rosedale Highway and at the Kern River Parkway and Olive Drive at Knudsen Drive adjacent to the SR-99 freeway. Of particular interest is how many of the arterial roadways that provide Class II bike lanes, especially in West Bakersfield and Southeast Bakersfield, exhibit low levels of bicycle activity, while collector roadways between these arterials exhibiting higher levels of bicycle activity. This may indicate the bicyclists do not feel safe using the dedicated bicycle infrastructure provided along these arterial roadways and instead utilize lower -speed collectors and local streets to travel across the City. Also utilizing anonymized cellular device data acquired from Replica, a similar heat map was generated of current levels of pedestrian activity across the City, shown in Figure 12. While there is a cluster of elevated pedestrian activity in Downtown Bakersfield, centering on the intersection of Chester Avenue and California Avenue and the business district to the north, the highest levels of pedestrian activity are instead shown to be commercial shopping centers at the intersections of major arterials across the City. This is likely somewhat misleading, as the pedestrian activity detected involves people walking to and from their vehicles and the retail and restaurants at these locations. However, broader areas of elevated pedestrian activity in neighborhoods outside of these commercial shopping centers indicates where more pedestrian trips are likely being made, particularly in Central Bakersfield, Southern and Southeast Bakersfield, and East and Northeast Bakersfield. 2 https://www.replicahg.com/ Page 106 of 245 R Ll I 9 LO 'IT N 4- 0 co 0 04 VEHICLE TRAFFIC Also using anonymized cellular data from Replica, Figure 13 shows average daily vehicle traffic (ADT) volumes along the City's roadways. The ADT volumes shown represent each direction of travel rather than bidirectional travel. By far the highest ADT volumes are along 24th Street and 23d Street between the SR-99 and SR-178 freeways, where ADT volumes approach 70,000 vehicles per day in each direction. Additionally, Rosedale Highway west of the SR-99 freeway and California Avenue between Stockdale Highway and the SR-99 freeway also exhibit very high ADT volumes in excess of 40,000 vehicles in each direction. Additional north/south corridors with elevated ADT volumes of between 20,000 and 40,000 vehicles in each direction include SR-204/Union Avenue, New Stine Road, Mohawk Street, Coffee Road/Gosford Road, Calloway Drive/Old River Road, and portions of Allen Road, Chester Road, Airport Drive, and Mount Vernon Avenue. Additional east/west corridors with elevated ADT volumes of between 20,000 and 40,000 vehicles in each direction include Stockdale Highway/Brundage Lane, White Lane, Panama Lane, and portions of Ming Avenue and Olive Drive. Understanding where roadways with ADT volumes overlay with corridors of elevated pedestrian and bicycle activity will assist the City with prioritizing resources to ensure provision of adequate active transportation infrastructure and safety improvements. CRASH HISTORY Crash data for the past five (5) available years was obtained from the University of California at Berkeley's (UC-Berkeley) Transportation Injury Mapping System (TIMS) crash dataset, which captures crashes that resulted in death or injury, obtained via police reports from the Statewide Integrated Traffic Records System (SWITRS). Between 2018 and 2022, there were 10,314 crashes within the City of Bakersfield and its SOI that resulted in death or injury, with 7,176 (69.6%) occurring within the City and 3,138 (30.4%) occurring within the City's SOL Of these crashes, 858 were vehicle -pedestrian crashes (8.3%) while 414 (4.0%) were vehicle -bicycle crashes. The remaining 9,042 (87.7%) crashes involved only vehicles. Of these crashes, 343 (3.3%) were fatal crashes, 874 (8.5%) resulted in serious injuries, 3,015 (29.2%) resulted in other visible injuries, and the remaining 6,082 (59%) resulted in complaints of pain. Of fatal crashes, 133 (38.8%) were vehicle -pedestrian crashes and 22 (6.4%) were vehicle -bicycle crashes, while of serious injury crashes, 208 (23.8%) were vehicle -pedestrian crashes and 55 (6.3%) were vehicle -bicycle crashes. This shows that pedestrians and bicyclists are significantly overrepresented in fatal and serious injury crashes across Bakersfield. A breakdown of vehicle -pedestrian, vehicle -bicycle, and vehicle -only crashes by collision severity for the City, SOI, and the combined City and SOI is shown in Table 2. A map showing the distribution of collisions that resulted in injury or death between 2018 and 2022 is shown for bicycles in Figure 14 and for pedestrians in Figure 15. Collisions that occurred on off-street paths are not reported in the dataset. Collisions involving bicyclists and pedestrians are often under -reported, and therefore there is a possibility that such collisions are under -represented in this analysis. Page 109 of 245 h �/r�yr ,,,,,,,iioirr�,��t�J,�%r//��/%%%/,,ioiii����'�t�iriiiii�ii�jj//, liioii����� ��/,,,,,,,, rqW, �ioii////%O//,Serious Injury r���rrrrrrr O r�� / ri rri / r,rrrr rrrr rrrrrrr r rr rill / ri ri r�r r , it rii / r�or�rr,, r / r���rrrrrr O r�� r i ri / ri r rri rii r / r tp�jY� / r r r, / ri it r , rii r rr r r z r�or�rr,, ri • ®® I I ®®® 1 � 1 1 1' All percentage (%) columns are calculated against the total number of crashes (10,314). Understanding how City land uses and points of interest are distributed across the City informs recommendations for closing gaps in the City's bicycle and pedestrian infrastructure networks. It is important to ensure that residents without access to a vehicle can safely and conveniently access commercial centers, public facilities, parks and recreational facilities, and other destinations within their neighborhoods and across the City by bicycling or walking. Figure 16 shows the distribution of land uses across Bakersfield most likely to generate trips by bike or on foot. Figure 17 shows the distribution of neighborhood destinations and points of interest across Bakersfield. 34 Page 110 of 245 LO N 4- 0 N M N (6 I LO N 4- 0 LO M � (6 I This section presents the analysis conducted on the City's existing transportation infrastructure to better understand connectivity and barriers to connectivity for walkability and bikeability across the City. This analysis assists with identifying neighborhoods that currently lack system connectivity and prioritizing recommendations for a City-wide active transportation network. To assess walkability across the City, an analysis of block density was performed using GIS as a proxy to understand where the shortest block distances and greatest number of connections within the street grid occur. Shorter block distances allow pedestrians to navigate a greater number of paths between two points, increasing the number of destinations they can access and enhancing access to goods and services in neighborhoods that allow a mix of uses. Meanwhile, in newer, suburban -style neighborhoods with greater segregation of land uses, analyzing block density assists in determining the level of connectivity within the neighborhood and the extent of connections to commercial uses along the City's arterial roadways. A heat map displaying the results of this block density analysis is shown in Figure 18. To be expected, by far the highest block densities are found in the historic commercial and civic core of Downtown Bakersfield, where streets exhibit a classic grid pattern and contain the highest mix of uses. Additional neighborhoods exhibiting higher block densities than their surroundings include older, primarily residential neighborhoods in close proximity to Downtown Bakersfield, particularly East Bakersfield and Northeast Bakersfield nearing Bakersfield College. Neighborhoods with a street network exhibiting or closely resembling a grid pattern can more easily improve walkability with pedestrian infrastructure investments than newer, suburban -style neighborhoods with curvilinear street patterns. Outside of these areas, some clusters of higher block density can be found in the newer residential neighborhoods of Southern Bakersfield. These neighborhoods typify automobile -oriented suburban development, with contained subdivisions exhibiting a curvilinear street pattern of collectors and local streets with a high number of cul-de-sacs. These neighborhoods are separated into superblocks by the arterial roadway network, which more closely resembles a grid pattern. Pedestrian connections between these neighborhoods are mostly limited to where neighborhood collectors intersect with the arterial roadway network. Page 116 of 245 R_ . . . . .. . . ... ... ................. ..... . .. py ad N11 111/" 0/ gamb 'J"Elp 4" c; moo/o/i co 4`,HtxvA uv�,j­­ clu xv Hiv,t's ZJEi/,/"/,/ ......... .. E v o ///////%/%/// / is r/�aJ °1l/r I 7777/�,',,",' .. . .... . . ....... ...... . t_&,Jf. 30 . ............. A j p/""r,—,,�""/""""",!��/,/:� . .. .......... .... ... . .. P4, ftem, pi r jpo/!51�01 Fl, a j rm --p OR 7 5/w, . .......... ­­­ . .......... J, ... ..... .. . p v/ 60 � . . ... .... ..... a `77 rl .. .. . . ....ab d451M arvdna. ...... ........... .. ........ oolr, , . ...... A Am f ........... m 777777—� '0, "M Z ................ .. .. ...... . . .. .................... . G� WA89dnS ttt�; �tit . . . . . . . I g , , ........... ­ .... . . ....... LO 'IT N 4- 0 BIKEABILITY This section provides an overview of the analysis undertaken to determine bikeability across Bakersfield. Bicycle Level of Traffic Stress Bicycle level of traffic stress (LTS), as defined by the Mineta Transportation Institute's Low -Stress Bicycling and Network Connectivity Report, provides thresholds of cyclist tolerance for on -street bicycle facilities as determined by the roadway conditions of the shared route. An LTS score between 1 and 4 is then assigned to the roadway, where LTS-1 represents a level of stress that the majority of the public, including children, can tolerate while cycling, while LTS-4 represents a level of stress tolerated only by those characterized as "strong and fearless" cyclists. As such, an LTS score of 1 or 2 represents low - stress conditions, while an LTS score of 3 represents moderate -stress conditions, and an LTS score of 4 represents high -stress conditions. Summaries of each LTS scoring category are provided in Table 3. Level of Traffic Description Stress (LTS) Presenting little traffic stress and demanding little attention from cyclists, and attractive enough for a relaxing bike ride. Suitable for almost all cyclists, including children trained to safely cross intersections. On links, cyclists are either physically separated from traffic, or are LTS 1 in an exclusive bicycling zone next to a slow traffic stream with no more than one lane per direction or are on a shared road where they interact with only occasional motor vehicles (as opposed to a stream of traffic) with a low -speed differential. Where cyclists ride alongside a parking lane, they have ample operating space outside the zone into which the car doors are opened. Intersections are easy to approach and cross. Presentinglittle traffic stress and therefore suitable to most adult cyclists but demanding more Y 9 attention than might be expected from children. On links (roadway segments),c clists are 9 p ( Y Y j either physically separated from traffic or are in an exclusive bicycling zone next to a well - Y Y p Y 9 confined confined traffic stream with adequate clearance from a parking lane or are on a shared road q p 9 where they interact with only occasional motor vehicles (as opposed to a stream of traffic) with aloes -speed differential. Where a bike lane lies between a through lane and aright -turn lane, it is configured to give cyclists unambiguous priority where cars cross the bike lane and to keep car speed in the right -turn lane comparable to bicycling speeds. Crossings are not difficult for most adults. More traffic stress than LTS 2, yet markedly less than the stress of integrating with multilane traffic, and therefore welcome to many people currently riding bikes in American cities. LTS 3 Offering cyclists either an exclusive riding zone (lane) next to moderate -speed traffic or shared lanes on streets that are not multilane and have moderately low speed. Crossings may be longer or across higher -speed roads than allowed by LTS 2 but are still considered acceptably safe to most adult pedestrians. A level of stress beyond LTS 3. Page 118 of 245 h To determine the bicycle LTS score along each segment of the roadway network across Bakersfield, the following criteria were evaluated: • Road width (number of through travel lanes) • Vehicular traffic speed limit • Roadway functional classification, as defined by Caltrans • The presence and type of a bicycle facility • The presence of a parking lane • Density of driveways, calculated with GIS using a parcels layer as a proxy By assigning points to each of the criteria described, a level of bicycle traffic stress (LTS) value was assigned to every segment of the existing roadway network across the City and its SOL Segments were generally defined as sections of roadway separated by stop -controlled intersections or changes in roadway characteristics such as a transition in the number of through travel lanes, a transition in speed limit. As signalized intersections typically provide dedicated crosswalks, they were not used to demarcate different roadway segment. Segments vary by length depending on the roadway functional classification and characteristics. Details regarding the bicycle LTS scoring methodology used in this analysis can be found in Appendix C. Bicycle LTS scores for Bakersfield's roadway network are summarized in Table 4 and shown in Figure 19, with bicycle LTS scores differentiated by color: green = LTS-1, blue = LTS-2, orange = LTS-3, and red = LTS-4. There is a large proportion of LTS-1 segments within the city due to the fact that the majority of the city's road -miles are residential streets with speed limits of 25 miles per hour or less. These streets typically are either signed as Class III bicycle routes or do not provide dedicated bicycle facilities but are considered low -stress routes due to the low vehicular speed and low volumes. However, segments with a score of LTS-4 consist over one -quarter of the City's roadway network, primarily arterial roadways and collectors with more than one through travel lane in each direction and high vehicular speed limits counteracting benefits provided by on -street Class II bicycle lanes. 43 Page 119 of 245 LO 'IT N 4- 0 0 N (1) Islands of Low -Stress Connectivity Even though the majority of Bakersfield's roadway network is LTS-1 (low -stress), the grid of LTS-4 (high -stress) arterials and collectors acts as a major barrier to connectivity and accessibility for most bicyclists. Furthermore, the physical barriers presented by the regional freeway network, railroad infrastructure, and flood control and irrigation canals present additional obstacles to bicycle connectivity, with the majority of roadways spanning these barriers presenting LTS-3 (moderate -stress) or LTS-4 conditions. As a result, intra-city connectivity is limited to "islands" (or pockets) of primarily LTS-1 streets (and Class I multi -use paths), dramatically reducing the number and length of potential bicycle trips within the City. These "islands" of low -stress connectivity represent the bicycle network that is acceptable to the majority of the cycling public. This analysis of low -stress connectivity creates 590 distinct "islands" that provide low -stress travel within themselves but are not connected via low -stress facilities to the rest of the roadway network. These "islands" of low -stress connectivity are summarized by length in miles in Table 5, while Figure 20 maps them, with each color representing a distinct and isolated connectivity network. 1 o ao I � o I - ' •' 9 - .� I Igo - • '� . '� The "island" of low -stress connectivity with by far the greatest length incorporates most of the Class I multi -use path along the Kern River Parkway Trail as well as low -stress street networks that provide connections to it. However, nearly 75% of these "islands" are each less than three (miles) in total length. These small islands are not evenly geographically dispersed. Figure 21 shows a heat map of "islands" of low -stress connectivity, calculated using the density of their centroids. By far the greatest concentration of these small "islands" occurs in Southern and Southeast Bakersfield near the SR-99 Freeway. Page 121 of 245 R LO N 4- 0 N N_ N O1 LO N 4- 0 C7 N N This section provides an overview of the key thematic needs to be taken into consideration for the development of the Bakersfield ATP. This needs assessment was conducted as a result of the research and analysis conducted to understand existing conditions within and across Bakersfield that were examined in the prior sections. • Utilizing and building off of existing planning documents and planned active transportation and roadway safety infrastructure projects. • Developing recommendations for infrastructure projects that address major barriers to connectivity and accessibility across the City. Prominent examples of such barriers include the regional freeway network, railroads, flood control and irrigation canals, and high-speed, high - stress arterials with long distances between crosswalks. • Creating a cohesive citywide network that provides access to major destinations, job centers, and points of interest within and between neighborhoods for bicyclists and pedestrians. Examples include safe connections to schools, parks, libraries, and other neighborhood amenities, increasing connections to and across commercial/employment centers along high- speed arterials and residential neighborhoods, and enhancements to existing bicycling and walking infrastructure in Downtown Bakersfield. • Targeting areas with current high demand for bicycling and walking, as determined by existing measured bicycle and pedestrian activity and the mix of adjacent land uses. • Targeting safety improvements toward corridors and intersections with a documented history of vehicle -pedestrian and vehicle -bicycle crashes resulting in fatal and serious injuries. • Incorporating equity considerations when prioritizing infrastructure recommendations and the allocation of resources utilizing the factors analyzed such as vehicle ownership, demographic considerations, disadvantaged community status, and environmental burdens. • Augmenting and expanding education, enforcement, and encouragement programmatic efforts to support walking and bicycling, foster knowledgeable citizens, and increase visibility of active transportation across Bakersfield. The findings from the inventory and analyses examined within this report, combined with input from