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HomeMy WebLinkAbout10/01/99 B A K E R S F I E L D CITY MANAGER'S OFFICE MEMORANDUM October 1, 1999 TO: HONORABLE MAYOR AND CITY COUNCIL FROM: ALAN TANDY, CITY MANAGER ~ ~-/~/f~. SUBJECT: GENERAL INFORMATION 1. The Budget and Finance Committee could not get together before the next Council. meeting, so the Vision 20~20 request will be carried over to October 20th. 2. A memo clarifying our fund balance in Council Contingency is enclosed. Last week's response made an assumption about one issue that need clarification. 3. The trial date for the U.S. Fire case has been postponed. The new date is uncertain at this time. 4. The County Airport Director provided us with the enclosed copy of an editorial that KERO Channel 23 plans to air on their 6:00 and 11:00 broadcasts today. 5. The Employee Incentive Committee has a "High Five" award program which recognizes employees for exceptional work and/or customer service. Employees can be nominated by their peers, supervisors, or members of the public. We thought you would like to know about the program and who the nominees and winners are, so we will be sending you the monthly list, beginning with the enclosed report for August. 6. The September 1999 issue of Government Product News featured an article on the City's website and our use of translation software which enables users to instantly view information in Spanish. A copy of the article is enclosed. 7. Recreation and Parks has provided a copy of the most recent conceptual design for the new Beach Park Skate Park. 8. A memo from EDCD on the September 23rd Southeast Bakersfield PAC meeting is enclosed. 9. A status report from EDCD is enclosed regarding the results of the Pacheco #10 Area Survey that was done to determine if the area qualifies as a CDBG Iow-income area. 10. We received the attached notification from HUD that the Gwendolyn Street area has been approved and is eligible for CDBG funding. Honorable Mayor and City Council October 1, 1999 Page 2 11. An update on the development of the new Consolidated Plan, which is necessary in order to continue receiving HUD funds, is enclosed from EDCD. 12. Per Council's request, staff initiated a 3-month test program with a professional employment agency for hiring of temporary employees. The pilot project has gone well, and we will be bringing this item back to the Budget and Finance Committee with the recommendation that we continue using a professional temporary agency. 13. Responses to Council requests are enclosed, as follows: · Additional information provided regarding "A Green Archipelago" concept proposal; · Contact CalTrans regarding condition of ramps onto Highway 178; · Contact CalTrans regarding chucks of paving missing on Hwy 178, Union Ave., and Oswell Street on-ramp. · Provide response time comparison between Fire Stations 5 and 6 and other stations; · Contact California Redevelopment Association regarding possibility of holding a workshop in Bakersfield; · Renaming of CDDA and placement on CDDA agenda; · Evaluation of traffic and placement of four-way stop at Monitor and Panama Lane; · Obtain DBA Resolution regarding High Speed Rail; · Contact citizen regarding code enforcement issue at 4205 Garnsey Lane; · Contact citizen regarding conditional use permit for proposed auto dismantling facility; · Transmit to Cal-Trans a letter with documents received at the joint City/County meeting pertaining to regional highway/freeway projects; · Contact citizen regarding status of Filson Street cul-de-sac (dual referral to Public Works and City Attorney; City Attorney's response will be transmitted separately); · Provide information regarding regulations for antenna structures; · Provide report evaluating the cost of curbside recycling; · Status of repair of Coffee Road northbound, south of grade separation bridge; · Contact citizen regarding concerns of traffic and placement of four-way stop at Ming and Scarlet Oak and provide information on repaving of Old River Road; · Contact citizen regarding excavation and repaving process of Gosford, Coffee, Brimhall, and Truxtun; · Referral to Water Board regarding floridation and chlorination of water; · Report on status of downtown parking authority; · Copy of publication entitled "Street Design Guidelines for Healthy Neighborhoods" enclosed, (per previous request; · Update from City Clerk regarding accessibility of CDDA agendas and other information from the City's web page. AT:rs cc: Department Heads Pamela McCarthy, City Clerk Trudy Slater, Administrative Analyst BAKERSFIELD CITY MANAGER'S OFFICE MEMORANDUM September 30, 1999 TO: Alan Tandy, City Manager FROM: John W. Stinso~,k~ssistant City SUBJECT: Council Contingency Report Update I recently sent you a report regarding the status of Council Contingency. I would like to clarify that the balance shown in that report reflected the intended repayment of the transfer from contingency of $157,355 for salary adjustments made in July from anticipated state revenues. You will recall that when funds were transferred for the salary adjustment in July it was recommended that the contingency funds used be replenished from unanticipated state revenues when they became available. As we have received funds from the state sufficient to replace these funds, I will prepare an agenda item for council approval that will replace these funds and to increase the available balance for Council Contingency by $199,377 to $400,000. S:XJOHN~udget\Council Contingecy Update.wpd CITY OF BAKERSFIELD CITY COUNCIL CONTINGENCY F.Y. 1999-00 ACCOUNT BALANCE Date Item No. F.Y. 1999-00 ADOPTED BUDGET $387,978.00 07/21/99 Transfer Council Contingency to the dept operating budgets within Gen Fund 8H ($157,355.00) For salary adjustments 09/22/99 Transfer Council Contingency to EDCD operating budget within General Fund 8N ($30,000.00) Finance assistance to provide recreational skating at Centennial Garden Remaining Balance $200,623.00 ADMINISTRATIVE REPORT I MEETING DATE: July 21, 1999 AGENDA SECTION: Consent Calendar ITEM: 8.h. TO: HOnorable Mayor and City Council APPROVED FROM: Carroll Hayden, Human Resources Manager DEPARTMENT HEAD '/'~.~ CITY MANAGER ~ SUBJECT: Salaries and Related Benefits 1. Resolution setting salaries and related benefits 'for officers of the General Supervisory, Police Supervisory and Management Units 2. Transfer $157,355 Council Contingency to the departmental Operating Budgets within the General Fund for salary adjustments RECOMMENDATION: Staff recommends adoption of the resolution and transfer of Council Contingency. BACKGROUND: This resolution sets the salades and other related benefits for the employees of the General Supervisory and Management Units. The Police Supervisory Unit salaries and benefits were amended by the Council in JUne, 1998. The proposed benefit changes for General Supervisory and Management employees reflect similar benefit changes recently approved by Council for the Blue and White Collar units. The proposed benefit changes are increases in the uniform and tool allowances, consistent with the levels given in the Fire and Blue and White units. Additionally, sick leave payout upon normal retirement after twenty years for Fire Management, General Supervisory and General Management is being increased to 75% of the amount accrued. It is also proposed that the shift differential for general supervisory employees be increased by ten cents an hour for both evening shift and night shift, as was approved for the Blue and White units. This item also incorporates a response to a Council referral on pay compaction issues. Due to education, training and other special pays granted in collective bargaining unit agreements in Fire, Police and Public Works, a pay Compaction issue has been created in which the pay gap or differential between certain supervisors and those they supervise has been narrowed by 5%. This action passes on a 5% increase to 29 position classifications so impacted. After lengthy discussion, an agreement was reached on this plan with management representatives from Fire, Police, and Blue and White. The Personnel Committee discussed the issue at length on July 15th and have endorsed the recommendation. The recommendation also includes elements that will immediately undertake a pay survey for some non-represented employees not impacted by this action. We would also bring forward a minor Charter amendment that would allow the Fire Chief to have more than one Deputy Chief if he so desired. The pay survey would include those being impacted. Finally, a parallel stUdy will be done to review automatic adjustments to management pay grades so compaction issues are not recreated. ~~6ommends a transfer of $157,355 from Council Contingency and that these contingency funds be'k'~ replenished from unanticipated additional State reimburSements and other revenues when those amounts / have been confirmed. S:~Admin Rpts~1999\Mgt. Salary Resolution.wpd . , 09/30/99 THU 11:51 FAX 805 861 332Z KERN AIRPORTS ~001 DEPARTMENT OF AIRPORTS System Airports Raymond C. Bishop COUNTY OF KERN Elk Hills-Buttonwillow Director of Airports Kern Valley Lost Hills Meadows Field ~ Meadows Field 1401 Skyway Drive, Suite O Poso 200 Taft Bakersfield, CA 93308-1697 Wasco Phone: (661) 393-7990 FACSIMILE TRANSMITTAL TELEPHONE NO, (661) 393-7990 FAX NO. (661) 861-3322 TO: Alan Tandy, Manager COMPANY: City of Bakersfield FAX NO.: 324-1850 FROM: Ray Bishop DATE: 30 September 1999 PAGES (including this one): 3 Regarding 23 ABC 10/1/99 Editorial about the New Meadows Field Airport Terminal THiS MESSAGE iS INTENDED FOR THE USIE OF THE INDIVIDUAL OR ENTITY TO WHICH IT iS ADDRESSED AND MAY CONTAIN IMFORMATION THAT IS PRIVILEGED, CONFIDENTIAL ANO E;",EMPT FROM DISCLOSURE UNDER APPLICABLE LAW, IF THEREADER OF THIS MESSAGE IS NOT THE INTENDED RECIPIENT, OR THE EMPLOYEE OR AGENT RESPONSIBLE FOR DESIVERING THE MESSAGE TO THE INTENDED RECIPIENT. YOU ARE HEREBY NOTIFIED THAT ANY DISSEMiNATiON, DISTRIBUTION, OR COPYING OF THIS COMMUNICATION IS STRICTLY PROHIBITED. IF YOU HAVE RECEIVED THIS COMMUNICATION IN ERROR, PLEASE NOTIFY US IMMEDIATELY BY TELEPHONE AND RETURN THE ORIGINAL MESSAGE TO US AT THE ABOVE ADDRESS VIA THE U.S. POSTAL SERVICE, TI":ANK YOU. The hard copy of this transmittal is not being sent by mail. "FLY MEADOWS FIELD" 09/30/99 TW~ 11:52 FAX 805 861 3322 KERN AIRPORTS ~002 EDITORIAL Meadows Field ought to be the ONLY way to fly! A 23 Editorial, Meadows Field Airport here was built way back in the 1950s. And it looks it. Despite some recent improvements, this terminal has outgrown itself, The airport now has 54 flights dally with nearly 300,000 each year. And those numbers are expected to grow as our population booms. There are plans to build a new terminal here off Seventh Standard Road with plenty of room for expansion. And this bigger and bef~er terminal should mean flights will be cheaper and more frequent. You won't have to drive down to LA to catch a plane any more. But airport officials need Bakersl'ield city fo kick in about $3 million dollars to really build a crackerjack terminal .... and that makes sense ............... 60 percent of travelers af Meadows' Field are from Bakersfield. If.the city doesn't, the terminal design' will be scaled down. 23 abc says, come on Bakersfield City Council. Pony up the dough. This is a worthwhile project that will beneffi' us all for a long time fo come. There's no sense in doing a half-baked job. That's our solution. What do you think? ' ~Ii$ ~IrORIA£ ORI~INA. I.~YAJR~O OCI'ON~R I~ I99~ 09/30/99 TItU 11:53 FAX 805 861 3322 KERN AIRPORTS ~003 september 30. 1999 Ray 'Bi,hop Meadows Field Airport 1401 Skyway Drive Bake~fleld, CA 93308 · Dear Ray: On October 1, 19~9, 23 abc will run an editorial about the new Meadows Field airport terminal. A copy of the editorial script is enclosed. The segment will air at the 6 and 11 p.m, broadcasts. If you have a differing point of view, we invite you to present a taped response to this editorial at any time dudng the next three weeks. If you choose to do so, please contact me at (661) 637-2323 ex~. 362 to discuss the process, set up a taping time at our studio and get the response on air in a timely manner. Responses need to address the editorial directly and be no more than 60 seconds in length. I will work with you to prepare the response. We are committed to creating a dialog to make Kern County a better place to work and live and to present diverse and opposing viewpoints. I, encourage you to respond and welcome your phone call. Also, thank you so much for the breakfast meeting this week. It was informative and helped us understand the complexities of air trayel in our county. Sincerely, Beth Brookhart Editorial Director 3'21 2I g. ~ R.d.~ ~.~, CA 93301 (g05'16,,'.'.'~-2323 B A K E R S F I E L D OFFICE OF THE CITY MANAGER MEMORANDUM September 30, 1999 TO: Honorable Mayor and City Council FROM' Alan Christensen, Assistant City Manager SUBJECT: Employee Incentive Program The Employee Incentive Committee is pleased to share with you the list of High Five nominees and winners for the month of August 1999. Please note that the winners are shown in bold. These individuals were recognized by their peers, supervisors, or members of the public for exceptional work and/or customer service. By being nominated, each employee is automatically inducted into the "High Five Club" for the calendar year and is recognized at the annual Employee Breakfast. In addition to being a club member, each winner has their choice a number of $10 gift certificates. All nominees and winners are also recognized monthly in the City's employee newsletter. APC:al Attachment 1999 HIGH FIVE AWARD August Nominee Title Dept Date Nominated bi/ Comments 1 John Adamson Equipment Supervisor PW/Fleet Svcs 08/17/99 Tim Ryan Did a great job ordering outfitting new van for VWV. His attn to detail and quality are appreciated. 2 Woody Affleck Svc Maintenance Wkr Rec & Parks 08~02/99 Lee Ochoa Continues to provide high quality maintenance with a challenging assignment. 3 Wes Alemao Svc Maintenance Wkr Rec & Parks 08/04/99 Lee Ochoa Maintains a high standard at Campus Park assignment, which has been recognized by many. 4 Jesse Aparicio Maintenance Worker Rec & Parks 08/04/99 Lee Ochoa Assisting in high quality maintenance of the Pink Oak park assignment. 5 Bill Bailey Sergeant Police Dept. 08/23/99 Janet McCrea Promptly and effectively responded to burglary. Very professional, friendly and courteous. 6 Randy Blay Park Maintainer Rec & Parks 08/02/99 Stephanie Barboza Great instructor, motivator, ceres about people. 08/19/99 Mike Doyle Maintaining Amberton Park & Kern River Pkway meeting standards. 7 John Blunt Police Officer Police Dept. 08/23/99 Janet McCrea Promptly and effectively responded to burglary. Very professional, friendly and courteous. 8 John Bowden Lifeguard Rec & Parks 08~03~99 Sally Ihmels Performance on Ellis & Assoc. audit was excellent 100%. 9 Gerald Butler Solid Waste Worker II PW / Solid Waste 08/17/99 John Wilburn Quick action when refuse vehicle ceught on fire kept vehicle from being destroyed. 10 Chris Campbell Police Officer Police Dept. 08/23/99 Janet McCrea Promptly and effectively responded to burglary. Very professional, friendly and courteo'us. 11 David Cebreros Tree Maintainer II Rec & Parks 08/25/99 Harry Hamlon (Public) Quick response and courteous cuStomer service in performing their tree tdmming duties. 12 Jackie Davies Supervisor PW / Wastewater 08126199 Lonnita Lawrence Very professional, courteous, and ready to do whatever it takes. Very friendly. 13 Jerry DeLaurie Maint. Craftsworker I Rec & Parks 08/02/99 Terry McCormick Asst picknickers @ Planz Park when the breakers kept going off, even though it wasn't his job. 14 Frank Elliot Park Maintainer III Rec & Parks 08/17/99 Mike Doyle Ensuring that Amberton Park and Kern River Pkwy meets requirements in the manual. 15 Mary Ernst Svc Maintenance Wkr Rec & Parks 08/19/99 Mike Doyle Maintaining the Kern River Pkway to a level that meets standards. 16 Al Figueroa Park Maintainer II Rec & Parks 08/13/99 Lee Ochoa Being part of a crew providing Riverlakes residents w/unselfish service & quality maintenance. 17 Gonzalo Flores Park Maintainer Rec & Parks 08/04/99 Lee Ochoa Assisting in high quality maintenance of the Pink Oak park assignment. 18 John Flores Engineering Tech I PW / Engineering 08/27/99 Ted Wright Put in many extra hours to PW could bid the resurfacing project one week after Council approval. 19 Roberto Galaviz Maintenance Worker Rec & Parks 08~04~99 Lee Ochoa Maintains a high standard at Campus Park assignment, which has been recognized by many. 20 Eduardo Garcia Clerk Typist PW / Solid Waste 08/19/99 Martha Haslebacher Willingness to assist at all times; thoroughness in completing projects. 21 Sergio Garcia Maintenance Worker Rec & Parks 08/13/99 Lee Ochoa Being part of a crew providing Riverlakes residents w/unselfish service & quality maintenance. 22 Ginny Gennaro Dep. City Atty II City Attorney 08/19/99 Susan Alexander Always very helpful and pleasant to talk to. Always returns cells and finds answers to questions. 23 Mary Ellen Gonzales Secretary II Risk Management 08/10/99 Lonnita Lawrence Always ready to help over and beyond what's expected - always'pleasant. ! 24 Martha Haslebacher Supervisor II PW / Solid Waste 08/17/99 Eddie Garcia Very understanding & supportive supervisor. Goes the extra mile to ensure employees are happy. Karen Little Christina Moralez Michelle Mendenhall Marion Roubanis 25 Juan Hernandez Maintenance Worker Rec & Parks 08/25/99 Harry Hamlon (Public) Quick response and courteous customer service in performing their tree trimming duties. .26 Dave Hilton Aquatics Coordinator Rec & Parks 08~02~99 Sally Ihmels Excellent training for acquatic staff, who generated highest scores ever on audit. 27 Robert Kotenski Svc Maintenance Wkr Rec & Parks 08/13/99 Lee Ochoa Being part of a crew providing Riverlakes residents w/unselfish service & quality maintenance. 28 Lonnita Lawrence Clerk Typist II PW ! Wastewater 08120199 Wen-Shi Cheung Great team player. Made operation more efficient and effective. Steady, dependable employee. Nominee Title Dept Date Nominated by Comments 29 Pam McCarthy City Clerk City Manager 08/20/99 Alan Christensen Ran Clerk's office short-staffed during agenda week, represented mgmt staff at mtg that week. 30 Terry McCormick Park Supervisor Rec & Parks 08/19/99 Mike Doyle Supervising efforts to bring Amberton Park & Kern River Pkwy up to standards. 31 Linda McVicker Recreation Supr II Rec & Parks 08/13/99 Holly Larson Excellent job coordinating Musicfest '99 series, which was extremely popular and a lot of fun. 32 Doroteo Mendoza Maintenance Worker Rec & Parks 08/13/99 Lee Ochoa Being part of a crew providing Riverlakes residents w/unselfish service & quality maintenance. 33 Jamie Meszkat Engineering Tech I PW / Engineering 08/23199 Maria Peralez(Public) Exceptional customer service. (Rec'd letter of commendation from citizen) 34 Christina Moralez Clerk Typist PW / Solid Waste 08/17/99 Marion Roubanis Always extremely helpful, and constantly offering assistance. 08/17/99 Karen Little Hard working and very helpful. 35 Jared Musick Lifeguard Rec & Parks 08/03/99 Sally Ihmels Performance on Ellis & Assoc. audit was excellent 100%. 36 Meredith Patrick Lifeguard Rec & Parks 08/03/99 Sally Ihmels Performance on Ellis & Assoc. audit was excellent 100%. 37 Daren Riddick Polide Officer Police Dept.' 08~23~99 Janet McCrea Promptly and effectively responded to burglary. Very professional, friendly and courteous. 38 Jesus Rios Maintenance Worker Rec & Parks 08/04/99 Lee Ochoa Maintains a high standard at Campus Park assignment, which has been recognized by many. 39 Berkley Roberts Pool Manager Rec & Parks 08/03/99 Sally Ihmels Developed, planned & implemented the swim suit drive. 40 Lisa Rockholt Lifeguard Rec & Parks 08/03/99 Sally Ihmels Performance on Ellis & Assoc. audit was excellent 100%. 41 Jorge Rodriguez Accounting Clerk II PW / Solid Waste 08/19/99 Martha Haslebacher Dedication to work, and help in training Staff in Paradox. 42 Katie Romely Lifeguard Rec & Parks 08~03~99 Sally.lhmels Performance on Ellis & Assoc. audit was excellent. 43 Nicole Romine Lifeguard Rec & Parks 08/03~99 Sally Ihmels Performance on Ellis & Assoc. audit was excellent 100%. 44 Marion Roubanis Typist Clerk I PW / Solid Waste 08/17/99 Christina Moralez Always willing to help with any task. Also very efficient in everything she does. 45 Johnny Sadler Wastewater Operator PW / Wastewater 08/17/99 Tim Ryan Went beyond the call of duty to construct patio for new WW admin bldg. 46 Greg Scott Pool Manager Rec & Parks 08/03/99 Sally Ihmels Performance on Ellis & Assoc. audit was excellent 100%. 47 John Scoff Police Officer Police Dept. 08/23/99 Janet McCrea Promptly and effectively responded to burglary. Very professional, friendly and courteous. 48 Kellie Shanley Aquatics Coordinator Rec & Parks 08/02/99 Sally Ihmels Excellent training for acquatic staff, who generated highest scores ever on audit. 49 David Stricker Rec. Coordinator Rec & Parks 08/13/99 Holly Larson Excellent job coordinating new activities at the Beale Park Band Concerts. Big hit. 50 Louis Tempzen Solid Waste Worker III PW / Solid Waste 08/17/99 John Wilburn Quick action when refuse vehicle caught on fire kept vehicle from being destroyed. 51 Scoff Thatcher Police Officer Police Dept. 08/23/99 Janet McCrea Promptly and effectively responded to burglary. Very professional, friendly and courteous. 52 Jeanette Triscuit Recreation Specialist Rec & Parks 08/11/99 Stan Ford Organized the Yo-Yo Championships. Work greatly enhanced the image of the City. 53 Nicole Urmston Lifeguard Rec & Parks 08/03/99 Sally Ihmels Performance on Ellis & Assoc. audit was excellent 100%. 54 Silvano Villatoro Maintenance Worker Rec & Parks .08/13/99 Lee Ochoa Being part of a crew providing Riverlakes residents w/unselfish service & quality maintenance. 55 Amber Wade Lifeguard Rec & Parks 08/03~99 Sally Ihmels Performance on Ellis & Assoc. audit was excellent. Winners in bold CASE HISTORY Onli,ne Translation Tool Helps Hispanics Surf City's Web Site W 'hen the City of Bakersfield, Calif., records filed in 1898, when Bakersfield was began moving all of its paper 'incorporated as a city. Currently, users can records online, a significant lan- access municipal codes, land-use laws, guage barrier complicated the task. Al- property deeds, upcoming trash-collection though goals were to post municipal docu- schedules, community event calendars, and ments on the Internet to improve public more. Unlike City. Hall, the World Wide Web access, 20 percent of the town's population never closes, so residents can obtain infor- was Hispanic. mation'24 hours a day, seven days a week. To serve Bakersfield's 230,000 Hispanic As Bakersfield's information technology residents, city managers looked for a practi- department scans additional records into the .cal way to relay information in Spanish as system, the city will make these documents well as English. The manual creation of sep- accessible via the Internet. The initiative is arate English and Spanish versions would part of City Manager Alan Tandy's mission be extremely time-consuming, since changes to use leading-edge information technology were made to Web pages almost every day. to help the city serve its citizens. A solution came via Bob Trammel, the Trammel believes that combining the city's information systems manager. Tram- Web's technology with translation software mel recommended the purchase of online provides an economical, easy way of provid- translation software, after seeing a demon- ing information to Hispanic residents. stration of the software at a trade show. "There's so much city information avail- Called iTranslator, the software automati- able," adds Trammel," and we don't know cally translates information into Spanish (or what people are going to ask for until the~ other popular languages). A master server, ask for it. There's really no practical way tc located in Germany, enables instant access to do this with human translation." transla ted documents. The server runs on FOR ~[0~ INFORMATION, CIRCLE 328 ON READER CARD Microsoft W~dows NT 4.0 and trans- lates up to 5,000 words per minute. Available from Lernout and Haus- pie, based in Burlington, Mass., the software uses state-of-the-art technol- ogy to ensure accuracy. Whereas an e~rlier generation of machine transla- tion tools relied On one-to-one, word- L~:!I for-word translations, iTranslator tackles whole sentences, accounting for syntax, grammar, and meaning. . Spanish or English users can access Bakersfield's Web site by entering http://www, ci.bakersfield.ca.us on any Internet-ready PC. To view informa- t-ion in Spanish, user just clicks an "Es- pafiol" button on the site's home page. Any information posted on the site in Thanks to translation software, Hispani~ English is automatically translated residents visiting Bakersfield's Web site into Spanish. just click on an "Espahol" button to Information on the site dates back to instantly view information in Spanish. DEPARTMENT OF RECREATION AND PARKS DATE: September 29, 1999 TO: Alan Tandy, City Manager FROM: Stan Ford, Director of Recreation and Parks SUBJECT: Skateboard Park Attached is a copy of the most recent conceptual design for the new skateboard park. This should be very close to the final design which should be completed in a few days. Construction plans should be submitted to the city for review next week. With the typical turnaround on the plan review, the construction timeline will remain on schedule for a January 2000 opening. If you have any questions or require additional information, please let me know. c: Citizen's Community Services Advisory Committee BAKERSFIELD Economic and Community Development Department MEMORANDUM September 27, 1999 TO: Alan Tandy, City Manager ~ FROM: Jake Wager, Economic Development Directd~'~:~_-/ SUBJECT: Update of September 23, 1999 Southeast Ba ek"'~field PAC meeting The Southeast Bakersfield Project Area Committee (PAC) met on September 23~a. The agenda covered the following items: Reports · Staff on Owner Participation Guidelines for Redevelopment · Business Subcommittee · Community Organization Subcommittee · Community Relations Subcommittee New Business · Discuss having booth at Good Neighbor Festival, 10/23 · Determine process to replace PAC members due to absences or resignation PAC Chair Art Powell called the meeting to order at 6:34 PM. Nine of the ten PAC members were present, as well as one alternate. Under Public Statements, Ms. Campbell invited Mr. Gary Chapman of CG International to speak on Business Incubator Development. Because she had not provided any information prior to the meeting, so that it could be put on the agenda, the PAC allowed Mr. Chapman's presentation under Public Statements to discuss the benefits of forming a business incubator for Southeast Bakersfield. The incubator program he developed was sponsored by the AME Church. In addition, Mr. Chapman spoke about a company he was trying to purchase to do blending of household products (glass cleaner, etc.). He said he would like to bring this company to Southeast Bakersfield because of the incentives and funding that is available through redevelopment. Mr. Dave Cross and Mr. Graham Kaye-Eddy were also in attendance. Mr. Dean asked them to speak on their project because it is within the Project Area, and to also discuss the City plans for that area outlined in the GRC Downtown Study. Mr. Cross proceeded, at length, to discuss his property and desire to develop a project, such as a grocery store. He brought a copy of the GRC Study which he indicated is evidence of City plans being developed for the area without the knowledge or input from property owners or public. Mr. Dean added his concern that the City is making plans without PAC input, and may be contemplating giving "their" tax increment funds to a development~wi-~hou/~P~AG-~-~ approval. Mr. Cross said this type of plan or study should have been brought before~ the P~ ~-~.~n_pn~.t~. which the entire PAC agreed with. In addition, comments were made that withholding i~nformation S:\REDVAREA\PAC meeting 9-23 memo.wpd Update of September 23 Southeast PAC Meeting September 27, 1999 Page 2 like this and not getting PAC input has lead to the PAC's frustration and distrust of staff. Mr. Cross also spoke of the need for the PAC to become involved in the High Speed Rail project, and the need to lobby the State for a maintenance station to be sited in Bakersfield and not Palmdale. At the conclusion of Mr. Cross's presentation, the PAC requested a report by City staff and copies of the GRC Study to be provided at the next meeting. They also invited Mr. Cross to present his project and discuss the High Speed Rail project as part of their agenda. Under Correspondence, there was discussion about the examples of proposal letters sent to companies by the City offering incentives to locate in Southeast Bakersfield. The PAC felt they should be informed of all companies or projects being considered in the Project Area. Staff indicated need by companies or projects to remain confidential as plans or sites being discussed with the City. The PAC indicated they should be trusted to keep things confidential. Mr. Dean commented on Mr. Wager's letter to Mr. Powell on options in providing education and training for the PAC in lieu of sending PAC members to conferences. Mr. Dean wanted to make sure that just because he attended the conference on his own, staff shouldn't be expected him to present information to the entire PAC regarding workshops he attended at the conference. Staff provided the PAC with the meeting schedule and timeline for submitting projects for the upcoming CDBG Action Plan, in order to submit projects for CDBG funding. Because the of the length of the unanticipated presentations by Mr. Chapman and Mr. Cross under Public Statements, the PAC made a motion to table the staff presentation on Owner Participation under Reports so they could address reports by their subcommittees. Under the Business Subcommittee, Ms. Campbell indicated she has been working on the business incubator project since June and would like to make a motion that the PAC request staff to hire a consultant to formulate a plan to create business incubator for Southeast Bakersfield. She thought the consultant study would cost around $30,000. After a lengthy discussion by the PAC on the need for a consultant versus having staff do the research, the motion was amended to have staff research the implementation of a business incubator project and identify all possible funding sources to pay for it. Mr. Dean, as Chair of the Business Subcommittee, said he should have been informed of Ms. Campbell's intention to bring this project for a vote before the PAC, and that the PAC doesn't have enough information to be making requests for projects like this with little or no consideration. Mr. Dean then passed out copies of parliamentary procedures that he suggested be followed by the PAC to conduct their business. Mr. Dean discussed how he is developing an in-fill housing project that will be presented to the City and CDDA, and how he made contact with a number of specialists/consultants/bond counsel at the conference last week that have agreed to work on the project with him. He also indicated he went to the County Assessor's Office to see how much tax increment "they" would be receiving next year, and he estimated it would be $90,000. He stated the need to prioritize their projects and not bring ideas piecemeal and expect staffto do all the work with no S:\REDVAREA~PAC meeting 9-23 memo.wpd Update of September 23 Southeast PAC Meeting September 27, 1999 Page 3 direction or input from the PAC. Isaiah Crompton had no report from the Community Organization subcommittee. Ricky Peterson said his request for a PAC Office is pending under the Community Relations subcommittee. Under New Business, the PAC discussed having a booth at the upcoming Good Neighbor Festival on 10/23. The PAC made a motion to request the City pay for a booth ($40), provide a banner for the PAC, and also make copies of information for them to give when talking to people at the Festival. The PAC discussed replacing members due to absences. A discussion on what an excused absence is ensued. Eventually it was decided that calling staff or another PAC member is all that should be required. The PAC declared the position of Mr. Webster vacant due to his absences and appointed alternate Mr. Charles Owens as his replacement. PAC requested staff to draft a letter thanking Mr. Webster for his service. Under PAC Member Statements, Ms. Campbell expressed her frustration that all of their requests for funding have been discouraged or recommended against by staff (such as a PAC office) to the Council. She felt if Jake Wager, through staff, will continue to mm down their request for funds and any future requests they make should be directed to the Council. Staff indicated they should still work through the department. She and other PAC members indicated they want all their requests cc'd to Council and the City Manager. Mr. Powell said staff is here to serve the PAC, and we should put staff to work because they have the time and are getting paid to serve the PAC. The PAC should put forward any of their projects and have staff do the research and work. Staff will bring the research or plans back to the PAC so they can decide if it is something they want or to fine tune the project. He felt it's time for the PAC to move projects forward. Mr. Peterson requested for the next agenda a lighting plan for Southeast Project Area be brought the PAC for consideration. Mr. Anthony and Mr. Powell requested an agenda item to discuss a lighting plan for Union Avenue, Brundage Lane, Lakeview Avenue and Cottonwood Road. Staff requested that a subcommittee be assigned to work with staff and Public Works to discuss the locations~ scope, and prioritization of the work on projects. The request was not acted upon. Mr. Powell requested copies of a redevelopment conference brochure be mailed to the PAC because Councilmember Carson had requested the City Manager to find the funds to have two or three PAC members to attend. Staff indicated Council had asked Mr. Wager to try to coordinate putting on a S:\REDVAREA\PAC meeting 9-23 memo.wpd Update of September 23 Southeast PAC Meeting September 27, 1999 Page 4 redevelopment workshop so all the PAC could benefit. Mr. Powell said that probably won't happen until next year, and the PAC needs to start going now to conferences. They can't wait for something that might happen. Mr. Crompton was concerned as to why one of the PAC candidates for one of the two open CDDA positions hadn't been selected by the Mayor. With two positions open at least one should be an appointment from the PAC. Mr. Powell said he lived in the County and Ms. Campbell felt it may a conflict of interest with her Ebony Counseling employment. Mr. Anthony will be submitting his application for the CDDA position. Staff provided Mr. Dean with a copy of the Redevelopment agreement for the Golden Empire senior housing project, and Mr. Peterson a copy of the Public Works memo on the issues regarding Filson Street. The meeting adjourned at 9:43PM. cc: Central District Development Agency S:\REDVAREA\PAC meeting 9-23 memo.wpd BAKERSFIELD Economic and Community Development Department MEMORANDUM September 28, 1999 TO: Alan Tandy, City Manager FROM: Jake Wager, Director Economic & Community Development Depa SUBJECT: Results of the of Pacheco #10 Area Survey Survey preparation work started on September 1, 1999. Staff was able to make contact with 122 of the 137 residences in the Pacheco # 10 area (see the enclosed map) between September 13th and September 27th using the enclosed survey methodology. The survey determined that the area qualifies as a CDBG low-income area (at 51.8% of households). The survey results and documentation have been forwarded to HUD for verification. Two staff members initially conducted the surveys. Three other employees helped with Spanish Language translation, and three secretaries provided office support. The total estimated staff time expended for the project was 120 hours. Enclosures · Pacheco # 10 'Survey Area - September 1999 ~ ~ ~ , , · .t. X ~ '.i: ~ .