HomeMy WebLinkAbout04/29/05 B A K E R S F I E L D
CITY MANAGER'S OFFICE
MEMORANDUM
April 29, 2005
TO: Honorable Mayor and City Council
Tandy, City Manager ~T'L~r-/~.
FROM:
Alan
SUBJECT: General Information
1. An article from the San Francisco Chronicle describing Stockton's downtown
redevelopment success is enclosed. They opened their new baseball stadium this
week, as part of a very aggressive strategic plan to revitalize their downtown area
and improve their community image. The stadium project, said to be the finest
minor-league ballpark in the country, has received wide public support from the
community, and sponsorships have been easily sold. It is the newest downtown
feature, joining a 16-screen movie theatre built in 2003 and a live theatre facility
that was restored last year. An 11,000 seat indoor entertainment complex, with a
design based on our arena, will open later this year. In addition to minor league
hockey and arena football, they will also have indoor soccer.
2. We are very pleased to again be named as a Tree City USA. In order to receive
the designation, a city must meet certain standards set forth by the National Arbor
Day Foundation. This is the eighth year Bakersfield has received national
recognition for our community forest program.
3. The latest camera-monitored intersection for red light violations will go into
operation next Monday at Stockdale and California/New Stine. Staff has confirmed
that all required signage is in place. For the first 30 days, the Police Department
will be issue only warning tickets to violators.
4. We received the unfortunate news that a chiller has gone out at the Convention
Center. The lead time on equipment of this kind can be significant, so we will
follow emergency procedures regarding replacement so that building temperatures
are tolerable for booked dates when our '~varm and dry" weather conditions hit. A
very preliminary cost estimate is $150,000.
5. A status report on road repair work in progress this week is enclosed from the
Public Works Streets Division.
6. A list of the FY 2005/06 Phase Two residential street resurfacing projects is
enclosed from Public Works. This work will begin in approximately late September
and would be completed in 2006.
Honorable Mayor and City Council
April 29, 2005
Page 2
7. Public Works has prepared a comprehensive report on the status of our RSTP, TE,
and CMAQ grant applications for various local road projects. These projects
include pavement rehabilitations, streetscape, traffic signals, signal coordination,
and shoulder paving. The CMAQ information is quite detailed and includes three
sections - not approved, pending, and approved. The approved section is broken
down into projects for FY 2004-05, 2005-06, and 2006-07. Overall, we are pleased
to report that we have been approved for over $8 million in RSTP, $653,300 in TE,
and $6.7 million in CMAQ funding for the next three years.
8. At the request of a developer working on a housing project near Ridgeview High
School, EDCD is assisting in a grant application to the State for a first-time
homebuyer down payment assistance program. 52 lots in the new development
would be eligible for the loan program. A memo from Donna Kunz is enclosed with
more details.
9. We continue to experience unprecedented growth in construction activity, as
evidenced by the enclosed chart prepared by Development Services. The
issuance of building permits for Fiscal Year 2004-05, to date, has exceeded the
record setting volume set last year and is expected to remain in that trend.
10. A status report on the use of the remaining Section 108 funds for projects in
southeast Bakersfield is attached for your information. We are very much in the
mopping up stages on this one.
11. Responses to Council requests are enclosed, as follows:
Councilmember Benham
· Staff report regarding walkable communities, with particular focus on the City
of Fontana;
Councilmember Sullivan
· Analysis of utilizing shrubbery to discourage graffiti;
Councilmember Scrivner
· Report on the cost effectiveness of expanding the advertising methods for the
Adopt-a-Wall program; ;
· Analysis of AB-308, which would amend the penal code, as related to graffiti
offenses;
· Feasibility of an administrative hearing panel, as related to graffiti crimes;
· Methods to be used for implementation of an advertising campaign targeting
graffiti;
· Revisions to the webpage and anti-graffiti literature to include bilingual
information.
AT:rs
cc: Department Heads
Pamela McCarthy, City Clerk
OThe National
Arbor Day Foundation®
211 N. 12th St. · Lincoln, NE 68508 · 402-474-5655 ~
We help people plant and care for trees.TM
April 13, 2005
RECEIVED
Alan Tandy
City Manager
1501 Truxtun Avenue APR 2 5 2005
Bakersfield, CA 93301
CITY MANAGER'S OFFICE
Dear Mr. Tandy,
Congratulations to Bakersfield on being named as a 2004 Tree City
USA !
The trees we plant and care for today will cool and beautify our
communities, increase property values, heap clean the air and water,
and conserve energy for years to come.
· An effective community forestry, program is an ongoing process of
renewal and improvement--a program of tree planting and care that
continues through the years. The Tree City USA award is an excellent
indication, that there is a solid~ foundation for that process of
improvement -i- '"
Tree City USA is sponsored in cooperation with the National
Association of State Foresters and the USDA Forest Service. State
forester.s are responsible for the presentation of the Tree City USA
flag and other materials. We will forward your awards to Herb Bunt in
your state forester's office. They will be coordinating the
PreSentation with you. It would be especially appropriate to make the
Tree'City iUSA award a part of your Arbor Day ceremony.
Again, congratulations on receiving this national recognition for
your tree-care program.
' M' corm ~osenow
: ': President
cc: .Paul Graham
From: Alan Tandy
To: Rhonda Smiley
Date: 4/25/2005 2:48:01 PM
Subject: Fwd: Street Repairs
>>> Raul Rojas 4/25/05 1:22:02 PM >>>
FYI
>>> Luis Peralez 4/25/2005 9:50:21 AM >>>
This week, weather permitting, we will be resurfacing streets in the area between Hughes Lane and So.
"H" Street, south of Planz Road.
We are also repairing curb, gutter, and sidewalk on Pin Oak. Park .Blvd. between White Lane and District
Blvd. This is in preparation for reconstructing the street. There is a possibility of rain Wednesday ~ Friday
of this week. So we decided to hold off on starting reconstruction projects until next Monday.
We are also repairing curb, gutter and sidewalks on Columbus Street between Mt. Vernon Avenue and
River Blvd. and on Mt Vernon Avenue between Panorama Dr. and the !78 hwy. Bridge.
'~,~' ' ,.~ CITY OF BAKERSFIELD
'?~ PUBLIC WORKS DEPARTMENT- STREETS DIVISION
2005/2006 RESIDENTIAL STREET RESUFACING LIST - PHASE TW
parle I of3
WARD STREET NAME AREA DlSCRIPTIO
4 Windsong St. Brimhall Rd. to Buckingham Wy.
4 Buckingham Wy. Foxcraft Ln. to Dunwoody Wy.
4 Dunwoody Wy. Buckingham Wy. to Southwick Wy.
4 Southwick.Dr. Dunwoody Dr. to Devonshire St.
4 Cannondale Dr. Foxcraft Ln. to Dunwoody Wy.
4 Crown Pointe Dr. Southwick Dr. to Queensland Ave.
4 Devonshire St. Cannondale Dr. to Queensland Ave.
4 Queensland Ave. Crown Point Dr. to Foxcraft Ln.
4 Foxcraft In. Buckingham Wy. to Queensland Ave.
4 Foxtail Wy. Foxcraft Ln. to Mondavi Wy.
4 Foxcreek Ct. Harvest Creek Rd. to the east end
4 Sandfox Ct. Harvest Creek Rd. to the east end
4 Harvest Creek Rd. Mendocino Dr. to Brimhall Rd.
2 Myrtle St. 24th St. to Beech St.
'2 Aspen St. Beech St. to Bay St.
2 Green St. Beech St. to Spruce St.
2 DrakeSt. Beech St. to 24th St.
2 Leaf St. Beech St. to Spruce St.
2 Hubbard St. Beech St. to Alder St.
2 Spruce St. 24th St. to Beech St.
2 Pine St. 24th St. to 30th Street
2 Cedar St. 30th St. to Drake St.
2 Alder St. 30th St. to 24th St.
2 "C" St. Bay St. to 24th St.
2 Bay St. _)4th St. to 28th St.
3 Lancer Ct. Lancer Dr. to the east end
3 Lancer Dr. University Ave. to the north end
3 Mission Hills Ct. University Ave. to the south end
3 La Costa Dr. University Ave. to 3616 La Costa Dr.
3 Mission Hills St.' University Ave. to 3701 Mission Hills St.
3 Camden St. University Ave. to Coronado Ave.
3 ' $ilverado St. Xmas Tree Ln. to 4245 Bonaire St.
3 Occidential St. Vanderbilt Dr. to University Ave.
3 West Point Dr. University Ave. to Haley St.
3 Bucknell St. Panorama Dr. to University Ave.
3 Berkeley St. University Ave. to the north end
3 Annapolis Dr. University Ave. to the north end
3 Amherst St. Acacia St. to Princeton Ave.
3 Acacia St. River Blvd. to Amherst St. (FDG)
2005/2006 RESIDENTIAL STREET RESUFACING LIST - PHASE TWO
Parle 2 of3
WARD STREET NAME AREADISCRIPTION
5 Astoria Wy. So. Halfmoon Dr. to Terreboune Ct.
5 French~llen Ct. Corvallis Dr. to the west end
5 Olympia Dr. Corvallis Dr. to Reedsport Dr. (FDG)
5 Barringt~n St. No. Halfmoon Dr. to Nottingham Ln. (FDG)
5 Lahaina Ave.- Tilden Wy. to 7101 Lahaina Ave.
5 Tilden Wy. Lahaina Ave. to Budge Wy. (FDG)
5 Budge Wy. Tilden Wy. to Kramer Dr.
5 Buford Wy. Middlebrook Ct. to Alamosa Ln.
5 Revelstone Wy. El Portal Dr. to the west end
5 Glendevon Ln. Revelstone Wy. to No. Laurelglen Blvd.
5 Calle Nobleza Corte Nobleza to 7717 Calle Nobleza
5 Calle Poderosa Calle Cerca to Calle Nobleza
5 Calle Salida Calle Nobleza to Ming Ave.
5 Montalvo Dr. Kroll Wy. to El Verano Dr.
I Brink Dr. Chester ave. to Vernal PI.