community engagement efforts, will be utilized to determine specific infrastructure projects as well as program and policy recommendations for incorporation into the ATP. As the recommended bicycle and pedestrian network is developed, cost estimates will be drafted, and typologies will be developed to provide guidance for implementing improvements along different roadway types. Recommended infrastructure projects will be assigned prioritization scores based on connectivity, cost, and equity factors, and a project funding plan will be developed to provide a timeline of implementation. These components will be joined by program and policy recommendations in the final ATP report. Page 124 of 245 Appendix A — List of Active Transportation & Roadway Safety Projects 49 Page 125 of 245 Kiimley)))Horn i G i i Bakersfield o 0 Class 11 bikeway on Baker Street between Baker Street Bicycle Bernard Avenue and California Avenue. Bikeway Transportation 0 Class I I I bikeway on Baker Street between Plan CaliforniaAvenue and S. King Street. Bakersfield Potomac Avenue Bicycle 0 Class I I bikeway on Potomac Avenue between Bikeway Transportation S. King Street and Monticello Avenue. Plan Bakersfield 0 Class I bikeway between Kern River Parkway River Bike Trail Bicycle • Elm Street. Connection Transportation 0 - - Trail Connection- • • Plan Bakersfield 0 Class I I I bikeway on E. Pacheco Road between E. Pacheco Road Bicycle Hughes Lane and Cottonwood Road. Bikeway Transportation 0 Class 11 bikeway on E. Pacheco Road between Plan Gasoline Alley and Monitor Street. Bakersfield Belle Terrace Bicycle 0 Class 11 bikeway on Belle Terrace between Bikeway Transportation Stine Road and Madison Street. Plan Pin Oak Boulevard Bakersfield Bicycle 0 Class I I I bikeway on Pin Oak Boulevard Bikeway•• • between Bear Creek Road and District Plan Bakersfield Ewoldsen Class III Bicycle 0 Class III bikeway between Oak Grove Street Route Transportation and N. Half Moon Drive. Plan 0 Class I I I bikeway on Harris Road between Ashe Bakersfield Road and Akers Road. Harris Road Bikewa y Bicycle 0 Class 11 bikeway on Harris Road between Ashe Transportation Road and Wible Road. Plan 0 Class 11 bikeway on Harris Road between S. Allen Road and Ashe Road. Bakersfield Hughes Lane Bicycle 0 Class 11 bikeway on Hughes Lane between Bikeway Transportation Ming Avenue and E. Pacheco Road. Plan 50 Page 126 of 245 h ....................................................... i i Bakersfield o Haley Street Bikeway Bicycle 0 Class 11 bikeway on Haley Street between Transportation Panorama Drive and Columbus Street. Plan Bakersfield Road Bikeway Bicycle 0 Class 11 bikeway on Akers Road between Transportation Wilson Road and Taft Highway. Plan Arvin -Edison Canal Bakersfield Bicycle 0 Class I multi -use path between Stockdale Path Transportation Highway and Cottonwood Road. Plan Arvin-EdisonAkers 0 Feasibility Bakersfield 17 Ih Street Bikeway Bicycle 0 Class I I I bikeway on 17 Ih Street between A Transportation-- . Truxtun Avenue. Plan Bakersfield M Street Bikeway Bicycle 0 Class 11 bikeway on M Street between 301h Transportation-- . 17 Ih Street. Sillect Avenue Bakersfield Bicycle 0 Class I I bikeway on Sillect Avenue between BikewayPlan .• • Buck Owens Boulevard and Kern River Bakersfield Biccle 0 Class I multi -use path between Railroad Bridge StreetPlan • Highway .. Plan StreetFeasibility Bakersfield Friant-Kern Canal Bicycle 0 Class I multi -use path between Seventh Path Transportation Standard Road and Kern River. Plan Bakersfield Beale Avenue Bicycle 0 Class 11 bikeway on Beale Avenue between Bikeway Transportation Grace Street and 21s' Street. Plan Bakersfield Q Street Bikeway Bicycle 0 Class 11 bikeway on Q Street between Grace Transportation-- . Highway Plan 51 Page 127 of 245 h ....................................................... i i Bakersfield o Haggin Oaks Blvd Bicycle 0 Class III bikewayon Haggin Oaks Blvd Bikeway Transportation between Camino Media and Limoges Way. Plan Bakersfield Kentucky Street Bicycle 0 Class 11 bikeway on Kentucky Street between Bikeway Transportation Alta Vista Drive and Mt. Vernon Avenue. Plan Bakersfield Flower Street Bicycle 0 Class I I I bikeway on Flower Street between Alta Bikeway Transportation Vista Drive and Owens Street. Plan Bakersfield S. King Street Bicycle 0 Class I I I bikeway on S. King Street between Bikeway Transportation California Avenue and Brundage Lane. Plan Bakersfield 4 1h Street Bikeway Bicycle 0 Class I I I bikeway on 4 1h Street between Union TransportationAvenue and City Limits. Plan Bakersfield Watts Drive Bikeway Bicycle 0 Class I I I bikeway on Watts Drive between Transportation Cottonwood Road and Madison Street. Plan Bakersfield Brundage Lane Bicycle 0 Class I I I bikeway on Brundage lane between Bikeway Transportation Union Avenue and Oswell Street. Plan Bakersfield Niles Street Bikeway Bicycle 0 Class 11 bikeway on Niles Street between Alta Transportation Vista- and Virginia Street. Plan Bakersfield Bernard Street Bicycle 0 Class 11 bikeway on Bernard Street between Bikeway Transportation Chester Avenue and Mt. Vernon Avenue. Plan Bakersfield Berkshire Road Bicycle 0 Class I I I bikeway on Berkshire Road between Bikeway Transportation Stine Road and Santana Sun Drive. Plan 52 Page 128 of 245 h ....................................................... i i Bakersfield o 21 s' Street Bikeway Bicycle 0 Class I I bikeway on 21 s' Street between Kings Transportation Street and Washington Street. Plan 178 Bakersfield Bicycle 0 Class I multi-use..th crossing oveHighway 178 between Height Street and Mirador Drive. HighwayHighway Overcrossing Feasibility Laurelglen Boulevard Bakersfield Bicycle 0 Class I I I bikeway on Laurelglen Boulevard BikewayPlan .• • between Pin Oak Park Boulevard and Gosford Plan Bakersfield 22 nd Street Bikeway Bicycle 0 Class III bikeway on 22 nd Street between Elm Transportation-- . F Street. Plan Christmas Tree Lane Bicycle bikeway on Lan Christmas Tree -Transportation between Mt Vernon Avenue and Panorama Plan Drive. Bakersfield Madison Street Bicycle 0 Class 11 bikeway on Madison Street between Bikeway Transportation Belle Terrace and White Lane. Plan Bakersfield Road Bikewa y Bicycle 0 Class 11 bikeway on Wible Road between Planz Transportation Road and Taft Highway. Plan Pedestrian Bakersfield 0 Installation of pedestrian crossing and/or raised Improvements LocalRoad pavement markers through the intersection at Safety Plan Ming Avenue and New Stine Road. Pedestrian Bakersfield 0 Installation of pedestrian crossing and/or raised Improvements LocalRoad pavement markers through the intersection at Safety Plan Hosking Avenue and Wible Road. Pedestrian Bakersfield 0 Installation of pedestrian crossing and/or raised Improvements LocalRoad pavement markers through the intersection at SafetyWible - and Colony Street. 53 Page 129 of 245 h ....................................................... i i Bakersfield o 0 Installation of pedestrian crossing and/or raised Improvements LocalRoad pavement markers through the intersection at Safety Plan Brundage Lane and Chester Avenue. Pedestrian Bakersfield 0 Installation of pedestrian crossing and/or raised Improvements LocalRoad pavement markers through the intersection at SafetyPedestrian Street. • Avenue and HPedestrian Bakersfield 0 Installation of pedestrian crossing and/or raised Improvements LocalRoad pavement markers through the intersection at H Safety Plan Street and Planz Road. Pedestrian Bakersfield 0 Installation of pedestrian crossing and/or raised Improvements LocalRoad pavement markers through the intersection at Safety Plan Wible Road and White Lane. Pedestrian Bakersfield 0 Installation of pedestrian crossing and/or raised Improvements LocalRoad pavement markers through the intersection at Safety Plan Ming Avenue and Gosford Road. Pedestrian Bakersfield 0 Installation of pedestrian crossing and/or raised Improvements LocalRoad pavement markers through the intersection at Safety Plan California Avenue and Chester Avenue. Pedestrian Bakersfield 0 Installation of pedestrian crossing and/or raised Improvements LocalRoad pavement markers through the intersection at Safety Plan Oak Street and California Avenue. Systemic Pedestrian Bakersfield 0 Installation of various systemic pedestrian and and Bicycle LocalRoad bicycle improvements at Ming Avenue from Improvements Safety Plan Chester Avenue to Gosford Road. Systemic Pedestrian Bakersfield 0 Installation of various systemic pedestrian and and Bicycle LocalRoad bicycle improvements at Brundage Lane from Improvements Safety Plan Oak Street to Union Avenue. Systemic Pedestrian Bakersfield 0 Installation of various systemic pedestrian and and Bicycle LocalRoad bicycle improvements at Panama Lane from Improvements Safety Plan Ashe Road to Union Avenue. 