~ "~ ........ 5~7~-r~ ..... ,~:- ---~5~-;- ~: · ,~ :, ~' ~ ~' :1 :I' ' ~' ~'~ ' *-2.g'-~ :. ,,,~ ~ ,, :~ ~ ~ i~ ~, ..: t, ~ ~ ,~ ~ · ,~,~.~:.. .... ~ = · ,i~ ,~ x ~ I '~ * I t i ~ ~ ' ~ - ~'~ " ~ I~ ~ ~ ~ ~ ! ~ .}.tO ~ Il ~' · ~: ~ i ' ' : ; -- ~ :~- - ~'~ . ' i "~' ~ ,, h " , ,s ~ ' ! , s , s , ~! , ~ * ~ ,,o' ~ , I' ~0 ~"~ ', ~ II ,,~o ~'~'~ ~" ' i'" ' ~" ! ~.~Y,~ I ~" ~i'; ' " " ~q '1 II 'h II , ~,. ~ FAXON ~VENUE ~ , ~ ,, .~ "~' ' ~ ~' ~1!'.,~:.'~ ~ ~,',, %. ,o,.'. ~"' ~' ~'~ ~, L~ ~'' ._ .... ~ ................ ~........ . ' '" ' '~ " '"~ ~ ~,, ,,,~. ,,, :: ,' ., ,, ,,,~ ,,~, u ':'~ ~k pi , ',, ~ Il ~ I S I r$ 13 ~ ~i $~ ~ , ~ I I FA I T~ AVENUE I ..... ,,~, ~ .... . ~,, ~ ,~, ~ ~,, ~ ......... [~ ~' ~ ............ ~ _--.~ . . . I September 10, 1999 SURVEY METHODOLOGY FOR THE PACHECO gl0 AREA SURVEY To cover 137 residences in the Pacheco #10 area (an area bordered by Pacheco Road on the north, one row of homes east of Elysium Street on the east, Faith Avenue on the south and one row of homes west of Centaur on the west - see the attached location map). Survey to be conducted by a door-to-door contact on all households in the proposed project area. Due to the small size of the area, the entire population will be contacted. A written questionnaire has been prepared which includes the maximum amount of income for a specific household size (one through eight). The reason for the survey is to gather information for consideration of possible funding of a Community Development Block Grant activity in the area for the current fiscal year. The door-to-door survey will be conducted in the late mornings and in the afternoons. If it becomes necessary to make additional contacts to determine if the Pacheco #10 area is a low-income area, then at least one more door-to-door contact will be attempted before sending a letter or making a follow-up phone call. If third door approaches are attempted or phone calls area made, they Will be made in the evening hours. A "questionnaire" cover sheet has been prepared identifying each household and a number assigned. That number will be the only identifying indicator on the actual questionnaire. Dlk:S:\DEBBIE'SXsurveymeth BAKERSFIELD Economic and Community Development Department MEMORANDUM September 29, 1999 TO: Alan Tandy, City Manager FROM: Jake Wager, Economic Development SUBJECT: CDBG Eligibility for Gwendolyn Street rea Attached is the official HUD notification that the Gwendolyn survey has been approved and the area is now eligible for CDBG funding. We will work with Public Works to identify Capital Improvement projects for the FY 2000/2001 CDBG Action Plan. 15:09 C P D a 916615~81548 N0.519 P00~ ~ ~ U.S.~ntof Ho~i~ and U~n ~~m ~ ~ ~ LOS An~ ~, P~fl~iiA~ ~ L~ An~l~, Cal~om~ 9~17 August I0, 1.~ MEMORANDUM FOR: May Lee-Samaniego, Program Manager, West Team, CPD, 9DDM ATTN: Arnold Sison, Community Planning and Development Representative, West Team, CPD, 9DDM FROM: Ikuo J. l~akano, Economist, Economic and Market Analysis Staff, 9DRA SUBJECT: Low-and Moderate Income Survey Gwendolyn Street Area Bakersfield, Kern County, CA The low and moderate income survey for the. Gwendolyn Street Area is acceptable to EM_AS. Based on EM. AS' review of the data submitted, we calculate that 55.9 percent of the hoUSeholds in the Gwendolyn Street Area are low- and moderate-income. This is even higher than the 51.6 percent low- and moderate-income figure calculated by the city. If you have any questions, please contact Ikuo J. Nakano at ext. 3009. ~ kfA NDEL/NE A VENUE I$ CLARA COURT TERESA WAY ~zZ.~g'._ ~ ,_,~__:,~ ~'_. ~o' ~' ~CARLITA COURT ~FAIRVIEW ROAD~ ,~ GWENDOLYN STREET SURVEY AREA JULY 1999 BAKERSFIELD Economic and Community Development Department MEMORANDUM TO: Alan Tandy, City Manager / ? September 29, 1999 FROM: Jake Wager, Economic Dev~o/pment Dire~ SUBJECT: Update on Consolidated Plan 2005 As you are aware, Bakersfield annually receives about $4 million of entitlement funds from the Federal Department of Housing and Urban Development (HUD) for housing and community development projects and programs. Staff is updating its Consolidated Plan (ConPlan) in order to continue receiving HUD funds. It is estimated that each year over $25 million from HUD programs (entitlement and non- entitlement) benefit Bakersfield residents and organizations. In order to receive these funds, the federal government requires potential HUD applicants (i.e., non-profit agencies, affordable housing developers, local public housing authority) to obtain a certification from the City that identifies their application request as consistent with the goals and objectives of the City's approved ConPlan. The existing Consolidated Plan 2000 which was initially prepared about four years ago, is set to expire July 1, 2000. For the Bakersfield community to continue to receive HUD funding, the City must have developed and approved a new Consolidated Plan for submission to the federal government by May 16, 2000. The main components of the ConPlan are required by HUD regulations and include: a housing and community development needs assessment; a housing market analysis which describes the supply, demand, cost, and condition (i.e., standard, minor rehab, major rehab, demolition) of housing; a comprehensive analysis of impediments to fair housing choice; a three to five year strategic plan that establishes general goals with measurable objectives and priorities (i.e., high, medium, low, no need); and a one-year action plan describing how federal and local resources will be used and allocated to address the needs and objectives identified in the ConPlan. Another major HUD requirement for preparing the ConPlan is for cities to solicit public input and comment from organizations and residents, specifically from the low income community for needs such as affordable housing, creation of jobs, public facilities/services, and adequate infrastructure. Part of this public outreach is to obtain input from a very diverse community, particularly those that are identified as elderly, persons with disabilities, public housing residents., persons with substance addiction and HIV/AIDS, and homeless individuals. ' ,'. ~ ~' ;, '.-~., ',, ~ :-~ ' ', .. o,-.P 3'0 lg,.g,,.9' '-7 :, :-'i A tentative schedule for preparing the ConPlan and soliciting public input is listed below: April 1999 Begin Data Collection June 1999 Non Profit Consolidated Plan Workshop Aug./Sept. 1999 Review Data for Unmet Needs Sept./Oct. 1999 Complete Surveys/Public Meetings/Workshops Oct./Nov. 1999 Complete Needs Assessment November 1999 Begin Draft Consolidated Plan Late February 2000 Complete Preliminary Draft of Consolidated Plan Early March 2000 Submit Draft Consolidated Plan to City Council Mid- March 2000 Publish Draft Consolidated Plan Late April 2000 Public Meeting on Draft Consolidated Plan Mid-May 2000 City Council to Approve Final Consolidated Plan Feel free to contact me or George Gonzales if you have any questions regarding the ConPlan process. file:& I VZIconplan4. wpd BAKERSFIELD MEMORANDUM September 29, 1999 TO: ALAN TANDY, CITY MANAGER FROM: CARROLL HAYDEN, HUMAN RESOURCES MANAGER SUBJECT: PILOT - TEMPORARY EMPLOYEE AGENCY At Council's direction, a 3-month test pilot with a professional employment agency was initiated in mid June 1999. All temporary employees who were in the City's employ or who would be, for three divisions of Public Works, were hired through an employment agency and became employees of that agency, rather than City employees. It was believed that having agency employees rather than City temporary employees would reduce the expenditures the City had in the areas of constant recruiting, training, pre placement medical exams, workers' compensation costs and unemployment insurance costs. Additional areas where improved quality was expected were amounts of time to fill a position, decreased time spent in application review and screening interviews and most of all, being able to retain a temporary employee beyond 960 hours of employment. Our unemployment insurance billings for the pilot time period will not be received until December 1999 and our costs for workers' compensation are likewise in a time lag, so decreases in these costs cannot yet be shown. However, as we had approximately 55 employees in the pilot project, we can assume that the majority of those 55 employees will not be filing for unemployment insurance against our account. The number of workers' compensation injuries for temporary employees for the pilot period was down 56% over the same time period in 1998. We savedapproximately $10,000. in pre placement physical examinations as well. The supervisors involved in the pilot project have indicated great satisfaction with the speed of their vacancies being filled, the ability to retain good employees for longer than 960 hours, which results in less time spent training new hires and reviewing applications, and less time spent in interviews. Additionally, the supervisors liked having the ability to get extra help quickly, in the event of an emergency, vacation needs or a special project and the ability to let an employee who is not performing go and have a replacement the next day.~ P:~Pilot Results.wpd ~ " SEP 2 9 1999 Based upon the pilot, I am recommending that we use a professional temporary agency for all of the City's temporary employment needs. In order to do this, I would issue a Request for Proposal for the provision of temporary employees, City wide. c: A. Christensen PSPilot Results.wpd MEMORANDUM SEPTEMBER 28, 1999 TO: ALAN TANDY, CITY MANAGER FROM: ~(~ STANLEY GRADY, PLANNING DIRECTOR SUBJECT: COUNCIL REFERRAL FROM COUNCIL MEMBER CARSON REVIEW OF GREAT VALLEY CENTER DESIGN COMPETITION PRESENTATION AT APA LUNCHEON - "A GREEN ARCHIPELAGO" The Great Valley Center and the American Institute of Architects, California Council conducted a planning competition which concluded in May, 1999 using as a theme "Housing the Next 10 Million". The competition sought proposals that support the following: 1. Alternatives for less land - intensive habitation models. 2. Urban design implementation tools. 3. Help local decision makers deal more effectively with the enormous potential of 10-14 million residents in California's Central Valley by 2040. The proposal "A Green Archipelago" which is attached to this memorandum won first place. It envisioned the use of existing water features using historical lakes as a theme around which compact comminutes would be developed. The project site is a 640 acre section of land located at the southeast corner of Union Avenue and Casa Loma Drive. The competition has two phases. Phase One was the idea competition which generated the .. attached plan. Phase tw,o is the community implementation. There are two components to community implementation. First, traveling exhibits, education workshops and presentations will be conducted. A traveling exhibit and workshops will be part of the American Planning Association Conference being held in Bakersfield October 16-19, 1999. The second component is a community implementation award of $10,000 to each of four selected communities to assist with changing local zoning codes or general plans to make achievement of the goals of these new proposals possible. The details concerning eligibility for this portion of the competition are developing and are not known at this time. The 2010 General Plan acknowledges the presence of older neighborhoods with older housing and commercial services and the need for revitalization, preservation and rehabilitation of these neighborhoods. However, the focus of the document is on planning for a growing population whose needs would be satisfied primarily through new development. The tools to develop a specific plan' for any area of the City are available through existing state planning law and our local ordinances. Blackbird Architects proposal uses techniques that would be applied in the development of any specific plan. However, their plan is not a specific plan. It is a concept plan that could be developed into a specific plan. In a memorandum prepared December 1997, for the Budget and Finance Committee a comparison of development planning options was presented. That memorandum is attached to this transmittal. It outlined the elements of a specific plan, redevelopment plan and strategic plan. Either process can be used to focus revitalization, preservation and rehabilitation programs towards improvement of a selected project area. A redevelopment plan is in place for portions of southeast Bakersfield. The Plan is intended to promote revitalization, and reduce or eliminate blight. cc: Jack Hardisty, Development Services Director SG~as S:~pat~nemo,SG,sept22.wpd community garden tot lot pocket park commuhity~ Orchard Way working court playfieid ;...:' ,, \ ¥1brant Grin ~eighborhooda · A dch shallow lake ecosystem is a community resoume · A va~ety of housing types in each nalghbo,'hood accomndstea diverse and~.~r.,a.~,,.--ds Landscape of'Buildin andGarden · ·Diftemnt ~cales el landscape fern1 give a ~ml~ of Iclmlt~ty to each ~ ' : " ' .esale: 1'=~ '" " "' . - · . .nalgh~orho(3d - orchard ways, community ga~leas, park& ~a~al~e, ~ - '. ' ' .' : ' ~ -: . - · courtyards, racrea~(3ast i.Omha~ ways are lush land,cape cor~clom that link pede~rians to cemmunlty reaoumea, and recall the ag~cu~tuml he,rage of the region i oA hleramhy of tmea pm~des c[a~ty; boulevard t~eea for major street& ,Bike paths §nk m~denfia} at~'eet& arte~e, gre~'~ways and beyond :ainiily of mo~llty. .... yens has access to jobe and othm reaoumes outt~de the ate ...st..st ~,e.<. e..,,~,~,. ~,=. ~* ~.,.. =o,,.e.o Neighborhood Plan ·bufferad on the mreat alcla oop~m to omhard way · the n~gflbofncx:d, and provide I~ea-ttnsd view~ el Ihe mountains beyond scala: ..;~__ r3"'"~/:~.~ .Biocke2.~ -~--~---~-~ am elongated east.west to insure solar access far all '~. ~ Mlareollmata. deciduous treeslmpr°¥emenland vines for" ~~W~[i~ , , Orchard Way · winter sun, summer sha~e : ngs in the Garden ~< ~ ~'~:~r'l ~['~'~T' ~' ' .Housesareapmlofoutdoorlivlngspaces-~erreses, col J' ~ buffer at ~tmet~cle~ ~_ ~ -Granny flats, duplexes and mu;ti-family configu~ans offer flexibllty ulates from ~~ for extended families r~vtm I~J -~J~..~ - Yards and orchard ways are kid frlendty, I ) ns'~e meadow edge Imdscam herb 'P ' ~' ' ' ~ ~,,.~.~"~.~. elder frlend]y anc~ family friendly cou~ys~ at dean mn-off from ~ )e~mea~e ~ ./[~ .~~ . ;.~.l~s~_ rks in the Orchard Way & yards to swale grasses ~.~. ..- ~o~,,o,yg,~dsns Section Through Orchard Way / - maim Of native I~oecies scale: 1'=16' cultureJ activities ~ ':"';' ,vagetaUeend haft)garcler;a "" ' · '~ Ef~mnmeatal Featur~ i~,~ ~ · .plal'tt8 v~l adapted to Iscal ~ ~:~?*'~'J~.%*'. '~"*~ "*~'.~, Fralt Trees for Everyone murder ~1~ areas · .,..~. .. · · ~ ~'i .Inspire curiosity about the environment .Care for o~es surroundings .~ - ,,J .Hope f(x ~e ~uture Path through Orchard Way ~ ~ touch. ~ .wildlife- bl~t& ,. d~annel thla g'owa new and revitalize By developing within ~rmv~ bounda~e~ cil]ea ~mmun~ L~d~ ~u~e ~ ~ngle f~y a ~h ~ en~onmem. 'gr~ny A ~t~ Pa~ ~e ~ n~r D~ 800, tho val~y ~8~.. ~~:;::::~:::~~:J [G~n Spa. is - ~ '. Link~ 'Water: Commodl~ ~ Phas~ of a NOW ME M 0 R A N D U M. · ' '.'- ~"':: ' December 8, 1997 ' "'~ -' ~:~ ':. TO: BUDGgT AND FINANCE COMMITTEE ' "' '' .:,FROM: STANLEY GRADY, pLANNING DIRECTOR ,'! ""' sUBJEcT: COMPARISON OF DEVELOPMENT PLANNING OPTIONS : .'' . planning was asked to present this at a PreviOUs meeting of the Budget & finance Committee. ' , : However do to time constraints the Presentation was deferred to a later meeting. The · ' following is a presentation in outline form~a comParison' of development planning options.. .ADV. ANT^GES AND DISADVANT^GES OF DEVELOPMENT UNDER A SPECIFIC PLAN ADVANTAGES DISADVANTAGES ' 1. Brings focuses to an area and gives it1. Limits development options to a an identity as a special planning area. stated vision that requires a lengthy '-...."~ process to change. 2. · Identifies specific development ~., objectives unique to the planning 2.. Standards must be different in Order area. to give value to the plan and as a result are usually more restrictive. 3. Allows for permitted uses in a ' manner different than citywide zone 3. Less effective'for a built '~ districts, environment unless coupled with the . ~ resources to redevelop the built' ' ' ii:i;i .i!i!i!.i i:ii!!ii? 4. ' Establishes a capital improvement environment. program different from citywide program. 4. .May require changes to general pian. policies to provide for approvals that . ~,' ' ~-:, ..'. '. 5. Provides more flexible development may not be consistent with current ' :,: i'. ". :' standards allowing for a greater plan policies..:...:: '. variety of development options without requiring additional 5. It isn't a resource allocation " approval, document in the sense that what is. · ,: ~.. ,." between the covers of the plan does ':'- .' ... 6. Provides the basis for allocating not provide the means to achieve the ""' resources that may become available plans goal.' ." f'." '""~ for projects in the future. - - DEVELOPMENT PLANNING OPTIONS 'SUBJECT TO THE GENERAL PLAN ..... The following plan docUments are subordinate to the general plan., Pr6" ...... deVelopment· projects under either option mustbe consistent With the? plan. Viewed as tools, they require viable projects in order to achieve goal, s and objectives of the Plan. ..' Specific PIan Redevelopment Plan - Strategic Plan (a) A specific plan shall' Every 'redevelopment PIan" Sets direction, Allocates include a text and a Shall show by diagram and resources, and examines' diagram or diagrams Which in general terms: alternative coUrSes of specify all of the following .~ action in detail: (a) The approximate mount of open space to be Where are we today? :.. (1) The distribution, provided and street layout. location, and extent of the Situation analysis external, ::i: uses of land, including' (b) Limitations on type, internal, and open space, within the area . size, height, number, and variables covered by the plan. proposed use of buildings. Where are we going?. (2) The proposed © The approximate distribution, location, and number of dwelling units. Mission statemem, long extent and intensity of term objectives, major components of (d) The property to be measurable goals public and private devoted to public purposes ' transportation, sewage, and the nature of such How do we get there? water, drainage, solid purposes. waste disposal, energy, and Strategy formulation other essential facilities A preliminary plan need proposed to be located not be detailed and is within the area covered by sufficient if it: the plan and needed to support the land uses (a) Describes the described in the plan. boundaries of the project area. (3) Standards and criteria ' by which development will (b) Contains a general proceed, and standards for statement of the land uses, '...- the conservation, layout of principal streets, ~..: ,:.-.:.'.' ' ~-'.~ ' development, and population densities and ' :' ~.:.:..,:..-- """-"!':. <?..Utilization of natural building intensities, and' < · resources, where ' standards proposed as the applicable, basis for the ..... ;' '" · ' · ' ' .'.7 ~ ~... :':~.'.,.J ..,.":' · : : -. ':: .[', 3:..:~:.:' :', ,'-i~ .:" .:.....::....~':::... ' : ...".7,:~;..:-":.. '< ' . redevelor)ment_ of the ' -:'.-'<-':.".' .,", < ?.':.'-' '..' .' :'~'.~,.'.., .... '~' .',' ~' "i'-F.;. ~. (4) A program of "'..:. ;"... project area.. ")' ::';' ,...... '. tmplementation measures . .' :'!.!i¢!ii{..i?:' ;.ii'?,.'..'::':';,:':(.':' : i.?., ......:~: inClUding regulations, ' © Shows how the purp°~;~'"?i(-:}.. :.~:.q::.,:~.,.~..,. , . ;.. : . . :. .., · -...?:.'ilprograms, public. .. Works. '" '..of this part would be ..... '?':""':<": <": "'""'"' '~'''' ¥'';': '"" · '. :'::: i, prOjects, and financing '. attained by ...-? ::,.:,:.. ,' <:.< _ ,.. .. ': ::, ,..:; i-' .-, -. '.. '/:; measures necessary to' redevelopment. .: . ..,: - ~- . - .,;.~-.- . . ~ : ....:: ::,': carry out paragraphs (1), _.'. ~.., ...-, '.: .-'...(2), and' (3)~ · -... (d) Shows that the -- '- :' "' '" '.':. '" '" . ' p p u-ro-ose'~ re'~eve~o-me-*u ~g nt is ': -..-:i'.','::~. <:.~.!:.'~i:~.- · ." : ' ' ." ' ' . · ;-.'.~:',('.-;4; "....~,5,... : ': "'" '" · :,'.. · :' (b) The specific Plan'shall consistent with the,..:,. :. ..: .'. :' .( 'includ~ a statement of the commtmity's general plan~ :':-" ":": relationship of the ~pecific '. '" ' , . plan to the general plan. (e) Describes, generaliil'" .... . '- ' ' the impact of the project :' ' .' upon __the area's re.qidentq___ ___ . . ·-..' ...', .... e,,'.:.'.' · and upon the surrounding .., ~..',-.: ','::,::.::.,':.:~,~.~'.:¢... neighborhood ' Redevelopment inCludesi · ' - (a) The alteration, '-'; ' '~''~ .'" " improvement ':- modernization, ' reconstmctlon,__,, or ' ' '" rehabilitation, or any combination of these, of existing structures in a project area. (b) Provision for open-space types of use, such as streets and other public grounds.and space around buildings, and public or private buildings,.· .. .- structures and '. · '.. improvements, and · improvements of public or private recreation areas and' ' .. :... other public grounds. ,- 3 ~ ..:. , © The replanning or ::":: .:::-:~ :.':~. ,-. - - redesign or original development of ~; ~ ....-. : ~-". undeveloped areas as to which either of the - .... ." --.' ...,.'.'.'., " following condifior~ exist'.' ' -'. -... because ~": "': ''`':~:'' "': ..... ' :' ' ' ': "' "': · ' of defectiVe or: -~ ........ - -': -_' ' :'. ":.- inadequate street lay0iit,: ' ' . . r. ;: -: :.. faulty lot layoUt in'relation --- -- to size, shape, ..... ' ' accessibility, or usefulness, or for other causes. :".? · - . (2) The areas require' - - replanning and land .. assembly for reclamatiOn ,':. or development in the: imerest of the general welfare because of widely scattered ownership, tax -..... delinquency, or other BAKERSFIELD PUBLIC WORKS DEPARTMENT MEMORANDUM TO: ALAN TANDY, CITY MANAGER FROM' RAUL M. ROJAS, PUBLIC WORKS DIRECTOR .~//~~ / DATE: SEPTEMBER 29, 1999 SUBJECT: RAMPS ON 178 HIGHWAY Council Inquiry (Mike Maggard, Ward 3) At the request of Councilmember Mike Maggard, staff contacted Caltrans and talked to Caltrans Inspector Roger Henderson (395-3803) on Tuesday, 9/28/99 at 1:15 p.m. He informed our Street Maintenance Superintendent Luis Peralez that they would be going back on the 178 Highway paving project to look at some of the transitions on the ON & OFF ramps. They may need to do some additional work on some of them. He stated that he was aware that the transition from the new paved area to the existing pavement was a little rough on some ramps. Mr. Henderson also explained that Rubberized Asphalt was used to pave 178 Highway and the product cannot be feathered like regular asphalt. In addition, the ramps are scheduled to be paved. However, he felt that this project would not be done until Spring of 2000. BAKERSFIELD PUBLIC WORKS DEPARTMENT MEMORANDUM TO: ALAN TANDY, City Manager FROM: RAUL ROJAS, Public Works Director DATE: September 28, 1999 SUBJECT: STATE ROUTE 178 ROAD REPAIR Council Referral WF0018246 / 001, DeMond Councilmember Pat DeMond requested staff contact Caltrans regarding chunks of paving missing in areas of the westbound lanes of State Route 178 west of Union Avenue, and regarding the pavement joints at the Oswell Street on-ramp. Caltrans was contacted regarding the missing pavement chunks. Pavement resurfacing was completed in the westbound lanes west of Union Avenue Wednesday night and Thursday night after the City Council meeting, and Caltrans indicated all rough areas were repaired to their knowledge. However, they will review this area to verify its condition is satisfactory. Regarding the Oswell Street on-ramp, all SR 178 ramps will also be resurfaced which will eliminate the "lip" where the resurfaced pavement meets the original on-ramp pavement, however this ramp resurfacing may not occur until next Spring. In the interim, Caltrans will review the conditions of the resurfaced pavement/on-ramp joints and will have work performed as needed to create a smoother transition through the ramp. cc: Jacques R. LaRochelle, Engineering Services Manager tdw:S:~TED~1999 Memos\O92899at4.wpd ~ ~, City of Bakersfield *REPRINT* WORK REQUEST PAGE 1 REQ/JOB: WF0018246 / 001 PROJECT: DATE PRINTED: 9~24~99 REQUEST DATE: 9/22/99 CREW: TIME PRINTED: 14:42:54 SCHEDULE DATES LOCATION: ~'1'~_~'1': 9~22~99 COMPLETION: 10/04/99 GEN. LOC: FACILITY NODES FROM: FACILITY ID: TO: REF NBR: REQ DEPT: CITY COUNCIL REFERRAL PRIORITY: HIGH REQUESTOR: DEMOND ORIGIN: CITY COUNCIL REFERRAL USER ID: RBARNHAR WORK TYPE: REFERRAL DESCRIPTION: HWY. 178 ROAD REPAIR REQUEST COMMENTS ***REFERRAL TO PUBLIC WORKS*** DEMOND REQUESTED STAFF CONTACT CAL TRANS REGARDING CHUNKS OF PAVING MISSING IN AREAS OF THE W/BOUND LANE ON HWY. 178, AT THE OSWELL ST. ON- RAMP AND THE W/BOUND LANES W/O UNION AVENUE ON HWY. 178. Job Order Description: HWY. 178 ROAD REPAIR Category: PUBLIC WORKS Task: RESPONSE TO REFERRAL Assigned Department: PUBLIC WORKS ~T DA~E / / COMPLETION DATE / / BAKERSFIELD FIRE DEPARTMENT M E M ORA N D U.M Date: September 28, 1999 To: Alan Tandy, City Manager ~.-./ From: Ron Fraze, Fire Chief r~~ Subject: Council Referral WF0018243 Fire Response Time Referral from September 22, 1999, Council Workshop Councilmember Irma Carson's request Councilmember Carson requested the fire department prepare a response time comparison between Station 5 and Station 6 and other stations. Attached are the comparison times. RF/kec Attachments p:kmemos~Fraze\~eferral 9-99 City of Bakersfield *REPRINT* WORK REQUEST PAGE 1 REQ/JOB: WF0018243 / 001 PROJECT: DATE PRINTED: 9~28~99 REQUEST DATE: 9/22/99 CREW: TIME PRINTED: 16:06:05 SCHEDULE DATES LOCATION: $'r~'~': 9~22~99 COMPLETION: 10/04/99 GEN. LOC: FACILITY NODES FROM: FACILITY ID: TO: REF NBR: REQ DEPT: CITY COUNCIL REFERRAL PRIORITY: HIGH REQUESTOR: CARSON ORIGIN: CITY COUNCIL REFERRAL USER ID: RBARNHAR WORK TYPE: REFERRAL DESCRIPTION: FIRE RESPONSE TIME REQUEST COMMENTS ***REFERRAL TO FIRE DEPARTMENT*** CARSON REQUESTED THE FIRE DEPARTMENT PREPARE A RESPONSE TIME COMPARISON BETWEEN STATIONS 5 & 6~ AND OTHER FIRE STATIONS. Job Order Description: FIRE RESPONSE TIME  at~gory: FIRE SERVICES asK: RESPONSE TO REFERRAL Assigned Department: FIRE SERVICES INSTRUCTIONS COuNC±~~ CARSON'S REQUEST WAS SENT BY MEMO TO THE CITY MANAGER. START DATE / / COMPLETION DATE / / Response Time StudY - Station 5 and Station 6 1) Chart A provides an overview of activities performed by Station 5 and Station 6 for fiscal year 1998-1999. This chart also describes the activities of other engine companies within the station boundaries. 2) Graph A compares the response times of all stations. ~3) Chart B lists the call volume of each station and compares year-to-date growth. Special Study - Chart A, Fiscal Year 1998-1999 Company 5 Company 6 Percentage Percentage of Calls of Calls . Total calls within the station boundary 2,857 2,268 rotal responses for each engine compan2~ 2,674 2,261 Receives assistance 235 8% 216 10% Provides assistance 52 2% . 209 9% Year to date call volume comparison, -4% 5% Meets response goal 82% 84% First Responder Times, Graph A Response Times Goal: 6 Minutes, 90% of the Time E01 ~~ 502 i~//~//lllll E03 '~ ~ E04 ~ ~o..E06 EEO7l~~~~~~ EO0 / fi~O 0% ~o~ 20% ao% 40% so% ~o% 70% 00% ~o~ ~oo~ Cercent [;ompany Percent of Time Meeting Goal Engine 1 90% Engine 2 89% Engine 3 82% Engine 4 95% Engine 5 82% Engine 6 84% Engine 7 90% Engine 8 82% Engine 9 78% Engine 10 45% Engine 11 87% Engine 13 64% ~ ' ~ '~ Summary of Company Worked, Chart B Company I AVg Response Time I Calls this Month I Th,s Year II Last Year II % of Change Engine 1 1150 1026 12.1% Engine 2 1366 1339 2.0% Engine 3 834 814 2.5% Engine 4 1163 1126 3.3% Engine 5 1758 1832 -4.0% Engine 6 1575 1496 5.3% Engine 7 1400 1345 4.1% Engine 8 1015 990 2.5% Engine 9 825 809 2.0% Engine 10 106 100 6.0% Engine 11 626 614 2.0% Engine 13 747 612 22.1% Truck 1 464 453 2.4% Truck 7 546 559 -2.3% Patrol I 745 732 1.8% Patrol 6 685 820 -16.5% Patrol 7 1097 1090 0.6% Patrol 8 462 622 -25.7% Hazmat 11 8 33 -75.8% Battalion 1 444 Battalion 2 362 Year to Date Comparison 2000 1500 1000 500 0 ' Company ~ This Year ~ Last Year BAKERSFIELD Economic and Community Development Department MEMORANDUM September 29, 1999 TO: Alan Tandy, City Manager ~ FROM: Jake Wager, Economic Development Directo SUBJECT: Redevelopment Seminar (Council Referral Item #WF0018250) Staffhas been in contact with the California Redevelopment Association to establish their ability to put on a one-day workshop. Indications are positive and it may be possible to hold such a workshop by mid-November. Attached is a list of topics being considered for inclusion in the workshop. The focus of the workshop would be on implementation of redevelopment efforts affer project areas are established. : . ?