I Vernal PI. Brink Dr. to Terrace Wy.
I Priscilla Ln. Dobrusky Dr. to Priscilla Wy.
I Dobrusky Dr. Terrace Wy. to Synder Ln.
I S. "N" St. Terrace Wy. to Synder Ln.
I Priscilla Wy. Priscilla Ln. to Synder Ln.
I Synder Ln. Dobrusky Dr. to S. "P" St.
I S. "N" St. Brundage Ln, to Dobrusky Street
I Dobrusky Street "P" St. to the east end
I Maitland Dr. S. "P" St., west to Townsley Ave.
I Townsley Ave. .' Maitland Dr. to S. "P" St.
I Townsley Ave. S. "P" St. to the east end
I Maitland Dr. S. "P" St;, east to Townly Ave.
I S. "P" St. Belle Terrace Wy. to Brundage Ln.
6 Driftwood St. Ora Vista Ave. to the north end
6 Meadowood Ct. Ora Vista Ave. to the north end
6 Birchwood Ct. Ora Vista Ave. to the north end
6 Juniper Ct. Ora Vista Ave. to the north end
6 Ora Vista Ave. Driftwood St. to So. Real Rd.
6 Grassotti Ct. Wible Rd, to the west end
6 Mardella St, Kennedy Ave. to Eisenhower Ave.
6 Tyler St. Kennedy Ave. to Ginnelli Wy.
6 Samson Ct. So. Real Rd, to the east end
6 So. Real Rd. Wilson Rd. to Planz Rd.
~ 2005/2006 RESIDENTIAL STREET RESUFACING LIST - PHASE TWO
Page 3 of 3
WARD STREET NAME AREA DISCRIPTION
6 Wheelan Ct. Ardmore Ave. to the south end
6 Surrey Ln. New Stine Rd, to Emerson St.
6 Belcreast Ave. Emerson St. to the west end
6 Sea Star Ln. New Stine Rd, to Emerson St.
6 Stor ,my Ct. Emerson St. to the west end
6 Emerson St. Surrey Ln. to Hasti Acres Dr.
6 Winters Ct. Hasti Acres Dr. to the west end
6 Misty Ct. Hasti Acres Dr. to the west end
6 Hasti Acres Dr. 2440 Hasti Acres Dr. to the west end
RECEIVED
APR 2 7 2005
~AGER'S OFFICE
BAKERSFIELD
Public Works Department
Memorandum
DATE: April 27, 2005
TO: Alan Tandy, City Manager
FROM: Raul M. Rojas, Public Works Director ~
SUBJECT: Status of Recent RSTP, TE and CMAQ Grant Applications
The City's share of RSTP funds has been programmed as follows; these funds have been approved by
state and federal staff for inclusion in Amendment 5 to the 2004 Federal Transportation Improvement Plan:
Project Local Federal
Total Share Share
Pavement Rehabilitation Projects Federal Fiscal Year 2004/05 $4,671,000 $535,763 $4,135,237
Pavement Rehabilitation Projects Federal Fiscal Year 2005/06 $2,625,000 $301,088 $2,323,912'
Pavement Rehabilitation Projects Federal Fiscal Year 2006/07 $1,790,000 $205,313 $1,584,687
We did receive a $653,300 TE grant for the Chester Avenue Streetscape Project; 24th Street to Garces
Circle. These funds have been approved by state and federal staff for inclusion in Amendment 4 to the
2004 Federal Transportation Improvement Plan for spending in Federal Fiscal Year 2004/05.
We had mixed results with the CMAQ grants which are summarized below in three' sections - grants not
approved, grants still pending, grants approved.
The following grants were not approved for funding.
Local Federal
Description Project Total Share Share
Monitor St: Berkshire Rd to White Lane; signal coordination $235,000 $26,954 $208,046
Stockdale Hwy: Jewetta Ave to Buena Vista Rd; signal coordination $80,100 $9,188 $70,912
(interconnect)
Terrace Way/Union Ave; new signal and signal coordination $160,000 $18,352 $141,648
On northbound Mt. Vernon Ave to eastbound SR 178 on-ramp; $277,000 $31,772 $245,228
construction of right turn channelization
Metropolitan Bakersfield Refuse Transfer Station $4,900,000 $568,000 $4,332,000
In the grants still pending group, the following projects were not approved by state and federal staff for
CMAQ funding. However, we are currently working with KernCOG, state and federal staff to use these
funds for future-year shoulder paving projects.
Local Federal
Description Project Total Share Share
Dual Collection Trash Trucks Retrofit $1,525,000 $512,183 $1,012,817
Pavement Repairs at Various Bus Stops $544,000 $62,397 $481,603
Total of Still Pending $2,069,000 $574,580 $1,494,420
Grant Funding Results Page 2 of 3
'~,pril 27, 2005
The following CMAQ grants have been approved; state and federal staff have approved them for inclusion
in Amendment 5 to the 2004 Federal Transportation Improvement Plan.
For Federal Fiscal Year 2004-05:
Project Local Federal
Description Activity Total Share Share
At Various Locations; Surfacing Unpaved Shoulders
FY 04/05 Construction $1,743,000 $353,964 $1,389,036
Buena Vista Rd: Stockdale Highway To Ming
Avenue; Signal Coordination (Interconnection) Construction $30,300 $3,475 $26,825
California AvcAr "N" St; Signal Coordination
(Interconnect) Construction $6,600 $757 $5,843
Camino Media Signals At Scarlet Oak & Roadrunner
Dr; Interconnect At Camino Media -Scarlet Oak To
Haggin Oaks & Haggin Oaks - Camino Media To
Ming Ave Construction $381,000 $43,701 $337,299
Coffee Rd: Brimhall Rd To Stockdale Highway;
Signal Coordination (Interconnect) Construction $49,000 $5,620 $43,380
LNG / LCNG Station Design $107,000 $12,273 $94,727
Old River/VVhite Lane: Ridge Oak To Mt. Vista Dr;
Signal Coordination (Interconnect) ' Construction $47,300 $5,425 $41,875
Planz Rd: Hughes Ln To Union Ave; Signal
Coordination (Interconnect) Construction $177,500 $20,359 $157,141
Planz Rd: Wilson Rd To Wible Rd; Signal
Coordination (Interconnect) Construction $177,500 $20,359 $157,141.
Truxtun Ave: Oak To "N", Including A New
Connection To The City Of Bakersfield Toc; Signal
Coordination (Interconnect) Construction .$99,600 $11,447 $88,353
Total ofCMAQfor FFY2004-05 $2,819,000 $477,380 $2,341,620
For Federal Fiscal Year 2005-06:
Project Local Federal
Description Activity Total Share Share
Ashe Rd: Harris Rd To Panama Lane; New Signal Design &
And Signal Coordination (Interconnect) Construction $249,600 $28,629 $220,971
Design &
Auburn St/La Costa St; New Signal Construction $160,000 $18,352 $141,646
Auburn St: Oswell St To Fairfax Rd; Signal Design &
Coordination (Interconnect) Construction $135,600 $15,553 $120,047
Coffee Rd: Hageman Rd To Meany Rd; Signal Design &
Coordination (Interconnect) Construction $65,500 $7,513 $57,987
Columbus St - River Blvd To Oswell St & Oswell St -
Columbus St To Auburn St; Signal Coordination Design &
(Interconnect) Construction $322,300 $36,968 $285,332
Columbus St: Chester Ave To River BIvd; Signal Design &
Coordination (Interconnect) Construction $326,000 $37,393 $288,607
Hageman Rd/Main Plaza Dr; New Signal And Design &
Signal Coordination (Interconnect) Construction $160,000 $18,352 $141,648
LNG / LCNG Station Construction $1,656,000 $322,407 $1,333,593
Oak St/St 178,' Improvement Of Existing Traffic
. Signal Delay/Synchronization Design $20,000 $2,294 $17,706
Stockdale Hwy: Buena Vista To Old River Rd; Design &
Signal Coordination (Interconnect) Construction $47,400 $5,437 $41,963
Truxtun Ave: Mohawk St To Oak St; Signal Design & $85,100 $9,761 $75,339
S:\PROJECTS~Advanced Studies\CMAQ Grant Applications 2004\Tancly 041305,doc
Grant Funding Results Page 3 of 3
,~pril 27, 2005
Project Local Federal
Description Activity Total Share Share
Coordination (Interconnect). Construction
White Ln/Lilly Dr; New Signal And Signal Design &
Coordination (Interconnect) Construction $160,000 $18,352 $141,648
Total of CMAQ for FFY 2005-06 $3,387,500 $521,011 $2,866,489
For Federal Fiscal Year 2006-07 "
Local Federal
Description Activity Proiect Total Share Share
"F" St: 26th St To 30th St; Signal Coordination Design &
(Interconnect) Construction 836,100 84,141 831,959 ..