54 Page 130 of 245 h i i Pedestrian Bakersfield 0 Installation of various systemic pedestrian and oSystemic 55 Page 131 of 245 h o aaaa r i o Evaluation and installation of bicycle and pedestrian facilities Bicycle and at various locations around the city. Includes new and Pedestrian Facilities upgraded bike lanes and pedestrian crossing enhancements Improvements such as bump outs, higher visibility crosswalks, and additional signage and flashing beacons at some locations. Downtown Corridor Corridor and Streetscape enhancements will provide Enhancements — complete streets elements to encourage active Chester Ave and H transportation such as cycling and walking and will enhance Street the streetscape on Chester Ave and H Street. Bike Path Provides beautification, hardscape, and erosion control as Beautification along well as street lighting along the north side of Pacheco Road. Pacheco Road Street lighting will provide a safer travelling pathway for pedestrians and bicyclists. CalmingTraffic Evaluate and install a range of different traffic calming techniques such as crosswalk enhancements and bicycle facilitiesProjects •us roadways around the Disadvantaged Will providing funding to improve existing alleys and streets Neighborhoods in disadvantaged neighborhoods to help bring them up to Alleyway and Street city standards. Improvements may include asphalt, sidewalk, Funding curb & gutter, or other necessary improvements within the right-of-way. Crosswalk Repainting/Painting Project enhancements at various intersections around the City. Resurfacing Streets Repaves and resurfaces asphalt pavement; and repair or Division install concrete for medians, sidewalks, access ramps, curbs . gutters on City streets. 1 & 2 Streets Intended to identify streets in Wards 1 and 2 that need Miscellaneous repairs and maintenance to bring up to City standards. Installs lighting along the Mount Vernon Avenue frontage of Street Improvement Heritage Park. Aims to improve safety and security of bikers, near Heritage Park joggers, and pedestrians who utilize the crosswalk and park duringWard nighttime hours. Funds a feasibility design of complete streets improvements along Dr. Martin Luther King Jr. Blvd between E California MLK Complete Avenue and SR 58. Design will include but not be limited to, Streets traffic calming, enhanced pedestrian crossings, improved signage and lighting, more resilient pavement markings, and ADA modifications. 56 Page 132 of 245 h Im aaaa Q Street and Espee Street Pedestrian Will install various improvements including sidewalk, curb, Access gutter, or other necessary right of way improvement Improvements projects. The following projects will install sidewalk, curb and gutter, handicap ramps, and cross -gutters, where needed, to improve drainage and pedestrian access. • Jewett Avenue: from 34 1h Street to 28 1h Street and K Street• • Street Ohio drive South of SR 58: Southeast end of Ohio Community drive; Ohio Drive cross street Milham Drive and Development Block Tollhouse Drive Grant Projects 0 Benton Street: From Ming Avenue to Planz Road South• and -- to Hughes Lane • Oleander: From H Street to A Street and California Avenue to Roosevelt Street • Madison Area: From Madison Street to Cottonwood Road between Casa Loma Drive and Brook Street Project proposes to construct a multi -use path connecting Hageman Road Standard Road west of SR 99 to Buck Owens Blvd east of Multi -Use Path SR 99 with an elevated structure crossing over SR 99. The project will provide a connection between the northwest and the downtown area of Bakersfield. Project will provide a separate path to be shared by bike users and pedestrians along the Friant Kern Canal. The Multi -use Path Along infrastructure supports multiple recreation and transportation Friant Kern Canal opportunities, such as walking, bicycling, roller-skating, and mobility for persons in wheelchairs. The aim of the project is to reduce overall vehicular use in the area and reducing emissions andparticulate matter. This project will fund feasibility studies and preliminary Bike and Pedestrian designs to develop "shovel ready" bike and pedestrian Feasibility Study projects for future construction funding and grant opportunities. The Highway Safety Improvement Program (HSIP) will fund Highway Safety four projects that will make streets throughout the City safer Improvement for all modes of transportation. The projects will include Program (HSIP) traffic calming tools, pedestrian beacons, raised street medians, and reflective signage and signal backplates. 57 Page 133 of 245 58 Page 134 of 245 h rr r r rrrrrrrrrrr rrrr......... r r o r ri iiioir r of ii i i r r rr r rrrr/o i rr rrr. r r rr rr rr rr i rr the City have an Active There is no official role, but civil engineer is serving as de TransportationDoes .. • role. multi-modalCity has a •mmittee, which includes 3 council members. Does the City have an Active There is als• the Bike and Pedestrian Safety Coalition, Transportation Advisory consists which of -• from • or similar body? Police Department, •local Bakersfield,Committee • meets monthly. Complete Streets resolution has language about an interdepartmental2023 •• • the City have an Active No, but Bike Bakersfield does bike safety education at Transportation Safety schools. There are issues in the City regarding education Program?Does Education and enforcement rr„ r r i rr r rr rrr/�iio,,, r rr /, r aaaaaaaaaaaio i / i VEMEME/l/a /rrrrrrr„ Yes, the City has received $6 million in ARPA funding for Does the City have a Safe safe routes near schools and parks. The project will fund the Routes to School/Safe Routes identification of missing links, projects trying to fill in. It is an for Seniors program? on -going pro There is no Safe Routes for Seniors program. Does the city have localized The City has adopted warrants from the CA MUTCD has signal and stop sign warrants? adopted green bike lane standards. Does the city have a traffic programcrash monitoring periodic reviews or hot spot SWITRS data. Staff does high collision report quarterly, monitoring? Any proactive safety investigation? If so, reviews for potential patterns. provide the content of the database for intersection studies. program. 59 Page 135 of 245 h Does the City implement High visibility crosswalks are standard. The City has also special crosswalk treatments implemented in -crosswalk lights and HAWK signals at at high pedestrian locations? certain locations Bakersfield Police Department provides traffic enforcement What type of traffic and is starting to perform radar traffic enforcement to gather enforcement does the City data to analyze for high periods and other trends. If the City conduct? receives feedback about speeding vehicles, they will perform s eed rofile and send to PD for targeted enforcement. What are the safety ordinances? Bike helmet laws? There are no ordinances beyond standard California law. Unsafe pedestrian movements? Does the City have an access management policy to provide The City's design standards outline the number, spacing, safe accesses to businesses and size of medians and driveways. and facilities on major and secondary roadways? Does the City have an active The City has a Traffic Operations Center to upload and traffic signal timing and operation program? Bicycle download timing, and monitor traffic flow. Some intersections detection or leading pedestrian have Leading Pedestrian Interval timing. Some intersections interval? have bicycle detection. Has the City received funding The City has received ATP and HSIP funding for last 2 for the previous two cycles of cycles. The City has completed an LRSP with Kern COG. ATP and HSIP grant program? Does the City have a policy or Transit stop locations determined by design standards. best practice for the transit Golden Empire Transit owns bus stops and shelters. There stop locations? is ongoing coordination between the City and Golden Empire Transit. Does the City, in a part of the roadway resurfacing projects, Yes, this is part of Complete Streets resolution being attempt to repurpose the excessive roadway pavement, adopted in July 2023. Striping layouts are in the City's or add bicycle lanes where design standards. feasible? Has the City performed a Bicycle/Pedestrian Level of KernCOG performed a bicycle/pedestrian level of stress Stress Analysis? analysis. What types of wayfinding City Parks Department controls the bicycle/pedestrian signage does the City have? wayfinding signages, which is mainly near parks and trails. 60 Page 136 of 245 h r r rr rr r r rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr�rrrrrrrrr r aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa r. i rrrrrrrrrrrrrrrrrrrrrrrrrrr i rrrr rrrr r r� ail / r rr rrrrrr .. ,,, rrrrrr. r r Does the City have an The City Streets Department maintains sign database. The Inventory of Pedestrian/Bicycle database includes initial install date and recent Signs and Signals? maintenance. Retroreflectivity analysis has been • • -• TransportationDoes the City have Active KernCOG does pedestrian and bicycle counts on a regular r rrrrr r� r/r ilia r r� r rr rr r r r r„rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr,,,,,,,,,,, r r. r r, r rr rr /rr rr r r What ways can citizens give feedback about active The City has a website for neighborhood traffic calming and transportation•urce mobile .•• and Past studies in•- the 2013 Bicycle Transportation What previous engagement • and Pedestrian Safety Plan (public has the City done relating to outreach and community events); 2022 Local-•.