_91999 dlk:PSredv seminar council refresp. WPD Redevelopment Workshop · From Plan Adoption To Implementation · Overview of Redevelopment · Redevelopment as a Tool for Economic Development · Essential Powers of Redevelopment Agencies · Restrictions on use of Redevelopment · Tax Increment: What it is and How it Works v' Buying and Selling Land v' Eminent Domain v' Rebuilding infrastructure · Redevelopment's Contribution to Blight Removal and Urban Revitalization · Affordable Housing Requirements ,/How 20 Percent of Redevelopment Money must be used for Affordable Housing · Redevelopment Financing v~ Integral Role of Tax Increment v' Nature of Indebtedness ,/Types of Bonds v' Uses and Restrictions on Redevelopment Funds v' How Redevelopment Can and Cannot Assist Private Development · The Role of Public Officials in Redevelopment ,/City Council ,/RDA Board v' PAC · Integration of Redevelopment with Economic and Community Development · Building Public Support for Redevelopment BAKERSFIELD Economic and Community Development Department MEMORANDUM September 29, 1999 TO: Alan Tandy, City Manager ~ FROM: Jake Wager, Economic Development Direct SUBJECT: Renaming of the Central District Development Agency (Council Referral Item #WF0018245) On October 11, 1999 the Central District Development Agency (CDDA) will be asked to forward it's recommendation to the City Council for a new name for the CDDA in light of the adoption of two new project areas. This recommendation would be presented to the City Council at the October 20, 1999 regular meeting. i SEP 2 9 1999 :t dlk:P:\JWS\rename cdda council ref resp. WPD BAKERSFIELD PUBLIC WORKS DEPARTMENT MEMORANDUM TO: ALAN TANDY, CITY MANAGER FROM: RAUL M. ROJAS, PUBLIC WORKS DIRECTOR~~~.......-'''~ DATE: SEPTEMBER 28, 1999 SUBJECT: COUNCIL REFERRAL WF00182481001, STOP SIGN - MONITOR AND PANAMA, WARD 7. ':~AL VAGGIO REQUESTED PUBLIC WORKS EVALUATE THE ISSUE OF TRAFFIC CONTROL AND A FOUR-WAY STOP SIGN AT MONITOR AND PANAMA LANE AND USE THE SAME PROCESS USED IN EVALUATING THE INTERSECTION AT MING AND SCARLET OAK" The intersection of Monitor and Panama Lane was evaluated in May, 1999 and met warrants for a traffic signal. Based on traffic volume, reported collisions and other factors, the intersection is ranked as number 29 out of 36 in the Traffic Engineer's current list of warranted, but unfunded, signal locations. When analyzed in May, a four-way stop as an interim traffic control was not justified. Since then, there have been new subdivisions opened and additional traffic in the area. The intersection will be analyzed to determine if a four-way stop is needed, as was done for the intersection of Ming and Scarlet Oak, since the signal is not expected to be built soon. cc: Traffic Engineering File - WF0018248.Monitor&Panama4WayStop. REF.wpd slw: P:\DATA\WP\1999\WF0018248Monitor&Panama4WayStop. RE F.wpd Page 1 of 1 ~ City of Bakersfield *REPRINT* REQUEST DATE:9/ 22/99 CREW: TIME PRINTED: 14:42:31 SCHEDULE DATES LOCATION: ~T~'I': 9~22~99 COMPLETION: 10/04/99 GEN. LOC: FACILITY NODES FROM: FACILITY ID: TO: REF NBR: REQ DEPT: CITY COUNCIL REFERRAL PRIORITY: HIGH REQUESTOR: SALVAGGIO ORIGIN: CITY COUNCIL REFERRAL USER ID: RBARNHAR WORK TYPE: REFERRAL DESCRIPTION: STOP SIGN - MONITOR AND PANAMA LN. REQUEST COMMENTS ~ ***REFERRAL TO PUBLIC WORKS*** SALVAGGIO REQUESTED PUBLIC WORKS EVALUATE THE ISSUE OF TRAFFIC CONTROL AND A FOUR-WAY STOP SIGN AT MONITOR AND PANAMA LANE AND USE THE SAME PROCESS USED IN EVALUATING THE INTERSECTION AT MING AVENUE AND SCARLET OAK. Job Order Description: STOP SIGN - MONITOR AND PANAMA LN. at~gory: PUBLIC WORKS asK: RESPONSE TO REFERRAL Assigned Department: PUBLIC WORKS START DATE / / COMPLETION DATE / / BAKERSFIELD PUBLIC WORKS DEPARTMENT MEMORANDUM TO: ALAN TANDY, CITY MANAGER FROM: RAUL M. ROJAS, PUBLIC WORKS DIRECTOR/~/--w~ DATE: SEPTEMBER 29, 1999 SUBJECT: DBA RESOLUTION - HIGH SPEED RAIL Council Referral No. 1,VF00]$260 / 00! Councilmember Pat DeMond requested staff obtain a copy of the Resolution from Herman Ruddell of the Downtown Business Association (DBA), regarding a technical survey and location of maintenance facility proposed by Assemblyman Dean Florez for the High Speed Rail. Staff has called Cathy Butler of the Downtown Business Association regarding the request from Councilmember DeMond for Herman Ruddell's resolution. Ms. Butler will be getting it signed and send a copy to the City Clerk the first part of next week. G:\G RO U PDAT~Referrals\DeMond\VVF0018260ref. wpd ~- City of Bakersfield *REPRINT* WORK REQUEST PAGE 1 REQ/JOB: WF0018260 / 001 PROJECT: DATE PRINTED: 9~24~99 REQUEST DATE: 9/22/95 TIME PRINTED: 14:41:0i CREW: SCHEDULE DATES LOCATION: S'I'AR'~': 9~22~9c COMPLETION: 10/04/9~ FACILITY NODES GEN. LOC: FROM: FACILITY ID: TO: REF NBR: REQ DEPT: CITY COUNCIL REFERRAL PRIORITY: HIGH REQUESTOR: DEMOND ORIGIN: CITY COUNCIL REFERR3kL USER ID: RBARNHAR WORK TYPE: REFERRAL DESCRIPTION: DBA RESOLUTION - HIGH SPEED RAIL REQUEST COM~ENTS ***REFERRAL TO PUBLIC WORKS*** DEMOND REQUESTED STAFF OBTAIN A COPY OF THE RESOLUTION FROM HERMAN WEDDELL OF THE DBA, REGARDING A TECHNICAL SURVEY AND LOCATION OF MAINTENANCE FACILITY PROPOSED BY ASSEMBLYMAN FLORES FOR THE HIGH SPEED RAIL. Job Order Description: DBA RESOLUTION - HIGH SPEED RAIL at~gory: PUBLIC WORKS asK: RESPONSE TO REFERRAL Assigned Department: PUBLIC WORKS sTART DATE / / COMPLETION DATE __/__/__ MEMORANDUM September 29, 1999 TO: Alan Tandy, City Manager FROM: Jack Hardisty, Development Services Direc SUBJECT: Council Referral WF0018251 - 4205 Garnsa9 Lane Code Enforcement Officer Bob Garcia made copies of the requested ordinance sections and took them to Mr. Weedon's residence. Mr. Garcia also spoke with Mr. Weedon and extended the time for compliance to October 15, 1999. BG:km cc: Trudy Slater, Administrative Analyst ~±~y o[ saKersfield *REPRINT* ~ WORK REQUEST PAGE 1 ~E~/JOB: WF001825~ / 00~ PROJECT: DATE PRINTED: 9~24Z9~ REQUEST DATE: 9/22/9 CREW: TIME PRINTED: 8:44:45 SCHEDULE DATES LOCATION: ~'l'~'~': 9~22~99 COMPLETION: 10/04/99 GEN. LOC: ' FACILITY NODES FROM: FACILITY ID: TO: REF NBR: REQ DEPT: CITY COUNCIL REFERRAL ,PRIORITY: HIGH. REQUESTOR: ROW-LES ORIGIN: CITY.COUNCIL REFERRAL USER ID: RBARNHAR '~WORK TYPE: REFERRAL DESCRIPTION: CODE ENFORCEMENT ISSUE 4205 GARNSEY CONTACT 4205 GARNSEY LANE Phone 2 - Bakersfield, CA 93309 REQUEST CO~ENTS ***REFEmU~ TO DEV. svCs. cODE - ENFORCEMENT*** ROW-LES REQUESTED STAFF PREPARE.INFORMATION,IN RESPONSE TO'CORRESPONDENCE FROM MR.' WEEDON,'. '4205 GARNSEY LN.. COPYOF CORRESPONDENCE AVAILABLE · AT CITY CLERK'S OFFICE FRONT WINDOW. Job Order Description: CODE ENFORCEMENT iSSUE 4205 GARNSEY  at~gory: DEVELOPMENT SERVICES Assigned Department DEVELOPMENT.SERVICES...~:,::>'.t(~ START DATE / / .COMPLETION DATE'  -~(,~~.~ ~ ME M 0 RAND UM ~ ~ September 29, 1999 TO: ALAN TANDY, CITY MANAGER FROM: JACK HARDISTY, DEVELOPMENT SERVICES DIRECt,-' SUBJECT: REFERRAL FROM COUNCILWOMAN CARSON #WF0018249 A letter was sent to Mr. Eddie Johnson in response to his concerns regarding a proposed automobile dismantling facility. A copy is attached for your information. cc: John Stinson, Assistant City Manager Trudy Slater, Administrative Assistant BAKERSFIELD Development Services Department Jack Hardisty, Director Dennis C. Fidler Stanley C. Grady Building Director Planning Director (661) 326-3720 Fax (661) 325-0266 (661) 326-3733 Fax (661) 327-0646 September 29, 1999 Mr. Eddie Johnson 728 Eureka Street Bakersfield, California 93305 RE: Conditional Use Permit P99-0297 Proposed automobile dismantling facility at 4525 Cottonwood Road Dear Mr. Johnson: Thank you for you letter expressing you.r concerns about an automobile dismantling facility proposed at Cottonwood Road and East Pacheco Road. The City Council held a public hearing concerning this project on September 8, 1999 and denied the permit, overturning an earlier approval by the Board of Zoning Adjustment. Therefore, no dismantling or other salvage work is permitted on this property. Please feel free to contact me if you have any further questions regarding this project. lly, rt~~l ner City of Bakersfield · 1715 Chester Avenue · Bakersfield, California · 93301 ~SEP 3 0 BAKERSFIELD PUBLIC WORKS DEPARTMENT 1501 TRUXTUN AVENUE BAKERSFIELD, CALIFORNIA 93301 (661) 326-3724 RAUL M. ROJAS, DIRECTOR · CITY ENGINEER September 30, 1999 State of California 06-Ker-58-R45.0/R52.3 Department of Transportation Central Region 4491 West Shaw Fresno. CA 93722. Attention: Mary Frederick, Project Manager Subject: Kern River Freeway Dear Ms. Frederick: For your information, enclosed are copies of documents concerning the Kern River Freeway received at the Joint Meeting of the Bakersfield City Council and Kern County Board of Supervisors held on September 13, 1999. If you have any questions concerning this subject, please contact Marian P. Shaw at (661) 326-3579. Sincerely, RAUL M. ROJAS Public Works Director Attachments G:\GROUPDA'r~Referrals\Council\RegionalFwyHwyPrjsRefVVF0018257.wpd City of Bakersfield *REPRINT* WORK REQUEST PAGE 1 REQ/JOB: WF0018257 / 001 PROJECT: DATE PRINTED: 9~24~99 REQUEST DATE: 9/22/99 CREW: TIME PRINTED: 14:41:28 SCHEDULE DATES LOCATION: ~'l'A~'l': 9~13~99 COMPLETION: 10/04/99 GEN. LOC: FACILITY NODES FROM: FACILITY ID: TO: REF NBR: REQ DEPT: CITY COUNCIL REFERRAL PRIORITY: HIGH REQUESTOR: COUNCIL ORIGIN: CITY COUNCIL REFERRAL USER ID: RBARNHAR WORK TYPE: REFERRAL DESCRIPTION: REGIONAL FREEWAY/HIGHWAY PROJECTS REQUEST COMMENTS' ***REFERRAL TO PUBLIC WORKS*** COUNCIL REQUESTED STAFF PREPARE A LETTER AND TRANSMIT TO CAL-TRANS, ALL DOCUMENTS PERTAINING TO REGIONAL HIGHWaY/FREEWAY PROJECTS RECEIVED AT THE JOINT CITY/COUNTY MEETING. COPIES OF DOCUMENTS AVAILABLE AT CITY CLERK'S OFFICE, FRONT COUNTER. Job Order, DescriPtion: REGIONAL FREEWAY/HIGHWAY PROJECTS at~gory: PUBLIC WORKS asK: RESPONSE TO REFERRAL Assigned Department: PUBLIC WORKS START DATE / / COMPLETION DATE / / ,AT COUNCIL ~EETiNG OF September 13, 1999 TO: Kern County Board of Supervisors and Bakersfield City Council .. RE: Joint Meeting - Bakersfield C°nvention Center My name is Renee Donato Nelson. On the advice of our legal council, I request this presentation be_ entered into, the official rec_,ords of tiffs meeting. !-am speak/rig today about an issue that is so important the Stale Legislature was able to overcome normal partisanship and pass a bond measure which will be on the ballot on March 7. This issue is water and more importantly, here in Kern CoUnty, .our ability to store water underground in natural occurring aquifers. ' ' .- ' .. '." "' The measure, which may allocate some'money for acquisition of land with the' Capacity to store water UndergroUnd, may also allocate funds for us to purchase more land for the Kern River Park Way. How can we reconcile the fact that we are currently exploring the idea of building a freeway over that very same land? I am asking you all to reconsider the previous decision on the 58 alignment in light Of these new facts. Even if we don't acquire any new property for water banking or Open space, we must not ever risk this precious commodity that we have now with contamination. The odds of a truck having an accident and spilhng a load into the water banking system is something you must all think long and hard about: How many trUcks crash at the crossroads of Highway 58 and 99 at the first droP of rain? Cleansing an underground aquifer of contamination is next to impossible. Once a major spill happens, we will spend millions trying to figure out how to clean it up, while at the same time, we will need to procure clean water to dr/nk; bathe in and irrigate our Crops.. Why would trUcks want to use this seven miles of freeway you may wonder? This freeway must tie into both Interstate 5 and Highway 99 to be eligible for state and federal money. The stated purpose is for both commuters and interstate truck traffic. 'Some people will tell you that any road which speeds up travel makes economic sense. But at what cost? What value do we place on clean water? Try going one day without using any water. Ask the people in Glenville what it's like to not have clean water. They already know. In closing, thank you all for being here today and working together for a better future for all Kern County residents. Rence Donato Nelson 11916 Borg Court, Bakersfield, California 93306 rdnelson~netzero, net REC'D & PLACED ON FILE ,.' AT COUNCIL MEETING OF ? LAND PLANNING, URBAN DESIGN & DEVELOPMENT MANAGEMENT 13109 Hageman Road, Bakersfield, CA. 93312. Phone: 661-589-3300 - Fax: 661-589-6933 e-mail gra@ lightspeed.net 9/7/99 GOOD Afternoon BOARD OF SUPERVISORS AND MEMBERS OF THE BAKERSFIELD CITY coUNCIL. THE EAST-WEST FREEWAy FOR METRO BAKERSFIELD SHORT TERM FACTORS SUGGESTS THE FOLLOWING SETTING:- - The normal pressure of housing tract development approvals causes continual sprawl. · The parcel assessment fund collections cannot upgrade adequately the local road network standards for traffic utilization. · The pattem of local traffic congestion and road maintenance continues to deteriorate. · County and City by approving subdivisions based on mitigations to a promisory note, the- "Kern River Freeway" is at some legal risk. · Little substantial proof supporting that the Kern River Freeway Corridor alignment is the best mobility traffic service answer for the community at large. LONG TERM FACTORS SUGGESTS THE FOLLOWING SETTING:- - The "Centennial Freeway" corridor alignment does not resolve any major regional east- west freeway connection needs. · The placement of a regional freeway to freeway interchange connecting the east-west "Centennial Freeway"proposal to Hwy 99. and Interstate 15 is yet to be resolved. · The hidden Traffic Model cannot prove the service worth of an east-west "Centennial Freeway" alignment showing how proposed traffic ingress and egress benefits would reduce local traffic congestion, or enhance the passing of through traffic. · There is scant evidence of cost/benefit service ratio to downtown or the communities to the east and west of Hwy 99. · One gaping lack of data is a f'mancial feasibility spread sheet revealing the latest overall "Centennial Freeway" cost estimate to clearly understand the magnitude of the investment funding or potential construction staging requirements. . Surely long term conceptual factors should be approved before action is taken on the short term seven mile stretch of freeway construction from nowhere to nowhere. The "Kern River" Freeway is the current point of activity instead of the :'Centennial Freeway." This is known as cart before the horse. We recommend this joint decision making body -- The County of Kern and the City of Bakersfield place long term before short term considerations. The most, important "Centennial Freeway" should be on your immediate list for priority transportation action. This change of focus is the right way to build a good future east-west freeway for our Metro region. ,-_. Submitted by Graham Kaye-Eddie Master Urban Designer G,ike ....... 408 wO}~r)S REC'D & 'PLACED ON FILE AT COUNCIL MEETING OF JOINT MEETING OF BAKERSFIELD CITY COUNCIL AND KERN COUNTY BOARD OF SUPERVISORS, 9-13-99 Members of the ny council and board of supervisors, good allemoon. On the advice of our legal council, I request this presentation be entered into the official records of this meeting. My name is Dennis Bainbridge and I am here to address two i~ue~ regarding the Kern River. Freeway, potential water contamination and exorbitant cost. At a time when the rest of California is greatly concerned over the acquisition and use of water, we in Kern County and Bakersfield seem to be willing to jeopardize one of the most pristine groundwater supply and recharge areas in the state by transacting it with a freeway that will not even satisfy our local traffic problems when and if ever completed. Roughly eighty-percent of Bakersfield's water supply comes from groundwater resources, yet alignment'proponents are oblivious to or ignore that fact, regardless of potentially disastrous consequences. I am asking you to reconsider your previous approval of the Highway 58 alignment. The likelihood of a truck having an accident, leaving the roadway, and spilling its load into the recharge basin is an occurrence you cannot and must not Ignore. It's been almost 10 years now since this project has been underway and not one of the CalTrans engineers and/or designers has come up with a solution to this potential disaster. Local government's response to public concern has been to ignore the facts and expand the existing recharge area, which simply doubles its exposure to hazardous spills. Once a major spill happens, how much will we spend determini.ag IF it can be cleaned up and HOW to go about doing it?. Remember how porous this soil is. A substance like diesel fuel would be absorbed almost immediately, contaminating a water supply used by homeowners, agriculture and commerce. Is this roadway REALLY WORTH the gamble? The stated purpose for this freeway is to help alleviate local traffic as well as provide · route for intemtate commerce. It will be heavily used by frocks car~ing a wide vadety of commodities, including petroleum products, toxic and dangerous chemicals, as well as hazardous materials to the Laidlaw facility. This alignment passes through what is commonly known as one of the foggiest areas of the county, yet this well-known fact was completely' ignored in the EIR. Building this freeway in this location would simply be a time bomb waiting to explode--not a matter of IF it should happen but WHEN it will happen. The Ioca!chaptar of California Trucking Association has expressed its concern over the possibility of hazardous spills to this var porous recharge area. Their REC'D & PLACED ON FILE COUNCIL MEETING OF 9113199 GOOD EVENING BOARD OF SUPERVISORS AND MEMBERS OF THE BAKERSFIELD CITY COUNCIL My name is Graham Kaye-Eddie. I represent The Citizens for Public Participation and would like to speak about THE EAST-WEST FREEWAY FOR METRO BAKERSFIELD We ~1-have a great need for an-east-west freeway FROM HWY 58 TO INTERSTATE 5; ....... through our Metro area. We have good north-south freeways IN HWY 99 AND 15. However we have two strange obsessions. The first is in "T" dead-end freeways and second is in bits and pieces of freeways without proper connections. We have lived 30 years with -- HWY 58 which "T's" into HWY 99 and -- Hwy 178 a stretch starting at Oswell Street and ending at M Street. This future Kern River Freeway proposal suggests the same bad mistakes as this past! We are proposing the Kern River Freeway to "T" into Interstate 5 with a piece, which starts at Heath Road and stops at Mohawk Street. This is a blurred transportation vision. It is filled with voodoo traffic benefits; volatile cost estimates and no seriously configured freeway to freeway connections. · There is no fixed location or cost estimate for KRF proposal interchange with Hwy 99. · The Centennial Freeway ghost cannot serve a 13M sq.ft downtown future with only a one and one half off ramps. · The Centennial Freeway extended through Hwy 178 does not even link with Hwy 58 at its eastern end. · These fatal Centennial and Kern River Freeway flaws do not serve our communities to the east and west side of Hwy 99, let alone downtown. A "T' hand signal would suggest time out. A serious time out is needed to huddle for a new freeway solution that will work. Instead of another freeway piece from nowhere to nowhere, lets wise-up and place a freeway which will get us east to west, _z from someplace in our desert Mountains to somewhere near the Ocean. On advice from our legal council we request that this presentation and document be entered into the official records of this meeting. Thank you for listening. Graham Kaye-Eddie ~l~raft Gnike © ...... 281 WORDS REC'D & PLACED ON FILE AT COUNCIL MEETING OF t,'t Kern River Freeway Statement of Support April 5, 1999 We strongly believe the Kern River Freeway must move forward as quickly as possible. The Kern River Freeway has been under discussion and incorporated in our general plans since the. 1940,s. _The. Kern l~_i~er Freew-_y is ident~ed in the MetroP°litan.2010.-General Plan that has been adopted by both the City of Bakersfield and the County of Kern. Formal steps toward its construction have been taken over the past nineteen years including: reviewing numerous staffreports; holding Public hearings; identifying mitigation options for potential environmental impacts; making political decisions and voting on options; securing the .support of Kern COG, the City of Bakersfield, and the County of Kern; and now, most importantly, securing the funding. This freeway is vitally important to our community. No other plan relieves traffic congestion ia this area as this fi'eeway would, and the economic benefit to our community is in the millions of dollars. All of the organizations and individuals below have united to show our strong support for this freeway. We encourage you to do whatever possible to begin construction on Phase I oft. he Kern River Freeway as soon as possible. Thank you for your attention to this most important matter. Sincerely, Greater Bakersfield Chamber of Commerce BIA of Kern Cot~ · clarion Kern ~u~tY B[tilders' EXchange /:/k" -/'..~ ..oun_,gmg TfaCd~'CounciI'ofKern, Inyo and ' /'"' Mo~i'o Counti~ AFL-CIO Kern County Board of Trade ]~ff~n~al Uj~i0'n of.~perating Engineers,~'~ Central Labor Council, AFL-CIO Local 12 / -- . Kern, Inyo and Mono Counties ...... · '. ........................ REC'D & PLACED ON FILE :" THOMAS & SNELL AT COUNCIL MEETING'OF · ~o. ~, mb~ ~.* ~ S~te 13, 1999 (l~l~l~) BY HAND DELIVERy - - Bakersfield City Council Kern County Board o£ Supervisors Re: Agenda Item 6.i~'. "Regional Freeway/Highway Projects" as titled on the agenda for the Joint Meeting of the City and County to be held Sepiember 13, 1999 Ladies mid Genflcmen: Our fim~ has been retained to rcpr('.sent a group of concerned citizens within the Ci~ uf Bakersfield and the County of Kern to address their concerns with' aspects of thc proposed alignment for the Kern River Freeway. As leading members of the Kern Council of Governments, the City and the County bare a responsibility to r~:vicw this project again currently, in light of new infomaation that has come to light, in order to insure it is safe for the long term healfla mad welfare of the coxmunity, to insure that public moneys are being wisely used in its pursuit, and to address the transportation needs that are going' umnet. Public concerns have been expressed numerous times in the official records about the proposed roadway's adverse affects on the community's water supply~ the potential hazard to air and water quality from disturbing toxic materials during its construction, and its interference with the recreation and green space of the Kern River. These and other concerns were made part of the public record in early 1998 as part of the environmental ~""~"""" review process, To date there has been no response to these concerns, S bCONO PLOOn, My clients were informed that the final Tier I EtS/EIR would be ~'"~^""'"' completed early in 1999 more than one year after the pubic comment period ~.~ c.,,~..,^,.,,,, was closed. Now, almost 20 months after closing the public comment period, ,.~,,,,..,,,. the final Tier I EIS~IP. has yut to be released - much less certified. In the M'kI,~GNI;I S~qTI*IIOMA.%M4P. LL ~M meantime, both the City and the County have approved a numbex of projects n,~-,,,~,(.,).~(~o that rely, in large part, on the Kern River Freeway to mitigate the adverse $$-.0%0010B270.DOC THOMAS & SNELL ATTORN}~.Y$ AT LAW Bakersfield City. Council Kern County Board of Supe~wisors September 13, 1999 Page 2 environmental impacts of those projects. In short, both the City and the County are relying-upon a txoject that has yet to be approved to mltloate other projects. To make matters worse, the project evaluated in the draft Tier I EIS/EIR for Route 58 between Interstate 5 and State Route 99 (06-KER-58,R 35.4/52.3) is so flawed that all its adverse effects cannot be mitigated satisfactorily. In short, the draft Tier I EIS/EIR must be revised and rccirculated in ligta of the projects approved over the past two years. The citizens I represent are also concerned about the defective planning that has characterized this project to such an extent that there is still no plan for linking the Phase I segment of the. project to Highway 99. What is. ~roposed to be built first is a 7 mile segment that links to no other major highways or roads, although state and federal money are predicated on the promise that ultimately there will be such linkages. There is simply not enough room to do so in the dense area, populated by refineries and other roads and businesses, at Mohawk where the first phase terminates. As there is no plan for linking to Highway 99, the conclusions drawn in the draft Tier I · EIS/EIR arc not suppm~ted by any facts in the record, Another troubling aspect of the current planning is that neither the City, the County nor Kern COG have performed a total cost analysis for the project. As a result, Kern COG eliminated from consideration under the Tier I EIS/EIK alternatives that may have higher land acquisition costs, but could (and probably would) result in lower total costs and lower - enviXOnmental impacts, Your planning staffs insist that 20 years ofplamfing have gone into the project. The fact that they have spent 20 years planning this project but have nm looked at the total cost thereof treads dangerously close to a misuse of public funds, it demands your immediate attention and requires renewed attention to the alternatives summarily rejected pdor to environmental review. In conclusion, the City a~d County are following flawed policies by continuing to permit additional development in areas that have no effective traffic mitigation. Your solution - the proposed Kern River Freeway- is subject to many challenges with its current alignment, both general and specific. The developments being approved are also subject to challenge on the basis of inadequate and improper mitigation. The current traffic impact $$.,0~0108270.DOC THOMAS & SNELL AT~o~n'~ ^T ~.^w Bakersfield City Council Kern County Board of Supervisors September 13, 1999 Page 3 fees are inadequate to address the problem. Hence, no effective traffic mitigation is within sight. My clients respectfully request that the'City and the County immexliately request Kern COG to update its Tier I EIS/EIR to include consideration of the projects approved by both agencies in the project area in 1998 and 1999. 'Ihey further request that the City and the County r~valuate the Seventh Standard alignment and flae Roscdale Highway alignmentin light - of the total cosks of acquisition and construction of the proposed highway. This alternative mt~ be fully explored in the revised Tier I ElS/Enl.. Finally, my clients respectfully request that the City not base traffic mitigation of fi~ture projects upon the proposed Kern River Freeway until such time as a final decision is made with respect to the new alignment for Route 58 between Interstate 5 and State Route 99. Very truly yours, · Marcus $$-0g}0108270.DOC REC'D & PLACED ON FILE AT COUNCIL MEETING OF Kern Unit California Trucking Association September 13, 1999 Resolution WHEREAS, the members of the Kern unit of the California Trucking Association are committed to the safety of California's highways; and ~251~8~,,~ WHEREAS, the members of the Kern Unit of the California Trucking w.,~.~.~9569] Association support the protection of California's waterways and aquifers; (916) 373-3500 and Fo~ (gl&) 371-7558 ~. WHEREAS, the California trucking industry, which pays $2.8 billion annually in state and federal highway taxes, seeks their expenditure on ~900w,,~,yAwu, highway projects that improve goods movement and enhance safety while su,e360 protecting the environment; and West CoWrie, CA 91790 (818) 856-2076 Fox(e18)856.2084 WHEREAS, the proposed alignment of Highway 58 in Kern County jeopardizes nearby waterways and aquifers while providing no connection ~ to major freight corridors; and 2376 0o~ Aveflue Haywa~d,~94546 WHEREAS, significant safety improvements and widening are needed on (5]0)783.3870 Highway 46 in Kern County, which would also improve goods' movement ~ (~10)783-985~ without adverse environmental impact; and WHEREAS, the approval and funding for these potential highway projects are currently under consideration; NOW, THEREFORE BE IT RESOLVED by. the Kern Unit of the California Trucking Association to oppose the proposed alignment of Highway 58 and to support immediate funding and approval of safety improvements and widening for Highway 46. and to request the support of the full California Trucking Association for these positions. BE IT FURTHER RESOLVED that this Resolution be forwarded to the Kern Council of Governments, the Bakersfield City Council, Caltrans, the California Transportation Commission, and to state and local elected officials from Kern County. 09/!5/99 14:19 CTA DEPT. ~ 661 589 3878 N0.126 ~0i Sep~mber 13, 1999 Robyn Cady, Char, Kern Unit Ten-West Towing, Inc.. Bakersfield, CA By Fax Dear Chairperson Cady: We have received today the Resolution adopted by the steering committee of the Kern Unit. I commend your efforts to include as many members as possible of the Unit in formulating lhis position. The California Trucldng Association looks to its members, through Unit acten like this, in directing attention to Io~al needs. Given the short time within which the Kern Unit must respond to the Bakersfiel~ City Council and the Kern Council of Governments meeting~ on the Highway 58 and HighwaY 46 projects, we h~e set aside Highway Policy Committee consideration and instead reviewed the Resolution internally with an eye toward conformity to CrA policies. The Resolution recounts those policies accurately: CTA supports protection of the environment, while seeking expenditure of our highway tax dollars on projects that enhance goods movement and iml)rove safety. You may, therefore, consider the Resolution adopted by the Kern Unit as also representing the position of the California Trucking Association as a whole. We will make CTA staff available to the Unit to further this position. //F-.xe~tive/'~e'u''~a-ersOn deVJ~ PresJ nt // f JDA:mew REC'D & PLACED-ON FILE AT COUNCIL MEETING OF Statement by Barbara Lomas to the Joint Session of the Bakersfield City Council and the County Board of Supervisors, September ]3, 1999 The Kern River Freeway alignment crosses known areas of severe hazardous waste on the Equilon/Texaco refinery property. In all, the EIS/EIR for this Freeway identifies 43 hazardous waste sites associated with the alignment and located in the proposed right of way. In the attached January 29, 1998 letter fi.om Texaco to Caltrans, Texaco points out that the construction of the Freeway would cause these hazardous materials to be dispersed into the air. Specifically they state, "the most potentially mobile contamination in this area would be from residu~!~heavy metals that would become airborne and be- '- ingested by construction workers during construction and passing motorists." The heavy, metal Chromium has been detected in surface samples taken by Texaco within the proposed Freeway right of way. For those not familiar with this well know cancer causing material, according to the Agency for Toxic Substances and Disease Registry in Atlanta, Georgia, Chromium is the fourth most dangerous metallic chemical known to man and is a known carcinogen. Workers exposed to Chromium are subject to lung cancer as well as stomach ulcers, convulsions, kidney and liver damage and death. Texaco also stated that in addition to the release of heavy metals into the air, the potential exists for human exposure to the toxic and damaging chemicals TPH or BTEX if this soil is disturbed as it would be in a fi'eeway construction effort. Additionally, the EIS/EIR grossly underestimates the cost ofremediation for these toxic chemicals and substances as the cost estimates were made prior to the revelations in the attached letter. Texaco has also indicated its concern about exposing citizens to risk of exposure to the hazardous chemicals that would be inevitable in the case of an explosion or accidental leakage of toxic material into the atmosphere. Texaco and others refer to the zone that would be affected as the "circle of death". This circle of death represents the outer reach of dangerous materials that would impact citizens and their property. Building a fi-eeway over the property ora high potential and known dangerous facility simply increases the odds that innocent citizens will be put in harm's wav. The Texaco re/inery problem is but another reason among many to abandon the ill thought out plan for this costly and problematic freeway. It is time to move on to another more viable alternative alignment and put this loser project into our history. ,5, bay Texaco Refining & Po~z Office Janua~ 29, 1998 MichaeJ Denahue Office of Environmentai Mana=~ement C. alifomia Depa~ment of TranspoC, ation 4545 North West Avenue Fresno, CA 9,3705 Subject: Proposed State Highway 58, Kern River Alignment; Draft Environmental Impact Report Comments Dear Mr. Donahue: The following is a preliminary set of comments regarding some of the issues that the proposed Highway 58 route generates for Texaco Refining and Marketing Inc., Bakersfield Refinery. Historically, we had met with CaJTrans represematives and expressed our desire to work openly and collectively regarding land, environmental, and safety issues associated with the proposed 'route. We highly encourage Caf'Frans to integrate the refinery into the process more directly as t-he issues are potentially significant and could require negotiating additional mitigations that may add to the design and/or cost of the proposed project. ,'-ne following comments are not intended to be inclusive. Further. we respectfully request involvement in this process of finalizing the EIR. 1. The proposed freeway wou~d bise~ the Bakersfield Refinery in an East/West direc*jon between the tank farm and the Kern River. This'would isolate Texaco's property on the South side of the freeway without any consideration for access or existing utJlities. One of the Bakersfield Refinery's groundwater productJon wells, Water Well No. 8, ~s located near the Southern edge of Texaco property along the Kern River. This well is the Refinery's primary potable' water supply well and one of several utility water supply wells; it is also the Refinery's most 'productive groundwater well. The freeway would isolate this well and destroy the existing water delivery line to the Refinery. As mitigation measures, the freeway project must pro'vide an access road for refinery staff to the remaining soul,hem property and the 'production well. i'-ne freeway project must also provide a conduit and a new water delivery line beneath the freeway. Alternatively, additional mitigation measures may inctude the abandonment of the existing well and drill a new well accessing the existing aquifer. Additionally, the relocation of the well will' ' ' ' require removing and replacing sections of the water transfer pipe. 2. Several crude oil pipelines and natural gas lines enter the Bakersfielc~ Refinery from the East and the West. The proposed freeway route and nearby interchanges may interfere with the operation of these pipelines. As mitigation measures, the freeway project must relocate any pipeline tidal may be affected by the freeway construe'don project and the Mohawk interchange and Coffee Road interchange. ,: 3. ~-he southern potion of Texaco's propem/be,ween the tank farm ~nd the Kern River cffers the necessary real estate and several opportunities for future wastew~ter treatment and disposal mechanisms. Texaco would like to maintain these options to suppor~ future expansion, was~ewater quaiity improvements, and ecological improvements. The freeway project would eliminate these options from further c=nsideration without providin(3 any mitigation measures, w 4. ']-ne proposed freeway pro.