"H" St/Mckee Rd; New Signal & Signal Design &
Coordination (Interconnect) Construction 8160,000 818,352 8141,648
"P" St/Belle Terrace; New Signal & Signal Design &
Coordination (Interconnect) Construction 8160,000 818,352 ~ 141,648
Design &
26th St/"F" St; New Signal Construction t~160,000 818,352 8141,648
30th St: Chester Ave To "F" St; Signal Design &
Coordination (Interconnect) Construction $33,900 83,888 $30,012
4th St: Chester Ave To "H" St; Signal Design &
Coordination (Interconnect) Construction 820,400 82,340 818,060
Ashe Rd'. District Blvd To White Lane; Signal Design &
Coordination (Interconnect) Construction $45,200 $5,184 $40,016
Brimhall Rd: Calloway Dr To Harvest Creek; Design &
Signal Coordination (Interconnect) Construction 8124,300 814,257 8110,043
Hageman Rd: Coffee Rd To Fruitvale Ave; Signal Design &
Coordination (Interconnect) Construction $117,700 $13,500 $104,200
New Signal At Riverlakes Dr/Southshore Dr &
Interconnect At Riverlakes Dr: Southshore Dr 'Fo Design &
Hageman Rd Construction 8193,200 $22,160 8171,040
New Signal Coffee Rd/Peanut Ave & Interconnect Design &
Coffee Rd.' Peanut Ave To Hageman Rd Construction $241,500 827,700 8213,800
Oak St/Sr 178; Improvement Of Existing Traffic
Signal Delay/Synchronization Construction 8267,500 830,683 8236,817
Panama Ln: Akers Rd To "H" St; Signal Design &
Coordination (Interconnect) Construction $180,800 $20,738 $160,062
White Ln: "H" St To Fambough St; Signal Design &
Coordination (Interconnect) Construction 841,800 84,794 $37,006
Total of CMAQ for FFY 2006-07 $1,782,400 $204,441 $1,577,959
c: Jack LaRochelle
Arnold Ramming
Nick Fidler
Ralph Braboy
Ryan Starbuck
S:\PROJECTS~Advanced Studies\CMAQ Grant Applications 2004\Tandy 041305.doc
BAKERSFIELD
Economic and Community Development Department
MEMORANDUM
April
28,
2005
FROM: Donna L. Kunz, Economic Development Director
SUBJECT: Application to the Calif. State Department of Housing and Community Development
About a week ago we received the attached letter and map from The Matthews Company
requesting the City's assistance in preparing a grant application to the State for a first-time
homebuyer down payment assistance program called Building Equity and Growth in
Neighborhoods (BEGIN). The Matthews Company, which is based out of Stockton, is preparing
a final Tract Map recordation (No. 6170) and they will be developing 260 lots (R-1 zone) near
Ridgeview High School (between Ryzona Dr. alignment and McKee Rd.). The development
received a density bonus provision under Chapter Fifteen of the BMC (Section 15.79), and 20%
of the total lots (52) are required to be constructed for lower income households with continued
affordability for thirty years.
In response to their letter, staff is preparing an application to the State for the BEGIN program.
The BEGIN program Notice of Funding Availability (NOFA) was released last March and funds
are available on an over-the-counter (first-come first-serve basis) assuming the application can
meet the BEGIN regulatory relief criteria for affordable ownership housing. If successful, the
state will award grant monies to localities for down payment assistance loans to be used for
qualifying first-time Iow- and moderate-income buyers of homes. The density bonus lots of Tract
Map 6170 are expected to be purchased in the next few weeks by Self-Help Enterprises which
will be the affordable housing developer for these 52 lots.
Under the BEGIN program, loans to eligible households are typically at simple interest (1% to
3%) and cannot exceed 20 percent of home sales price or $30,000, whichever is less. The
deferred-payment second mortgage loans to qualified buyers is a repayable loan to the City, and
loan repayments are eligible for reuse in the future by the City for affordable housing related
activities, as long as they comply with the guidelines'administered by the California Housing
Finance Agency (CalHFA). The City will be required to enter into a long term monitoring
agreement with the State allowing their Housing and Community Development Department
(HCD) to monitor the city's reuse accounts for compliance with state guidelines.
eligibility criteria required under this grant program. We are tentatively targeting May 25 for a
Council action to approve a BEGIN program resolution, and authorize staff to submit an
application to State HCD for ,1,560,000 in grant BEGIN funds for use with the density bonus
assigned to Tract Map 6170.
S 5C hristine~Vince~.RevisedBEGINCM Memo.doc
MTHE]
attrtews
COMPANY 3202 west March Lane, Stockton, CA 95219
Telephone: (209) 951-?-a-a- · Facsimile: (2~) 951-2619
April 7, 2005
DonnaL. Kunz
Economic Development Director
Economic & Communi~ Development Dept.
900 Truxtun Avenue, 2n Floor West
Bakersfield, CA 93301
Subject: HCD BEGIN Program - NOFA Application for 52 Affordable Lots within Tract No.
6170
Dear Ms. Kurtz,
This is a follow-up joint letter from The Matthews Company and Self-Help Enterprises to
express our commitment to work together to see the successful construction and sale of the 52
designated affordable lots within Tract No. 6170. A key component of this success will be the
City of Bakersfield securing state funding through The California Department of Housing and
Community Development (HCD) under the Building Equity and Growth in Neighborhoods
(BEGIN) Program.
The Matthews Company and Self-Help believes the 52 lots within Tract No. 6170 would be
favorably considered by the State for funding based on review of the State BEGIN NOFA
requirements. It is our understanding that the Project would meet the minimum NOFA evaluation
criteria for BEGIN funding under project readiness and the regulatory relief threshold (we can
show at least 200 points minimum). We also understand that we will need to execute a purchase
agreement in order to establish "site control" for Self-Help Enterprises prior to submittal of the
BEGIN application. Please consider this project for the BEGIN Program. We can meet with you
to discuss particulars at anytime. We look forward to working with you on this important
project.
Sincerely, Sincerely,
The Matthews Company Self-Help Enter.~rise.~
Trevor Smith Thomas J. OOllishaw
Vice President of Land Vice President
pc: Vince A. Zaragoza, Principal Planner, City of Bakersfield
C:~Documcnts and Settings\Tom\Local Settings\Temporary lntemct Files\OLK l~Kunz_HCD BEGIN Program_4-12-05.doc
TRACT =if6170 "
2~ TOT,,~L' LOT5
PHASE II
R'~O~ DR.
tO4 103 tO2 LO! ~,00 a9 98 )? B6 i95 94 )3 m
. 47 ¢8 49 ~0 5! 52 53 i54
AFFOrd)ABLE HOUSIN~
A
City of Bakersfield - Tr. Map 6170 (Site)
City of Bakersfield
Total Monthly Permits by Fiscal Year
1,400
1,200
1,000
800 -
60O
4OO
200 , , , , , , , , , , ,
JUL AUG SEP OCT NOV DEC JAN FEB MAR APR MAY JUN
.... Average * ....... ~ FY 02/03 ; FY 03/04 ; FY 04/05
* Average of FY 97~98 to FY 01/02
RECEIVED
APR 2 6 Z005
B A K E R S F I E L D
Economic and Gommu, nity Development Department
MEMORANDUM
(~~ ~ April 26, 2005
TO: Alan Tandy, City Manager
FROM: Donna L. Kurtz, Economic Development Director
SUBJECT: Status of Remaining Section 108 Funds for S.E. Bakersfield
The following is a summary of active projects to date relating to the use of Section 108
funds for Southeast Bakersfield. The projects are being implemented by the Public Works
Department.
On-qoin~ Projects
· Brundage Lane Streetscape: $325,000 - Install median streetscape, sidewalks and
lighting improvements from Chester to Union avenues. Curb, gutter, and sidewalk work
was completed July 2004. Installation of street lights is underway and is scheduled to
be completed by May 5, 2005. The Section 108 HUD contract deadline for City
expenditure of these funds was extended by HUD to July 1,2005.
· Union Avenue Streetscape: $61,500- Install street lighting improvements on Union
Avenue between Terrace Way to Texas Street. Construction is underway and is
scheduled to be completed by May 5, 2005. The Section 108 HUD contract deadline
for City expenditure of these funds was extended by HUD to July 1, 2005.
· Jefferson Park Swimming Pool Rehabilitation: $300,000 - Rehabilitation of
Jefferson Park pool. HUD approved a deadline extension for expenditure of these
funds to June 30, 2005. Construction is underWay and is scheduled to be completed by
May 10, 2005.'
· Martin Luther King Jr. Park Wet Play Area: $200,000 - Funds were transferred from
the Career Counseling Center Facility Project to the wet play project. HUD approved
the Section 108 reprogramming of funds to the MLK park activity. HUD's expenditure
deadline was extended from January 31, 2005 to June 30, 2005. City forces have
started construction and the project is scheduled to be completed by May 6, 2005.
xc: Raul Rojas, Public Works Director
Alan Christensen, Assistant City Manager
S:\V-Z~SE~SE Activity Update April 05.doc
B A K E R S F I E L 1~ RECEIVED
M E M O R A N D U M APR 2 6 2005
CITY MANAGER'S OFFICE
TO: ALAN TANDY, CITY MANAGER '
FROM: ,~y}~EEY C. GRADY, DEVELOPMENT SERVICES DIRECTOR
DATE: April 26, 2005
SUBJECT: WALKABLE COMMUNITIES
Council Referral No, Ref0010?4
COUNCILMEMBER BENHAM REQUESTED STAFF REVIEW AN ARTICLE FROM THE
LOS ANGELES TIMES REGARDING WALKABLE COMMUNITIES FOCUSING ON THE
CITY OF FONTANA. CONTACT FONTANA CITY STAFF AND DEVELOPER RANDALL
LEWIS TO SOLICIT IDEAS TO ENCOURAGE WALKABLE COMMUNITIES IN
BAKERSFIELD PARTICULARLY THE "SAFE ROUTES TO SCHOOL PROGRAM."
Councilmember Benhan requested staff review an article from the Los Angeles Times (dated
3/14/2005), regarding walkable communities focusing on the city of Fontana, and the "Safe
Routes to School" program.
Staff contacted both representatives of the city of Fontana Planning Department, and the Lewis
Group, the developer of a proposed mixed-use development highlighted in the LA Times article
that is promoting walking and biking opportunities in their new neighborhoods. The Lewis
Group is a private real estate and development company that builds predominantly in the Inland
Empire area of San Bernardino and Riverside counties.
Fontana is a city of approximately 155,000 people experiencing significant new housing growth
and the rise of new specific neighborhood plans that promote narrower streets, pedestrian trails,
open space, etc. These new neighborhoods are being proposed by not only the Lewis Group
but also other developers. Planning staff noted that the Lewis development is being proposed
under a specific plan where the neighborhood will have its own specific regulations and
development standards apart from the rest of the city (a similar planning process that exists in
our Riverlakes Ranch neighborhoods). Fontana staff commented that the neighborhood design
is an older, style of development with grid street patterns, but includes pedestrian trails and
,bikeway links to parks, schools, and commercial areas. This idea is generally recycled from the
older styles of development from the pre-1950's but enhanced with improved aesthetics,
walking areas, bikeways, and open space corridors. This'plan also contains a mix of different
housing densities and designs though the predominant housing type is single family.