• Safety active transportation? Plan (public outreach); 2022 Neighborhood Traffic Calming Plan (public workshop); 2021 Downtown Corridor Enhancement Master Plan (public e Schools typically reach out to City with concern to address How does the City engage with and issues are usually with pickup/dropoff, crosswalk schools on active concerns, and congestion. School districts hire crossing transportation issues? guards. City uses design standards for school signage and striping. How does City Public Works This engagement is done through the Bicycle and engage with law enforcement Pedestrian Safety Coalition, Bakersfield Police Department on active transportation is a part of. City sends a list of complaints from residents to issues? the City Police Department monthly. There is also as needed coordination Has the City lowered. limits using the flexibility from Assembly Bill waitingspeed City is for incorporationinto CA MUTCD in 2024. How does the City address bicycle lanes . . The • • ••- •-right and the through lane. 61 Page 137 of 245 h 62 Page 138 of 245 Klmley)))Horn Table Cl: Bicycle LTS for Roadways with Existing Bike Lanes and Parking Total Number of Thru Lanes MWOMM/0" ........................................ SO; 'i-I'll ................................... ........... 'U M Roadway Functional Class # of driveways (ie parcels)• Point per Criteria 63 Page 139 of 245 v I z QN ri J Q U x rl rl El z O Q ry O z Q ry w U Q W z I W r) D z Q n i 0) d N C S W N U_ O a E rn O a' C O v E E u a v S V 0) O C ate+ C N . f6 N o N -6 N f0 N = vi C N f0 -6 O c pi oo 4 OF E N U 'Q O 'X N O> N t0 C 01 N -0U i v OT m o -6 a+ Ol U S O O w a U U N m 4 m -p 0 N Q p Oo c 10 v t0 C U C w Ola Q O 4 -6 o Y O �_ > _o i o- rn m U 0 O a p O a+ O -O N N O L O _ a O � � -m O 0 i6 O_ N Y t0 N O 6 a C O U U t0 O m w � d Ol N a O 00 - Y N m �✓+ O t0 N U - O C f0-6 O1 O a tso N N C ate+ 6 N Q� U X°66 $ v aYQ� U O _2 d d m m O N 0 Q Q T a O U m y O O 9 U a -0 O O Y C C a+ O U a U O m N CNN a O O D a C U N� -Otot0 a z OO C O f0 C N U U t0 -a C t0 .>_ UN -O O> O m T C Ol .� a Q O O �n a j, � � U � U � > x C O U Ol .X C w a C f6 C U U X -6 = �✓+ E E O O N N 'U C a O- C O O f0 = N 4 o o " C v -6 a U o �- N l0 t0 T c yvl o C -o L Y O O O > > te Nta0 a U N -O 000 2 O=U 6a -6 Eo �X O -0i QNNC w-Nf6 Qf0 du ®-6 0 NN pN N -Ol a O > U U Ydt0 N N o -iO -6 mOOa Q d Q 0 —a d a m E — m ? �° u -t06Cfv0� L Ol O LL Uu -OF.•i OE C O O C AC _6 C OO Qa C v�l LL ID4t • aOl U N� C i C !� ®" U " C o tEiO O O � E d m ® a a-0 d to a N U to °m E U O O V O m -0 a a.__ a (0 U 's ue O z a O d p V a u Q m V LL - Y s m c v � v � m - L LL m T � a � W O Q � � -0 'Z, C 0 m U - a 0 rn U 6 ED O a ° E 0 O > �' O N E ,� N ( 2 to m N o w o 0 o a O 0 N c O ai a O a ai a 0) 0 oE �p a v .o v d a J LL LL c o T L a+ O O_ U U -O al W E U O U O O O • - O °i Q a' O a' a' ^ _ a' 0: C T ai m o rn i a a c N c c c c 0 c c W c o m . 0 0 6 Q 0 'O0 a 0 WET a' d d d o Q E E" L E E E E. E x Q V N x Oi Y E V O N O LL O. d x N N O. O. N O. V N Q O. � • m C N u M E v N 0 N v E E N N E N E N E S A L CL S S Q V V S V S V L S CL V F Q S S V V S V S S V V Q -6 O T U 6 C � O a N m '� N to d 0 v v O f U Q O O Ol C E O N = m U v N O t+ 4 O E E > 0 -° m a N U w E a w T o 4 U N E U -o 00 y U j O j y O N C C O f6 T rn C O -o a N N a j T N E f0 .Y a ° rn �' w a O a a o u U, o Y m ` " ` .� o m a rn E m 0 rn° U - E " - 'N v o m Q o o rn 0 0O al o m O E i m o 0 'U ;o a '^ , o rn E O m o °- m m °- °- Y v -o � ai o o, -O al >> O > N Q N 0 4 L Ol y m -O C E f6 j m C C f0 '0 rn O C O '� E U >. C O v 0 O 0 v+ C O O C E d C O '� N -6 U O m N O U m f -6 d O U 4" E �= d a U E a N U O +�.+ O OO a O Y d� E T Ol f -0-C OUC a N ,E m 0O aC -o m U p- o O w aO 0 E o N Ef' O� m f0 m U O m y" 00 E c 2, 00)u o f Y m a o -00 `m a o- a E c m E N o 3> o N w ,� °- o o -o o N w o -o °- u ~ E °- m T a u- v o N a • E o .Y o o 0 c ° rn v f N - • 0 U O U -O T > U 'O C �- -O vUi t0 a Ol N O O m ao°�o o a �Q� ® a a= 0� a m fT0 E c o mUE m c '•° _o0 'Y� u•� ENa ,. m ao mA o O c ® t m al ° -C 0.0 N E LrnrnC O t 00 � E o p U .o O C a 0 E OE> , N a E O V -o O O -6 V Ew U. -0 E U 0 a w m a 3 f i Z 0 o O o 0 m 0 N m `iJ x rl rl I U Q w ry O LA I m n i 2/13/2024 Public Website - Interactive Map Comments Appendix C - Public Outreach IVum a Vuuuuuuuluu um uioulmim�up�m uulou Hello, I just recently moved to this area of Panama Ln and Union Ave and noticed there are no bike paths available on this side of town. The bike paths that the City of Bakersfield offers are across town, and 2023-10-17 Bike unfortunatelynot everyone has the opportunityto go across town for this. It 35.292029 -119.000199 23:21:08 UTC would be great to have something available on this side of town for the current population in the area, and for the future population since there has been and continues to be new housing development here. Thank you! ................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................ North/west corner of 28th Street/Eye Street. The ramp that was designed for this corner is very dangerous. It has trip 2023-10-19 Walk hazards with the way the concrete goes from high to low. There is no 35.384709 -119.020048 17:35:46 UTC indication of the "rise" or the "step down" of where the concrete comes ................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................ together. 2023-10-20 Walk No side walk or few for the water 35.288738 -119.020914 15:22:32 UTC 2023-10-20 Bale Lanes for children so they are able to play safety specially since we Bike 35.306743 -119.026695 15:28:08 UTC don't have a park that we can walk to with out crossing a large street. ................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................ A crosswalk would be beneficial for the employees that park in the street or 2023-10-20 physician's parking lot behind the AIS Cancer Center. There are many Walk 35.383771 -119.017467 16:53:08 UTC vehicles that speed through the area and sometimes they don't stop for the employees. 2023-10-21 Other Active transportation summit attendance 35.377134 -119.00784 19:14:42 UTC ................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................ 2023-10-21 Other Dope 35.379052 -119.040749 19:16:03 UTC 2023-10-21 Bike I bike to In -Shape 35.392059 -118.94773 19:16:44 UTC 2023-10-21 Other Need to clean more 35.379052 -119.040749 19:27:18 UTC ................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................ 2023-10-21 Other They need to put more stop signs 35.34261 -119.058065 19:43:07 UTC 2023-10-21 ADA Lack of adequate curb ramps for disabled people. 35.368368 -119.014699 19:43:10 UTC 2023-10-21 Other More stops 35.356271 -118.940921 19:53:01 UTC ................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................ Bike lane ends before the intersection and dovetails with a car lane. Super 2023-10-21 Bike dangerous every time I bike there (but it's otherwise a good route which is 35.367664 -119.03878 20:03:21 UTC why I still continue to go this way) Starting here and going north all the way to where Q ends at Columbus, there is no longer a bike lane nor is there a share the lane marker. I've been 2023-10-21 Bike harassed multiple times (going both north and south) by drivers here and 35.381173 -119.010563 20:08:57 UTC fear for my safety. Need more visibility/bike lanes/share the lane markers for cyclists on this stretch, especially since Q has them south of this!! Bike lane ends before intersection. Whenever this happens, drivers get too 2023-10-21 Bike close to cyclists. This happens at most intersections and it sucks big time for 35.37512 -119.03856 20:12:56 UTC anyone trying to commute as a cyclist. 2023-10-21 Bike The trail walk needs to be updated and possibly a bike ride 35.268043 -118.914342 21:06:12 UTC Page 144 of 245 2/13/2024 Public Website - Interactive Map Comments Appendix C - Public Outreach ......................................................................................................................................................................................................................................................................................................... McKinley families have issued concerns over the safety of crossing streets on the corner of 4th and P street. Early in the morning McKinley only has 2023-10-21 Other one crossing guard when in reality they need 2-3. They have suggested 35.361464 -119.012003 21:07:29 UTC speed bums and maybe even a red light camera to enforce speed limit and enhance safety for students. 2023-10-21 Sidewalk regularly blocked, including on 21st and on the intersection with Walk 35.377249 -119.003007 21:13:14 UTC Union ................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................ the area including Polo Park, Patriot Elementary, Frontier HS, generally in a 2023-10-21 Other mile range. Could use more bike path and connection in this area. More 35.412487 -119.145112 21:36:30 UTC separate from vehicular traffic the better Speeding cars are particularly dangerous with a school here off Buena Vista. 2023-10-21 Walk Lowering the speed limit and installing a separated mixed use lane is so 35.329376 -119.127502 22:36:28 UTC ................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................ important for safety all along this major thoroughfare! Cycle track makes no sense. No safe way to enter if you're heading west bound and the finish under the brake overpass is dangerous as it's a blind 2023-10-22 Bike spot with motorists looking to the west for vehicle traffic and not to the 35.377136 -118.985753 15:17:30 UTC right for bicycle traffic exiting the cycle track and having to dangerously cross back to the other side of the lane. ................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................ All of H Street is a biking and walking hazard. There is little to no room and poles in the walkway make it impossible to use. Forcing cyclists to merge 2023-10-22 Bike into 60mph traffic to go around cars parked on the side if the road. There's 35.304977 -119.021303 15:54:00 UTC more room for the canal then there is for people on a main vein from south to north bakersfield. Its been many fatal accidents here -children and adults ... dont have enougth 2023-10-23 time to cross California ave... on Baker st..also green ligths need to be on Walk 35.368436 -118.995891 22:14:34 UTC longer so people crossing California ave in cars have enough time... but ................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................ pedestrian signs first of course... 2023-10-24 Continue bike line from Lamont to Panama In, for students to use their bike Bike 35.281781 -118.913612 09:39:47 UTC for school safely from both sides of the school as well as recreational use . ................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................ Olive drive would benefit from a bicycle lane, like Stockdale's, that provides 2023-11-18 Bike a painted buffer for the bike lane. This would stop cars from passing by a 35.416929 -119.120078 03:36:30 UTC ................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................ cyclist with less than 2 feet to give. 2023-11-18 I commute to work on this road and I think it would benefit from a bicycle Bike 35.313112 -119.082028 03:37:43 UTC lane. 2023-11-18 Bike Construct a bike trail on all canals in the city. 35.313865 -119.052401 03:39:33 UTC ................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................ 2023-11-18 Bike Class IV bike lane for calloway drive. 35.364801 -119.114585 14:10:38 UTC This are would benefit from increased bicycle lanes with a buffer (Type 4). 1 2023-12-14 Other believe if you make cycling safer people will cycle especially lanes with a 35.318067 -119.095573 19:35:52 UTC physical barriers. Page 145 of 245 3/18/2024 Public Website — Active Transportation Survey Appendix C — Public Outreach 13 va)) 2 0 CL Ln a) cc N Howknowledgeable do you,, Teel about the state of walking and biking in oakersfield and types of improvements that can be made? Answer Choices I do not know a lot I have some basic I have more than I am very involved knowledge basic knowledge Options What types of key destinations would you be interested in walking/biking to most? 3 2 C 0 cc I 0 Grocery Park Work Fitness School Shopping Public Other: Store location (K-12) Transit Biking from home to Kern River Bike Trail Options Page 146 of 245 3/18/2024 Public Website — Active Transportation Survey Appendix C — Public Outreach K ME .1 irk 161 K .1 M M 111�1.11'1111r@ M01101 IIISO Distracted drivers High-speed roads Gaps in the network Discomfort or inability to bike/walik Options Lack of righting/shading What is yourTavorite form of alternati�v transportation? i Transit Bike Bike Walking (city bu,$) (e-bike) (traditional) EM Scooter Skateboard Other (please specify) Page 147 of 245 3/18/2024 Public Website — Active Transportation Survey Appendix C — Public Outreach P If protected bike lanes were provided, would you be more or less interested t bike to key destinations? I 0 Not Interested at all L9 K 1 Neither interested nor disinterested Options Very interested When you ride your, bike, what part of the street do you ride? 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Dc a) wc U m �c + - — O O E n N — O N W, m U m c E m 0 O c u Q )L U 4 a n m _ m o '6 m V in o�c- U U c m 6 O a) 'L c c m N o m U — U — y a) E c m m '`o m c OJ ) OU c E O c m m O E N .L 0 O UU 3 c O m � in � S? �m a) c — 00 Q c E o m E 0 0 o U E a H z W f W O a a f a } (\ e °N \<%=_@ :: / / u ±�\\ \ \ >u /G\\2 ® 3 e 2 = 2 5 %e/f M� { \ / G gesgu =aGm \\\/\ 3 / 7 r / U m <\r p. -«/ .E .E -0 2 3 \ f { u e / 0 : 2 @ ) 0 0 55u= \\. ±2 / i > 42 }{\mE\ m m - -0 e / /(3ƒz\� 0 0o=e,— r=eeer \m \\ ®0Ga=3 > a) u 5 / / Z 0 /\\e\ 0 —0 \u)/ ` &§ \///:o Em > wa)0U m %EG2: \ 0 c- / \ ° : © J / ) :3 \ )m/\\\ m om ra) «/G- ±z\,m \ \ j\\j} \0uu ${3\// y } 2 \ \ E �a(g/S § % E e : : E e.2 \ 0 U 3Ec:§= ° ° ®= m &\$:-� \E>m E /uEa LU § 0 k § / 2 U J a) +� y Q � O a � F 1) c Q N I m _mmcc m O p o U = m - o > U 'm m m i m >Y m om -u o U 6 ° ° M m � �co o_ _ c _ O a) O i o .� o m Q c m m , c.0 M c O Q o U m E > = 3 m c U U E o c c _ N a U U = 3 m W o O m Q c .c N m E O i a o o m m Q p c io O c c 00 ro H O p O Ol n 0 (n 'J — a E m 3 7 a O ~ m u U O m c a c u .uO c y c O O � � c N O OF O o 0 3 m U U X > a) m a) a 0 U c m E O a O E Q a n O 0 a U m n O E U O O N W, m U m c E r6 U O c a) Q U 4 N L _ a) o '6 m V m in o�c- U U c m a m o a) 'L c c O N oU m u — — y a) E c a '� a m c OJ OU E O m m O E N .L 0 O UU 3 c O m 0) � in � S? �m a) c— � Q m E >O m 0 0 o U E a H z W f W O a a f �i. 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N , m Y m -0 p N E m (Z O m a m m 0- 3 m m m a N S O m U -0 U mm N m U a m a) a U N O O -0 -I-- 0) O U7 c O-S-0> >, m C C 6l U U o U '-m -0 U c Q V m (n N OU V N m N _ U s � a)H O N N In N CO C m O Y n 0 m ZT o � � u E m 0 —_ 0 3 m m4� O a -- - o 3 � p O �, � > O _ 0)o 3 Q O N m -0 U m m v C p '—J N H S? C U m IL 61 N J_ 'o W r-� LL O M co O a = J y V V V F i m � C E E w - a) M w o u ,m m — v `° 3 Q LL n 'm ) a� LU a: a O O T 'o +� O .O (o O O N UEa,-� m M .� m 3 o w � O 4 O 4 c .,-- N O �i C N Q >, m L m N m 3 S y Q U m � — N a 6 m O U U — m c � - U > c � NX m H O = O E m N n -0 3 O 3 o m _ U 0 0 Q+L C O N N N m U m m >m O — O O m N U m . N U m Y m o m E m O N m 4 00 o 3 1m m m m s�N�� � O m � U mu 0 N U U N N Q N U N O O C O Q O O 4n o Oa: � > >, m 4� 6l m N C m U C m — N U � o U .� -0 0 c m U ~ n m a n m C ' N OU , V N m N U � N H O N N In N CO C ma O Y n 0 I� H '- 4,� m ZT 0 0 3 m w cn O � 3 c U O O > o _ I) o 3 Q m 6 m m U m m m c .c c E a) O '—J H S? C U m � ,rrrrrrr, it i r/ „ , 11 I. r L IAd I,. �- W 61 N J_ 'o W r-� LL O M co O a = 0. y V V V F d C M m o _2 E >, _ >, a' C 4 c: w rn o E E Z C: a a O 4 w 'C W m Q C2 V -O v Z O a� � � E a� I'- E " L� ' 3 W w 2: > LL O 0 I'll I'll I'll I'll I'll t\§! u ZwW ==z } � / / ± /\/\G _`®>} : @ \0 0 ±/:\E y / a \ $ \7\e+ e p = 3=- 7° 2 ©r = > - - \333\ u ; =�©©e �\(3\ (@\/2 =:2=a �\/\p : o =:<-z __:/$ ro g>M 2 * 2 [ / =2a�t }�_\@ m m 0 ., y g % ) \ /, @ \_«�{ u 2 ®: 6 \:\�»_ :§eg. ;© / 0 E c m = m \�mwc\/ \\/m ¥2-0/ m p t{ /j{%f/ 0-e2 3y}ug/ / j j (\ / {;/\ \ % Ll e a ;ee,« =p J !E/ » / m :u. \ \ \ (} \ t § > 8 & c /0�\>Uo � M a) 0Um \ @ ® !0 M - z , : « e ;c e u a) t y a)cn m - o. - o {su2,e >&%/_ %0 u3 > ° 0 cn }o =\aW \\/ / \/ _ § b 4 « a e � G@/ }�D0± e&:u:� § \ 2 W x rl rl I i ,a SignTypes........................................................................................................................1 TrailDesignator............................................................................................................................2 MileMarker.....................................................................................................................................3 TrailEnds.........................................................................................................................................4 Off -Trail ............................................................................................................................................. 5 Turn.................................................................................................................................................... 6 Decision............................................................................................................................................ 7 Confirmation.................................................................................................................................. 8 SystemMap....................................................................................................................................9 Destinations....................................................................................................................10 SignPlacement...............................................................................................................11 Table 1: Wayfinding Sign Placement Guidelines......................................................1 Table 2: Destination Classifications..........................................................................10 Figure1: Trail Designator..............................................................................................2 Figure2: Mile Marker......................................................................................................3 Figure3: Trail Ends........................................................................................................ 4 Figure4: Off-Trail............................................................................................................5 Figure5: Turn.................................................................................................................. 6 Figure6: Decision...........................................................................................................7 Figure7: Confirmation...................................................................................................8 Figure8: System Map.................................................................................................... 9 Figure 9: Example Wayfinding Layout at Intersection.........................................11 cuts of 113aIl �o Blue d l Actfive rvan sw,ovtatfion Plan Page 201 of 245 BAKERSFIELD Wayfinding systems provide tools for active transportation users