~e¢, includes tt~e c~nstruction of a large storm water retention and percolation basin in an area Nor*,h of the free~,way and located in an area currently occupied by Tosco's former wastewater percolation popds. The proposed ~o,'m ware? retention basin would C=llect ali storm water from all freeway properly fr'om the Mohawk interchange to the Coffee Road interchange. The EIR 'does not consider the estimated storm water quantity produced by a 25-year storm event or the estimated size of the requirg-~d retention basin. Furthe.-, the does not mention the consequences of such a retention and recharge basin on the local groundwater gradient and its potential effects on the Bakersfield Refinery's ex~sting contaminant and remediadon efforts. In general, the hydrogeologic effect Of this basin would have negative consequences for any existing SubsUrface contamination that is not directly North of the proposed basin location. Infiltration in this area would potentially mobilize any subsurface contamination that may exist on the East, S~uth, and West sides of the basin to off-site · locations, including areas beneath the Kern River. 5. Waste Pile, Landfill The proposed Kern River alignment crosses Tosco's former waste pile at the Southeastern boundary of the Area 2 refinery. This was a storage area for coke. T'ne c.;'~aracteristics and ultimate disposition of the waste pile has not been determined. The depth to water in this area is approximately 40 feet below ground surface. T"ne ground water flow direction varies in this area from Southwest to Northwest to North depending upon the status of the Kern River. Chromium has been detected at a level slightly above background levels in one near-surface sample. The potential exists for exposure of previously undetected metals contamination, TPH, or BTEX contamination if this soil is disturbed significantly as it would be in a freeway construction effort. The highest dsk with metal contamination in the soil is the potential for it to become airborne from events such as construction dust and wind storms. Additionally, use of this area for a water collection basin is inadvisable due to the potential for promotion of contaminant migration into the shallow aquifer. ~i. Harvest Ponds/Emergency Ponds The proposed Kern River alignment crosses Tosco's former Harvest/Emergency Ponds, which are located in the Southwest comer of the Area 2 refinery. It would also cross a former drainage ditch that once drained storm water and 'wastewater from the refinery. After purchasing the former Tosco refinery in 1986, Texaco removed and cleaned these ponds under the direction of the RWQCB and DTSC to acc. e. ptable cJosure standards. The harves~ po,,'tds_ consist of double lined chlorinated polyethylene (CPE) liners with a concrete base and were Constructed in 1980. The ponds had a leachate recovery system (LCRS). The emergency pond was constructed with a single 30 mil CPE liner and a LCRS constructed ir~ the soil below. Waste stream for the Harvest Ponds Jncduded Coke Scrubber.' SO2, caustic scrubber wastewater, side stream softener wastewater (designated waste). The Harvest/emergency pond had a waste stream of storm water, surface runoff, and possible ore,ow from Harvest ponds. Severai groundwater monitoring wells still e:dst in this area. ~"'ne ground water flow in bhe area ranges from West to Northwest and varies in depths at around 40 to 80 feet. Analyses indicate that no soil impam has occurred in this area. Groundwater analyses has indicted some Iow concentrations (just below state MCLs] of volatiles such as benzene and toluene. Some metais have been detemed at concentrations just above state MCL's. Freeway construction in this area would potentially disturb any undetected contamination that might exist from refinery or o~er oil fieid operations. The most potentially mobile contamination in this area would be residual metals that could become airborne and be ingested by constnJctJon workers durfng constru~Jon and/or passing motorists during a wind storm. 7'. ~'i'he proposed freeway would interfere with the refinery's future options for groundwater monitoring, groundwater barriers, or groundwater recovery.and treatment efforts that may be necessary to remediate subsurface contamination or prevent off-site migra~on. So far, Texaco's proactive monitoring and remediation efforts have contained contamination on-site and prevented its migration to the South and Southwest toward the Kern PJver, generally in the d°wngradient direction from the refinery.- The proposed fre-.way would p~ace a barrier to potential remediation or groundwater c~ntrol actJons that may be necessary in the future. As mitigation, the freeway project, should include the installation of several add~onal and nested groundwater monitoring wells in the remaining portions of Texaco property South of the proposed freeway, one or more aroundwater recovery wells, and evaluate and consider the potential installation .of biological-or physical groundwater barriers to prevent the potential Southward or SoutheastWard migration of contamination in the future. 8. CalTrans is encouraged to review and integrate an analysis of TRMI Bakersfield Refinery's publicly available RMPP. T'he EIR c[oes not appear to address the potential risk issues and offer Proposed mitigations. Additionally, the TRMI Bakersfield Refinery is initiating the FederaJl7 mandated Risk Management Plan and requests ongoing dialogue, with the potential purview of con~dential business information privileges, to discuss emerging modeling results and the potential for consideration of additional mitigation measures as a result of these efforts. 9. Affected F-nvironment; Section 3.2..7 Air Quality In July,. 1997, EPA revised the national air quality standards for ozone and particulate matter. No mention of the revised standards are mentioned in the reoort. A brief summary is ,listed below: . EPA is phasing out and replacing the previous l-hour primary ozone standard (health-based) with a new 8-hour standard. In establishing the 8-hour standard, EPA is setting the standard at 0.08 parts per million (ppm) and defines the new standard as a "concentration-based" form, specifically the 3-year ~verage of the annual 4th-highest daily maximum 8-hour ozone concentration. EPA also revised the primary (heaJtl~-based) ~'M st. andards by adding a new annual Pk4~2~- standard, set at 15 micrograms per cubic meter (Fg/m3) and a new 24-hour PM2.5 standard set at 65 Pg/m3. EPA is retaining the annual PM10 standard of ,50 pg/m3 and adjusting the PMIO 24-hour stand~rd of 150 tJg/m3 by Changing the form of the standard. ' ' Construction of Ihe Route 58 Freeway project is estimated to occur between 2009 and 2014. At'tainment of the new ambient air quality standards is expected to be at'rained in this time : period. Areas would be designated as nonatlaJnment for the 8-hcur standard by 2000 and would submit their nonat't, ainment SIPs by 2003, have Ul= ~o 10 years .otus two 1-year e,-,ctensio'~s from the date of designation for areas tc aEain the revised NAAQS. The E~R report should incorporate into this section a discussion of the revised NA,AQS standards and a timeline for implementation of these standards. 10. Bavironmental Consequences and Mitigation Measures; Section 4.2.7 Air Qual~ Although Io~I carbon monoxide air quatib' impacts were estimated using the CALINE4 model, similar analysis were not conciucted for ozone and particulate maker. Although the project area is a non-attainment area for ca.on monoxide, re-designation to an attainment area is imminent. The report over-simplifies the impact ~,, the air emissions by stating that the proposed emissions are simply in the SIP budgets. The established SIP budgets do not account for the revised national ambient ozone and particulate matter standards. Further, to ensure future attainment of the air quality standards, analysis of the projected increase of emissions due to the Route 58 Project with existing stationary sources emissions must be conducted to .determine if attainment of the ozone and particulate matter standards will be impacted. tt is recommended that the EiR conduct modeling studies on the potential impact, of the proposed project on attainment of both the e×istJn~ and revised NA.AQS. The EIR should also recogn'=~ that the impact of this assessment shou~'d be on-going due to the uncertainties of the Ozone and PM SiP, uncertainties in the project emission inventories, and the advancement of modeling technology. ~'-ne detailed modeling protocol should be available for public comment before the modeling is conducted. Finally, =~empting to resolve and conclude this matter with the future regulatory, technological and actual air quality status at the time of con.ruction seems to be beyond current evadable techr,:~l information and technologies. It is recommended that the final determinations regarOing these environmental impacts and any potential mitigation's be reserved undl much closer to actual c~nstruction of' the proposed freeway. TRMI Bakersfield Refinery appreciates the opportunity to participate in this efforL If you would like add~onal information or can provide us further Opportunities for dialog on these important makers, please contact Anita M. Burke, Manager of EH&S at (805l 326-4265. Sincerely, Arm~nd ~ AMB/cb cc: Bakersfield City Planning Commission ..... Public Works Director Roles - City of Bakersfield Supervisor Barbara PaLdck Senator Ken Maddy Assemblyman Roy Ashburn Mary C. Frederick, Department of Transportation Grog Hardy, PGA ToxFAQs Chromium CAS# 7440-47-3 Chromium April 1993 Agency for Toxic Substances and Disease Registry This fact sheet answers the most frequently asked health questions about chromium. For more information, you may call the ATSDR Information Center at 1-800-447-1544. This fact sheet is one in a series of summaries about hazardous substances and their health effects. This information is important becaUSe this substance may harm you. The effects of exposure to any hazardous substance depend on the dose, the duration, how you are exposed, personal traits and habits, and whether other chemicals are present. SUMMARY: Exposure to chromium happens mostly from breathing workplace air, or ingesting water or food from soil near waste sites. Chromium can damage the lungs, and cause allergic responses in the skin. Chromium has been found in at least 115 of 1,300 National Priorities List sites identified by the Environmental Protection Agency. What is chromium? (Pronounced kro' me-urn) Chromium is a naturally occurring element found in rocks, soil, plants, animals, and in volcanic dust and gases. Chromium has three main forms chromium(O), chromium(III), and chromium(VI). Chromium(HI) compounds are stable and occur naturally, in the environment. Chromium(O) does not occur naturally and Chromium (VI) occurs only rarely. Chromium compounds have no taste or odor. - Chromium(III) is an essential nutrient in our diet, but we need only a very small amount. Other forms of chromium are not needed by our bodies. Chromium is used for making steel and other alloys, bricks in furnaces, and dyes and pigments, and for chrome plating, leather tanning, and wood .preserving. What happens .to chromium when it enters the environment? Manufacturing, disposal of products or chemicals containig chromium, or burning of fossil fuels release chromium to the air, soil, and water. Chromium particles settle from air in less than 10 days. Chromium sticks strongly to soil particles. I of 2 Most chromium in water sticks to dirt particles that fall to the bottom; only a small amount dissolves. Small amounts move from soil to groundwater. Fish don't take up or store chromium in their bodies. How might I be exposed to chromium? Breathing contaminated workplace air (stainless steel welding, chromate or chrome pigment production, chrome plating, leather tanning) Handling or breathing sawdust from chromium treated wood Breathing contaminated air, or ingesting water, or food from Soil near waste sites or industries that use chromium Very small amounts of chromium(III) are in everyday foods How can chromium affect my health? All forms of chromium can be toxic' at high levels, but chromium(VI) is more toxic than chromium(III). Breathing very high levels of chromium(VI) in air can damage and irritate your nose, lungs, stomach, and intestines. People who arc allergic to chromium may also have asthma attacks after breathing high levels of either chromium(VI) or (HI). Long term exposures to high or moderate levels of chromium(VI) cause damage to the nose (bleeding, itching, sores) and lungs, and can increase your risk of non-cancer lung diseases. Ingesting very large amoUnts of chromium can cause stomach upsets and ulcers, convulsions, kidney and liver damage, and even death. We don't know if chromium harms the fetus or our ability to reproduce. Mice that ingested large amounts of chromium had reproductive problems and offspring with birth defects. Skin contact with liquids or solids containing chromium(VI) may lead to skin ulcers. Some -people have allergic reactions including severe redness and swelling. How likely is chromium to cause cancer? The Department of Health and Human Services has determined that certain chromium(vi) compounds are known carcinogens. This is based on increased lung cancer in some workers who were exposed to chromium. Animal studies also indicate chromium(VI) is a carcinogen. We do not have enough data to determine if chromium(0) or chromium(HI) are carcinogens. '~Vhere can I get more information? Agency for Toxic Substances and Disease Registry Division of Toxicology 1600 Clifton Road NE, Mailstop E-29 Atlanta, GA 30333 BAKERSFIELD PUBLIC WORKS DEPARTMENT MEMORANDUM TO: ALAN TANDY, City Manager FROM: RAUL ROJAS, Public Works Director ~---v~~. DATE: September 28, 1999 SUBJECT: FILSON STREET CUL-DE-SAC Council Referral WF0018244 / 001, Carson Councilmember Irma Carson requested staff contact Mr. Ricky Peterson regarding the status of the Filson Street cul-de-sac and explain the current legal process and discuss the 9/14/99 memo from Raul Rojas with Mr. Peterson. Also requested the City Attorney's Office to look into possible legal action the City can take in relationship to proceeding with this project. The City Clerk's Office supplied Mr. Peterson with a copy of the 9/14/99 memo from Raul Rojas. Mr. Peterson was contacted September 28, 1999 by staff from the Engineering Division and the Property Management Division. The requirement and process for obtaining title holder signatures for the property needed for the cul-de-sac construction was explained. The current status for obtaining these signatures was presented. The City currently has 4/9 of the title holders signatures on the street dedication documents, and anticipates receiving another 3/9 for a total of 7/9 of the title holders signatures shortly with receipt of the signature of the major title holder for the property who owns 3/9 of the title. Private Investigators have been retained to try and locate the remaining two title holders (1/9 each) whose last addresses were in Los Angeles and Sacramento. Mr. Peterson seemed very pleased with and appreciative of the progress to date on the project. The City Attorneys Office is responding to the request to review possible legal actions in a separate memorandum. cc: Bart J. Thiltgen, City Attorney Jacques R. LaRochelle, Engineering Services Manager tdw:S:\TED\1999 Memos\092899at3.wpd City of Bakersfield *REPRINT* .J~ % WORK REQUEST PAGE 1 REQ/JOB: WF0018244 / 002 PROJECT: DATE PRINTED: 9~24~99 REQUEST DATE: 9/22~99 CREW: TIME PRINTED: 14:43:29 SCHEDULE DATES LOCATION: COMPLETION: 10/04/99 .GEN. LOC: FACILITY NODES FROM: FACILITY ID: TO: REF NBR: REQ DEPT: CITY COUNCIL REFERR~_L PRIORITY: HIGH REQUESTOR: CARSON ORIGIN: CITY COUNCIL REFERRAL USER ID: RBARNHAR WORK TYPE: REFERRAL DESCRIPTION: FILSON ST. CONTACT RISKY PETERSON Phone 1 661 - 8372463 ( ) 1817 FILSON ST. Phone 2 - ( ) Bakersfield, CA 93301 REQUEST COMMENTS ***DUAL REFERRAL TO PUBLIC WORKS (LEAD) AND CITY ATTORNEY*** CARSON REQUESTED STAFF MEET WITH MR. PETERSON AND EXPLAIN THE CURRENT LEGAL PROCESS AND DISCUSS THE 9/14/99 MEMO FROM RAUL ROJAS WITH MR. PETERSON (CLERK HAS PROVIDED MR. PETERSON A COPY). CITY ATTORNEY TO LOOK INTO POSSIBLE LEGAL ACTION CITY CAN TAKE IN RELATIONSHIP TO PROCEEDING WITH THIS PROJECT. Job Order Description: FILSON ST. CatDgory: CITY ATTORNEY Task: RESPONSE TO REFERRAL Assigned Department: CITY ATTORNEY START DATE / / COMPLETION DATE / / B A K E R S F I E L D -' PUBLIC WORKS DEPARTMENT MEMORANDUM TO: ALAN TANDY, CITY MANAGER FROM: RAUL M. ROJAS, PUBLIC WORKS DIRECTOR~/I.) / DATE: SEPTEMBER 30, 1999 SUBJECT:. CELLULAR STRUCTURES LOCATED AT 3601 AUBURN STREET Inquiry by Councilmember Mike Maggard - Ward 3 Attached is a memorandum from Communications Coordinator Mci Perry with information concerning Federal Communications Commission (FGG) regulations for antenna structures, as requested by Gouncilmember Mike Mag§etd. Upon review of the FCC regulations, there is little a City can do regarding the rregulation of installation of telephone or cellular site towers. However, there is small opening in the regulation for aesthetic values and zoning decisions. This is something staff can look into drafting an ordinance or change our current ordinance regulating aesthetic values for a new installation structure. Attachment c: Jack Hardisty, Development Services Director G:\GROU PDAT~Referrals~Vlaggard\CellularStructures_Au bu rnStreet.wpd B A K E R S F I E L D PUBLIC WORKS DEPARTMENT MEMORANDUM TO: Raul Rojas, Director of Public Works ~ /~//~ /) FROM: Mel Perry, Communications Coordinato~q~/~U Date: September 29, 1999 SUBJECT: Cellular Structures Located at 3601 Auburn Street There are three 70' to 80' antenna structures located at 3601 Auburn Street - one owned by Pacific Bell for PCS telephone service installed November 1997, one owned by Nextel Communications for SMR/Mobile radio telephone service installed June 1998 and one owned by Central Wireless out of Fresno installed September 1999. Ail three structures meet City requirements, Municipal Code section 17.24.060 - maximum height of structure for C-2 zone of 90' and section 17.08.110 - height of antenna not to exceed 30 feet above tower or pole structure. Building permits were obtained from Development Services and inspections were performed. The Federal Communications Commission Negotiated Rulemaking Act of 1990, ET Docket 93-62, Section 107, states that "no State or Local Government or instrumentality thereof may regulate the placement, construction, or modification of personal wireless service facilities". Section 107 also relates to preemption of Local and State authority on matters such as "aesthetic values and zoning decisions". An excerpt from Section 332(c) (7) (B) relates to FCC authority for technical requirements ~to prevent a State or Local Government or its instrumentalities from basing the regulation of the placement, construction or modification of 'Commercial Mobile Radio Service facilities directly or indirectly on the environmental effects of radio frequency emissions" cc: Joe A. Lozano, Public Works Operations Manager BAKERSFIELD PUBLIC WORKS DEPARTMENT MEMORANDUM DATE: October 1, 1999 TO: Alan Tandy, City Manager FROM: Raul Rojas, Public Works Directo SUBJECT: CURBSIDE RECYCLING Council Referral #WF0018252/001, Councilmember DeMond Many cities use curbside residential recycling of traditional materials such as bottles, cans, and paper as a means of complying with the state recycling mandate of 50%. This type of program recycles about 5 to 15 percent, depending on local conditions and program design. Curbside recycling requires running additional trucks, which has associated cost. Generally, the cost of collecting and processing curbside recyclables is covered by a combination of three sources of funding: revenue from sale of materials, savings from landfill fee savings, and service fees. Typically, service fees range from $1.50 to $3.00 per month per home, depending, on several factors. In Bakersfield's case, one of these funding components is not available, since Kern County landfill fees are charged to each residential parcel as a flat fee. Thus, the City has no opportunity to offset recycling program costs with landfill fee savings. Also, recycled materials are less valuable in Bakersfield than in cities closer to shipping centers, due to the cost of transportation. The result is less net value to offset collection cost. Therefore, service fees for a curbside program would be higher in Bakersfield than in other cities which enjoy landfill fee savings through recycling and higher material values. Fortunately, a study of Bakersfield's waste composition reveals that greenwaste outweighs other recyclables by far. The City's greenwaste recycling program also yields more results per dollar spent than other programs. By using this and a voluntary drop off program for bottles, cans, and paper, Bakersfield has met the recycling mandate thus far. KB:stop G:\GROUPDA'I~SOLIDWASTE\DEMOND_CURBSIDE RECYCLING.wpd ~-~,--, ......... ~ - - October 1, 1999 City of Bakersfield *REPRINT* ~ ~ WORK REQUEST PAGE 1 REQ/JOB: WF0018252 / 001 PROJECT: DATE PRINTED: 9~24~99 REQUEST DATE: 9/13/99 CREW:~ TIME PRINTED: 14:42:07 SCHEDULE DATES LOCATION: $'±'A/~T: 9~13~99 COMPLETION: 10/04/99 FACILITY NODES GEN. LOC: FROM: FACILITY ID: TO: REF NBR:' REQ DEPT: CITY COUNCIL REFERRAL PRIORITY: HIGH REQUESTOR: DEMOND ORIGIN: CITY COUNCIL REFERRAL USER ID: RBARNHAR WORK TYPE: REFERRAL DESCRIPTION: CURBSIDE RECYCLING __ REQUEST COMMENTS ***REFERRAL TO PUBLIC WORKS*** DEMOND REQUESTED STAFF PREPARE A REPORT EVALUATING THE COST OF CURBSIDE RECYCLING. Job Order Description: CURBSIDE RECYCLING CatDgory: PUBLIC WORKS Task: RESPONSE TO REFERRAL Assigned Department: PUBLIC WORKS START DATE / / COMPLETION DATE BAKERSFIELD CITY MANAGER'S OFFICE MEMORANDUM September 30, 1999 TO: Councilmember Couch FROM: John W. Stinson~, A~s~istant'City Manager SUBJECT: Referrals dated 9~22~99 The following are staff responses to the referrals made by you on 9/22/99. #1 Coffee Road - Road repairs. A status report from Public Works regarding the condition Of the road at this location is attached. #2 Phone message from Mr. Smith re. Scarlet Oak and Ming Avenue stop sign and grading at Old River Road and White Oak. A status report from Public Works regarding the installation of a four-way stop, and the grading at Old River Road and White Oak is attached. #3 Question from Mr. Green re. street excavation and paving.. A memo from the Public Works Department explaining city road maintenance practices and their response to Mr. Green is attached. #4 Referral to Water Board re. floridation and chlorination of water. This item was referred to the Water Board by you at the 9/22/99 City Council meeting. The Water Department will contact Dr. Robert Reed and invite him to the next Water Board meeting when this is discussed. #5 Staff report regarding Parking Authority progress. A memo from Economic Development Director, Jake Wager providing an update on this issue is enclosed. #6 Per a previous request, attached is a copy of the publication "Street Design Guidelines for Healthy Neighborhoods". #7 Per a previous request, attached is information from the City Clerk explaining how C.D.D.A agendas and information is being made accessible on the City's Web page. Sent By: C~ty Cleri(; 3233780; Sep-i6-99 4:29PM; Page 1/1 TO: DAVID.COUCH FAX 327-9417 ~ FROM: CITY CLERK'S OFFICE III I I I ~.00~ Telephone Message Date: Sept. 16, 1999 Time: 3:07 P.M. From: Mr. Doug Smith Telephone No.: 664-806~ To: Cotmcflmember Couch toM~.· Sml.,th is a resident of the Oaks. He contacted you with a petition regarding the request install a stop sign on the corner of Ming Avenue and Scarlett Oak. You responded with a letter stating that a sign would .be installed at the location ~ July prior to school starting at Cai State. The sign ts still not installed, lie has spoken w~th Steve Walker in the Traffic Department and is not'getting any response. ' ALso, he is not happy with the grading of the intersection of Old River Road and Whs Oak. The ~,i-ading has been com,,le,,~ r ........ 're paved? He has contacted ,i,~ c,_r__,'~~_ ,,--.aypr. ox. o.w.ee~. When is the area going'to be contractor tn two weel,, ~,-eet ~epartment ann _was told that it would be done b. th - --,, ~.a~ was ~ weeks y e - - · ago. The bumps are extreme and he feels that his vehicle is being damaged by the conditions. He stated that you called him on a previous occasion around 10:00 P.M. - He is requesting' that you call him larior ~o 9;00 P.~ Message Taken By: Denise Sullivan. Deputy City Clerk David R. Couch Second Vice President-investments Financial Consultant SALOMONSMITHBARNEY 661-327-9141 Amemberof 800-42'1-2171 d clttgroup"~ SALOMON SMIT~ 5000 California Ave,, Suite 100 Bakersfield. CA 93309-0711 Fax 661-327-9417 '~" David R. Couch 9' , Second Vice President-lnves[ments Financial Consultant SALOMON SMITH BARNEY 800-421-2171 A memberof mt~group'~ SALOMON SMITH BARNEY INC. / ,~ 5000 California Ave., Suite 100 ,'~ Bakersfield, CA 93309-0711 Fax 661-327-9417 ~ 'o BAKERSFIELD PUBLIC WORKS DEPARTMENT MEMORANDUM TO: ALAN TANDY, City Manager FROM: RAUL ROJAS, Public Works Director~Y~~ DATE: September 28, 1999 SUBJECT: COFFEE ROAD NORTHBOUND SOUTH OF GRADE SEPARATION BRIDGE Council Referral WF0018254 / O01, Couch Councilmember David Couch requested staff review the condition of the road on the right- northbound lane on Coffee Road just prior to the bridge. Late last Spring, Streets Division staff noted signs of settlement occurring in the right (No. 3 lane) northbound lane of the south approach embankment of the Coffee Road Grade Separation. Further investigation revealed apparent movement and distress to the retaining wall constructed in this area to support this embankment. This wall was constructed at this location to preserve area for the adjacent property owner. As a part of the Grade Separation project, it was the responsibility of the general contractor, Granite Construction, to hire an Engineer to design this wall and then build the wall in accordance with the Engineer's plans and specifications. Since the time this problem was discovered, staff has pursued Granite to investigate and repair this problem. However Granite has continually declined to acknowledge responsibility for this apparent defect. Therefore, in August, the City Attorney's Office became involved due to potential legal issues. A Consulting Engineer has been hired to provide investigative analysis and a report regarding the apparent defect. His report is expected to be available sometime in November. Should this report reveal inadequacies with the design or construction of the retaining wall, the City will be naturally pursuing full repayment of all investigative studies as well as all costs necessary to repair the wall. The Streets Division has patched this area of Coffee Road previously and will patch this area again today to improve the current condition of the street. cc: Jacques R. LaRochelle, Engineering Services Manager tdw:S:\TED\1999 Memos\092899at1 .wpd WORK REQUEST PAGE 1 REQ/JOB: WF0018254 / 001 PROJECT: DATE PRINTED: 9~24~99 CREW%~ REQUEST DATE: 9/ 22/99 TIME PRINTED: 14:41:49 SCHEDULE DATES LOCATION: ~'~'A. Li'r: 9~22~99 COMPLETION: 9/30/99 GEN. LOC: FACILITY NODES FROM: FACILITY ID: TO: REF NBR: REQ DEPT: CITY COUNCIL REFERRAL PRIORITY: HIGH REQUESTOR: COUCH ORIGIN: CITY COUNCIL REFERRAL USER ID: RBARNHAR WORK TYPE: REFERRAL DESCRIPTION: ROAD CONDITION - COFFEE ROAD REQUEST COMMENTS ***REFERRAL TO PUBLIC WORKS*** COUCH REQUESTED STAFF REVIEW THE CONDITION OF THE ROAD ON THE RIGHT-NORTHBOUND LANE ON COFFEE ROAD PRIOR TO THE BRIDGE. Job Order Description: ROAD CONDITION - COFFEE ROAD Cat~gory: PUBLIC WORKS Task: RESPONSE TO REFERRAL Assigned Department: -PUBLIC WORKS-~ START DATE / / COMPLETION DATE / / R,,~P ! D~ NIE~O~ SCl158 BAKERSFIELD PUBLIC WORKS DEPARTMENT MEMORANDUM TO: ALAN TANDY, CITY MANAGER FROM: RAUL M. ROJAS, PUBLIC WORKS DIRECTOR~-' L_...---- ~'~"O ~' DATE: September 28, 1999 SUBJECT: COUNCIL REFERRAL WF00182551001, 4-WAY STOP - MING AND SCARLET OAK, WARD 4. 'COUCH REQUESTED STAFF CONTACT MR. SMITH ASAP REGARDING HIS CONCERNS RELATING TO THE INSTALLATION OF A 4-WAY STOP SIGN AT MING AVE. & SCARLET OAK. ALSO, STAFF TO RESPOND TO COUCHAS TO WHEN THE STOP SIGN WILL BE INSTALLED AND WHEN THE INTERSECTIONS (ON OLD RIVER ROAD) WILL BE REPA VED." Mr. Smith was contacted by the Traffic Engineer on September 24, 1999. He was informed that the General Services crews would be installing the signs and markers the week of September 27 and the installation was expected to be complete by Wednesday the 29th. As of Monday, the 27th, the crews had already installed the posts and were making preparations to place the stop markings and the signs. Paving on Old River Road started on Monday, September 27th. Traffic is restricted to one lane, each direction, during construction. cc: Traffic Engineering File - WF0018255.ScarletOak@Ming. REF.wpd slw: P:\DATA\VVP\1999\VVF0018255.ScarletOak@Ming. REF.wpd Page 1 of 1 City of Bakersfield. *REPRINT* WORK REQUEST PAGE 1 ~EQ./JQB: WF0018255 / 001 PROJECT: DATE PRINTED: 9~24~99 REQUEST DATE: 9/22/99 CREW: TIME PRINTED: 14:41:40 SCHEDULE DATES LOCATION: ~'1'/~/~'1': 9~22~99 COMPLETION: 9/30/99 GEN~. LOC: FACILITY NODES FROM: FACILITY ID: TO: REF NBR: REQ DEPT: CITY COUNCIL REFERRAL PRIORITY: HIGH REQUESTOR: COUCH ORIGIN:' CITY COUNCIL REFERRAL USER ID: RBARNHAR WORK TYPE: REFERRAL DESCRIPTION: 4-WAY STOP - MING & SCARLET OAK CONTACT DOUG SMITHPhonePh°ne 12 661.-_ 6648063 Bakersf±eld, CA 93301 REQUEST COMMENTS ***REFERRAL TO PUBLIC WORKS*** COUCH REQUESTED STAFF CONTACT MR. SMITH ASAP REGARDING HIS CONCERNS RELATING TO THE INSTALLATION OF A 4-WAY STOP SIGN AT MING AVE. & SCARLET OAK. 'ALSO, STAFF TO RESPOND TO COUCH AS TO WHEN THE STOP SIGN WILL BE INSTALLED AND WHEN THE INTERSECTION(S) WILL BE REPAVED. COPY OF TELEPHONE MESSAGE FROM MR. SMITH AVAILABLE AT CITY CLERK'S OFFICE FRONT WINDOW. Job Order Description: 4-WAY STOP - MING & SCARLET OAK atpgory: PUBLIC WORKS asK: RESPONSE TO REFERRAL Assigned Department: PUBLIC WORKS START DATE / / COMPLETION DATE / ~PID~ /V~E/V~O SCl158 ? _ Telephone Message Date: Sept. 16, 1999 Time: 3:07 P.M. 'From: Mr. Doug Smith Telephone No.: To: Councilmember Couch Mr. smith is a resident of the Oaks. He contacted you with a petition regarding thc request to install a stop sign on tile COwer of Ming Avenue and Scarlett Oak. You responded with' a letter stating that a si~n would be installed at the lo~ation in July prior to school' starting at Cai State. The ~lgn Is still.not installed. He has spoken with Steve Walker In the Traffic Department and Is not'getttng any response. Also, he is not happy with the g~ading of the inter~ection of Old River Road and White Oak. The grading has been completed for approx. 