The concepts used with the Lewis development are similar to what is planned by developers in
many other California communities. Within our own backyard, proposals submitted by Castle
and Cooke (West Ming), Judkins (southwest), Rosedale Ranch (northwest), Eagle Meadows,
(northeast), and Old River Ranch (southwest) share concepts of mixed housing densities, mixed
Alan Tandy, City Manager
April 26, 2005
Page 2
residential and commercial uses, pedestrian trails, bikeways, etc. All share these
characteristics and work within the basic framework of the city's existing development codes
and policies.
Additionally, our recently revised general plan incorporated a number of related smart growth
and vision goals to encourage these types of developments. These policies include:
· Centers development and mixed use developments
· Encourage mixed housing densities
· Use of open space and neighborhood links
· Creation of pedestrian trails
· Development of bike lanes
· Encourage use of green space/open space throughout neighborhoods
· Landscaped streets; sustainable urban forest
· Creation of specific truck routes/arterials to move high speed traffic/truck traffic away
from pedestrian areas
· Routing traffic around rather than through pedestrian areas
The Safe Routes to School program was developed by the National Highway Traffic Safety
Administration (NHTSA) in 2002 as a national model for use by communities to identify and
create safe walking and bicycle routes for children to get to school. NHTSA has developed a
"tool kit" for the public to assist in these efforts. The Lewis Group's neighborhood designs
proposed in Fontana incorporate some of the program's recommendations. New neighborhood
plans being proposed in our area as previously mentioned also include many design elements
that will accommodate the goals of the program in that it not only affects school children, but
general pedestrian travel for all groups of the community. Attached is an overview from NHTSA
describing the Safe Routes to School program and below are websites that provide additional
detailed information about the program.
vvww.nhtsa.qov
www. nhtsa.dot.qov/people/injury/pedbimot/bike/safe-routes-2004/index, html
SG:djl
CC: Jim Eggert, Principal Planner
Attachments:
P:\CCReferral\Ref 1074.doc
LA TIMES 3/14/05
PLACES TO PARK AND STRIDE - NEIGHBORHOODS ARE BEING
DESIGNED TO GET PEOPLE OUT OF THEIR CARS AND ON THEIR FEET.
By Melissa Healy ~ Times Staff Writer
In the land where the car is king, Acquanetta Warren has learned a thing or two about body
fat and upward mobility. A transplant from South-Central Los Angeles to Fontana, one of the
Inland Empire's fastest-growing cities, Warren has achieved the dream of suburbia- a big
house with a three-car garage and a sweeping plot of green..
But for several years, moving up meant barely moving under her own power. And over a few
short years, that contributed to some serious upward movement on her bathroom scale.
Now 50 pounds lighter than her heaviest weight, Warren -- a City Council member in
Fontana -- has become a foot soldier in an emerging movement. Spurred by evidence that
., 60% of Americans are too sedentary and 61% are overweight or obese, assorted academic
experts and public officials have joined forces. They aim to fight the nation's epidemic of
obesity with more sidewalks and bike paths, schools that kids can walk to, devices that slow
traffic and zoning changes that would create an appealing mix of homes, stores, schools and
recreation in blighted downtowns and far-flung suburbia.
Simply put, they want to shape and retool communities to encourage walking and cycling --
not as a spandex-clad, feel-the-burn obligation, but as a healthful activity that is a normal part
of everyday life.
The focus on what experts call the "built environment" is the latest attempt to grasp the social
and environmental factors that influence Americans' decisions about eating and exercise.
"If you want to get rid of fat America, then you have to change your built enVironment,'' says .
Ron Sims, county executive of Washington state's King County, which includes Seattle and
many of its inner suburbs.
"You are what your neighborhood is," he says. "If your neighborhood is designed to get you
home and into your house, you're going to be a couch potato. But if yOur neighborhood is
designed to get you out of your house, then you'll get out and get active."
Across the nation, the "active living by design" movement is plotting changes designed to
coax Americans out of their cars.
· In at least 18 states, .including California, a grass-roots movement called Safe Routes to
School has won public funding to improve sidewalks, crosswalks and bike paths that link
children and their families to school.
· In Denver, on the massive site of what was once Stapleton Airport, developers are working
with city planners and public health officials to build a community that promotes everyday
walking .and biking.
· On the Winnebago Indian reservation in Nebraska, where obesity rates are high and
diabetes affects roughly one in three residents, tribal leaders and local authorities have set
out to bridge a busy state highway that separates reservation housing from shops, schools
.and recreation facilities. In addition to creating bicycling and walking clubs, reservation
authorities plan to create pedestrian-friendly crossings that would make it possible for tribal
members to hike or cycle to do errands.
· In King County, Sims and his administration have redrawn local transit routes and redrafted
zoning regulations to make White Center -- a sprawling public housing complex now being
rebuilt -- a model of walkability for neighborhoods undergoing urban renewal.
· Local government leaders in the fast-growing city of Nashville, Tenn., are organizing teams
that will walk every public inch of 25 downtown neighborhoods, searching for improvements
that would encourage walking. These "walkability surveys" have become a first step for many
cities and neighborhoods, including Sacramento and Riverside, to encourage changes.
· Riverside County public health officials were key players in drafting the fast-growing
county's most recent "general plan," which lays out broad guidelines for how land will be
used, where public facilities will be sited and how popUlation growth will be accommodated.
But even those intent on paving Americans' way to more exercise acknowledge that research
is still underway on what works. Small changes such as sidewalk improvements can be made
easily. Other features that have discouraged everyday exercise will be harder -- and will take
longer -- to alter.
A startling comparison
James D. Sallis, a psychologist at San Diego State University, conducted one of the first
studies that made a connection between a neighborhood's structure and its residents' fitness,
comparing the exercise patterns and body-mass indexes of residents living in two San Diego
neighborhoods.
Although residents were similar in age, educationand income, their neighborhoods had very
different structures. Normal Heights is, by many measures used by urban planners,
considered to be a walkable neighborhood, with varied types of housing near retail stores and
services, all linked by good sidewalks with safe crossing points. Claremont is newer and, by
the same measures, considered much less walkable.
"1 frankly was amazed at the difference," Sallis says. On average, the Normal Heights
residents got about 70 more minutes of exercise per week than the Claremont participants
and were one point lower on the body-mass index. In Claremont, about 60% of residents
were overweight -- almost exactly the national average. In Normal Heights, only 35% were.
Sallis is now conducting larger studies like this one in Seattle and the Baltimore-Washington,
D.C., metro areas.
The relationship was no local fluke, either. Looking at 448 counties across the nation,
University of Maryland urban planner Reid Ewing and a team of researchers found in 2003
that people who live in sprawling counties are more likely to be overweight or obese and to
have high blood pressure.
The study found that even when residents of sprawling areas walked for exercise, they
tended to be fatter, on average, than those in compact neighborhoods who walked for
exercise. It was the incidental exercise -- walking to the store or to pick the kids up at school
-- that seemed to make the difference.
In fall 2004, a transportation planner teaching in Canada drew the strongest links so far
between neighborhood structure, walking and extra pounds. A team led by Lawrence D.
Frank asked 10,878 residents of Atlanta to wear a pedometer and keep a diary of their time
spent driving. The researchers also rated the "walkability" of each participant's neighborhood,
considering, for instance, whether streets meandered aimlessly or were connected in a grid
that would deliver a walker efficiently from one place to another.
After crunching the numbers, Frank and his team found, quite simply, that residents who lived
in walkable areas walked -- and were less likely to be overweight. Those who would have to
brave narrow sidewalks or shoulders flanked by fast-moving cars, who would have to walk
miles to a store or who were caught in a rabbit warren of twisting residential streets did not
walk as much. And they were, on average, more likely to be overweight.
Frank also found that for every additional hour per day spent in a car, the likelihood a person
would be overweight rose by 6%. And for every kilometer walked per day, the likelihood of
being overweight was driven down by 4.8%.
The nation's obesity crisis appears to be, at least in part, an unforeseen consequence of
policies that put cars first -- not people -- when it came to planning and building '
communities after World.War I1. Federally funded highways were designed to carry people
from the workplace to the suburbs at high speed. Large feeder roads were built to disgorge
them quickly into residential neighborhoods, where streets dead-end in cul-de-sacs and
meander in large circles.
Walkable downtown areas either withered or were never built, as stores were placed on the
outskirts of town where there would be more room for parking lots. In this scheme of things,
sidewalks and pedestrian-friendly crossings were unnecessary or an afterthought.
The result: Americans running errands to a destination less than a mile from home drive there
four times out of five.
An undeniable link
Acquanetta Warren wheedles, exhorts and cajoles Fontana residents all day long to get up
and get active. But she knows that if that's all she does, the forces of sprawl, time crunch and
temptation will overwhelm her advice completely.
"A I°t of people moving out here, they're just trying to make it," Warren says sympathetically.
"They're commuting long hours. So we have to help out."
For Warren, the link between obesity and the built environment is an undeniable fact of life,
both personal and public. Growing up in South-Central Los Angeles in the 1960s, Warren
walked everywhere. Like 80% of her generation -- she is 48 -- she walked to school every
day. (Today, just 10% of U.S. schoolchildren do.) But Fontana is the' kind of place where
residential developments can sprawl for miles without a sidewalk, where parents often drive
their children to the school bus stop, and where, for many, the commute to work is inching
toward two hours -- each way.
Throughout the late 1990s, Warren says, she ate too much, and her sole mode of mobility
was her car. When she left the house, whether to go to work, buy a gallon of milk or collect
one of her kids from a friend's home, that's how she got around.