to navigate communities safely and efficiently. Wayfinding sign networks provide directions to common destinations in order to help travelers stay on routes specifically designated for active transportation. Sign Types The wayfinding sign types and their proposed placement are summarized in Table 1 below. Table 1: Wayfinding Sign Placement Guidelines Trail Designator Signalized intersections, under the existing street sign. Mile Marker Every quarter mile from the beginning to the end of the trail. Trail Ends The end of the trail. Off -Trail Strategic locations on adjacent roadways, no more than 0.50 miles away from the trail. Turn Use where the trail changes directions. Decision Use at junctions with other trails or where the route to a major destination diverges from the trail. Use where new users will likely join the trail, including intersections, Confirmation junctions, turns, or major destination divergence points requiring a "Decision" or "Turn" sign. System Map Strategic locations along trail, such as trail junctions and major destinations. Clity of I13alll lie11 d I Ac.tfive Tvansw: ovtatilon Plan Page 202 of 245 • BAKERSFIELD IIIi IIL IIII ii g III°° it Description: Trail designators can placed at signalized intersections, under the existing street sign. For trails branded under the new proposed network, the trail name and logo may replace the standard text. The public has the opportunity to rebrand the trails as they choose. The branding shown in this chapter is a placeholder template until the City can determine their preferred path. Placement: Signalized intersections, under the existing street sign. k, Figure 1: Trail Designator Clity of I13alll lie11 d I Ac.tfive Tvansw: ovtatilon Plan Page 203 of 245 • BAKERSFIELD IIIMHe II lr IIII lr Description: Mile markers can placed approximately one -quarter mile apart on each trail to inform users of their location within the system. These signs can also aid emergency personnel in locating someone along the trail. Placement: Every quarter mile from the beginning to the end of the trail. k, Figure 2: Mile Marker Clity of I13alll lie11 d I Ac.tfive Tvansw: ovtatilon Plan Page 204 of 245 • BAKERSFIELD � �II� lil IIL IIII III°� Description: Trail ends signs can be placed at each end of the trail to notify users they will no longer be traveling on a designated trail and may experience le ss comfort. Placement: The end of the trail. k, Figure 3: Trail Ends ILI F.1 I A L �L X r; V ffo=^ 0 11,111 Fill ... ............ • • ! QR CODE Clity of I13alll lie11 d I Ac.tfive Tvansw: ovtatilon Plan Page 205 of 245 • BAKERSFIELD °°"'IIII'°°"IIII liii IIII Description: The off -trail sign can be placed on adjacent high stress roadways to alert active transportation users of a nearby trail that may offer increased comfort. Placement: Strategic locations on adjacent roadways, no more than 0.50 miles away from the trail. k, Figure 4: Off -Trail ILI F.1 I A L �L QR CODE Clity of I13alll lie11 d I Ac.tfive Tvansw: ovtatilon Plan Page 206 of 245 • BAKERSFIELD 11,11 Description: The turn sign can be placed where the trail changes directions. Placement: Use where the trail changes directions. k, Figure 5: Turn ILI F.1 I A L �L QR CODE Clity of I13alll lie11 d I Ac.tfive Tvansw: ovtatilon Plan Page 207 of 245 111111111 BAKERSFIELD Description: The decision sign can be placed at junctions with other trails or where the route to a major destination diverges from the trail. Include a maximum of 3-5 destinations or trails per sign. Placement: Use at junctions with other trails or where the route to a major destination diverges from the trail. I Figure 6: Decision 40 Destination 1.0 Destination 2.0 Destination 2.5 QR CODE Clity of 113aIll lie 11 d l Active Tvansw: ovtatilon Plan Page 208 of 245 BAKERSFIELD 0 �11 r a iat�ani Description: The confirmation sign can be placed along trails to orient users and alert them of upcoming destinations. Include a maximum of 3-4 destinations per sign. List the closest upcoming destination at the top, and the farthest at the bottom. Placement: Use where new users will likely join the trail, including intersections, junctions, turns, or major destination divergence points requiring a "Decision" or "Turn" sign. I Figure 7: Confirmation Destination 1.0 Destination 1.0 Destination 1.0 QR CODE Clity of 113aIll lie 11 d l Active Tvansw: ovtatlon Plan Page 209 of 245 BAKERSFIELD System II III Description: The system map can include a map of the whole system, as well as a portion in greater detail showing the location and nearby destinations. Each system map can include all Class A destinations. Class B and Class C destinations may be included on the map showing the current location. It may also show bus stops. Please see Table 2 on the following page for more information on destinations. Placement: Strategic locations along trail, such as trail junctions and major destinations. k, Figure 8: System Map Clity of I13alll lie11 d I Ac.tfive Tvansw: ovtatilon Plan Page 210 of 245 • BAKERSFIELD Decision and confirmation signs provide destinations to help orient users and alert them of upcoming destinations. However, presenting too many details at once can cause signs to be less effective due to smaller font size and information overload. Therefore, each sign should have three to five destinations. If more than three destinations can be signed at a given location, one from each class should be chosen. The classification of destinations can be seen in Table 2 below. The first classification is known as Class A. These are control destinations such as rail stations and colleges that are known to most local users and help them understand their direction of travel. At least one Class A destination should be included on every sign so users can confirm they are using the correct path. Class B destinations may not be known by all residents but are common active transportation destinations the system can help route users to. This includes high schools, museums, and other regional landmarks. Class C destinations are more local in nature and are likely to draw shorter distance trips. Table 2: Destination Classifications Purpose Orient users to their path of travel. Distance Up to 5 miles. If none from Sign exist within 5 miles, use the closest. College Rail Station >> Transit Center Destinations >> Major Street Direct users to local destinations Up to 3 miles High School Museum Neighborhood Regional Landmark Regional Park Alert users of nearby attractions. Up to 1 mile. Community Center Elementary & Middle School Local Park Public Facility Cross -Street Clity of I13alll lie11 d I Ac.tfive Tvansw: ovtatilon Plan Page 211 of 245 • BAKERSFIELD Sign placement may be based on the guidelines in Table 1. The result can be seen in Figure 9 below. All sign locations are approximate and subject to change based on engineering judgment, existing pole locations, and project specific characteristics. k Figure 9: Example Wayfinding Layout at Intersection LEGEND Trail Designators Mile Markers Decision Confirmation � Trail on 21st Street r a Clity of If;3aalkersflie ll d I Ac.tflve Tvansw: ovtatilon Plan Page 212 of 245 11109 BAKERSFIELD LL W V 0 1 O n I i ,a 4 low an m ism; a I a illMilo all Z 0 O a X N C ~ ry Q 0 Q ry Q d i To create a the prioritization ranking for each of the trails. A prioritization raster was developed for all areas of the city. A raster is a type of map that devides maps into a series of tiles, which each tile being assigned a value depending on its characteristics. In this raster The City of Bakersfield has been divided into active transportation priority zones from Tier 1 to Tier 5 based on existing pedestrian and bicycle traffic, population and job density, proximity to parks and schools, pedestrian and bicycle injuries, and state and federal equity designations. Each zone could receive up to 80 points for if it ranked highest in each category. The highest score in the City was 43 points. The tier breakdown is based on the following score thresholds using Esri's Natural Breaks method, modified to round numbers. • Tier 1: 35+ • Tier 2: 25 — 34.5 • Tier 3: 20 — 24.5 • Tier 4: 10 — 19.5 • Tier 5: < 10 Pedestrian and bicycle traffic came from the Replica data aggregation service using mobile device records. Points were given based on the amount of traffic in each zone, again based on the Natural Breaks method. For pedestrians: Break "values44 I 0 points 1.20 1 point 2.23 2 points 3`56 3 points 525 4 points 739 5 points 1,.019 6 points 1,,389 7 points 1,.917 8 points 2,,,790 9 points 6,.110 10 points For bicycles: Page 231 of 245 Break Values 7 0poims 23 1 point 46 Zpoints 77 3 points 116 4points 164 5 points 226 6points 288 7points 460 8points 768 9points � 1,197 10points Population density was calculated in people per acre using the US Census block level data from the 2020 decennial count. Break Values �1.765360395 0poims 5.737421283 1 point �.���� Z points �.��O3� 3 points 1D.O949�05 4point� 5 points 22.949�5� 6point� �.�Z�681 7points 41.48596927 8points 54.72617223, 9 points �.�g�GG7 10points 112.5417252 Job density was calculated at the block level using LEHD LODES data from 2021 (mostrecent available) expressed as jobs per acre. Break Values 0po|nts 1.177777 1 point 3.9�1� points Z 8.229201 3 points �.��� 4points ZZ.��72� 5 points 33.9��7 6point� �.��� 7points 77.534806 8points 119.3763,50 9 points | 192.008296 | 10points / 3,36.043,523, Parks and schools were scored using proximity from the outer edges of their parcels. 