6 weeks. When is the area going'to be paved? He has contacted the Street depat'tment and was told that it would be done by the contractor in two wetly. That was 3 weeks ago. The bumps are extreme and he feels that his vehicle i~ being damaRed by the conditions. He stated that you called Mm on n previous occasion around 10:00 P.M. = lie is requestin3 that you call him prior to 9:00 Message Taken By: Denise Sullivan. Deputy City Clerk BAKERSFIELD PUBLIC WORKS DEPARTMENT MEMORANDUM TO: ALAN TANDY, City Manager FROM: RAUL ROJAS, Public Works Director ~~ / - DATE: September 29, 1999 SUBJECT: COFFEE ROAD/BRIMHALL ROADIGOSFORD ROAD/TRUXTUN AVENUE RESURFACING Council Referral WFO018258 / 001, Couch Councilmember David Couch requested staff contact Mr. Fred Green regarding the excavation and repaving of Gosford Road, Coffee Road, Brimhall Road, and Truxtun Avenue. Mr. Green wants to know why the City does not schedule the excavation and repaving projects more closely together. Also, he wants to know when these intersections will be paved. Staff contacted Mr. Green on September 29, 1999. The following summarizes the information supplied to Mr. Green: The resurfacing of the above identified streets is part of a project that was awarded to Griffith Company on June 16, 1999 for $939,935. The project allows 60 working days (Monday-Friday) to complete the work, and the working days began on July 2, 1999. When a street is resurfaced, u,sually about 2" of new asphalt is placed over the original asphalt pavement. Where the resurfaced area ends and joins with the original asphalt pavement that is not being resurfaced, the original asphalt pavement area to receive resurfacing is ground down so that the new asphalt surface is level with the original asphalt surface. Normally, a contractor schedules the grinding of these joining areas just a few weeks before he resurfaces them. However as noticed, Griffith Company ground the streets on this project over 4 weeks ago. They evidently have so much paving work on-going (between other City projects, County projects and Caltrans projects) that they have been unable to resurface the streets for this project in a timely manner. Griffith Company's working days for this project currently end September 29, 1999, after which the project specifications require that they pay to the City $1,000 for each day past September 29, 1999 that the work is not completed. To try and prevent this grinding issue from reoccurring on future projects, the City has changed its standard specifications for the recently awarded Local Streets Resurfacing Project ($2.1 million awarded to Granite Construction August 11, 1999) to allow no more than 7 working days between grinding a street and resurfacing that same street. In addition, staff is proposing adding liquidated damages of $500 to $1,000 per day for future resurfacing projects where the time between grinding and resurfacing a street exceeds the time allowed in the project specifications. Old River Road is being resurfaced today, and the Coffee Road-Brimhall Road-Truxtun Avenue will be resurfaced this weekend, October 2"d and 3rd. Mr. Green was appreciative of the call and the steps being taken to prevent this issue from occurring on future resurfacing projects. l:;c: Jacques R. LaRochelle, Engineering Services Manager dw:S:\TED\1999 Memos\O92899at2.wpd City of Bakersfield *REPRINT* ~ ~' WORK REQUEST PAGE 1 REQ/JOB: WF0018258 / 001 PROJECT: DATE PRINTED: 9~24~99 REQUEST DATE: 9/22/99 CREW: TIME PRINTED: 14:41:13 SCHEDULE DATES LOCATION: ~'l'~u~'l': 9~22~99 COMPLETION: 9/30/99 GEN. LOC: FACILITY NODES FROM: FACILITY ID: TO: REF NBR: REQ DEPT: CITY COUNCIL REFERRAL PRIORITY: HIGH REQUESTOR: COUCH ORIGIN: CITY COUNCIL REFERRAL USER ID: RBARNHAR WORK TYPE: REFERRAL DESCRIPTION: ROAD EXCAVATION & REPAVING REQUEST COMMENTS ***REFERRAL TO PUBLIC WORKS*** COUCH REQUESTED STAFF CONTACT MR. FRED GREEN REGARDING THE EXCAVATION & REPAVING OF GOSFORD RD. COFFEE RD., BRIMHALL & TRUXTUN AVE. MR. GREEN WANTS TO KNOW WHY THE CITY DOES NOT SCHEDULE THE EXCAVATION & REPAVING PROJECTS MORE CLOSELY TOGETHER. ALSO, HE WANTS TO KNOW WHEN THESE INTERSECTIONS WILL BE REPAVED. Job Order Description: ROAD EXCAVATION & REPAVING CatDgory: PUBLIC WORKS Task: RESPONSE TO REFERRAL Assigned Department: PUBLIC WORKS START DATE / / COMPLETION DATE ~PID MEMO~ 09/30/99 THU 16:56 FAX 805 328 1548 BFLD ECON & COMM DEV -*-~-~ CITY MGRS OFFICE [~001 BAKERS'FIELD Economic and Community Development Department MEMORANDUM September 30, 1999 TO: Alan Tandy, City Manager FROM: Jake Wager, Economic Development Director SUBJECT: Parking Authority (Council Referral #WF0018256) Staff has been approached by Downtown Business Association representatives (Ray Watson and Roy Weygand) regarding the possibility of creating a downtown parking authority. Staff has concluded some preliminary research and has had some brief conversations back with the DBA representatives. Efforts are now under way to set a more formal meeting that will allow for a more detailed discussion. We are anticipating being able to meet as early as next week. dlk:P:\$WS\park authority council ref resp2.WPD Street Design Guidelines ~.r Healthy Neighborhoods ~ ~~ w~r~, ~.~., K~S~ ~.~., Local Government Commission Center for Livable Communities Acknowledgements Special thanks to the members of the San Joaquin Residential Street Design Guidelines Advisory Committee for donating their time and wisdom to this project. Fred Allen Andrew Malik Parks Planning Manager Economic Development Director City of Modesto City of Tracy Lynn Azevedo Dave Mitchell Planning Director Supervising Environmental Planner City of Los Bar, os San Joaquin Valley Unified The LGC's Center for Air Pollution Control District Livable Communities Jana Coons Planner I Bill Nichols The Center for Livable Commun- City of Turlock Strategic Planning Manager City of Modesto ities helps local governments Butch Cope and community leaders be proactive Deputy Director Eugene M. Palazzo in their land use and transportation Planning and Community Planning Director planning, and adopt programs and Development Services City of Riverbank County of Merced policies that lead to more livable and Terry Parker resource-efficient land use patterns. Paula Fernandez Office of Air Quality and Associate Traffic Engineer Transportation Planning Center programs can help jurisdic- City of Lodi California Air Resources Board tions expand transportation alterna- tives, reduce infrastructure costs, cre- Marta Frausto Jeffrey Pernstein ate more affordable housing, improve Associate Transportation Planner Interim Director air quality, preserve - natural re- California Dept. of Transportation Community Development Dept. sources, conserve agricultural land City of Tracy James Hamilton and open space, and restore local Planning Manager Tracy Roemer-Bettencourt economic and social vitality. City of Turlock Environmental Planner The Center for Livable Communities San Joaquin Valley Unified Chris Hatfield Air Pollution Control District is a national initiative of the Local Senior Transportation Planner Government Commission, a non- California Dept. of Transportation Dianne Keil Smith profit, nonpartisan, membership Senior Planner organization of elected officials, city John Hofmann Community Development Dept.. and county staff, and other interested Principal Planner City of Stockton individuals throughout California City of Merced Eric Veerkamp and other states. Margaret Kavanaugh-Lynch Associate Planner For more information about the Planner, Community Community Development Dept. Center and its other publications, Development Department City of Lodi please contact us at: City of Tracy Charlie Woods ~ (800) 290-8202 Greg Kirkpatrick Director of Planning and Field Representative Community Development fax (916) 448-8246 1414 K Street, Suite 250 American Farmland Trust City of Ceres Sacramento, CA 95814-3929 Steve Kyte John Wright You can also find the Center City Manager Director of Planning and on the Web at: www. lgc.org/clc/ City of Turlock Development Services City of Clovis Street Design '~ ~ Guidelines~ ~for n ,~ny--ea"'-- - m Janua~ 1999 P~ncipal Author Dan Burden, Walkable Communities, Inc. Contributing Michael Wallwork, EE. Authors Ken Sides, EE. ~mon T~as Ha~s°n B~ght Rue Editors Dave Da~s, Sharon Sprowls, and Paul Zykofsky Funders U.S. En~ronmental Protection Agency (Region IX) San Joaquin Valley Unified Air Pollutlon Control Dist~ct UC San Francisco / Callfornla Department of Health Se~ces Photography Dan Burden,-Walkable' Communities, Inc.' Design Dave Da~s ~ 1999 Local Government Commission. All fighm rese~ed. Table of Contents m I. Introduction -~ [] Overview .......... ...'.. ~ ......... [ ....... ' ....:. 2- How Did Current Street Standards Become the Norm? .... 3 [] Origins of the Street Design Guidelines ............... , 4 [] Methodology Behind the Guidelines ................... 6 [] II. Using This Guidebook ' 9 '[] III. What Are Healthy Streets? [] Healthy Streets Create Healthy Neighborhoods ~ · 12 [] Conventional Streets Create Conventional Neighborhoods .12 Eliminating the Need for Conventional Street Hierarchy .:~.. 13 Healthy Street Categories ........................... 13 ~[] 1. Alleys, Lanes, Streets, and Trails [] 2. Transitional Avenues and Main Streets 3. Boulevards and Parkways '[] Where to Find Healthy, Traditional Streets ...... ' ........ 17 [] Measuring A Street's Success ......................... 17 .[] Meeting People's Six Basic Needs ..................... 18 IV. Conventional Street Design Problems [] 1. Public Safety for Drivers Only· . ................... ·23 2. Higher Neighborhood Speed Regulations ............ 23 [] and Tolerances [] 3. Compromises in Safety, Access and Mobility .......... 24 4. Compromises in RecoverY ....................... 24 5. Compromises throUgh RedUced Yielding ............ 24 [] 6. Compromises in Comfort ....................... 24 [] 7. Compromises in Liability and Risk .. ............... 25 8. Law Enforcement Difficulties ..................... 25 fi 9. Larger Curve Radii and Higher Speeds .............. 26 [] 10. Faster Intersection Turning Speeds 27 11. Creating Safer Streets Benefits EverYone .............. 27 I · ~ V. Healthy Neighborhood · ~ Street Design Principles · ~ 1. Walkable Neighborhood Size and Mixed Uses ........ 28 ~ 2. Interconnected and Diverse Street Pattern ........... 29 ~ 3. Shorter Block Length ........................... 29 · ~ 4. "Outdoor Rooms" and Front Porches .............. 29 · ~ 5. Traffic Dispersion ............................. 30 ~ 6. Speed Control through Geometrics ................ 30 · ~ 7. Narrower Lane Widths 30 · ~ 8. Narrower Intersections with Smaller Radii ........... 31 · ~ 9. Tee Intersections .............................. 31 ~ 10.Curves ...................................... 31 ~ 11.On-Street Parking ............................. 31 · ~ 12.Nature Strips, Landscaping and Trees .............. 32 ~ 13.Sidewalks .................................... 33 ~ 14.Curbs and Gutters vs. Swales ..................... 34 I ~ 15. Street Furniture 35 l. ~ 16. Street Lighting ................................ 35 ~ 17. Bus Stops .................................... 35 ~ 18. Street Crossings -- Crosswalks and Medians ......... 36 · ~ 19. Smaller Curb Return Radii 36 ~ 20. Comer Sight Triangles 37 ~ 21. Bicycles ..................................... 37 ~ 22. Snow Removal ................................ 38 'l ~ 23. Emergency Vehicles 38 ~ 24. Utilities ..................................... 39 ~ 25. Resolution of Conflicts ......................... 39 ~ Conclusion .................................. 40 ~ Appendices ~ A. AASHTO "Green Book" Excerpts 41 ~ B. Fire Code Notes 47 ~ C. Livable Oregon "Skinny Streets" Excerpts 48 ~ D. Design Matrix for Healthy Streets ........... back cover · ~ Resaurces 51 · · II 1I 1 II 1 [] i 1 I l l Il II II 1 1 I. Introduchon ~ major shift in the way we design neighborhoods is "taking it :5 ~ to the streets" all across America. People are working togeth- ~ er to identify better ways to design new neighborhoods or retrofit ~ existing ones to be more interactive, walkable, enjoyable and liv-~ able. After years of neglect, street design is re-emerging as a major ~ element of neighborhood street engineering, town planning and ~ real estate development. ~ Several real estate studies reveal that the top preference in pur- ~ chasing a home combines low traffic volume, slow street speeds ~ and minimal noise. Many people seek neighborhoods with parks, ~ schools and other activities nearby for their children, while many ~ "baby boomers" -- anticipating the changing mobility of their older years -- are asking for side- walks, trails, greenways, and open space. The desire for healthy, interactive neighborhoods is not a new phenomenon, but only quite recently have real estate marketers started to promote quiet, neighborly streets as a main incentive to buy hous- es in particular neighborhoods. A recent Rutgers University study determined that "small towns" rank highest on the list of five different types of liv- ing places. Fifty percent of Americans want to buy homes in village-style neighborhoods, compared with 22 percent ~ A traditional street in an older for conventional suburbs (Eagleton Institute, 1987). ~ neighborhood in Philadelphia. Before Walt Disney Corporation built Celebration, its new town ~ in Florida, they conducted an extensive market study of what ~ homebuyers wanted. Focus groups revealed that one out of every ~ two Americans wanted to live in a village-style or traditional ~ neighborhood. However, since less than one percent of current ~ new development is styled on older, traditional patterns, a major ~ demand for neighborhoods that retain old town living styles goes ~ unfulfilled. ~ The types of streets our grandparents lived on are still the best ~ streets types today To build these quiet streets and street patterns ~ we must look both into the past and toward the future. ~ The following guidelines show how to understand, preserve and ~ resurrect characteristics of older neighborhood streets and how to ~ build them again with urban infill and new development. ~ Overview ~ Traditional streets are an important component of healthy '~I neighborhoods and livable communities. Pedestrians in most ~ cities say they want well-designed neighborhood alleys, lanes and I~ streets that keep motorist speeds between 10 and 25 mph, and ~ provide on-street parking, sidewalks, shade, benches, street ~ lamps, and other community amenities. ~ These design elements combine to create an ideal environment ~ that encourages walking, bicycling and a sense of community: ~ streets should be well connected to offer a variety of walking ~ routes and to distribute motorized traffic. Streets should have reg- ~ ular terminating vistas -- prominent features where they end or ' at the apex of curves -- and offer plenty of variety along the way Intersections should have turning radii that require low speeds, yet allow access by infre- quent street users such as fire trucks, sanitation trucks, and delivery vehicles. Ideally, blocks are not longer than 300- 450 feet. Houses are located close to the street. Parks, schools, churches and small shops are found at walkable dis- tances from each home. Walkable, bike-friendly, transit-oriented neighborhoods eliminate the need for many non-essential, motorized trips. Traffic volume, speed and noise are reduced. By slowing motor- A new traditional street in ized traffic, people discover that the front portions of their homes The Kentlands, Maryland. are pleasant places. They spend more time in front yards and porches, and meet neighbors along walkways and at street cor- ners. . Putting more people outside further slows traffic and enhances neighborhood security. As more people meet, make friends, and share information, neighborhood bonds are strengthened and people watch out for each other. Over time, parents feel more comfortable about allowing their children to be outdoors more often, and they permit children to walk or bike to many of their favorite destinations. These attitudes foster activity and personal interaction that benefit the physical and emotional health of chil- dren, seniors, and, indeed, every resident who plays a part in cre- ating a truly safe and healthy neighborhood. How Did Current Street il Standards Become the Norm? A s researchers examined town codes nationwide, they found ~ [] ~ that new towns typically copied existing codes or adopted ~ ~ published standards without question. Rarely had anyone con- ~ il ~ ducted research to find the right combination of elements needed ~ ~ to make streets successful. This lack of Understanding has often ~ il I resulted in noisy, high-speed, high-volume roads, which isolate ~ [] ~ neighborhoods and increase the need for auto trips. ~ ~ In Rural By Design, Randall Arendt captures this copycat code ~ ~ syndrome of neighborhood street-making. He cites Residential~ · ~ Streets, published jointly in ~ 1990 by the American [] ~ Society of Civil Engineers ~ (ASCE), National Associ-~ ~ ation of Home Builders il ~ (NAHB) and the Urban ~ Land Institute (ULI), which · ~ strongly criticizes current ~ street-making practices. [] ~ According to Residential ~ Streets, current practices can · ~ be attributed to early stan- [] !~ dard-setting based upon ~ readily available state high- ~ way department manuals. ~ Several states still set stan- !i dards for local, neighbor- ~ hood street-making. While ~ [] ~ these standards may be acceptable for major roads, they are out of ~ This Las Vegas neighborhood ~ ~ is isolated. Children must · ~ character in a neighborhood and produce inappropriate driving ~ walk long distances in stark, ~ behavior by motorists. ~ I~ ~ ~ hot, high-speed environments ~ Street-making is a simple art. However, because it is crucial to ~ to get to a distant park, ~ ~ school or store. [] ~ neighborhood and community design, many disciplines must col- ~ ~ laborate to achieve the best street patterns for each neighborhood. ~ il ~ Motorist behavior is primarily dictated by street design. Left sole- ~ [] ~ ly to traffic engineering, neighborhood street design often reflects ~ ~ the interests of cars rather than the needs of people and healthy ~ I ~ neighborhoods. ~ i Origins of the Healthy igbh .hd. or oo · Street Gu,del,nes · .~I~l hese street-making guidelines were initially prepared for com- ~ m munities in California s San Joaquin Valley under sponsorship ~ of the Local Government Commission's Center for Livable ~ Communities, and Walkable Communities, Inc. Funding was ~ provided by the U.S. EPA Region IX, the San Joaquin Valley Air ~ Pollution Control District, Walkable Communities, Inc., and the ~ Physical Activity Health Institute of the University of California at San Francisco and California Department of Health Services. ' The San Joaquin Valley is the fastest growing region in Califomia, with a population that is estimated to more than double from 5 million today to 12 million by 2040. In the past, land use patterns and eco- nomic vitality in the Valley have been primarily based on agricul- ture. Increasingly, Valley planners and policymakers face the chal- lenge of meeting housing, employ- ment, and infrastructure demands created by this growing population while trying to preserve their com- munities' historic rural character and the economic viability of their In Fairview Village (Portland, agricultural businesses. Responding to these concerns, a task Oregon), a density of 11-13 force of planners, city managers, elected officials, and nonprofit units/acre helped preserve representatives gathered to help develop these healthy neighbor- wetlands and woodlands. ' hood street design guidelines. Short blocks provide quick and safe access to schools, Although developed in the San Joaquin Valley, the guidelines can stores and the post office, easily be applied to street design across the U.S. and were intend- ed for national dissemination. Yhese design principles are con- (artwork: Holt and Haugh) sistent with low-speed street-making across the country and are based on the larger planning concepts of "traditional" or "village- style" neighborhood design. Draft versions of these guidelines have already been used for state and national training courses and local street design in cities across the United States and Canada ~ and as far away as Australia. [] [] ~ These guidelines embrace the published art of .street-making ~ found in dozens of engineering, planning and town-making man- ~ uals. Many popular references were consulted and used in their i preparation including the following: the often-quoted American ~ Association of State Highway Transportation Officials (AASHTO) ~ Policy on Geometric Design of Highways and Streets ("The Green ~ Book"); the Institute of Transportation Engineers (ITE) Traditional ~ Neighborhood Development Street Design Guidelines; ITE's Traffic ~' Engineering Handbook; Residential Streets: Objectives,. Principles ~ and Design Considerations, published by the American Society of ~ Civil Engineers (ASCE), National Association of Home Builders ~ (NAHB) and Urban Land Institute (ULI); and the ASCE's [] ~ Residential Streets. The National Fire Code and the San ~Diego i~ Metropolitan Transit Development Board's "Designing For Transit" ~- manual were also used. A number of other town-making texts, []~ such as Randall Arendt's Rural by ~ Design and Christopher Alexan- i ~ der's The Timeless Way of Building ~ and A Pattern Language, were ~ also consulted. ~ All 'the street dimensions recom- ~ mended in these guidelines fall ~ within the acceptable guidelines ~ and principles established by ~ these important national and [] ~ regional organizations. [] ~ xpect debate in your commu- ~ nity. Manuals often offer [] i~diverse recommendations. They ~ always have a range of values ~ from which professional teams ~ can select to achieve their goals. Planning, engineering, transit ~ Trail connector in a [] ~ operations, safety and fire code bibles have descriptive language ~ conventional neighborhood in Davis, California. [] ~ supporting the principles for older, people-friendly, traditional ~ neighborhoods, but they also have language suggesting conven- ~ tional ways of thinking. [] ~ In Appendix A, we have pulled together excerpts from the ~ AASHTO Green Book to demonstrate the depth of support for tra- · l ~ ditional or "healthy" street design and engineering. When con- [] ~ fronted by specialists who can only see the reasons not to do ~ things differently, encourage them to review this language which [] ~ supports the changes needed in your community It will be an ~ interesting, leaming experience for everyone involved. i Methodology Behind the Gu' ' ,del,nes ~ planner, a historic redevelopment specialist, a citizen planner, an ~ the guidelines, our team measured successful streets across the ~ along them. To prepare these guidelines, the team visited, measured and talked with residents and drivers in over 80 tradi- tional neighborhoods and sixteen neo-traditional 'neighborhoods. Dan Burden, the principal author, recently completed a 30-month tour of 542 cities in each of the major regions of the U.S. and across North America. Meeting with groups interested in walkable communities in each of these cities, Burden has identi- fied some of the most critical and common street-mak~ lng issues, practices and principles. A Nationwide Review of Neighborhood Street Design The streets, neighborhoods and communities we studied were diverse. They included Cambridge, Massachusetts; Albany and Saratoga, New York; East Lansing and Kalamazoo, Michigan; Crested Butte, Grand Junction and Boulder, Colorado; the Ballard, Green Lake, Lake City and Capitol Hill neighborhoods in the Seattle area; Gig Harbor and University Place, In Washington, DC, parked ~ Washington; Eugene, Oregon; Eureka, Davis, Chico, Santa cars create an important ~ Monica, Pasadena and San Diego, California; Denton, Arlington, buffer, providing added ~ Austin, McAllen and Dallas, Texas; Juneau and Anchorage, pedestrian comfort and encouraging lower travel speeds. ~ Missouri; and Brevard, Asheville, Charlotte and Waynesville, ~ were Seaside, Abacoa, Celebration, Mizner Park and Truman '~ Annex in-Florida; Middle Towne Arch in Norfolk, Virginia; ~ Homes and San Diego's 4S Ranch in California; Northwest · · i ~ Winter Park and Celebration, Florida !~ · ~ W e used Central Florida as our laboratory to test the feasi- i~ ~ww bility of these guidelines. In the Orlando area, we explored i I ~ streets of early 1900s ~town-making in historic Winter Park and ~ ~ compared them to the new town of Celebration built in the 1990s. ~ ~ By comparing the streets of the past with those of.today, we were ~ · ~ able to draw up several workable points of contrast. ~ ~ Our first calculations at the Winter Park Fire Department' mea- ~ · ~ sured the width of their fire trucks. The trucks are 9.5 feet wide ~ i ~ (from mirror to mirror). Explaining our interest in creating new ~ ~ street standards, we asked the local fire fighters to direct us to :~ · ~ Winter Park's narrowest streets. After first assuring us that they ~ ~ could handle any street in town, they chose 20 streets for our study, l · ~ Arriving at the designated tree-canopied neighborhood, we found ~ · ~ streets as narrow as 16 feet with parking ~ ::~ on one side. Other streets with parking on i ~ two sides had total widths of 22-24 feet. ~ These streets were extremely narrow, rich- ~ ly canopied with 60-70-foot-tall oak trees, ~ but workable as access streets to homes. I ~ The residents and motorists we talked I ~ with were pleased with every [unction per- ~ formed on those streets. I ~.. Before leaving Winter Park, we should I ~ note that planners there today remind us ~ that it is harder to defend these old, suc- ~ cessful street designs to the current traffic ~ engineers than it was to build them. The ~ · ~ lost knowledge of traditional, healthy street-making takes its toll. ~ An East Lansing, Michigan, :~! i~ standard, full-sized fire · ~ It is essential that we rediscover this art, if for no other reason II truck shown straddling a ~ than to preserve the successful, historic living places of the past. ~ ~ ~ seven-foot parking bay. I ~ For a contrast to sleepy, historic Winter Park, we traveled to ~ · ~ Central Florida's newly built town, Celebration, created by Walt ~ ~ Disney Corporation as one of the most complete and comprehen- ~ i ~ sive "traditional" towns of recent years. In Celebration, we found ~ ~ many people out walking;, children were plentiful along these ~ · ~ quiet streets. A variety of streets enhance the Community One- ~ ~ ~ way streets wrap around parks with on-street parking on one side ~ ~ of the street. We found the 18-foot lane section acceptable, if not ~ I ~. delightful. Other street types featured average widths of 28 feet ~ ~ with parking on both sides of the street. Even with well utilized ~ I ~ parking space on both sides, fire trucks traveling down this street ~ ~ have ample room. With cars parked on both sides taking up as ~ · ~ much as 12 feet total, 16 feet is left for maneuvering fire trucks at ~ · i whatever speed can be accommodated on the short, inter-con- nected blocks. Celebration's residents described their streets as wholesome, charming and "just right." Some visitors, they told us, find "the streets slow them down too much." This pace makes residents happy, however. We regarded the 28-foot streets as too wide, but an acceptable compromise for wide-street proponents (although these streets would not reduce traffic speeds if adjacent home- owners did not park their cars there). Of course, the criteria for evaluating street design is not simply whether it is wide enough for a truck or car to drive along or park on, but how it fulfills a multitude of traditional, healthy town- making and neighborhood/house design principles such as the ones this guidebook embraces. A lane in Celebration, Florida, is an excellent example of proper widths. The lanes are ten feet, and, with parking of seven feet, measure a total of 17 feet. · i Part II · Using This Guidebook ~ Ill his guidebook is based on "real world" examples of successful ~/ streets found in all regions of the United States. As a starting · ~ point for understanding and evaluating existing streets and plan- ! ning new ones, the guidebook assembles the best street and town ~ development practices, highlights the patterns, language and · ~ principles of modem urban designers, and incorporates success- ~ ful practices from previous generations. .. ~ Who Should Use This Guide. I ~i~ ~ hese guidelines can serve as a frame- work for peoPle who want to build, ~ operate, and maintain high-quality, ~.i healthy, traditional neighborhoods, ~ towns, and city centers. The guidebook · ~ should be equally useful to elected offi- ~ cials, neighborhood leaders, developers, ~ planners, engineers, architects, emer- ~ gency responders, and others interested - ~ in livable communities and healthy · ~ neighborhoods. This guidebook allows ~ practitioners -- from the average citizen ~ i ~ to the professional staff member ~ to . ~i create and maintain healthy streets for healthy communities. · ~ ~ Traditional Neighborhood (TND) ~ Where These Guidelines Can Be Applied. · :* ~ vs. Conventional development. · I These guidelines can be used primarily to design new, tradi- ~ The area to the right of the ~ tional neighborhoods, but are also useful to help protect turn-~ vertical road is conventional. ~ of-the century and village-style neighborhoods. We share the con- ~ Homes are isolated from · ~ cern of the Institute of Transportation Engineers' Traditional ~ everything else, generating ~ Neighborhood Development Street Design Guidelines, which caution ~ an average of 10-12 daily car B ~ ~ trips per household. The TND ~ readers not to apply traditional, healthy neighborhood street ~ area to the left has the same I ~ guidelines to conventional neighborhoods. ~ ~ number of homes or lots. ~ ~ Everything is connected. Fire i flApplying the Guidelines to Conventional ~ responders have better access, ~ Neighborhood Development. ~ and transit is more workable. · ~ ~ onventional, sprawl-style subdivisions have land uses that are ~ (drawing: Ramon Trias) ~ ~11 highly segregated. Blocks and Streets are often wide and long, · ~ generating higher speed.traffic: 'There are few_Ways in and out of ~ a conventional subdivision neighborhood, and streetS are orga- · ~ niz~d on a rigid hierarchy in which minor streets feed into collec- · tor streets which then funnel into large arterials. As a result, con- ventional neighborhoods may not benefit -- and may even suffer -- from designs presented in this manual. Along with the Institute of Transportation Engineers, we recommend further research on how these principles and practices might affect conventional development before applying them to retrofit these neighbor- hoods. (See Part IV for further discussion of conventional street design.) Using These Guidelines Successfully. I n contrast to the flexibility exhibited in conventional street design and construction, traditional, healthy neighborhood street measurements must be exact. When design specifications dictate that alleys should be 10-12 feet wide, for example, it is not wise to construct pavement at 14 or 16 feet. To obtain the desired motorist behavior on a traditional street, it must be designed and constructed with precision. In some cases, specification values can be reduced; but in very few instances, should they be increased. For instance, although we found that 26-foot-wide roadways are most desirable, we measured numerous 24-foot and even 22- foot wide roadways, which had parking on both sides of the street and allowed delivery, sanitation and fire trucks to pass through unobstructed. By contrast, Celebration, Florida's 28-foot street widths work, but do not reduce speed as well as narrower streets. In traditional, healthy neighborhood street design, the old adage of "more is bet- ter" simply does not hold. A note about street widths. While right-of-way dimensions (from property line to property line) are important in defining "the outdoor room" (see page 30), the critical dimension in creating safe, healthy, civilized streets is the width from curb to curb. In this document, all roadway dimensions are given from curb face to curb face. However, a key feature implied by this approach is that well-designed streets should always have a vertical curb (with the When vehicles travel at slow exception of alleys and roads in rural areas or adjacent to natural speeds, b!cyclists fit right in, as settings, such as parks). A vertical curb clearly distinguishes the on South Street, a traditional street in Philadelphia. space allocated for the automobile from the space provided for pedestrians and people in wheelchairs. So-called "rollover curbs" found in many conventional neighbor- hoods encourage drivers to park their cars up on the sidewalk -- ironically, to protect them from other cars often traveling at exces- sive speeds in the roadway. This not only creates a hostile envi- ronment for pedestrians and people with disabilities, but it defeats the potential street-narrowing effect that parked cars can help provide .on many streets. Rollover curbs are also very difficult for people in wheelchairs to deal with.' If streetscape features, such as tree canopies, must be omitted because severe soil, desert or other constraints exist, street design- ers must consider alternative features to retain the quality of place. Principles Guiding Healthy Neighborhood Development. I1~ hese guidelines will work in new or existing neighborhoods ~ where many of the following elements are considered or favored: O Higher "traditional neighborhood design" densities (6-12 dwelling units/acre), instead of conventional densities (1-5 dwelling units/acre). ~ Mixed uses, including parks each 1/8 or 1/4 mile, schools each mile, convenience stores, plazas or other gathering places, a nearby post office, and other destinations that convert and absorb trips. ~ Homes that face or ~'greet" the street with friendly architecture (garages located in the rear or set back behind the faqade). ~ Accessible transit within one-quarter of a mile. ~ Parks and homes that have "transparency," with many eyes on the street and on adjacent properties thus creating a safer neighborhood. "Part III i What Are Healthy Streets? i Healthy Streets Create Healthy Neighborhoods. 