By 2000, seven years after her arrival in Fontana, the 5-foot-6 Warren, who had always been
thin, tipped the scales at 236 pounds and was considered borderline diabetic.
That's when Warren, since 2002 a member of Fontana's City Council, strapped on what she
quaintly calls her "tennis shoes" and hit the pavement on a mission to improve her health. In
the process, she gained a public mission.
Today, under the banner of the "Healthy Fontana" campaign, Warren plans to push for
zoning changes, local transit networks that connect far-flung developments, bike paths and
street improvements that would encourage fellow Fontana residents to get out on foot or by
bike. And she has encouraged private developers like Randall Lewis to bring their walker-
and cyclist-friendly plans to Fontana.
If Lewis has his way, he will demonstrate the effect that a developer could have on the future
health of homebuyers. A veteran homebuilder who now designs master-planned communities
throughout the Inland Empire, Lewis is hailed by urban planners as a pioneer in creating
communities that foster everyday exercise.
Last month he unveiled the centerpiece and first few homes of the Preserve, a planned
10,000-home development on the edge of Chino. Its focus is a K-through-8 school and a
three-acre park with gardens and a multipurpose community and fitness center. The narrow
streets are laid out in grids, which makes walking to the center more direct. Sidewalks and a
trail system would put school within walking distance for all students in the development.
In western Riverside County, Lewis is three years from building an 11,000-horne
development in which he plans the same kinds of healthy-living initiatives. He also is laying
plans to build two smaller developments in Fontana.
"We want to make a difference; we want to leave a legacy," Lewis says. "1 think if you can
look back and say people are living a healthier lifestyle because of something we did, that
would be nice."
But in suburbs across the country, including in the Inland Empire, LeWis' ideal of improving
health through better design could meet its match.
The fastest-growing suburbs and small cities are pushing into open land, and, with so much
space to fill, housing developments tend to be sprawling warrens of homes with large yards,
placed far from shopping centers. New schools tend to be sited off highways at the edge of
town. There they have the space to expand as needed, but few children walk to them.
If new developments are built without zoning laws, city ordinances or designs that give
residents the Chance to walk to school or bike to the store, experts say, they too will become
incubators of obesity and the chrOnic conditions -- diabetes; high blood pressure and heart
disease -- that tend to come with it.
*Luring the couch potatoes
But if researchers have established that gated communities, megamalls at the edge of town
and schools accessible only by highway have contributed to the nation's epidemic of obesity,
what's the answer? Will neighborhoods built to promote walking or bicycling help reverse the
trend? If you build it, will the couch potatoes come?
"That's the $64,000 question," says UC Irvine's Marion Boarnet, author of a recent study
showing that when small changes were made to roads, crossings and sidewalks near.
schools, more children and their families left their cars at home and walked to school.
Boarnet said the study, which measured the effectiveness of California's 6-year-old Safe
Routes to School initiative, demonstrated that there is plenty of what he calls "low-hanging
fruit" -- inexpensive improvements that will encourage changes in some people's behavior, at
least at the margins.
Indeed, reversing a trend toward oVereating and sedentary lifestyles that has been years in
the making will take more than a few zoning changes, says San Diego State's Sallis, who
directs the Active Living Research Project there.
"A lot of people get the toO-simple idea that if we just put in sidewalks, a trail, make the parks
nicer, that's really going to do it. And that's not going to do it," Sallis says. "We're not going to
get away from the truth that it is partly the individual's choice, and you need to motivate and
educate people to make. those choices. It's a dual strategy: One or the other will not be
sufficient."
· Safe Routes to School, Overview, September 2002, DOT HS 809 497 Page 1 of 7
People SaVing People
Noltonol High',~oy Traffic Solely www.nhtsa.g0v
Admtnistrcflion
Safe Routes to School
Overview
Index / NHTSA Home / Table of Contents
Foreword
In August 2000, the Marin county Bicycle Coalition and Walk Boston, with funding from the National
Highway Traffic Safety Administration (NHTSA), began to develop a national model Safe Routes to
School program. Congressman James Oberstar, the ranking Democrat on the Transportation and
Infrastructure Committee in the U.S. House of Representatives, endorsed the program as a means to
reduce traffic congestion around schools and promote healthy alternatives.
Marin County is a picturesque community north of San Francisco with numerous historic small towns
and miles of open space: Despite its Iow population growth, traffic congestion has grown increasingly
worse with 21 percent of the morning commute resulting from parents driving their children to
school.! In fact, surveys indicated that 73 percent of students commuted to school by car; 14 percent
.walked; 7 percent biked; and 3 percent arrived by bus.
To demonstrate' the benefits of the Safe Routes to School program, the Marin County Bicycle
Coalition recruited nine pilot schools in four locations. Each school received guidance, forms,
newsletters, and other promotional materials. In two jurisdictions, schools were grouped to form
citywide Task Forces to study engineering solutions to increase safety on routes to schools. A
transportation engineer was hired to assist in developing these plans. Every school held periodic
Walk and Bike to School Days and participated in the Frequent Rider Miles contest which rewarded
children who came to school walking, biking, by carpool, or by bus. At the end of the pilot program
there was a 57 percent increase in the number of children walking and biking to school and a 29
percent decrease in the number of children arriving by car (those not in a carpool).
This toolkit resulted from the experiences of the Marin County pilot program and from other Safe
Routes to School programs in the United States, in the Canadian province of British Columbia, and in
the United Kingdom.
We offer this toolkit to others who wish to start a Safe Routes to School program in your school or
community.
Wendi Kallins
May 2002
Acknowledgments
Many thanks to everyone who contributed to this Toolkit and pilot program:
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Safe Routes to School, Overview, September 2002, DOT HS 809 497 Page 2 of 7
Program Director/Author- Wendi Kallins
. Marin County Bicycle Coalition Executive Director - Debbie Hubsmith
Safe.Routes Instructor- Chris Davis
Design and Production - Missy Anapolsky, Circle Design and Laurie Ahlf
Final Editing/Post Production/Printing - National Highway Traffic safety Administration
Editors and Sound Advice - Colette Well, Roz Hamar, Karen Engbretson, Gracie Askew,
Peggy DiSilva, Ken Eichstaedt, David Parisi, Ken Owens, Scott Bricker, Anne Seeley
Engineering Consultants - David PariSi and Michael Jones (Alta Consulting)
Funding Provided by:
National Highway Traffic Safety Administration, Office of Traffic Safety Programs
Marin Community Foundation
University of California at San Francisco/
California Department of Health Services' Safe Routes to School Program
California Office of Traffic Safety
Special Thanks to the Parents, Teachers, Principals, and Neighbors at the Marin County Pilot
Schools:
Edna Maguire
Tam Valley School
Mill Valley Middle School
Marin Horizon
Lagunitas Schools
Manor School
St. Rita's
Vallecito School
Thanks also for the support and collaboration by elected officials and staff of the City of Mill Valley,
the Town of Fairfax, and the County of Marin, California.
]:ntroduction
Did you walk or bike to school when you were a child? Thirty years ago, more than 66 percent of all
children walked to school._2 Walking or biking to school gives children a sense of freedom and
responsibility, allows them to enjoy the freshair, and provides opportunities to get to know their
neighborhood while arriving at school alert, refreshed, and ready to start their day. Yet most American
children are denied this experience; in fact, only 13 percent of American children walk or bike to
school.5
Recent research indicates that 20 to 25 percent4_ of morning traffic is due to parents driving their
children to school. As a result, traffic congestion has increased around schools, prompting even more
parents to drive their children to school. The health consequences to our children and to the well
being of the community .are extensive. (See Resources.)
A successful Safe Routes to School (SR2S) program integrates health, fitness, traffic relief,
environmental awareness, and safety under one program. It is an opportunity to work closely with
your school, your community, and your local government to create a healthy lifestyle for children and
a safer, cleaner environment for everyone.
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/
The Toolkit
'This toolkit has been designed to assist you in initiating and implementing a SR2S program. Many
successful SR2S programs began with just one or two volunteers organizing a Walk and Bike to
School Day, using the energy generated from a single event to build a SR2S program. Other SR2S
programs were created through a community-wide Task Force organized by public officials to
address traffic issues. There is no "right" way to start the program. Customizing your program to the
needs of your community will ensure the success of your program but your chance of success will
increase if you follow in the footsteps of the pilot programs.
li"- -Successful SR2S programs in the United States have incorporated-one or more of the following
approaches:
The Encouragement Approach uses events and contests to entice students to try
walking and biking.
The Education Approach teaches students important safety skills and launches
driver safety campaigns.
The Engineering Approach focuses on creating physical improvements to the
infrastructure surrounding the school, reducing speeds and establishing safer crosswalks
and pathways.
The Enforcement Approach uses local law enforcement to ensure drivers obey
traffic laws.
Although each element can stand alone, the most successful programs have integrated elements
from all four approaches. Each time the program is adapted, new ideas emerge. Use research data,
innovation, and imagination to develop a program that best suits your school and community.
How to Get Started
Who is Involved?
· The Champions
Champions are individuals whose passion and enthusiasm will give life to the program. Every
SR2S program needs at least one champion. The champion can be a teacher, a principal, even
a child, but usually the champions are parents who want to ensure a safer'environment for their
own children. Often they are avid walkers or bicyclists and set a positive example with their own
travel behavior. Champions are the key organizers of the program, overseeing activities at their
school and working with champions from other schools to share ideas.
· The Safe Routes to School Team
A SR2S team, organized by the champion(s), consists of parents, children, teachers, principals,
and neighbors of a single school. The team should seek to gain official school status, either as a
committee of the PTA or as a part of the school's Site Council or Safety Committee. The team
gathers information about their school through surveys and traffic counts, organizes incentive-
based events and contests to encourage students to try new modes of .transportation, and
promotes the program through school newsletters and other means to reach parents and
· .students.'-
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· The Safe Routes to School Task Force ·
SR2S teams within a common geographic area are often more successful and have a wider
sphere of influence when they unite to form a community-wide SR2S Task Force. The SR2S
Task Force should involve neighbors, city and school staff members, and elected officials. This
community-wide Task Force can produce a comprehensive document for the whole community
that can be easily reviewed and addressed by the public agency responsible for street
improvements. This SR2S Improvement Plan can include recommended infrastructure
enhancements to the areas surrdunding the schools, increased traffic enforcement, and
community education to promote safety.