5 points for areas within %mi|eofapark I5points for areas >%mi|e,but within Y2mi|eofapark Schools were scored the same way, so lO points would begiven toareas within % mi|eofboth a school and park Page 232 of 245 Injury crashes impacting pedestrians and cyclists were mapped and weighted using current Caltrans economic parameters. Fatal crashes were weighted as $12,600,000, other injuries at $181,700. A 250 foot buffer was calculated for each crash, and each territory summed the combined value of crashes in its influence area. The highest zone was given a score of 10 and others were proportionally factored from there using the following break points. Page 233 of 245 Pedestrian Crashes: Break "values 181700,000... 0 points 2180400,00... 1 point 12963400,0... 2 points 13871900.0... 3 points �15507200,0... 4 points 25563400.0... 5 points 26471900,0... 6 points 27925500.0... 7 points 39071900,0... 8 points 40707200.0... 9 points 5,3852300.0... 10 points Bicycle Crashes: Break Values .................................................................. 0 0 points 181,.'700 1 point 363,400 2 points 908,500 3 points 1,,.2:71,.900 4 points 1,,.817,.000 5 points 12,.600,.000 6 points 12,.781,,.700 7 points 13,. 45,. 00 8 points 9 points 13,.871,.900 10 points 25,.563,.400 Equity was evaluated using both CalEnviroscreen and Justice 40 equity designations. They were scored as follows: For CalEnviroscreen, scores were given by percentile of the tract: 0 points: < 40 1 point: 40 - <50 2 points: 50 - <60 3 points: 60 - <70 4 points: 70 - < 80 5 points: 80+ For Justice 40, points were given by number of EJ categories each Tract meets. 1 point for each criteria, 5 or 6 were both given the maximum 5 points. Page 234 of 245 Prioritization methodology: Each of the 19 trails proposed as part of the ATP was ranked for implementation in a prioritization scheme. Each of these trails was analyzed for attributes such as trip generation, biking and walking propensity, proximity to disadvantaged communities and activity centers, and the history of bicyclist and pedestrian -involved crashes in recent years. This allowed each of the trails to be scored relative to the goals and objectives of the ATP. Each of the trails was broken up into 1-4 segments based on any major barriers that may need to be constructed to complete the trail, such as a bridge. A map was developed that indicated which areas of the city feature the highest potential for bike and pedestrian mobility based on an aggregate score of various factors. For more information on this scoring methodology, see Appendix F. The proposed trail segments were overlaid with the prioritization raster, and each segment was assigned the highest score located along its extents. The cost for each segment was assigned based on the proportion of the segment's length to the total length of the trail. Major barriers, such as new bridges, were removed from cost consideration at this stage, both because they often formed the border between each segment ridership for each trail was previously estimated using the NCHRP 552 analysis method and was also allocated to each trail segment based on length. The cost for each trail segment was then divided by the estimated number of daily users to produce an average cost per user. The cost per user and maximum priority score were then used to calculate the final priority score using this formula: ((I/Cost per user) * maximum priority score) * 10,000 The resulting final priority scores ranged from 5 to 121, with higher scores indicating trail segments with higher priority for implementation. The 40 trail segments were broken into eight implementation groups with five projects each. This provides a straightforward and high-level guide for implementation of the trail system. Page 235 of 245 N O N L O i N N N ■ a .a L UW' _ W If • W 9 CL L O N LO ti N o M W � ^ ' W .,., co d E V! uuumuuuu ullluuuumlmuuuuuuum � }+ �� ° VJ }, cn U N N ° C O °O � 4-0C }, N � E N E O Q O LiIiiiiiiiiiiiiiiiiiii c U O U cu • 'Z jjjr $ M AHV, 'M J 0 AAI,,,,9 Ilq ................ I ............. 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O < ROSEDALE HWY .-.-N.•�.%S t `� T tfdl F lEB sp o ; o o BRIMHALL RD �Ow 4-f ` O w LL �F ORHIA AVE N 1 STOCKDALE HWY r'-'-�,_ -_ I�- _ E BRUNDAGE LN ` ' J -j MING AVE � "F __i I A MULLER RD > z WHITE LN 2 � K w HERMOSA RD O x z PANAMA-LN yam, - E PANAM LN- w f EI 11 ¢ 1 o O w - W } —� a o r -DIKING AVE y w a �� LL _ City of Bakersfield Percent of Population o o PA"AMA-RD a Boundary 65 and Older o Beyond City Limits 0%- 10% w > z y DI-GIORGIO RD - >lO% - 20% N — Highway ,J HOUGHTON RD oO m — Railroad >20%-30% � _.._. w >30% - 40% SHAFTER RD _ >40% - 50% W w >50% W BEAR MOUNTAIN BLVD O O � PIER[ RD m O o o z.s s N Miles MILLUX RD MILLUX RD BAKERSFIELD Kimley Morn IMPERIAL ST SEVENTH S7ANDARO-RD—,.,4P"""""'^®"' -" -, ,,MERLE H,gGGARD OR _µ KRATZMEYER RD 9TF ¢—_p < O .✓'-- SULLIVAN RD �_ �' r Vff w ' 9y PALADINO DR w .. { w�L HAGEMAN ; G 30 COLUMBUS ST.. .e„r... SID DING RD O Z G ROSEOIAL� HWY 01 cm BRIMHALL RO»w '11--I'r L�_ A .4•�•,F"•,j p Q lll�l� l R�1 w y 3TOCKDALEHWY E BRU NDAGE LN t MING AVE �I MULLERRD J = WHITE LN Z -�yr'✓j_�j HERMOSA RD IN 2 PANAMA-LN .0 � - ' � �p E PANAMA3LN f o � `y_ � 4( u Z HOSKINJAVE L�9.__..._ LL m o O oZ Pqx MA-RD Z > _ w �OI-GIORGIO RD 2 y y c m HOUGHTON RD p 3 ° K Jw SHAFTER RD ......_ �' m w BEAR MOUNTAIN BLVD Is O O K PIERI RD m a-.__ a MILLUX RD `....._� City of Bakersfield Percentage of Boundary Households with no Beyond City Limits Vehicles Available — Highway -..' 0.1%-10% — Railroad 10.1% - 20% 20.1%- 30% 30.1% - 40% O 2.5 5 M ilas MILLUX RD BAKERSFIELD KimleyOftn 17 t.w City of Bakersfield I Active Transportation Plan Mode Car, truck, or van Drove alone Carpooled In 2-person carpool In 3-person carpool In 4-or-more person carpool Workers per car, truck, or van Public transportation (excluding taxicab) % I # Walked ' Bicycle ' Taxicab, motorcycle, or other means Worked from home Total 100% 169,417 City of Bakersfield Active Transportation Plan ..' C) Cu /// U) ■ EEEEEEI IMPERIAL ST', ¢ •. ES Q DUNTAlry RO ¢ SEVENTH STANDARD-RD -� MERLE HAGGARD LIR 1" w � o - w-- ¢ OSN RD-- p—w D w CHINA GRADE LGGP a, F K a KRATZ Ex�ER•RD OLIVE f ° w SULLIVAN RD a •. u y PALADING 03 b MAGEMA R�- w a _I a �ElRIOGF RO ¢ W a � �0 � 6RE ¢ r z J1 SIDDING RD ¢O ¢ �� ¢ .1 2�.,..i 1 m r ROB D LEHWY K p CC 2 iy H p0O M = O OJ • > > i O0�4 O ¢ II� - IIIJ � J 4 NII:ES STBRIMHALL RD ¢ •Q o LLL iii ��u A w GpN1A AV w" 'E•4AI:IFGR IAAVE ¢ y a a w LL N N BTOOKOgpE- eRUNDACIE„L, E BRUNDAGE IN o u U w ¢ .^MIND-AVE {{ mP ¢ MULLERRp FD SGN H{yy`. 9L. - W4ih LN 1 ,Y yl _ HERMOSA RD ¢ _ y ° ¢ O PAIIAMA-LN I---�—r—��-�-1� �� � 1- - p E PANAMA LN a Q-4C'G�7CHEN•RB i HGS ING AVE o y o Total Justice40 Categories 0 City of Bakersfield a-° a exceeded Boundary PAN'AMA•RD p ° Beyond City Limits o o wIORGIOIftD 0 2 Highway w IF M 1z § o P: 3 Railroad o w UNIGry RD HDUGHTON RD- - ° 4 ¢ sHAFTER RD 6 w REAR MOUNTAIN BLVD o oIM 7 U ¢ PIERIRO A 0 0 75 5 Miles n _...... i.. MILLU%RD. -.. ..... 'y, .. .._..._ MIIIU%RD 4.3 BAKERSFIELD Kimley Morn IMPERIAL ST p 9 bFsa pUUNTAIN RU < SEVENTH STgNDARDYtDaq,"y��{ Ip--- MERLENAGGARO DR - a' 'a D VVV < 1 a w 45N RWo SNOWRDQ w CHINA GRADE L� > ¢ l9 a H GRADE LOOP f KflAT2MEVER-RO OLIVE SULLIVAN RD �.:. �9y a U a 3 � PAIADING OR • IL gS.T �� O � ` HALE MANIRU � D a p s Lu� SIODING RD p Q ROGEDALEk HWY z NI..f55T's .e s BRIMHALL RD`�'PNAAVE FT:A"�iFOR+i�A Avt LL VRID(If RU gTOCKDgLE NWY RU OAG�LI �~ EBRUNDAGE LN -..r' ,�j M NG AVE j? p MULLER RD p a WHITE LN � s HERMOSA RD p PANAMA-L-N- < D p E PANAMA LN 3 ® ¢ MCCUTCHENRat Q HUSKING AVE rt-G UHI Effect in Degrees F City of Bakersfield Boundary f-� ff---- PAngMA RD 5.6 - 6.1 6.1 - 6.7 Beyond City Limits o i o m tI-GIORGIOIRD 6.7 - 7.15 —Highway p o - G "' .. ® 7.15 - 7.75 Railroad 1 ISLAND 7.75 - 6.5 SHAFTER RO ... ,.. 8.55 - g.55 Z I , 223 i 99 0 2.5 5 Miles 1 MILLUx RD BAKERSFIELD Kimley »Horn ■ LO U U) CT W W IMPERIAL ST W SEVENTH STANDARD-AO ~ a i NRAT2M KEWRI p SULLIVAN RD SIDDING RD � O � BRIMHALL RD o � o UNION RDXMOUNTAIN HOUGHTON RD B u p�, VIER] RD ~°+, s N MILLUX RD ,IES'4 Q OUNTA/N RO z O MER�FIAOGAQO OR i � Z4 r 4 Q O w CHINA GRADE LOOP E N 3 r FALAO B+ F iRIDCE RD Dm Nll f55T `�klilq-VE EGAI. IFORF11A 4VE u LL U-� '`I LL G I: BRUNDAGE LN T MULLER RD. O E kt1 �I < y E y i HERMOSA RD p z O J N p 0 ' T ��E P"ANANA OO HOSNING AVE �IZ S I Tree Equity PANANIA-qD Lower Tree Equity Score IIj Higher Tree Equity Score J x-0IOROIO RO City of Bakersfield Boundary Beyond City Limits Highway SHAFTERRO Railroad 0 2.5 5 Mlles 1 MILLU% RD BAKERSFIELD Kimley»Horn Monitoring Implementation • Performance Metrics • Miles of new facilities • Number/Percent of recommended projects implemented • Number and severity of bike/ped-involved crashes • Mode share of bike/ped trips • Population/jobs within half -mile of bike/ped corridor • Percent of dollars spent in disadvantaged neighborhoods • Greenhouse gas emissions from transportation • Record of ongoing coordination between City and County • Frequency of supportive programming events • Percentage of completed maintenance/rehabilitation requests t7 BAKERSFIELD Kimley Morn City of Bakersfield I Active Transportation Plan Monitoring Implementation Connectivity & Accessibility Healthy, Clean Equitable & Green Investment & Outcomes Supportive Maintenance & Policy & Preservation Programming X X X (03 BAKERSFIELD Kimley » Horn