1,1 ealthy, or traditional, streets are networks of roadways and 1-1 connector trails in Communities, designed primarily for use by people, not just motorized vehicles. Such streets are designed for motorists to feel comfortable operating at low speeds (15-20 mph). Low traffic volume and low noise, easy access, and multi- ple routes to destinations are also featured. Pedestrian and bicycle movements are favored. Walkable streets form the backbone of friendly, interactive, safe, secure neigh- borhoods. Along these streets, people know their neighbors, some of whom may live three blocks away. Walkable streets allow responsible motorists who live in or travel through the neighborhood to feel most comfort- able at lower rather than higher speeds. Motorists traveling too fast for the neighborhood feel uncomfortable on curves, at intersection tums, and A 16-foot wide, two-way lane with the short length of blocks. Motorists who go the correct in Kansas, City, Missouri, ina speed feel relaxed and in tune with the neighborhood. popular historic neighborhood. Neighbors, in turn, feel comfortable and safe walking, riding a bicycle, or chatting with neighbors along such streets. Conventional Streets Create Conventional Neighborhoods. Conventional neighborhoods have a strong road hierarchy, with wide roads and broad intersections. These neighborhoods have long, unconnected blocks, with perhaps only a few entry points. They have ample off-street pal-king and cul-de-sac streets. Often the roads lack sidewalks and street-side landscaping. It is not unusual for these neighborhoods to lack schools, parks, churches, stores, and other conveniences and attractions. Since there are so few destinations within conventional neighbor- hoods, residents typically take 10 to 12 car trips per household every day. With few neighborhood destinations, most children also have to be driven or taken by bus to many locations, includ- ing schools and playgrounds. Motorists using these streets feel ~ comfortable' and safe ,driving at higher speeds (30-40 mph). ~ ~ People living in these neighborhoods have-little or no desire to ~ walk along these streets. Built following World War II, most of ~i these conventional neighborhoods are considered "unsustain- ~ able" urban design, because they typically generate significant !i polluted water runoff, encourage fossil fuel consumption, create · ~ more individual motorized trips that generate more air pollution, :~ and increase traffic congestion. ~ Eliminating the Need for Conventional Street Hierarchy. ~ ~ ecause conventional neighborhoods are laid out with a strong ~~ street hierarchy, they tend to concentrate traffic into collec- ~ tors and arterial streets offering few, if any, alternate routes. Cul- · ~ de-sac streets run into higher volume sub-collectors, then into ~ higher trafficked collector streets, and then major arterials. · ~ Healthy neighborhoods disperse traffic, mak- ~I lng this hierarchy irrelevant. It is likely that ~ most streets in new traditional neighbor- hoods will have low-volume traffic, with only ~ a few distributor routes. ~.~ ealthy or traditional neighborhoods are ~ ~-~ less dependent on road hierarchy They · purposefully have narrow streets, short ~ blocks, many connections, sidewalks, and landscaping. Many of these neighborhoods · were built before automobiles were plentiful, alth°ugh a few such neighb°rh°°ds are n°w ~ylowll ~ ~ ~ ~ being planned and built. Traditional neigh- · borhoods often have schools, parks, church- es, corner stores, post offices and other ,j ~ s ~ ~ important destinations. ~ ~ A map of Anytown indicates · ~ Children can walk or bicycle to schools in older neighborhoods. ~ As a result of layout, connectivity, route choices and strong sup- ~ proper designation, locations .~ ~ and connections of street types. · ~ port for walking, children are often able to reach schools and ~ other destinations by themselves, which reduces the number of ~ daily car trips. Well-designed, traditional neighborhoods are ~ therefore considered "sustainable" deVelopment. ~ Healthy Street Categories. ~ ~ he following types of streets are recommended for healthy · I~ street-making: trails, alleys, lanes, streets, main streets, boule- ~ vards, andparkways. The map of "Anytown" above indicates the · i proper designation, location and connections of these street types, · ~ which are essential to successful traffic distribution and manage- ~ ment. The characteristics of these street types are outlined in the following pages and in the figures on pp. 19-22. There has been confusion in recent years on street naming by type of street. For example, a lane should be both the type and name of any roadway connecting single-family homes where parking is found on only one side. Consistent naming (i.e. lane, street, avenue) will help identify the purpose, function and design of roadways. We further recommend that names used in conventional neighborhoods, that lack functional or descriptive meaning (i.e. vista, circle, way, etc.), not be used to name roadways in healthy neighborhoods. Healthy, traditional streets are categorized by the work they per- form for the neighborhood. For simplicity, street types can be bro- ken into three groups: O Category One: providing neighborhood access such as trails, alleys, lanes and streets; ~ Category Two: roadways providing transitional access to neighborhood streets, i.e., avenues and main streets; and ~ Category Three: roadways providing regional access, i.e., boulevards and parkways. Category One ~ Alleys, Lanes, Streets and Trails. C ategory One connectors, which form the heart of quiet neighborhood streets, function primarily to provide access to neighborhood destinations and make numerous connec- tions within neighborhoods. All of these connectors -- alleys, lanes, streets, and trails -- provide access, utility and walking infrastructure. Traffic speeds of 15-20 mph are appropriate to such functiOns. Alleys, lanes and streets are measured on how well they add to the quality of the neighborhood by offering access., parking, tranquility, and safety. Just like plant or animal cells, neighborhoods work best with many connections from the edges. Connections to centers of neighborhoods are appropriate too, but they should not move significant amounts of traffic, nor move that traffic too quick- A Portland, Oregon, trail ly. People entering neighborhoods should feel rewarded by ease of connection in a neighbor- access to specific locations, but also encouraged to travel by foot hood near downtown, or bicycle. ~ Trails (Figure 1-1, p. 19). Trails are non-motorized connectors , through neighborhoods. They often follow their own independent rights-of-way or utility corridors. Serving as an independent alter- native transportation sygtem, trails connect many homes to pai'ks, schools, transit stops, and other common destinations. Trails can provide access into commercial districts, linking with bike lanes for added access to more distant commercial districts, employ- ment centers and major transit hubs. Neighborhood trails also make connections to natural areas and parks, and should provide links to regional greenways and open spaces. In a healthy neighborhood, trails may comprise 20-40% of !~. the total residential connectors. For example, Village Homes, a 1970s development in Davis, California, has more miles of trails than roadways. ~ please n0te: iAll roadwaY :: :. I ~ dimensions are Curb face: I Alleys (Figure 1-2, p. 19). Alleys are slow-speed (10-mph) service easements running behind and sometimes between rows of hous- es. Alleys (typically 10-12 feet wide) provide public service work- ers easy access to utilities and sanitation, and residents easy access to garages, backyards, and any accessory units. Alleys also offer second or third approaches for fire response. Lanes (Figure 1-3, p. 20). Lanes are among the most desired types of access roadways in traditional, healthy neighborhoods. These narrow roads (typically 16-18 feet wide) are the prime means of access to single-family residences. Lanes allow parking on one side only. Thirty-eight- foot rights-of-ways are usually required. One-way lanes can operate around parks or nature preserves. They also work well as two-way facilities in many other contexts. Landscaping and sidewalks fill the remainder of the available public right-of-way Lanes are short, purposefully running only two to six blocks before they terminate. Streets (Figure 1-4, p. 20). Streets are the other most common type of access road in healthy neighborhoods. Paved portions of these roadways are generally 24 to 26 feet wide. Streets ~ An alley in the Old Iown provide access to single-or multi-family housing. Parking is pro- ~ section of Key West, vided on both sides. A fight-of-way of 48 to 50 feet is typically :~ Florida, exhibits good required. Landscaping and sidewalks use the remainder of the I~ alley form, with "eyes on ~ the street," accessory available public fight-of-way. Streets are also short, terminating in ~ units, and other amenities. two to six blocks. They can also encircle a square or other public space. On-street parking should be encouraged. If on-street park- ing is light or non-existent, or limited to only one side, streets will fail to properly slow traffic. Category Two m Transitional Avenues and Main Streets. ~ ategory Two roadways connect neighborhoods to commercial centers. Avenues and main streets are "transitional" road- ways: in addition to providing access, they carry large and more diverse amounts of traffic. Avenues and main streets host deliv- eries and effiCient emergency, responses. They anchor neighbor- hood commerce, serve bicyclists and pedestrians, and improve transit operations. Category Two streets must operate at low to moderate speeds, since many people live, work, shop, and play within these street environments. Parking is found on many, but not all, avenues and main streets. Avenues (Figure 2-1, p. 21). Avenues connect neighborhoods to town centers, and as such can extend up to one mile. Roadways contain 17 feet of pavement per side -- 6 feet for bicyclists and 11 feet for motorists -- with raised medians in the center. Avenues can also operate without a median, although the raised center island is often preferred. On-street parking is optional. Triple- canopy landscaping, bike lanes and sidewalks are provided. Avenues are richly landscaped, since they are civic spaces that serve as gateways to town centers. Avenues should have the tallest, most spectacular tree canopies. They often have colorfully ~ planted medians during spring and summer. Since avenues serve as the transition between the town and its neighbor- hoods, speeds should be kept low, typically 30 mph to keep neighborhood speeds low. Avenues also serve as major transit routes. Main Streets (Figure 2-2, p. 21). Main streets provide access to neighborhoods, as well as places for neighbor- hood commercial and mixed-use buildings. On-street parking is very desirable. Due to the 20-25 mph, low- speed environment, bike lanes are optional, but pre- ferred. Main streets usually do not have medians, but medians with low shrubs are acceptable if they do not An avenue in Mountain View, detract from terminating vistas and attractive storefronts. To help California with a median, pedestrians across the street and calm traffic, "bulbouts" -- wider 12-foot travel lanes, 5-foot sidewalks that extend into the roadway -- should be provided at bike lanes,'Planting strip, intersections and, if blocks are long, at mid-block crossings. and sidewalk set back from the roadway High capacity is Category Three - Boulevards and Parkways. wherehandleda turnat eachlaneintersection,is provided. ~ ategory 'Three boulevards and parkways connect town centers to the greater region. Boulevards and parkways are essential for combining motorized and non-motorized traffic in safe, effi- cient, welcoming environments. Since the success of commerce and traffic circulation depends on effective street design, much attention has to be paid to the orderly and balanced movement of all transportation modes on boulevards and parkways. On these streets, car traffic, delivery trucks, emergency responders, and transit must operate with high levels of efficiency. Pedestrians and bicyclists must also be welcomed. Indeed, pedestrians and bicy- clists have even greater need of support on these streets through bike lanes and sidewalks, due to the higher speeds and amount of traffic. Boulevards (Figure 3-1, p. 22). Boulevards provide multi-lane ~ access to commercial and mixed-use buildings, and they carry ~ regional traffic. For these reasons, speeds on these streets are high- ~ er (30-35 mph). Boulevards have bike lanes and sidewalks, and ~ they may have sections of parking to support commerce, parks, ~ schools, and other attractors along their routes. In conventional ~ neighborhoods, boulevards are classified as "arterial" rOadways. ~ Parkways (Figure 3-2, p. 22). Parkways bring people into town, ~ or they carry traffic through natural areas. Parkways are not ~ designed to accommodate adjoining development. Roadway ~ speeds may be 45 mph or higher. When parkways enter towns, ~ they become boulevards, and speeds are reduced to 30-35 mph. ,~ Bike facilities are found on the edges of parkways, separated by ~ distances of 10 feet to hundreds of feet. In conventional neigh- ~ borhoods and town designs, parkways are classified as "arterial" ~ roadways. ~ Where to Find Healthy, Traditional Streets. · _~ ealthy or traditional streets can be old or new, and ~'~ are found in every region of the country. As a gener- al rule, these streets were either built before the 1930s, following classic, pre-streetcar or streetcar era neighbor- hood designs, or are now being built again. The new streets are often found in neighborhoods that have "tradi- tional neighborhood designs." Many other names have. been given to these developments, including "livable," "traditional," "new urbanist," "transit-oriented develop- ment," "urban villages," and "pedestrian pockets." Whatever the label, these streets and neighborhoods are the ones idealized in movies and television shows, the streets that fill automobile magazine ads and our memo- ties, the places we visit on our vacations. Measuring A Street's Success. ~ ~.~ ealthy streets are walkable streets, best measured by how ~ A traditional street in ~-~ ~ Philadelphia's Society Hill pedestrians act and feel when walking along them. Strolling ~ attracts many users. along healthy streets, pedestrians feel relaxed. They enjoy the ~ experience of walking in this environment and feel connected to ~ their surroundings. Pedestrians in healthy street environments ~ feel confident and in control, and do not feel threatened when ~ encountering strangers. ~ Another measure of successful streets is the number of people ~ walking along them. Streets are working especially well if people ~ stop and talk with others. Walkable Streets also foster a sense of ~ ~ ownership by everyone who uses them. People who feel comfort- ~ able on well-designed streets have the desire to protect and look ~ after them. When a healthy street gets "sick," the people who live ,~ on it want to nurture it back to health rather than moVe away. The ~ health of a community can often be measured by the health of its ~ streets. ~ Other measures can be used to rate the success of streets: ~ 1. Movement Choices. Healthy streets allow for a diversity and co- ~ existence of movement. The streets support people who want to ~ walk, bicycle, use transit, or drive to destinations. ~ 2. Connectivity. Healthy streets connect places where people live, ~ work, attend school, and shop. Pedestrians, bicyclists, and wheel- ~ chair users should have more than one route to get to their desti- ~ nations. 3. Number of People. Healthy streets have many people on them. The presence of peo- ple helps the streets feel safe and inviting. 4. Diversity of People and Activity. The most successful streets have the greatest diversity of people, ranging from young children to senior citizens. Healthy streets have people engaged in different activities, including sidewalk caf6 dining, shopping, sitting on benches, visiting with friends, reading newspapers, window shopping, strolling, jogging, meeting people, walking dogs -- as many activities as can be imagined. People Ocean Beach Drive, South can be seen walking and bicycling on healthy streets during most Miami Beach, Florida. hours of the day. This lively street, with its popular sidewalk cafe, 5. Creating a Civic Stage. Healthy streets host people who go went from heavy crime to there to see and be seen, to meet others and watch the daily the second most successful "parade" of cars and pedestrians. The "drama" on the street is free street in the Southeast theater for many people. When people feel 'comfortable moving through a modest street among strangers, the street environment is healthy, safe, and re-design and a major working correctly. investment in the buildings. Meeting People's Six Basic Needs. Marketing professionals have identified five basic needs of people who visit retail stores, service centers, streets, neighborhoods, or towns. These basic needs are Security, Convenience, Efficiency, Association, Comfort and Welcome. Walkable streets are places where people find all of these basic needs met. ['4--'8' to 14' ~ Right-of-way 20 tO 140 feet Trail Figure 1- 1 Purpose: Provides non-motorized access throughout the neighborhood. Street Features Buildings and kand Use · Shade trees recommended · kink to make connections · Trail width 8-14 ft. between all homes, parks and · Design speed 20 mph schools, and shopping districts · Stopping sight distance 125 ft. · Clear zone of 3-6 ft. ~Right-of-way 20-22 feet ~, Alley Figure 1-2 Purpose: Provides access to the rear of property. S~reet Features Buildings and Land Use ' Average speed 10 mph · Residential -- primarily single family ' Requires a 20-foot ROW · Consistent building line recommended ' Utility location underground · Provides rear access to garages on one side · Consider accessory unit above garage , Paved width minimum of 10 ft. · 7-foot minimum setback of building · Garage door on track, to reduce outward swing. - Right-of-way 38 feet Figure 1-3 Lane Purpose: Provides access to single-family homes. Street Features Buildings and Land Use · Street width 16-18 ft. with curb, · Residential -- primarily single family gutter and informal parking · Buildings brought close to sidewalk · Planting strips 6 ft. · Consistent building line recommended · Sidewalks 5 ft. on each side · Average speed 15 mph · Requires a 38-foot ROW · Utility location -- underground or alley · Drainage -- Curb and gutter · 'Two to six blocks long __ Fi'gore 1-4 Street Purpose: Provides access to housing. Street Features Buildirigs and Land Use · Street width 26 ft. with curb, · Residential ~ many residential types gutter and informal parking · Residences brought close to sidewalk · Planting strips 6 ft. · Consistent building line recommended · Sidewalks 5 ft. on each side · Front porches encouraged · Average speed 20 mph · Requires a 48-foot ROW · Utility location ~ underground or alley · Drainage ~ Curb and gutter · Two to six blocks long Minimum right-of-way 82 feet Avenue with Parking Figure 2-1 Purpose: Connects town centers and neighborhoods. Avenues go from neigh- borhoods to town centers, and are not long (no more than one mile). Avenues may circulate around a square or neighborhood park. Street Features Buildings and Land Use · Street width 24 ft. on bOth sides · Mixed residential and commercial use of median with on-street parking · Buildings brought close to sidewalk (17 ft. if no parking), curb and gutter' · Consistent building line recommended · Median width 12-16 ft. · Place prominent public buildings and · Travel lanes 11 ft. plazas at end of vista · Maximum two travel lanes ,, Bike lanes and planting strips 6 ft. · Sidewalks 5-8 ft. on each side · Average speed 25-30 mph · Utility location -- underground · Drainage -- Curb and gutter, median can have swale for natural drainage and water retention Main Street without Median Figure 2-2 Purpose: Provides access to, and a space for, neighborhood commercial and mixed-use buildings. Street Features Buildings and Land Use · Travel lanes 11 ft. w/striped parking · Commercial and mixed use · Maximum 6 travel lanes · Buildings next to sidewalk · Planting wells 6 ft. / landscaPed · Consistent building line recommended median optional · Pedestrian awnings, arcades, sidewalk · Sidewalks minimum of 8 ft. each side dining and retail recommended · Average speed 20-25 mph · Utility location -- underground · Drainage ~ Curb and gutter · Includes bulbouts at intersections and mid-block crossings · Bike lanes optional but preferred on both sides of median Figure 3- 1 BOulevard Purpose: Provides multi-lane access to commercial and mixed-use buildings, and carries regional traffic. Street Features Buildings and Land Use · Lanes 11 ft. with striped parking ' Commercial and mixed use and bike lanes · Buildings next to sidewalk · Maximum 6 travel lanes · Consistent building line recommended · Planting wells 6-11 ft. · Sidewalks and bike lanes on both sides · Sidewalks 5 ft. minimum each side · Pedestrian awnings and arcades · Average speed 30-35 mph recommended · Utility location -- underground · . Drainage ~ Curb and gutter 12-20' Figure 3-2 Parkway Purpose: Parkways bring people into town, or pass traffic through natural areas. Parkways are not designed for development. When the parkway enters town, it becomes a boulevard. Street Feature~ Buildings and Land Us~ · Travel lanes 11-12 ft. · No b~ildings, preserve nature · Median width 12-20 ft. · Parkways are designed to be on the · Average speed 45-55 mph edge of towns, nature preserves or · Multi-use trails 8-12 ft. agricultural areas · Planting strips 7-20 ft. · Multi-use trails may be on either or · Bike lane not adjacent to travel lane both sides. Criteria for dual trails · Utility location ~ underground include absence or presence of rivers, · Drainage ~ swales allowed, or curb lakes, canals, railroads, etc. and gutter · 6 ft. minimum pave. d shoulder on high-speed parkway (>50 mph) Part IV. Conventional Street Design Problems ~ onventional street and neighborhood design have created ~ problems, in large part because planners, engineers and urban designers failed to understand the principles behind roadway standards. To avoid making the same mistakes again, it is impor- tant that we understand the problematic traffic conditions created by conventional street design. 1. Public Safety for Drivers Only. ~ he safety of the public has been the highest ~ law since Roman times. Unfortunately, con- ventional street design often looks only at the safety, comfort and liability of the public that drives. Many conventional neighborhoods are not designed to allow pedestrians and bicyclists to move safely, comfortably and conveniently along and across public streets and commercial driveways. 2. Higher Neighborhood Speed Regulations and Tolerances. · Conventional development n many states, the lowest speed that can be posted on a public street is 25 or 30 mph. According to the 1997 ITE Traditional ~ near Las Vegas, Nevada. Neighborhood Development Street Design Guidelines, "This regula- tory practice may be grounded in attempts to eliminate so-called speed traps." Today, however, neighborhood speeds are often higher than 25 mph. Speeds on today's roadways have increased because of: ~- Higher posted speed regulation by states. Many towns take their neighborhood street design guidance from state high- way departments. ~- Forgiving street design "improvements." Design practices at state levels suggest that roadways be "forgiving" to incauo tious drivers. To achieve this tolerance, designers add geo- metrics for another 5-10 mph above the posted speed limit. ~- Modem car amenities cushion drivers and accommodate ~, speed. Speeds are increased by new car designs that insulate drivers from the physical discomforts of the road, which might otherwise discourage high-speed driving. ~ The cumulative result of these various factors is much higher ~ speeds than those posted. ~ 3. Compromises in Safety, Access and Mobility. ~ll onventional street design compromises the safety, access and ~ mobility of pedestrians and bicyclists when it allows for high- er speeds that encourage many motorists to travel 30, or even 40- 45, mph through neighborhoods. Further compromises are made by omitting sidewalks, placing sidewalks on only one side-of streets, placing narrow sidewalks at the edge of roads Where speeds are 30 mph and higher, and failing to offer frequent, con- venient, identifiable places for pedestrians to cross streets. In con- ventional neighborhoods, bicyclists rarely find places to ride; thus, many choose to ride on sidewalks, which further imperils pedestrian safety. : ': ~:~.:. 4. Compromises in Recovery. igher speeds mean that motorists take more time and longer distances to slow down or stop. Speeds of 20 mph require a combined total of 106 feet of reaction and braking time. Speeds of 30 mph require 200 feet (four traditional home lots), and speeds of 40 mph require 320 feet (more than the length of a football field). 5. Compromises Through Reduced Yielding. A s motorists drive faster, they lose the abili- i ty to yield to pedestrians. Motorists travel .... ~ ing at 20 mph can easily spot pedestrians 150 feet away (three tra- Wide streets and long blocks in ~ conventional neighborhoods ~ ditional home lots) and can make comfortable yields or stops. encourage drivers to speed and ~ Thus, many drivers do yield or stop for others on foot or in wheel- discourage bicycling and walking. ~ ~ ~ chairs. But at higher speeds of 35-40 mph, where distances of 300 feet are involved, most drivers find it uncomfortable and some- times unsafe (due to trailing vehicles) to stop or yield. Many young, inexperienced drivers as well as some senior motorists travelling at higher speeds may not be aware of pedestrians at the increased distances they need to slow down. 6. Compromises in Comfort. ~ sing design elements that allow higher-speed travel, conven- ~ tional neighborhoods encourage drivers to feel comfortable at 30-45 mph. As higher speeds become common, pedestrians and bicyclists feel less comfortable on streets. Many stop walking and bicycling and use their cars instead. Many parents feel that their children cannot play safely in front yards or walk to nearby desti- nations. As feWer people walk, motorists perceive that they are the only people using the streets, encouraging more aggressive dri- ving behaviors and decreasing further non-vehicle users' comfort on the street. Donald Appleyard's Livable Streets documents the reduction in street use by pedestrians as traffic volumes and speeds increase. The removal of trees from walking environments also discourages pedestrians from being out along neighborhood streets. Neighborhoods feel sterile and incomplete when streets lack tree canopies. In hot climates, the lack of shade especially discourages walking. Designers following the conventional codes for street hierarchies of collectors and arterials purposely remove trees from street envi- ronments. With more width going to pavement on conventional roadways, many cash-strapped communities omit sidewalks and trees from development requirements. More pavement retains more heat, increasing dis- comfort for everyone in the neighborhood. 7. Compromises in Liability and Risk. When pedestrians are hit by cars going 40 to 45 mph, they die 83% of the time, a jump from a 50% chance of sustain- ing a fatal injury at 30 mph. By stark con- trast, the rate falls to a 3 to 5% chance of fatal injury among pedestrians hit at 20 mph. Higher car travel speeds increase the fre- quency and severity of crashes because of the increased reaction/braking times. Many risk management special- ii A traditional street in ists have calculated the safety effects of design elements for i Society Hill, Philadelphia. motorists only. However, in many cities and urban centers, one- half of all fatal traffic injuries involve pedestrians. It might be argued that not using spee&reduction design elements such as on-street parking,, bulbouts, trees, terminating vistas, etc. could reduce property damage to autos. However, prioritizing potential damage to motor vehicles over the higher risk to people who might be permanently injured or killed is unwise. Considering the high cost of permanent injuries or fatalities to ~ pedestrians, the lower speed approach to neighborhood design ~ makes sense. i 8. Law Enforcement Difficulties. ~ ~ ohn Moffat, the Washington Governor's Highway Safety ~ Representative and a former Seattle police captain in charge of ~ traffic, states that it is impossible to enforce traffic laws when the playing field has no clear rules. He compares law enforcement with a game of basketball: if the court has no defined shape or lines and if the hoop keeps moving, then the referee cannot con- trol the game. The same is true with police traffic work. Police cannot correct speeding behavior without help from engineering. When 50 to 85% of the public is speeding because roadway design says "It's OK to go fast," law enforcement officers have no place to begin. Only by designing roads where 85% or more of the public is compliant can the remaining few motorists be corrected. To test out the premise that street design can reduce speeds more effectively than ticketing alOne, a street study was conducted in University Place, Washington. Before being rebuilt, the wide, "rural," two4ane Grandview Avenue was a suburban connector whose traffic held constant speeds of 44 mph, although speed-limit signs encouraged speeds of 35 mph. A 1.1-mile section of the roadWay was rebuilt to guidelines similar to those in this guidebook. Travel lanes were narrowed to 11 feet each, 5-foot bike lanes were added, a 2-foot landscaped edge and a 5-foot sidewalk were included, and trees were planted. Motorists on Grandview Avenue today operate at speeds of 27-30 mph, 14-17 mph below the former speed, and 5 mph below the still-posted 35 mph limit. On a street parallel to Grandview Avenue, traffic still moves at 44 mph. To see if traditional speed-reduction methods were as effective as street redesign, police patrolled this parallel street during a two-week test period. Over 300 traffic tickets were written to curtail speed on this road. With intense ticketing, speeds were lowered by only 4 mph. 9. Larger Curve Radii and Higher Speeds. In Rural By Design, Randall Arendt documents another neighborhood traffic speed generator. Curves in conven- tional neighborhoods are designed so that motorists who Before and after on Grandview round them do not slide sideways in their seats. Standards of 450- Avenue in University Place, tO 600-foot centerline radii on curves keep motorists comfortable Washington. Before, motorists sped at 30-35 mph. When tighter curves with centerline radii of 166 by homes at an average of 44 mph. feet are used, motorists going more than 25 mph feel uncomfort- Today, motorists travel at an aver- able. age speed of 31 mph. Residents enjoy the lower speed, noise, and Arendt describes 'life growing up in a neighborhood where the traffic. Sidewalks, bike lanes, street centerline radius in front of his home was 72 feet. Motorists on-street parking, medians and rounded the curve at polite speeds of 15-18 mph, which improved well-marked crosswalks were built into this streetreconstruction, safety Rick Chellman, 'principal author of ITE's Traditional Neighborhood Street Design Guidelines, has determined that a cen- · ~ terline radius of 89 feet supports 20 mph comfort-level turns, ~ · ~ while a 50-foot radius supports a 15 mph tum. :2 ~ 10. Faster Intersection Turning Speeds. ~ ~ · n conventional street-making, intersections are designed to ~ · ~ · allow motorists to turn from distributor roads as quickly as ~ ~ possible. Efficient turns reduce the chances of rear-end crashes by ~ · ~ inattentive motorists following too closely For this reason, con- ~ ventional neighborhood streets -- 30 or 36 feet wide with 30-foot ~ ~ corner radii -- allow motorists to turn at 12-20 mph or faster. ~ · i However, these higher turning speeds reduce the likelihood that~ ~ motorists will yield to pedestrians where they most need support: ~ · ~ crossing the street. In traditional neighborhoods, the likelihood of ~ · .