The basic components of the Safe Routes to School program outlined in
this toolkit are:
· Activities and Outreach
· Mapping the Routes to School
· Classroom Lessons
The overview section of this toolkit describes the basics of a SR2S program. The
Promotions Toolkit provides ideas about events and contests, as well as other tips
to generate interest in the program. The Safe Streets Toolkit helps you map
routes to schools in your community and provides information on practices used
to ensure traffic safety. The Classroom Lessons section provides ideas that will
encourage students to reflect on their transportation choices and teach them
basic safety skills. The toolkit also supplies you with sample SR2S forms, press
releases, posters, and other resources.
Fitting a Team Together
The community-wide Task Force serves as an access point to these officials. If your program is not a
part of a Task Force, notify.city officials yourself. Officials from your local municipality are important
partners because they can provide resources, are effective in building community support, and can
influence policies that will lead to improved bicycle and pedestrian travel facilities. Contact law
enforcement personnel, city council members, and public works and public health staff members and
describe your plan to form a SR2S team and what you hope to accomplish through this program.
Invite them to your first meeting and continue to keep them informed.
In your letters to these community leaders, outline the resources you need. Traffic engineers and the
public works department can provide maps and help to evaluate the safety conditions near your
school (See the Safe Streets Toolkit). Law enforcement can patrol your event and provide safety
training for the children. Elected officials can help make key decisions and build community support.
Tell these partners how their efforts will meet their department's goals, that it will be a useful public
relations tool, and will improve the health and safety of the community.
your program should involve the following stakeholders:
-- Parents
-- Students
-- Teachers
-- Neighbors
-- School Staff Members
~ City or County Staff Members
-- Elected Officials'
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, Safe Routes to School, Overview, September 2002, DOT HS 809 497 Page 5 of 7
m Businesses
-- Community Groups
M Law Enforcement/Crossing Guards
Create Agreements
It is important to have the cooperation of all agencies responsible for implementing a SR2S program.
Get partnership agreements from your local municipality, the school board and principal of your
school (see Resources for samples). These agreements should indicate that the agency supports the
program and will participate by providing staff resources. City governments need to provide police
enforcement for events and enlist the cooperation of the public works department in mapping the
routes and identifying safety improvements. The principal and school board need to set aside some
class time for the program and be willing to help promote events and contests.
Collect Information
The first step for any SR2S program is to collect your baseline data through surveys and traffic counts
(See Promotions Toolkit for details) to learn how students currently arrive at school.
Student surveys will enable you to determine how children get to school. A quick daily
show of hands during homeroom is often enough to get a feel for student travel habits at
your school.
Traffic counts will supplement this information by determining how many vehicles enter
school grounds to drop off children.
Parent surveys measure attitudes and identify obstacles and opportunities for changing
behavior.
Traffic and crash data, which can be obtained from your state's department of transportation and
department of public health, will help to convince officials of the project's importance.
Events
Walk and Bike to School Days are a great way to inaugurate your program and generate enthusiasm
(see Promotions section for details on organizing this event). International Walk to School Day, held
the first Wednesday in October, offers an opportunity to plug your school into a successful worldwide
movement. Schools across the nation have used this event to launch ongoing and permanent safety
and education programs, and secure funding for street improvements. Schools that have success
with International Walk to School Day can keep the energy alive by organizing Walk and Bike to
School Days, either weekly or monthly. Even if you start with a small number of ongoing participants,
continue to promote your events and they will have a cumulative and lasting effect. Other event ideas
are described in the Promotions section.
Contests
Contests are an ideal way to get children's attention and motivate them to try something new.
Contests can take many forms. Children can think about real world issues through art projects or
essays. Challenge students to travel to school in different ways and reward them either individually or
reward the entire class. The ultimate goal is to engage students through a contest to discover the
value in walking or biking to school, without receiving an award.
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._
Safe Routes to School, Overview, September 2002, DOT HS 809 497 Page 6 of 7
Teach Children in the Classroom
Teaching children basic pedestrian and bicycle skills is vital to the success of your SR2S program.
Rodeos and obstacle courses are examples of fun activities for students. Teaching health, fitness,
and the environmental consequences of various transportation modes enhances children's ability to
make healthy choices in their lives, which will have a positive impact on the community and our Earth.
Map the Routes
The Safe Routes to School Task Force focuses on developing a Safe Routes to School Improvement
Plan. The SR2S Task Force will identify a focused area surrounding the schools, mapping the routes
that children currently take to school, suggest safer routes when necessary, and recommend
improvem.ents. Walk the routes in groups and identify safety issues, using the Safe Routes Checklist
and locating them on a map. Involve the students and have them map the routes themselves. Those
Who walk and ride regularly already are familiar with their streets, while those who do not, will begin to
learn about their neighborhood. Working with local government staff, develop a SR2S Improvement
Plan for addressing such safety issues as speeding cars, dangerous intersections, and missing or
ineffective crosswalks, sidewalks, and bike lanes.
Escort Programs
Many parents would like to allow their children to walk or bike to school but are afraid of letting them
walk or bike alone. Escort programs address the immediate need for safety and complement mOre
permanent infrastructure improvements. The "Walking School Bus" (or "Bike Train") involves adult
volunteers who accompany children to school, stopping at designated locations where children can
join the "bus" or "train" at pre-arranged times '(see more about the "Walking School Bus" in the Safe
Streets section). Escort programs require a commitment of volunteer resources and good
coordination.
A crossing guard program can train volunteers to help children cross the road. School districts should
be encouraged to place guards at particularly dangerous crossings. Other escort programs provide
monitors on the street or find neighbors to offer their homes as Safe Houses. This is a form of
community participation that urban visionary Jane Jacobs called "Eyes on the Street," and is
particularly useful in urban areas where crime is a major concern.
Carpools and Buses
Many children live too far from school to expect them to walk or bike to school. This is especially true
for children who attend private schools. Some schools offer a bus program, using yellow school
buses or through agreements with city bus services. If so, include a carpooling and bus component in
all your SR2S activities and encourage parents to form carpools with special incentives such as
' preferred drop-off areas for carpools. Hold neighborhood coffees at the beginning of the school year
to help parents meet their neighbors and arrange carpools. In addition, create special contests for
parents who carpool, with awards such as free baby-sitting or romantic get-a-ways. Organized
"Walking School Buses" and "Bike Trains" can become carpools on stormy days.
Keep Your Program Alive
it takes time to develop new cultural attitudes about transportation. Be sure to reintroduce your
program every year at the beginning of the school year. You should:
· Hold a kick-off event or assembly to get students excited.
http://www~nhtsa~d~t~g~v/pe~p~e/injury/pedbim~t/bike/~afe~R~utes-2~~2J~verview~htm~ 4/22/2005
Safe Routes to School, Overview, September 2002, DOT HS 809 497 Page 7 of 7
· Notify parents by including information about the program in the parent packages that are
mailed home at the start of the school year.
· Hold regular SR2S team meetings at a time when most interested people can attend.
· Meet with the principal and teachers at the beginning of the year to plan in-classroom activities
for the year.
· Hold neighborhoOd coffees to encourage parents to form "Walking School Buses," "Bike Trains,"
and carpools.
· Keep your school community up-to-date on the latest street improvements. Every new success
builds increased support for the program.
· Keep measuring your success through neW surveys. The greatest satisfaction comes from
seeing the increase in the number of children walking and biking to school and the reduction of
cars entering the school grounds.
· Be sure to inform your community through press releases and newsletter articles.
· Join government advisory groups and attend city council and school board meetings.
· Reward yourselves and celebrate every success, large or small.
1. Marin County Congestion, a report by the Marin County Congestion Management Agency, January
2002. (ba_c_k)
2./3. Kidwalk-to-School, Department of Health Services Centers for Disease Control and Prevention.
2000 (ba_c_k_)
4. Marin County Congestion Management Agency (back)_
Index / NHTSA Home / Table of Contents
http://www.nhtsa.d~t.g~v/pe~p~e/injury/pedbim~t/bike/~afe~R~utes-2~~2/~verview.htm~ 4/22/2005
RECEIVED
B:.: ~ ':K.: ?:E'~'~::'R:?:~i'~:':!:'-:::F
CITY MANAGER'S OFFICE
CITY MANAGER'S OFFICE
April 22, 2005
TO: Alan Tandy, City Manager
FROM: Alan Christensen, Assistant City Manag[Cr~)
SUBJECT: Referral #1032
COUNClLMEMBER SULLI~/AN REQUESTED THE COMMUNITY SERVICES
COMMITTEE ADDRESS THE ISSUE OF LANDSCAPING ALONG NEW BLOCK
WALLS FOR THE PURPOSE OF DISCOURAGING GRAFFITI.
With regard to landscaping, the City currently requires five gallon shrubs on landscaped
areas next to block walls. 15 gallon size shrubs cost three times more than the five
gallon size shrubs that we require.in a typical new installation. Approximately three
years after planting both five gallon and 15 gallon plants will achieve the same size and
be about 1/2 of there mature size. So there is no measurable advantage to requiring
larger' plants.
Changing our policy to require 15 gallon size shrubs instead of five gallon size is a one
time cost but not an effective solution as five gallon size plants catch up with 15 gallon
size plants in about three years. Three years of growth is about the time when the
plants achieve enough size to begin screening the wall.
From the above points, staff concludeSthat planting more-mature shrubs will not
produce more coverage against block walls in the short-term. Therefore, we
recommend that the current shrubbery standards remain in place. Encouraging more
growth early on does not produce the coverage necessary to deter graffiti.
Staff believes the best approach is to encourage developers to incorpOrate shrubs into
their design that will eventually grow tall and wide enough and in hedge patterns to
discourage graffiti vandals.
This referral was also responded to in part from the Graffiti Town Hall meeting on April
6th (Referral #1089).
RECEIVED
APR 2 5 2005
CITY MANAGER'S OFFICE
B A K E R S F I E L D
CITY OF BAKERSFIELD
PUBLIC WORKS DEPARTMENT
MEMORANDUM
TO: Alan Tandy, City Manager
FROM: Raul Rojas, Public Works Director~/~_~
DATE: April '12, 2005
SUBJECT: ADVERTISING ADOPT-A-WALL PROGRAM
Referral No. 1084
COUNCILMEMBER SCRIVNER REQUESTED STAFF ANALYZE COST
EFFECTIVENESS OF ADVERTISING THE ADOPT-A-WALL PROGRAM IN
NEWSPAPERS AND ON BILLBOARDS. SUMMARIZE PAST ADVERTISING
PROCESS. COMPARE AND CONTRAST COST AND ACCESS OF NEWSPAPER
AND BILLBOARD ADVERTISING VS. THE USE AND ACCESS OF THE WEBSITE.
The ADOPT-A-WALL program has been an integral part of the Anti-Graffiti program for
many years. However, the City has never paid to specifically advertise for the ADOPT-
A-WALL program or the Anti-graffiti program's 32-ERASE Hotline number.
The Anti-graffiti program accepts donations from the local business community and
depending on the amount donated, has prominently displayed the sponsors name on
our vehicles and on printed materials used in the past educational activities. One
sponsor donated billboard space, when available, to the 32-ERASE logo in exchange
for his company's name being displayed as outlined above. That billboard space
equated to the $2500 sponsorship donation.
Although purchasing advertising space in the newspapers and on billboards might reach
a greater number of citizens, it would be costly. There is no cost to utilize the
Bakersfieldcity. us and the Bakersfieldgraffiti.us websites.
G:\GROUPDATLReferrals~Scrivner~7~Ref# 1084- Adopt-A-Wall.doc
'~~ RECEIVED
M E M ORA N D U M APR 22 2005
CITY ATTORNEY'S OFFICE
CITY MANAGER'S OFFICE
April 22, 2005
TO: ALAN TANDY, CITY MANAGER
FROM: VIRGINIA GENNARO, CITY ATTORNIE~/
v
SUBJECT: AB-308
COUNCIL REFERRAL NO. 001091
Councilmember Scrivner requests staff monitor AB-308 for possible endorsement.
Attached is a copy of AB-308. This bill would allow multiple offences of graffiti
within a 72 hour period to count as one offence and therefore increase the likelihood of
a felony charge.
The City Attorney's Office will update Council on the bill's progress.
VG/do
S:\COUNCIL\Referrals\04-05 Referrals\Scrivner-AB-308.doc
,~ e ~ B3.0. 8 Assembly Bill - AMENDED Page 1 of 3
BILL NUMBER: AB 308 AMENDED
BILL TEXT ~
AMENDED IN ASSEMBLY APRIL 6, 2005
INTRODUCED BY Assembly Member Jerome Hcrton
FEBRUARY 9, 2005
An act to amend Section 594 of the Penal Ccde, relating to crimes.
LEGISLATIVE COUNSEL'S DIGEST
AB 308, as amended, Jerome Horton. Vandalism.
(1) Existing law relating to vandalism provides that if the amount
of defacement, damage, or destruction is $400 or more, the vandalism
is punishable as either a misdemeanor or a felony. This provision
was added by initiative and may be amended by the Legislature only
upon a 2/3 vote of each house.
Under existing.decisional law, separate misdemeanor offenses of
vandalism causing damage to multiple, victims may not be likewise
aggregated to result in a felony charge. ~
This bill would provide that the defacement, damage, or
destruction ~ resulting from more ~h~n
one ac~ of vandalism committed Dursuanb to a single scheme or a
continuous course of conduct may be aggregated when determining the
monetary value of the damage, whether the defacement, damage, or
destruction affected the property of one or more persons; and that
the commission of more than one act of vandalism in the same
jurisdiction over a continuous 72-hour period shall constitute a
single scheme or continuous course of conduct.
By changing the definition of a crime, this bill would impose a
state-mandated local program upon local governments.
(2) The California Constitution requires the state to reimburse
local agencies and school districts for certain costs mandated by the
state. Statutory provisions establish procedures for making that
reimbursement.
This bill would provide that no reimbursement is required by this
act for a specified reason.
Vote: 2/3. Appropriation: no. Fiscal committee: yes.
State-mandated local program: yes.
THE PEOPLE OF THE STATE OF CALIFORNIA DO ENACT AS FOLLOWS:
SECTION 1. Section 594 of the Penal Code is amended to ~ead:
594. (a) Every person who maliciously commits any of the
following acts with respect to any real or personal property not his
or her own, in cases other than those specified by state law, is
guilty of vandalism:
(1) Defaces with graffiti or other inscribed material.
(2) Damages.
(3) Destroys.
Whenever a person violates this subdivision with respect to real
property, vehicles, signs, fixtures, furnishings, or property
belonging to any public entity, as defined by Section 811.2 of the
http://inf~.sen.ca.g~v/pub/bil~/asm/ab-~3~~.~35~/ab-3~8-bi~~-2~~5~4~6-amended-asm.h... 4/18/2005
Assembly Bill - AMENDED Page 2 of 3
Government Code, or the federal government, it shall be a permissive
inference that the person neither owned the property nor had the
permission of the owner to deface, damage, or destroy the property.
(b) (1) If the amount of defacement, damage, or destruction is
four hundred dollars ($400) or more, vandalism is punishable by
imprisonment in the state prison or in a county jail not exceeding
one year, or by a fine of not more than ten thousand dollars
($10,000), or if the amount of defacement, damage, or destruction is
ten thousand dollars ($10,000) or more, by a fine of not more than
fifty thousand dollars ($50,000), or by both that fine and
imprisonment.
(2) (A) If the amount of defacement, damage, or destruction is
less than four hundred dollars ($400), vandalism is punishable by
'imprisonment in a c0unty jail not exceeding one year, or by a fine of
not more than one thousand dollars ($1,000), or by both that fine
and imprisonment.
(B) If the amount of defacement, damage, or destruction is less
than four hundred dollars ($400), and the defendant has been
previously convicted of vandalism or affixing graffiti or other
inscribed material under Section 594, 594.3, 594.4, 640.5, 640.6, or
640.7, vandalism is punishable by imprisollment in a county jail for
not more than one year, or by a fine of no~ more than five thousand
dollars ($5,000), or by both that fine ~d imprisonment.
(3) (A) The defacement, damage, or dastruction resulting from
m vic!aticn of thic cubdi~'i~icn thzt ix more
than one act of vandalism committed pursuant to a single scheme
or a continuous course of conduct may be aggregated when determining.
the monetary value of the damage, whether the defacement, damage, or
destruction affected the property of one or more persons.
(B) For the limited purpose of aggregation in determining the
monetary value of damage caused under this subdivision, the
commission of more .than one act of vandalism in the same jurisdiction
over. a continuous 72-hour period shall constitute a single scheme or
continuous course of conduct.
(C) The addition of this paragraph to subdivision (b) of this
section is a statutory response by the Legislature to the .judicial
holding in the case of In re David D.
(1997) 52 Cal.App.4th 304, the intent of which is to
prospectively overturn that ruling.
(c) Upon conviction of any person under this section for acts of
vandalism consisting of defacing property with graffiti or other
inscribed materials, the court may, in addition to any punishment
imposed under subdivision (b), order the defendant to clean up,
repair, or replace the damaged property himself or herself, or order
the defendant, and his or her parents or guardians if the defendant
is a minor, to keep the damaged property or another specified
property in the community free of graffiti for up to one year.
Participation of a parent or guardian is not required under this
subdivision if the court deems this participation to be detrimental
to the defendant, or if the parent or guardian is a single parent who
must care for young children.
(d) If a minor is personally unable to pay a fine levied for acts
prohibited by this section, the parent of that minor shall be liable
for payment of the fine. A court may waive payment of the fine, or
any part thereof, by the parent upon a finding of good cause.
(e) As used in this section, the term "graffiti or other inscribed
material" includes any unauthorized inscription, word, figure, mar~,
or design, that is written, marked, etched, scratched, drawn, or
painted on real or personal property.
(f) The court may order any person ordered to perform community
http://inf~.sen.ca.g~v/pub/bil~/asrn/ab-~3~~.~35~/ab-3~8-bi~~.2~~5~4~6-amended-asm.h... 4/18/2005
%~o.%08 Assembly Bill - AMENDED Page 3 of 3
service or graffiti removal pursuant to paragraph (1) of subdivision
(c) to undergo counseling.
(g) This section shall become operative on January 1, 2002.
SEC. 2.
No reimbursement is required by this act pursuant to Section 6 of
Article XIII B of the California Constitution because the only costs
that may be incurred by a local agency or School district will be
incurred because this act creates a new crime or infraction,
eliminates a crime or infraction, or changes the penalty for a crime
or infraction, within the meaning of Section 17556 of the Government
Code, or changes the definition of a crime within the meaning of
Section 6 of Article XIII B of the California Constitution.
RECEIVED
APR 2 7
MEMORANDUM
CITY ATTORNEY'$ OFFICE CiTY MANAGER'S OFFICE
April 27, 2005
TO: ALAN TANDY, CiTY MANAGER
FROM: VIRGINIA GENNARO, CITY ATTORNE~'~.
SUBJECT: ADMINISTRATIVE HEARING PANEL
COUNCIL REFERRAL NO. 001090
Councilmember Scrivner requests that staff examine the feasibility of an
Administrative Hearing Panel.
This question was recently the subject of a referral and discussed in Legislative &
Litigation. Copies of past referrals on the subject and minutes of the Committee
meeting are attached.