~ having two cars following each other down the same road is much ~ ~ less common, making reduced turning speeds most appropriate. ~ ~ 11. Creating Safer Streets Benefits Everyone. ~ T he higher-speed street designs of conven- I~ tional neighborhoods threaten motorists ~ and residents alike. Risk management spe- ~ cialists who insist on an extra 5-10 mph of ~ design speed tolerance for imprudent drivers ~ are not considering the bigger picture of pub- ~ lic safety. ~i Lower speeds result in increased opportunity · i. to see and react to dangerous conditions. The ~ frequency of crashes is reduced, and when · ~ crashes do occur, lower speeds greatly reduce ~Ithe severity of injuries and eliminate many · ~ injuries altogether. Clearly, lower-speed street designs, not higher- ~ ~ ~ speed "forgiving highway" designs, are more likely to reduce trau- ~ Large corner radius at ~ ma and injuries. ~ intersections (bottom ~ ~ right of photo) makes · ~ To put safety back into perspective, designers must create neigh- ~ distance pedestrian ~ ~ has to walk to cross · ~ borhood streets that encourage slower speeds. New, healthy, tra- ~ the street significantly ~ ditional neighborhoods seek to return comfort to all street users. ~ ~ ~ greater while allowing · ~ By incorporating design elements to encourage slower speeds, dri- ~ cars to go faster as · ~ vers are less likely to speed, and pedestrians and bicyclists, feel ~ they round the comer. I more comfortable and become more numerous along streets. ~ · ~ Many studies have shown that Speeds of 20 mph or less increase ~ ~ comfort levels and encourage pedestrian activity. Indeed, success- ~ ~ ~ ful downtowns often have traffic slowdowns that hold weekday ~ ~ speeds to 10-15 mph, creating ideal walking environments -- and ~ ~ a vibrant street life that fosters added public safety and economic ~ ~ success. ~ Part V. Healthy Neighborhood, Street Design Principles The pattern of the neighborhood -- block lengths, use of ter- minating vistas, use of tee intersections, tree canopies, pres- ence of people on streets, visual detail of buildings, attractive parks, creation of an "oUtdoor room," and other techniques -- can be used in combination to achieve desired street speeds. The following 25 key elements of street design can helP create healthy neighborhoods and livable communities. Element 1. Walkable Neighborhood Size and Mixed Uses. L imit the size of neighborhoods to a walkable scale. The optimal size of walkable neighborhoods is 1/4 to 1/3 mile from-oUter edge to center, or about a' five- to ten-minute walk at an easy pace. By staying within this size and allowing a mix of uses, neighborhoods Can meet many peoples' needs without sending traffic .into other areas of town. Allowing religious institu- tions, schools, parks, and small commercial districts in neighborhoods can eliminate as much as 40% of auto trips. Thus, mixed-use neighborhoods can reduce daily household trips to 6 to 7, doWn from 10-12 for households living in conventional neighborhoods. Partial plan of Celebration, Florida, shows streets, lanes, Trip~Access. Projections for Low-Acreage Developments at Modest alleys and trails. Density. Walkable neighborhoods require from 40 to 85 acres of land for development. A 40-acre, lower density, walkable/transit supportive neighborhood generates approximately 1,680 trips (assuming seven dwelling units on each of the 40 acres, six auto trips per day per household). This level of auto trips requires a minimum of two neighborhood connections to proPerly disperse traffic on a low-volume basis. Two-entry distribution results in each street having 1.4 cars per minute (assumes a 10-hour dis- tribution). Trip/Access Projections for FIigh-Acreage, Higher-Density Devel- opment. At the upper size of walkable, higher density neighbor- hoods, a 125-acre development with 10 dwelling Units/acre (av. er- aging six auto trips per day per household) would generate 7,500 daily auto trips. This number of trips would require eight neigh- borhood connectors to disperse traffic to the 1.5 cars-per-minute threshold. Thus, even at these densities, avenues can still be designed to accommodate low-volume traffic and remain desir- able places to live, amenable for pedestrian crossings, and suitable for pleasant walks and other outdoor activities. Element 2. Interconnected and Diverse Neighborhood Street Pattern. l_l ealthy neighborhoods require a variety of different street l'l types, generally in a rectilinear or grid pattern. An inter- connected street pattern with short block lengths provides multi- ple routes, diffuses automobile traffic and shortens walking dis- tances. A balanced mix of different street types makes neighborhoods accessible to residents, moves cars efficiently at low speeds and volumes, and keeps the neighborhood quiet, safe and pleasant. (See figures on pp. 19-22 for street types to include.) Element 3. Shorter Block Length. ~ onventional neighborhoods often allow block lengths of ~ 600 feet or more, which allow motorists to gather speed between intersections. When stop signs are used to inhibit speeding, motorists often make up lost time by accelerating out of the stop and increasing speed throu, gh succeeding blocks. Traffic speeds can be reduced by making many blocks shorter (average 250-350 feet, with 500-foot maxi- mum), which prevents motorists from comfortably travel- ling at higher speeds. Element 4. "Outdoor Rooms" and Front Porches. C ars are slowed and pedestrian comfort is improved by adding tree canopies, on-street parking and placing building closer to the street to create a sense of a more "enclosed" street, or "outdoor room." From the time of the ", Greek Empire, traditional street 'designers have achieved this comfortable sense of enclosure by giving streets a ratio of 2:1 to 3:1 of width (from building to building) to build- ing height. Thus, an 18-foot lane (40-foot right of way), with ~ A well-designed bike trail buildings 25 feet high, requires building-to-building separations ~ connects residential developments midway of no more than 75 feet. Within these dimensions, the proper feel- ': between Amsterdam and ing of enclosure is achieved. With a 50-foot right-of-way, building ~ Harlem, Holland. setbacks should be about 12.5 feet for best effect, although a 25- foot setback is acceptable. People walking along the street like to feel that they can "reach out and talk to someone" sitting on the front porch, which is possible when porches are within 20 feet of the sidewalk. Element 5. Traffic Dispersion. Street capacity and momentary automobile delays do not' create problems in a well-developed neighborhood street 'system. Due to the large number of street connections and short blocks, many neighborhood lanes and streets carry between 100 .and 450 cars per day. This access keeps traffic volumes down to 7 to 35 vehicles per hour, making it unlikely that more than a few cars will ever be moving on the same block at the same time. This dis- persion allows the following geometric principles to flourish. Element 6. Speed Control through Geometrics. of roadway geometrics. These design parameters include street width, centerline radii of curves, stopping sight distances Village or healthy narrow, 'motorists travel more neighborhood scale slowly. When turning radii on ~ curves, at intersections, and at : driveways are kept low, motorists, turn more slowly Typical l_ conventional street '-pedestrians. Speed can be greatly reduced through a combination of geo- metric features. Geometrics __.~ = include the actual width of I' ~,~m. ~ cai width when cars are ~ The Outdoor Room: People want enclosure. The physical relationships of buildings, trees and streets ~ wide enough for 20 mph vehicle speeds, while accommodating make us feel comfortable or ~ infrequent street users such as sanitation and delivery trucks. uncomfortable. The most satisfactory ratio is for the width of the street corridor ~! of emergency vehicles into even the most narrow conditions by (building to building) to be 2-3 times the height of the ~ Element 7. Narrower Lane Widths. buildings. If the width exceeds the height by more than 4 times, we begin to lose any sense of enclosure. (source: Randall Arendt in Rural By Design, citing Spaces: Dimensions of the Human Landscape by Barrie Greenbie) ~ on lanes and streets. Element 8. Narrower Intersections with Smaller Radii. requent, narrow-width, smaller-radius intersections prevent motorists from attaining high speeds. AASHTO provides spe- cific language supporting such intersections in areas with heavy pedestrian movements: "The minimum radius of curb return where curbs are used or the outside edge of pavement where curbs are not used, should be 15 feet." Due to low volumes of motor vehicles, occasional users of these streets are permitted to cross centerlines on both approach and departure sides of the intersections. Buses rarely travel down traditional streets or lanes, but can negotiate these streets with little difficulty. On a recent trip into a neighborhood with 22-foot wide streets, a large bus (41 feet long, 8-1/2 feet wide) took 8 seconds to round the curve at the junction of two 22-foot wide interconnecting streets. Element 9. Tee Intersections. Conflicts At a Four-Way lnterection Iee intersections provide two traffic-calming and traffic-safety effects. First, they give designers an opportunity to create strong terminating vistas. When motorists see that their routes soon end, they are less inclined to increase their car's speed. Second, ' .... a three-leg intersection reduces the number of poten- rial points of conflict for motorists from 32 to 9. Pedestrians and bicyclists find tee intersections far more comfortable and hospitable. For pedestrians, the points of conflict are cut in half~ from 24 to 12. ConfliCts at a Tee Intersection Element 10. Curves. ! Curves can and should be retained in suburban development. Prominent bdildings or other ter- minating vistas should be anchored at the apex of curves. Curves should have centerline radii of 90- 120 feet, to force motorists to drive more safely as they travel through neighborhoods. Most motorists feel uncomfortable rounding these types of curves at speeds higher than 20 mph. ~ Tee intersections are safer for Element 11. On-Street Parking. , pedestrians and motorists. ~ These diagrams compare the I1~ raditional streets favor on-street.parking over off-street park- ~ number of potential points ~ ing. On-street parking can be used as part of the strategy to ~ of conflict between a tee and reduce motorist speed through increased "side friction." On-street ~ a four-way intersection. parking also creates conditions where large vehicles can use the added space at intersections to improve their effective tuming radii. Sight lines are preserved at intersections with 30- to 50-foot parking setbacks from intersecting legs. Even though many home buyers prefer the convenience of off- street parking, this preference should not completely dictate design. In conventional neighborhoods, garages can dominate up to 50% of a house's facade, which eliminates the personal connec- tions that front porches can provide between the house and street. ~ Pedestrians must negotiate frequent driveway crossings, with cars often blocking sidewalks. In healthy neighborhood design, side- walk interruptions are reduced by providing on-street parking plus off-street parking through the use of alley entries to backyard ~ garages. This design practice also helps keep sidewalks safe and enjoyable for pedestrians, people with disabilities, bicyclists and children at play Element 12. Nature Strips, Landscaping and Trees. C onventional neighborhoods often do not require street landscaping. When streets are stark, motorists increase their speeds. Healthy, traditional neighbor- hoods require green edges of 6 feet or more on each side and street trees to cre- ate a double canopy. With median trees on avenues, a triple canopy is created. These landscaped areas create a friendly, walka- ble environment by separating pedestrians from motorists and reducing auto speeds. Comparisons show that traffic speeds on many tree-lined streets are 10-15 mph lower than those on non-tree-lined streets. Although some dry regions of the country On many boulevards, there is may not support green canopies, many desert communities, such plenty of room to add bike as Albuquerque, New Mexico, are able to find species for land- lanes. Adding bike lanes on scaping. The shade that trees provide -- reducing air temperature this boulevard in Augusta, by as much as ten degrees -- is even more critical in hotter envi- Georgia, would also make it safer for vehicles by providing ronments. a buffer from the trees. The minimum recommended width for road-edge landscaped buffers is 6 feet. Buffers are sometimes limited to smaller dimen- sions, but these green edges are still very important. On some of Seattle's arterial streets, three-foot planting strips grow certain tree species that set stable vertical walls for streets and walkways. Trees are planted in orderly rows in landscaped buffers and are set back from street edges or curb lines a distance of 3-4 feet. Trees are usually spaced 25-50 feet apart, While tree-planting intervals ~ of 50 feet on-center are currently the standard in.many commu- ~ nities, closer spacing of 25 to 35 feet can improve shade and bet- ~ ter reduce speeds. Newly planted trees are usually required to have a chest height caliper diameter of 2.5 to 3 inches minimum. In a new development, the developer may need to maintain street trees for the first 18 months. To maintain sight lines, trees and other objects should be restricted from comers for distances of 30 feet on sides where motorists would look right, and 15 feet on. sides where they look left. Selecting the proper tree is crucial. Trees should be appropriate for the specific climate where they are planted. Species should be low-maintenance, easy to care for, and not uproot curbs and sidewalks. Trees and shrubs must be undercut to achieve clear center view- ing spaces from 2 feet above ground to 7 feet under canopy This undercut preserves essential sight lines, and provides convenient conditions for pedestrians who walk along the sidewalks. Evergreens and other non-deciduous trees that create high levels of screening should be avoided on comers. As a general rule, decid- uous trees are best for roadside landscaping. Colorful edges from seasonal plantings on street cor- ners and in median noses can also calm traffic substan- tially These spaces can be adopted by neighbors or area businesses, especially on higher-volume commercial streets, where benefactors can be acknowledged through small, tasteful signs. Element 13. Sidewalks. ~ idewalks, which only came into use when higher ~ speed carriages and cars became common, are essential in neighborhoods. Even with. traffic speeds of 15-20 mph, children, seniors and people with disabili- ties cannot walk safely without sidewalks. Sidewalks by themselves do not redUce vehicle speeds, since they remove pedestrians from the street space. However, by collecting higher volumes of pedestrians, they remind motorists that neighbor- hoods are places for people. Walking is a social activity Two people should be able to walk side by side comfortably on a sidewalk, which requires a minimum width of 5 feet. Sidewalks should be separated from streets through the use of landscaped edges. Sidewalks next to curbs that do not have these green strips, must have a minimum width of 6 feet, so pedestrians still feel comfortable without a buffer between them and the traffic. Sidewalks should always be placed on both sides of the street. Designers should not speculate on which side o ~ of the street will have the added value of a place for people to walk ii or play ~ Sidewalks need an additional 2 feet of width if they are adjacent ~ to fences, walls, buildings and shrubs. When these objects are ~ placed directly next to sidewalks, the first 2 feet of sidewalk is no ~ longer functional because people will not walk that close to sta- ! tionary objects. In downtown Portland, Oregon, sidewalks next to ~ buildings include a 2-3-foot strip of colored pavers, which creates ~ zones that subconsciously encourage people to window shop. ~ When can sidewalks be omitted? Sidewalks should not be omit- ~ ted in traditional neighborhood designs. However, due to terrain such as steep hillsides or embankments, designers may have no choice but to put sidewalks only on One side of the street. In these rare cases, extra care should 'be taken to simplify street crossings. Streets with sidewalks on one side must meet Americans With Disabilities Act (ADA) requirements by ensuring that people with disabilities can still cross to accessible sidewalks. When streets are created as very low speed environments (10-15 mph), and sidewalks and streets are at the same grade (the Dutch "Wooneri~'), sidewalk space should be defined by using colored paver stones, bollards, or other elements. In Albany, New York, Element 14. Curbs and Gutters vs. Swales. sidewalks in older neigh- borhoods allow seniors ~ n Rural By Design, Randall Arendt argues that curbs and to get out of their homes · gutters can be omitted in some lighter-density, rural, village- and walk comfortably style neighborhoods. For many reasons, swales are ecologically and safely on the street, preferable in such rural areas. Natural sheeting of rain water to Without a sidewalk, this the edges of lanes or streets allows it to percolate down into the resident would not get earth, dispersing harmful motor vehicle oil drippings and other regular exercise or the social interaction she pollutants into larger areas. Rural-edged roads can also serve as needs to maintain her snow storage areas. physical and emotional health. In neighborhoods where densities reach 7-12 units per acre, curbs and gutters are usually recOmmended. Higher runoff of water sheeting from roofs and driveways requires added water retention and treatment. Curb and gutter .treatments also encourage cars to park in an orderly fashion and not to intrude into the pedestrian's space by parking partly on the sidewalk. One creative option to handle storm water runoff and retention is to place curbs andgut- ters behind crushed, embedded stone, loose brick, or other per- meable designated parking areas which direct motorists to appro- ~ priate parking spaces, and yet allow water to sheet into these ~ porous areas for absorption into the soil. Innovative ways to han- ~ die storm water runoff and retention need to be explored further. ~ In urban areas, avenues, main streets, boulevards, and parkways~ require curbs and gutters because of their greater widths, vol- ~ umes, and traffic speeds. ~ Element 15. Street Furniture .... ~ ~ treet furniture such as benches, waste containers, flower and ~ ~ shrub planters, trees, bollards, lampposts, and kiosks encour- ~ age people to walk. Benches help seniors and the disabled, who ~ need places to rest every 5-10 minutes when they walk for exer- ~ cise, or ride public transit. Street furniture, in convenient pocket ~ parks (the size of one lot) or other gathering points such as mail-box groupings or bul- letin boards, give residents a reason to come out of their houses, socialize and get to know their neighborhoods. When motorists see pedestrians along streets, especially in groups, they are reminded that streets have many public uses. Element 16. Street Lighting. ~ n healthy neighborhoods, people should · feel comfortable walking at all hours. Street lighting helps pedestrians feel safer at night. Many neighborhoods prefer more, smaller street lamps to the larger, more widely spaced, high-inten- ~ ~ A bus shelter with benches in sity lights often found in conventional neighborhoods. Low- ~ Portland, Oregon, encourages angle, pedestrian-scale lamps that emit full-spectrum light allow ~ people to walk and take transit. for more realistic colors at night. They also reduce glare, letting ~ people see the night sky. Light poles 8-12 feet in height can ~ achieve these desired effects, i~ Element 17. Bus Stops. ~ ealthy neighborhoods create environments that support tran- ~ sit. Residents can take advantage of frequent, easily reached~ bus stops due to the high connectivity of streets. These bus stops ~ are typically found on avenues, main streets and higher-capacity ~ roads. Streets can be patterned so that residents never need to ~ walk more than a quarter mile to reach the nearest stop. Bus stops~ should always provide shade and benches, which can often be creo ~ ated by combining stops with pocket parks. Without shade and a ~ place to rest, senior residents and other riders feel uncomfortable ~ * waiting for buses. Street crossings leading to and from bus stops ~ should be convenient and well-marked. Motorists should be able ~ to see and anticipate where pedestrians are most likely to cross. ~ Bulbouts should be considered as additional crossing aids to facil- ~ itate access to bus stops on avenues, main streets, boulevards, and ~ parkways. 1. ~ Element 18. Street Crossings Crosswalks and Medians. ~ ~i s a general rule, crossings should be well-identified on all 1 ~~ avenues, main streets, boulevards, and parkways. Medians i should be provided to aid in crossing all wider streets. Ill ~ Marked crossings help teach children to identify the best places to ~ cross the street. Crossings can also alert motorists of pedestrian ~ activity, and increase their willingness to yield to pedestrians. ~ Crosswalks create more friendly pedestrian environments, make it easier for police to enforce street laws, and likely increase pre- III dictability of pedestrian crossing points which results in safer interactions between I cars and pedestrians. All signalized intersections should have marked crosswalks. Local convention 1 should dictate the types of markings used for crossings. Typically zebra-style or ladder crossings are reserved for higher-volume I1 pedestrian and motorist conflict areas, while parallel lines are used for lower-volume streets. A bulbout on a main street 1 in Brunswick, Georgia, helps Where can marked crosswalks be omitted? For alley, lane and pedestrians cross the street street comers, pedestrian crossings are always implied, although by reducing the distance there may not be marked crosswalks. The law implies that cross- they have to walk and by walks, marked or unmarked, exist at all points at which sidewalks II making it easier for drivers and streets intersect. Many municipalities omit markings on side to see them. [] streets paralleling major roadways. Element 19. Smaller Curb Return Radii. I C urb returns are the curved section of curb when one curbed street meets another. Alleys, lanes and streets in healthy neighborhoods should be designed for low turning speeds (6-10 Il mph). Curb return radii of 10 to 15 feet are ideal in keeping 1 ~ motorist speeds low. Some intersections on avenues, main streets ~.and boulevards may need 25-foot radii. These larger curves 1 ~ should not create problems if sidewalks are set back 6-10 feet ~ from curbs. On-street parking should be restricted 30 feet back 1 1 from the intersection on each street leg so that infrequent users of ~i neighborhood roads -- such as safety vehicles, moving vans and ~i delivery trucks -- can turn efficiently Large vehicles can use this ~ additional space to make their tums safely !~ By keeping street widths and corner radii narrow, pedestrians can i~ cross neighborhood alleys, lanes and streets in 4 to 7 seconds. On :~ wider streets -- such as avenues, main streets or boulevards -- ~ protective medians which can be reached in 10 seconds allow ~i pedestrians to cross in comfort and safety ~ Element 20. Corner Sight Triangles. I~ otorists approaching side streets must be able to Irt see the dangers and obstacles that might confront them. Sight triangles are spaces where buildings, fences, walls, trees, and other landscaping are trimmed or set back to permit clear vision for preScribed distances. Motorists approaching at 20 mph need 107 feet to see a pedestrian or hazard and be able to stop in time. Motorists approaching at 30 mph need 196 feet, while those travelling at 40 mph need 320 feet of sight/stop- ping distance. Element 21. Bicycles. U ealthy neighborhoods provide high levels of sup- · -~ port for bicycle use. Trails are created to link homes, schools, parks, transit, nature areas, and other common destinations. Bicyclists should be accorded support on all public and private roadway systems. Bicycle racks and more secure storage should be provid- ed at public buildings, transit stops and other modal connection points. Studies have shown that 20% of all trips made in urban areas could be more conveniently made by * ,~ Pedestrian coordinator bicycle. In some cities that have installed extensive bicycle facili- ~ Cara Seiderman measures a ties, cyclists account for 15-25% of all trips. ~ popular street in Cambridge, ~ Massachusetts, which has On alleys, lanes, and streets, where speeds are kept at 15-20 mph, ~ a small curb radius. bicycles mix comfortably with cars and tracks. On avenues, ~ .boulevards and some main streets, bicyclists should be provided ~ with bike lanes.-Parkways should have separate bicycle trails that ~ may or may not parallel the roadway. ~ Bicyclists using trails that cross lanes and streets should be given ~ favored crossing support, including speed tables and medians. ~ When bicyclists cross avenues, main streets, boulevards, and I parkways, they should receive support from medians and well ~ marked crossings. Mid-block signals may be appropriate where ~ traffic volumes are high. ~ ~ Parents are advised to closely supervise their children on trails, ~ alleys, lanes, and street sidewalks until they are seven or eight ~ years old. At older ages (nine years and older), children will want ~ to go to more distant places. Parents should work with their chil- ~ dren to set guidelines for tiding on lanes and streets, and select ~! sidewalk riding areas on avenues. At age twelve to thirteen, most ~ children receive permission to use bike lanes as safer and more ~ appropriate alternatives to sidewalk riding. In towns where bicy- ~ cling is well developed, such as Davis, California, children as ~ young as twelve have access to the entire town. ~ Element 22. Snow Removal. ! R emoval and storage of snow from streets and sidewalks is ~ challenging where snowfall levels are significant. Snow accu- ~ mulation, however, should not be used to justify building con- ~ ventional neighborhoods with conventional roads. Large snowfalls are often predictable. Many communities choose not to plow their alleys in the winter. Parking in streets can be limited to one side of the street during heavy snow days. Plows can store snow in the excess street space created. Landscaped street areas also serve as snow storage areas. On avenues, the medians become effective snow storage spaces. Main streets can be plowed to the center for snow removal. Boulevards and parkways can use traditional snow removal techniques. The ITE Traditional Neighborhood Street Design Guidelines suggests that, "If designed appropriately, traditional Bicyclists fare best when neighborhood development streets can help minimize the need to conflicts are separated by a raised median, truck snow in all but the most severe storms." [p. 32] Element 23. Emergency Vehicles. mergency vehicles can often access traditional neighborhoods as fast as, or faster than, conventional ones. Such vehicles have the unchallenged legal tight to all physical street space. Properly designed healthy neighborhoods have frequent entry points, fewer stop signs, and few traffic signals. This design allows emergency vehicles-to take direct routes to all properties at mod- erate speed and with minimal or no delay Properties in new neighborhoods meet modern fire codes, so average response times allow reasonable rescue time. Unlike conventional neighborhoods, traditional neighborhoods always have at least two means of access to each property Alleys in healthy neighborhoods provide additional access for emer- gency vehicles. · ~ Misunderstanding of the national fire code and insurance carrier ~ · ~ requirements is widespread. It is frequently argued that streets ~ ~ must be kept wide to accommodate two fire trucks coming into i · ~ neighborhoods from two directions at once, 'and either passing ~i ~ one another, or setting extension legs with engines sitting side-by- ~ i ~ side. This assertion is not correct. ~ · ~ When responding to fires, fire trucks can come from different ~ :, directions, set up in different locations, and extend aerial trUck ~ · ~ legs into grassy areas, when needed. Aerial ladders are rarely ~ ~ needed for single-family residences, and thus the legs often are ~ ~ not extended. It has also been argued that fire trucks have no ~ · ::~i reverse gears. While true for some early fire trucks (when the gear ~ '" was used to pump water), this design flaw was soon corrected, ~ · ~ and today's fire trucks are able to use reverse gears. ~ · ~ As with other neighborhood needs, it is unwise to design a ii neighborhood solely for one purpose, such as emergency ~ response. Without reducing emergency-vehicle access, tra- ~ ditional, healthy streets make important contributions to a ~ community's overall public safety, such as the safety of chil- ~ dren and their ability to play in front yards, a stronger sense ~ of community, and reduced crime rates. ~ Element 24. Utilities. ~ ll ealthy neighborhoods emphasize healthy street · iil'l canopies, uncluttered spaces and open architecture ~ streets. The higher cost of underground utilities can be sig- · ~ nificant, but funds may be obtained through cost savings ~ from limiting roadway widths and excessive rights-of-way. · ~ Utilities can be placed using access rights on residential i! property, in alleys, along trails, or on other easements. · ii ~ Firemen are trained to ig Underground utilities are preferred in most instances. These ~ I ~ underground systems can also eliminate storm damage. Long- ~ maneuver on narrow ~ term costs for utilities should be estimated before installing ~ streets. In Monroe County, ~ Florida, they practice · :~above-ground systems. Many European cities use two paver ~ backing up an 8-foot- ~ stones (one-meter squares) side-by-side for sidewalks, and place ~ ~ wide lane. ~ utilities under walkways. When new connections or repairs are ~ · ~ needed, pavers are.easily lifted and stacked. After work is com- ~ ~ pleted, the pavers are reset without the need for jackhammers or '~ · .~cement mixers. Paver-style walkways can be more easily main- ~ ~ tained and allow for tree-root expansion. :~ ~ Element 25. Resolution of Conflicts. ~ · '~I TE's language on resolving traditional neighborhood design I · ~ · conflicts says it best: "Whenever a designer or policymaker ~ ~ associated with a TND [traditional neighborhood design], after ~ ~ due consideration of all relevant factors, determines that an irrec- · ~ oncilable conflict exists among vehicular and non-vehicular users · ~ of a IND street space, that conflict should be resolved in favor-of ~ the non-vehicular users, unless the public safety will truly be · ~/ jeopardized by the decision." [p. 12] ~ Conclusion ~ I hese 25 elements of street d~sign are the key to creating · ~ healthy neighborhoods and livable communities. In his tray- · ~ els across the country, the principal author has found that historic :: traditional neighborhoods, and new traditional neighborhoods, 1 ~ are proving their value to residents, property owners and devel- opers. Children, seniors and everyone in between all 10ye t° walk, · ride bikes and drive through these real places. People all across · the nation are rediscovering the meaning and value of neighbor- '~:: :' :~ ?,t~i~! !!iiili! ..... And safety, hoods wef°Cused security, are learning on convenience, the to create needs the of efficiency, people, charm, ·l · . affordability and association made possi- mate streets. 1 As you begin the search for answers in your own community, keep in mind the 1 :/~ii need to be flexible, to work in a coordi- · hated, collaborative fashion. Think small and experiment. Provide abundant access · ' "~'~'~'~'~ and linkages. Pay attention to the princi- ples. Ihere are no hard and fast answers for a given site. Communities and social 1 Ben Franklin and Patrick needs are complex and require many forms. The places we love Henry once walked this street the most are always tinkered with in kind, gentle ways. · in Society Hill, Pennsylvania. Ihe width has never changed. A colleague in Winter Park, Florida, the site of our first street test- · Although tight, there is plenty lng for the writing of this publication, recently shared with the of room to accommodate cars, authors this bit of wisdom: "It is much harder to preserve and pro- · bicycles and pedestrians while tect good streets today than it was to build them originally." But encouraging social interaction, the common sense approach to designing streets and neighbor- 1 hoods used by our grandparents is coming back. We hope this publication will help. I · · · i Appendix A. The Green Book ~ Selected Extracts from the "Green Book" (1994) · ~ A Policy on Geometric Design of Highways and Streets ~ American Association of State Highway and TransPortation Officials ~ e~' Note: Emphasis added; comments in italics by Ken Sides, PE. ~ · FOREWORD (p. xliii) · ~ "As highway designers, highway engineers strive to satisfy optimally the env~ronmen. · ~ needs of highway users while maintaining the integrity of the ' t" ~ This is the opening statement of the Green Book (first sentence of the fore- · ~ word), and sets the tone for the manual. It puts the needs of highway users ~ first. It also recognizes that meeting those needs is constrained by consid- · ~ eration of environmental integrity. "Environment" could be interpreted ~ broadly to encompass impact on humans, not just stormwater quality and · ~ air pollution. "Highway users" could be interpreted broadly to include bicy- ~ clists and even pedestrians, and indeed, the Green Book explicitly includes · ::~5 them as users further down thefirst page. i "Unique combinations of requirements that are always conflicting result · ~'in unique solutions to the design problems. The guidance supplied by · ~ this text...is based on established practices and is supplemented by ~ recent research." · ~ "The intent of this policy is to provide guidance to the designer by ref- ~ erencing a recommended range of values for critical dimensions. [] ~ Sufficient flexibility is permitted to encourage independent designs tai- ~ lored to particular situations." ~ These two statements on the first page make it clear the Green Book is · ~ meant as guide, not as a set of absolute rules. The 1984 AASHTO Preface ~ put it more baldly, stating: "This publication is intended to provide guidance [] ~ to the design of new and major reconstruction projects." · ~ "Minimum values are either given or implied by the lower value in a ~ given range of values. The larger values within the ranges will normally · ~ ~ be used where the social, economic, and environmental (S.E.E) impacts ~'are not critical." · ~ If it is determined (or declared) that social impacts of a project are critical, ~ this statement on thefirst page gives designers permission to use the values ~ at the low end of the ranges. · ~ "Emphasis has been placed on the joint use of transportation corridors ~ by pedestrians, cyclists, and public transit vehicles. Designers should · ~ recognize the implications of this sharing of the transportation corri- ~ dors. Designers are encouraged to consider not only vehicular move- · ~ ments, but also movement of people, distribution of goods, and provi- ~ sion of essential services. A more comprehensive transportation pro- · ~ gram is thereby emphasized." · t This statement 'on thefirst page of the Green Book explicitly brings pedes- ~ trians, cyclists and transit into the category of user, and issues a clear man- date to designers to take them into account.. The 1984 AASHTO put it more st '" ' rongly: Designers must recognize the implications of this sharing of the transportation corridors." "The traditional procedure of comparing highway-user benefits with costs has been expanded to reflect the needs of nonusers and the envi- ronment.'' Here the Green Book signals that now the engineer may depart from the traditional narrow economic analysis to a broader scope that considers more than just motorized vehicles. "These guidelines are intended to provide operational comfort, safety and convenience for the motorist. The design concepts presented here were also developed with consideration for environmental quality. The effects of the various environmental impacts can and should be miti- gated by thoughtful design processes. This principle, coupled with that of aesthetic consistency with the surrounding terrain or urban set- ting, is intended to produce highways that are safe and efficient for users and acceptable to nonusers and in harmony with the environment." While making it clear that the Green Book is about motorists, nonusers and the environment are nonetheless granted recognition as elements the design- er should thoughtfully' consider.' · CHAPTER II. DESIGN CONTROLS AND CRITERIA Design Speed (pp.62-63) "The assumed design speed should be a logical one with respect to the topography, the adjacent land use, and the type of highway Except for local streets where speed controls are frequently included intentionally, every effort should be made to use as high a design speed as practi- cable to attain a desired degree of safety, mobility, and efficiency while under the constraints of environmental quality, economics, esthetics, and social or political impacts." Even while unabashedly advising designers to go for speed, the Green Book is careful to counsel designers that the design speed is constrained by adja- cent land use, environmental quality and social impacts. The Pedestrian (pp. 97) "A pedestrian is any person afoot, and involvement of pedestrians in traffic is a major consideration in highway planning and design. Pedestrians are a part of everyday roadway environment, and atten- tion must be paid to their presence in rural was well as urban areas." The Green Book recognizes pedestrians as a part of the normal streetscape that must not:be ignored. "Because of the demands of vehicular traffic in congested urban areas, it is often extremely difficult to make adequate provisions for pedestri- ans. Yet this must be done, because pedestrians are the lifeblood of our urban areas, especially in the downtown and other ietail areas. In general, the most successful shopping sections are .those that prOvide the most comfort and pleasure for pedestrians.".. · ~ Though vehicular traffic demands may cause extreme difficulty in providing ~ for pedestrians in urban areas, designers cannot cite that as a reason not to. ~ The Green Book recognizes that economic success is tied to the comfort and · ~ pleasure of pedestrians. ~ General Characteristics (p. 98) ~ "Pedestrian accidents can also be related to the lack of adequate side- · ~ walks, which forces pedestrians to share the pavement with motorists." · i!~ Environment (p. 112-13) ~ "A highway necessarily has wide-ranging effects beyond that of provid- · ~ ing traffic service to users. It is essential that the highway be consid- ~ ered as an element of the total environment. Environment as used · ~ herein refers to the totality of humankind's surroundings: social, physi- ~ cal, natural, and synthetic. It includes human, plant, and animal com- · i~munities and the forces that act on all three. The highway can and i~should be located and designed to complement its environment and ~ serve as a catalyst to environmental improvement." · ~ The Green Book charges the highway designer to fully consider the impact ~ he or she will have on the quality of human life and community in the sur- · ~ rounding area, and to actually improve it. ~ "The area surrounding a proposed highway is an interrelated system of · ~ natural, synthetic and sociologic variables. Changes in one variable ~ within this system cannot be made without some effect on other vari- · ~ ables. Some of these consequences may be negligible, but others may · ~ have strong and lasting impact on the environment, including the sus- ~ tenance and quality of human life. Because highway location and · ~"design decisions have an effect on adjacent area developments, it is ~ important that environmental variables be given full consideration." · ~ Although the Green Book doesn't use the term "holistic," it is here advocat- ~ lng a holistic approach to highway design and location. ~ · CHAPTER III. ELEMENTS OF DESIGN ~ Minimum Radius for Turning Speed (p. 192) I i "While it is desirable and often feasible to design for turning vehicles at ~ higher speeds, it is often necessary for safety and economy to user lower · ~ turning design speeds at most at-grade intersections." · ~ Armed with this Green Book guideline, no designer concerned with safety ~ need hesitate to use lower turning design speeds at most at-grade intersections. ~ · CHAPTER IV. CROSS SECTION ELEMENTS I ~ Sidewalks (p. 349) · ~ "Sidewalks are integral parts of city streets, but few are provided in rural ~ areas. Yet, a need exists in many rural areas because the high speed · ~ and general absence of adequate lighting increase the accident poteno ~ tial to those walking on or adjacent to the traveled way. The limited · ~'~ data available suggest that sidewalks in rural areas do reduce pedestrian i ~ acc/dents." The Green Book tells designers that pedestrians are safer on sidewalks than on rural travelways. The 1984 Green Books didn't mince words: "Yet, the need is great in many rural areas because the high speed and general lack of adequate lighting make it risky to walk on the traveled way." "If sidewalks are utilized, they should be separated from the shoulder." The Green Book tells designers that if they're going to put in a sidewalk, they should include a buffer strip. "In suburban and urban locations a border area generally separates the roadway from the homes and businesses of the community. The main function of the border is to provide space for sidewalks." Regarding that space between building fronts and the street, the Green Book says it's there mainly for designers to put in a sidewalk. "Sidewalks in residential areas may vary from 1.2m to 2.4m. The width of a planted strip between the sidewalk and traveled way curb, if pro- vided, should be a minimum of 0.6m to allow maintenance activities." "Justification for the construction of sidewalks depends upon the vehi- cle-pedestrian conflict, which is governed chiefly by the volumes of pedestrian and vehicular traffic, their relative timing, and the speed of vehicular traffic. Traffic volume-pedestrian warrants for sidewalks along · highways are not established. In general, wherever the roadside and land development conditions are such that pedestrians regularly move along a main or high-speed highway, they should be furnished a side- walk or path area, as suitable to the conditions." "As a general practice, sidewalks should be constructed along any street or highway not provided with shoulders, even though pedestri- an traffic may be light. Where sidewalks are built along a rural high- way, they should be well removed from the travelway." Just because there aren't many pedestrians, doesn't mean no sidewalk is needed, says the Green Book. "To insure their intended use, sidewalks should have all-weather sur- faces. Without them, pedestrians often choose to use the traffic lanes." "If two urban communities are not far apart, consideration should be given to connecting the two communities with sidewalks, even though pedestrian traffic may be light. Driver-pedestrian conflict on these sec- tions of a through route thus may be avoided." · CHAPTER V. LOCAL ROADS AND STREETS Number of Lanes (p. 431) "On residential streets in areas where the primary function is to provide land service and foster a safe and pleasant environment, at least one unob- structed moving lane must be ensured even where parking occurs on both sides. The level of user inconvenience occasioned by the lack of two mov- ing lanes is remarkably low in areas where single-family units prevail." If the designer's intent is to create a safe and pleasant single-family neigh- borhood, the Green BoOks says it's perfectly okay and works fine to have streets so narrow there is only one unobstructed moving lane. · Width of Roadway (pp. 431-432) · "Street lanes for moving traffic should be at least 3.0m wide. Where fea- sible they should be 3.3m.wide, and in industrial areas they should be · 3.6m wide. Where available or attainable width of right-of-way impos- es severe limitations, 2.7m lanes can be used in residential areas, as can · 3.3m lanes in industrial areas." · ~ "Where needed and where limitations exist in residential areas, a parallel parking lane at least 2.2m wide should be provided on one or both sides, · ~:as the conditions of lot size and intensity of development may require." ~ Sidewalks (pp. 435-437) "Sidewalks used for pedestrian access to schools, parks, shopping areas, · and transit stops and placed along all streets in commercial areas should be provided along both sides of the street." · "In residential areas, sidewalks are desirable on both sides of the street .~but need to be provided on at least one side of all local streets. The side- I walks should be located as far as practical from the traffic lanes and usu- · ally close to the right-of-way lines." "Clear sidewalk width should be 1.2m minimum; widths of 2.4m or · greater may be needed in commercial areas. If roadside appurtenances are situated on the sidewalk adjacent to the curb, additional width is · required to secure the clear width." · Intersection Design (p. 440) "At street intersections in residential areas and areas where there are · heavy pedestrian movements, the minimum radius of curb return where curbs are used or the outside edge of pavement where curbs are not · ~ used should be 5m. A minimum radius of 8m is desirable." · ~ Street and Roadway Lighting (p. 440) · "Properly designed and maintained street lighting will produce como ~ fortable and accurate visibility at night, which will facilitate and encour° · age both vehicular and pedestrian traffic." "Determinations of need for lighting should be coordinated with crime · prevention and other community needs." · "The objectives of the designer should be to minimize visual discomfort and impairment of driver and pedestrian vision due to glare." · Landscaping (p. 442) · "Landscaping should be provided for esthetic and erosion control puro poses in keeping with the character of the street and its environment. · Landscaping should be arranged to permit sufficiently wide, clear and safe pedestrian walkways." Bicycle Facilities (p. 442) · "The local roadway is generally sufficient to accommodate bicycle traf- ftc; however, when special facilities are desired they should be in accor° · dance with AASHTO's Guide for Development of Bicycle Facilities." · CHAPTER IX. AT-GRADE INTERSECTIONS General Design Considerations and Objectives (p. 627) "The main objective of intersection design is to reduce the severity 'of potential conflicts between motor vehicles, buses~ trucks, bicycles, pedestrians, and facilities while facilitating the convenience,' ease, and comfort of people traversing the intersections. The design should be fit- ted closely to the natural transitional paths and operating characteristics of the users." "Four basic elements enter into design considerations of at-grade inter- sections. A. Human Factors 6. Pedestrian use and habits 7. Bicycle traffic use and habits B. Traffic Considerations 8. Bicycle movements C. Physical Elements 11. Bicycle traffic D. Economic factors 3. Energy consumption. By the second page of the at-grade intersections chapter, the Green Book has mentioned bicyclists and pedestrians six times, making it clear they are within the designer's scope, and even refers broadly to "people traversing the intersections," not just motorists. Curvature for Turning Movements, Urban Streets (p. 664) "Most passenger cars operating at very low speeds on lanes 3m or'more in width are able to make a right turn with a curb radius of about 4.5m with little encroachment on other lanes." "On most streets, curb radii of 3 to 4.5m are reasonable because streets and sidewalks are generally confined within the public right-of-way, and larger radii can be obtained only by narrowing sidewalks at corners and increasing the length of pedestrian crosswalks." Effect of Curb Radii on Turning Paths (pp. 668 - 670) "For arterial street design, adequate radii for vehicles must be balanced against the needs of pedestrians and the difficulty of acquiring addi- tional right-of-way or corner setbacks. Because the corner radius often is a compromise, its effect on pedestrians in combination with vehicu- lar movements should be examined." "The following summary is offered as a guide: 1. Radii of 4.5 to 7.5m are adequate for passenger vehicles. These radii may be provided at minor cross streets where there is little occasion for trucks to tum or at major intersections where there are parking lanes .... 5. Radii dimensions should be coordinated with crosswalk distances or special designs to make crosswalks safe for all pedestrians." Appendix B. Fire Code Notes ~ n the course of Dan Burden's extensive travels across this country, the one obstacle to healthy, well-designed streets that is most often ! cited is "the fire code" or the "fire department." However, our research to date has shown that the national fire code and many state fire codes do not provide specific guidelines for street design, response times or road widths. In most of the cases we have reviewed, the codes simply leave this up to the discretion of the local fire chief. In preparing these guidelines, we have been careful to consider the needs of fire trucks on even the narrowest streets. We do not believe that any of the guidelines would significantly hinder the operations of fire trucks and other emergency responders. On the contrary, the low vol- ume streets and short blocks arranged in grid fashion with multiple points of access proposed in these guidelines, make it possible for emer- gency responders to reach their destination more rapidly than if they had to contend with the single-access, long spaghetti-like streets and cul-de-sacs in many conventional suburban neighborhoods. An issue often mentioned in the context of fire safety is the need for a 20' clearance (so that two fire trucks can pass one another to set up at a fire). This 20' requirement might be necessary on a cul~de-sac street where there is only one access point. However, in a traditional neigh- borhood, this need is addressed in at least three ways: (1) occasional dri- veways or light on-street parking characteristic of most low to moder- ate density neighborhoods, (2) multiple access to each block provided by a grid system of streets, and (3) third points of access offered through alleys. Fire chiefs have the discretion to determine many ways to achieve this passing width. By understanding the need of fire responders, it is possi- ble to address legitimate concerns, and allow the fire chief to be a play- er in designing safer, healthier neighborhoods. It has been our experi- ence that conscientious fire chiefs are concerned with all aspects of pub- lic safety, not only the rare cases of house fires. This is especially so given that over two-thirds of the neighborhood calls that fire depart- ments receive today are best handled by ambulances (not large hook- and-ladder or pumper trucks). Sending a fire truck to respond to a heart attack victim should be a last resort. Such a practice gets the fire truck tangled up in a maze of suburban streets, reducing response time for the really big fire. In most communities it is best to buy, position and main- tain more ambulances in locations that are readily accessible to neigh- borhoods. If police can have local precincts in neighborhoods, it should be possible for fire departments to do the same. Research in the Texas town of Denton several years ago determined that a serious hOuse fire involving multiple trucks occurred approximately once every 27 years. While this time span will obviously vary from com- munity to community, it is evident that our streets and neighborhoods need to be designed in response to a wide range of concems over safe- ty and livability. Appendix C. "Skinny Streets: Better Streets for .Livable Communities" The following excerpts are taken from a document prepared in June 1996 by Livable Oregon, ~(503) 222-2182. (Reprinted with permission) kinny streets are residential streets which are narrower than the modern width usually built in today's residential neighborhoods. Skinny streets are not new, and already exist in many Older neighborhoods in Oregon's commUnities. Skinny streets are cost benefi- cial for cities and developers and they contribute to the making of great neighborhoods. Increased safety and a greater sense of community for residents are just some of the other benefits of skinny streets. BENEFITS OF SKINNY STREETS · Environmental More efficient use of land. Land saved by reducing paved surface area provides more opportunities for other land uses, such as open space, farms, community and commercial needs, and housing. Decrease storm water runoff. Because storm water is not absorbed through paved surfaces, skinny streets reduce storm water runoff by minimizing pavement surface area. Less pavement also reduces the amount of contaminates from road surfaces that are carried into the storm water system by runoff. · Financial Lower maintenance costs. Local governments spend less money build- ing, improving, and maintaining roads when they have less paved sur- face area. Skinny streets also contribute to more compact development and more efficient land use, minimizing the costs of providing urban services by minimizing the size of service areas. Increased Market Value. Older residential areas in many existing towns and cities in Oregon often have skinny streets. These areas are charac- terized by high home values with more 6f a neighborhood feeling. New developments with skinny streets and other neighborhood friendly ele- ments are currently in high demand. Lower development costs. With less paved surface, narrower streets cost less to build. Skinny streets also allow for more flexibility in subdivi- sion layout by reducing the amount of land designated for streets, and may result in more lots per gross acre of land. · Quality of Life Encourage walking and bicYcling. Skinny streets reduce overall dis- tances between destinations by using land more efficiently, making walking and bicycling more attractive to residents. Skinny streets also create a safer environment for pedestrians and bicyclists by encourag- ing reduced traffic speeds. Sense of Neighborhood/Community. Skinny streets create an environ- ment of safety and convenience which attracts residents to walk, bicy- cle and playin the neighborhood. Skinny streets maximize opportuni- ties for Other neighborhood amenities like parks and landscaping by using land efficiently. Traffic safety. Skinny streets encourage more cautious driving and slower speeds by. eliminating the "speedway" feel of wide streets in res- idential areas. The more intimate feeling created by narrower residen- tial streets serves as an additional indicator to drivers that they are in a neighborhood. IMPLEMENTATION Oregon's Land Conservation and Development Commission issued the Transportation Planning Rule (TPR) in 1990. The TPR requires local governments to adopt local street standards which minimize street width according to functional purpose. This statewide interest in street width recognizes the positive impact of narrower street standards on local government budgets, community livability, and the environment. Local governments in Oregon must comply with this requirement by May, 1997. Local governments are granted the authority to establish local sub- division standards, which include street width, by Oregon's land use laws (ORS 92.044). Many of Oregon's cities have already adopted narrow residential street standards. Others have allowed skinny streets by granting variances for specific development projects. GENERATING SUPPORT / OVERCOMING RESISTANCE While local governments do have the legal authority to establish local street standards, it is important to recognize that skinny streets may create access issues for local emergency service providers. Generating support for skinny streets requires consideration of their benefits as well as their appropriateness in certain situations. Local governments can do several things to ensure that the process Of establishing narrow residential Street standards is sensitive to the con- cerns of citizens and emergency~ service providers. · Negotiation / Involvement Emergency service providers have specific concerns about the effects of skinny streets on their response times. Local government officials and staff can pro-actively address these concerns by negotiating with the fire department about their needs for access on residential streets. Both emergency vehicle access and skinny streets should be regarded as pub- lic goods which must be balanced to achieve maximum benefit to the community. When emergency service providers are consulted in the development of new street standards, they are less likely to/esist the process as a whole. · Testing with Fire Trucks Taking a city's fire trucks through a measured course or out to a neigh- borhood with existing narrow streets can educate both staff'and fire department officials abOut the capabilities of a fire truck to navigate skinny streets. Hypothetical situations, such as on-street parking with a certain degree of density, 'can be created to devise conditions under Which skinny streets may be appropriate. 'Fire truck tests are likely to create a level of understanding and trust between city staff and fire department officials that will facilitate the process of establishing nar- rower street standards. · Street Network Design A better developed street network, which increases street connectivity and decreases cul-de-sacs and dead ends, benefits emergency service providers by giving them additional access routes to a site. When grid- like street patterns are developed in conjunction with skinny streets, emergency service providers may find that access to a site is improved rather than diminished. · Long-term Planning for Equipment Local jurisdictions can plan for future implementation of skinny streets by working with public works and emergency service departments to ensure .that future equipment purchases are compatible, with narrower streets. For example, trucks with a shorter wheel .base or rear loading fire trucks are better suited to narrow streets. Over the long run, the increased cost of purchasing equipment can be offset by the reduced cost of maintaining narrower roads. · Political Support The process of establishing narrower street, standards will not move forward without broad political support within the community. The benefits of Skinny streets to Community livability and cost-efficiency need to be understood and promoted by community leaders in order' to be viewed as a public good equal to other issues like adequate parking in the downtown or community health and safety. · Public Education Anyone initiating change in street standards must acknowledge that wide residential streets have become the norm for American suburbsl This may mean that the benefits of skinny streets are not often readily evident to the general public. Local jUrisdic'ti°ns can. do much to increase public support for a process of establishing narrower street standards by educating-the public about the benefits of skinny streets, such as increased' traffic safety and cost-efficiency, through public edu- cation campaigns. Resources A Policy on Geometric Design of Highways and Streets. AASHTO. 1994. Alexander, Christopher; Ishikawa, Sara and Silverstein, Murray A Pattern Language: Towns, Buildings, Construction. Oxford University Press. 1977. Alexander, Christopher. The Timeless Way of Building. New York Oxford University Press. 1979. American LIVES, Inc. "1994 Shopper and Homeowner Study, Community Features Home Buyers Pay For." March 1995. Appleyard, Donald. Livable Streets. University of California Press. 1982. Burden, Dan. "Twelve Steps Toward Walkable Communities." Florida Department of Transportation. 1995. City Routes, City Rights: Building Livable Neighborhoods and Environmental Justice by Fixing Transportation. Conservation Law Foundation. Boston, MA, ~'(617) 350-0990. June 1998. Corbett, Judith and Joe Velasquez. "The Ahwahnee Principles: Toward More Livable Communities." Western City Magazine. September, 1994. Engwicht, David. Reclaiming Our Cities and Towns: Better Living With Less Traffic. New Society Publishers. 1993. Ewing, Reid. Transportation & Land Use Innovations: When You Can't Build Your Way Out of Congestion. Planners Press. 1997. Ewing, Reid. "Transportation Service Standards - As If People Mattered." Joint Center for Environmental and Urban Problems. 1996. Guidelines for Residential Subdivision Street Design. Institute of Transportation Engineers. 1993. Hamblem, Matt. "The Kentlands Charrette." Urban Land. September 10, 1988. Jacobs, Allan. Great Streets. MIT Press. 1995. Jacobs, Jane. The Death and Life of Great American Cities. Vintage Books. 1993. Livable Neighborhoods: Rethinking Residential Streets. American Public Works Association. 1996. Making Streets That Work: Neighborhood Planning Tool. City of Seattle Design Commission, Engineering Department, Office of Management and Planning. May 1996. Murray, Maryanne. "City considers 'the big picture'." Fort Pierce Tribune. January 29, 1995. Muschamp, Herbert. "Can New Urbanism Find Room for the Old?" The New York Times. June 2, 1996. Neighborhood Traffic Management Program. Collier County Transportation Services Department. 1995. Pacelle, Mitchell. "More Stores Spurn Malls for the Village Square." Wall Street Journal. February 16, 1996. "Reclaiming Our Streets.". A ·Community Action Plan to Calm~ · Neighborhood Traffic, prepared by the Reclaiming Our Streets Task Force. Portland, Oregon, Bureau of Traffic Management, Office of Transportation (1120 SW 5th AVe., Suite·730). 1993. Residential Streets. ASCE, NAHB, ULI, Order #R07. ~'(800) 321-8050. Swift, Peter, Dan Painter and Matthew Goldstein. "Residential Street Typology and Injury Accident Frequency - Draft Report." Swift and Associates. September 26, 1997. Take Back Your Streets. Conservation Law Foundation. Boston, MA ~(617) 350-0990. Traditional Neighborhood Development: Street Design Guidelines. ITE TransPortation Planning Council Committee 5P-8. June 1997. ~(202) 554-8050. Traffic Engineering Handbook. Institute of Transportation Engineers. 1992. Wynne, Sharon Kennedy. "Good Sidewalks, Good Neighbors." St. Petersburg Times. August 19, 1995. For resource information on the World Wide Web, please visit the Local Government Commission's web page at www. lgc.org/clc. Design Matrix for Healthy Streets developed by Walkable Communities, Inc. NOTES 1) Ideal speeds and widths are given. 2) Flexibility is permitted, but design speeds must be adhered to. 3) These guidelines are not recommended for Conventional Neighborhood Development 4) Traditional Neighborhood Design lay- out, a strict adherence to TND principles of mixed use, walking and bicycling emphasis, a central place, trip containment, on-street parking, trails, traffic volumes and speeds are all linked. 5) Multiple entries aid fire response times. design: dave davis BAKERSFIELD MEMORANDUM September 30, 1999 TO: Alan Tandy, City Manager FROM: Pamela A. McCarthy, City Cler~rr~ SUBJECT: Councilmember Couch Referral - C.D.D.A. Web Site Access Councilmember Couch requested the C.D.D.A. agendas and minutes be placed on the City's Web Page. In response to this request, we have scanned all Redevelopment Agency/Central District Development Agency minutes back to 1968 into LaserFiche which is accessible through the web page. We have also contacted M IS to establish a weblink within the Economic Development Department section of the web page to post current Agendas and C.D.D.A. Administrative Reports. This information will be posted each Wednesday prior to the Monday C.D.D.A. meeting. Jake Wager, Economic DeveloPment Director also indicated they are currently working with MIS in revising their web site and that this CDDA agenda link could be easily incorporated in this revision. On a related issue, Councilmember Couch inquired as to the feasibility of putting the redevelopment PAC agendas "on-line". We have been advised that the two redevelopment PAC's do not have consistent meeting schedules and by placing one and not the other on the web page on an on-going basis, may create confusion by those accessing the web page. Therefore, when the PAC's schedule a meeting, we will obtain the agendas and minutes from ED/CD and provide the information to the Council and the public at that time. c: Jake Wager Joy Collier