In summary, the City may not use administrative hearing judges or panels to
enforce the Penal Code, or, criminal violations of the Bakersfield Municipal Code. The
primary reason for this conclusion is that we are pre-empted by State laws governing
punishment for crimes and because there are constitutional law issues involved when
one is charged with a crime.
This is not to be confused with the abatement procedures set forth in chapter
8.80 of our Bakersfield Municipal Code. The abatement process is an important tool of
code enforcement which can allow for a lien against the subject property for the costs
involved in the subject clean-up. Since graffiti is also defined as a nuisance, (in addition
to a crime), it is possible to use the abatement process. However, this would only be in
instances where a property owner has refused to allow eradication of graffiti. In such a
case, we would notify the owner of the violation, give a time to cure, and then hold an
administrative hearing. Otherwise, penal code or Bakersfield Municipal Code violations
for graffiti (usually against the perpetrator) must be heard before our local judges and
courts.
VG/do
S:\COUNCIL\Referrals\04-05 Referrals\Scdvner-Admin Headng Panel.doc
MEMORANDUM
CITY ATTORNEY'S OFFICE
March 7, 2005
TO: LEGISLATIVE AND LITIGATION COMMITTEE
ZACK SCRIVNER, CHAIR ~
SUE BENHAM
DAVID COUCH
FROM: VIRGINIA GENNARO, CITY ATTORNEY
SUBJECT: LITTERING, GRAFFITI, ILLEGAL DUMPING
COUNCIL REFERRAL NO. 001039
Councilmembers Hanson and Couch requested the Legislative and Litigation
Committee look into the feasibility of issuing strong penalties for littering, graffiti and
illegal dumping, and look at the various types of penalties, including seizing assets,
cars, etc., and the use of administrative judges for prosecution.
In general, City Council may enact laws not in conflict with state law; however,
where a state law has criminalized certain conduct, such regulation preempts the lower
level jurisdiction, including the penalty.
GRAFFITI PENALTIES: Under State law, the fine for applying graffiti is
dependent on the cost of the damage. For example, if the amount of defacement is.
$400 or above, the penalty is one year in jail or fine up to $10,000, or both. If the
defendant is a minor, the court can order the fine paid by the parent. Also, defendants
and parents of minor defendants may be ordered to keep the damaged property graffiti
free for a year. If the damage is less than $400, the penalty is up to one year in jail or a
fine of $1000, or both. There are also laws which 'criminalize possession of aerosol
paint containers or felt tip markers with intent to vandalize or apply graffiti. These
violations carry penalties from six months in jail and/or $1000 fine for an adult or 300
hours of community service for a minor.
In addition t° criminal prosecution, State law allows a city to adopt an ordinance
regulating the sale of aerosol containers of paint capable of applying graffiti, and to
establish civil administrative regulations, procedures, or civil penalties governing the
placement of graffiti on private real property. Pursuant to this authorization the City of
Bakersfield passed BMC Chapter 9.36 regulating the sale and use of markers for graffiti
(see copy of ordinance attached hereto). This ordinance allows the City to seek civil
restitution from the legal guardians of minors who are convicted or confess to applying
graffiti. While this procedure has been dormant for several years, the City Attorney's
office is now actively working with our Police Department and has re-activated the
program.
Alan Tandy, City Manager
March 7, 2005
Page 2
LITTERING/DUMPING PENALTIES: State law punishes "illegal dumping" and
littering as an infraction. The difference is that an infraction cannot be punished by jail
time. Among other things, "illegal dumping" includes dumping waste matter, concrete,
asphalt, or dirt upon private or public property. Yet, a person dumping in excess of one
cubic yard of prohibited material (a "commercial dumper") can be convicted of a
misdemeanor which is punishable by six moths in jail and a minimum fine of $1000 for a
first conviction. More likely is the mandatory fine of $50 for a first time conviction and'
$250 for a third offense. The maximum penalty for a third time "dumper" is $10,000.
Bakersfield Municipal. Code Chapter 8.29 punishes "littering" and "illegal
dumping" as an infraction. When Code Enforcement officers witness a littering, they
pursue the code enforcement remedies for abating a nuisance, giving the notices and
conducting the required administrative headngs and compelling "clean up." In these
cases, the City is using its police power against the victim of the crime rather than
against the unknown perpetrator, because the action is against the property owner to
make him or her rid his or her property of the offensive matter.
CONCLUSION: The bottom line is that State law limits the power of a city to
punish a misdemeanor. Therefore, the Council cannot impose punishment greater than
six months and/or a $1000 fine for a criminal violation for either graffiti or dumping. The
City may redress violation of its ordinances by initiating a civil action for civil penalties.
This is precisely what we have done by enacting the graffiti ordinance mentioned above,
as well as the administrative process for illegal littering/dumping and public nuisances.
The same is true for asset seizures -- State law limits our ability to do so, other than as
evidence for of a crime. For example, the police are authorized to take graffiti
paraphernalia from a tagger but not allowed to impound his/her car to cover restitution.
Although it appears we have limited recourse to prevent the above crimes, it really is a
matter of staffing and priority. The ordinances we have on the books concerning graffiti
and illegal dumping are strong and capable of being enforced. Once the City
prosecution program is up and running, we will be able to take a more aggressive
stance on prosecuting misdemeanor violations and seeking civil penalties.
VG/AMS:Isc
Attachment
cc: Honorable Mayor and City Council
Alan Tandy, City Manager
S:\COUNCIL\Referrals\04-05 Referrals\LittedngGraffitiDumping.doc
MEMORANDUM
CITY ATTORNEY'S OFFICE
February 17, 2005
TO: ALAN TANDY, CITY MANAGER
FROM: VIRGINIA GENNARO, CITY ATTORNEY
SUBJECT: MUNICIPAL CODE VIOLATIONS
COUNCIL REFERRAL NO. 1043
Vice-Mayor Maggard requested City Attorney research whether the City's legal staff
could prosecute vandals.
The City Attorney's office may prosecute all violations of the Bakersfield
Municipal Code, which includes infractions and misdemeanors. With the consent of the
Kern County District Attorney, our office may also prosecute state penal code violations.
Historically, the Kern County District Attorney's office'has handled City infractions
and misdemeanors on our behalf. Several years ago, when staffing at the District
Attorney's office was reduced, it was orally agreed that the District Attomey's staff of
attorneys would appear at all matters involving City citations, through the pre-trial. If a
matter could not be resolved by that stage, then the City Attorney's office would step-in.
In recent years, I am only aware of only two matters (both code enforcement issues)
which necessitated involvement of the City Attorney's office.
Some time ago, the District Attorney requested that the City Attorney's office
(lend) a Deputy City Attorney to the District Attorney's office for sgpport in ~handling the
infraction/misdemeanor calendar. The concept was that such an individual could
handle the misdemeanor calendar and provide an additional resource to an otherwise
shrinking staff.
As City Council is aware, the Adhoc Taskforce formed by Councilmember
Benham to address downtown security issues, recommended that a "City Prosecutor"
program be developed. This recommendation was also supported by Council as a
group. Such a concept has obvious advantages. Primarily, such an individual (and
supporting staff) can concentrate on prosecution of City infractions and misdemeanors
that concern "quality of life" issues, such as graffiti, code enforcement, and those penal
code matters associated with the downtown area that require a tremendous amount of
resources from the Police Department.
Council Referral- Maggard
Municipal Code Violations
February 17, 2005
Page 2
Currently, our office is exploring a vadety of options as i~ow best to provide the
services of a community prosecutor. There are several cities throughout the State that
have a City prosecution staff as a function of the City Attorney's office that we can look
to for models. While a fully functioning city prosecution team may take substantial time
to develop, We feel confident that a City prosecutor will be identified and onboard within
the next 30 days to at least prosecute graffiti offences.
VG:do
S:\COUNCIL\Referrals\04-05 Referrals\Municipal Code Violations - Maggard.doc
REcEiVED
~PR 2 5 2:005
~ CITY ~'~,~'" ..~- '~ '::~'~' "',~-":~'ICE
B A K E R S F I E L D
CITY OF BAKERSFIELD
PUBLIC WORKS DEPARTMENT
MEMORANDUM
,TO: Alan Tandy, City Manager
FROM: Alan Ch ristensen, Assistant City Manager/~___.
DATE: April 22, 2005
SUBJECT: IMPLEMENTATION OF ADVERTISING CAMPAIGN
Referral No. 1092
COUNCILMEMBER SCRIVNER REQUESTED STAFF TO LOOK INTO THE
IMPLEMENTATION OF AN ADVERTISING CAMPAIGN INCLUDING KGOV AND
MEDIA PARTNERS TARGETING GRAFFITI.
Staff will be using KGOV to promote graffiti eradication and awareness, including
highlighting the website.
Also, staff will be using the Recreation brochure, which is mailed to most households in
Bakersfield, to promote our programs. The brochure advertising would cost very little,
but give the program a wonderful "bang for the buck".
G:\GROUPDAT~Referrals\Scdvner-7~Re~1092 - AD CAMPAIGN.doc
RECEIVED
APR 2 $ 2005
CITY MANAGER'S OFFICE
B A K E R S F I E L D
CITY OF BAKERSFIELD
PUBLIC WORKS DEPARTMENT
MEMORANDUM
TO: Alan Tandy, City Manager
FROM: Alan Christensen, Assistant City Manager~
DATE: April 22, 2005
SUBJECT: WEBSlTE & OTHER ANTI-GRAFFITI LITERATURE BILINGUAL
Referral No. 1095
COUNCILMEMBER SCRIVNER REQUESTED STAFF INVESTIGATE FEASIBILITY
OF MAKING WEBSITE AND OTHER ANTI-GRAFFITI LITERATURE BILINGUAL.
The Webmaster is working with the Graffiti Division Staff in providing Spanish
translation for various areas of the webpage. It will offer a Spanish version of 32-Erase
link and other Graffiti related information online. The user will be able to submit in
Spanish a "Secret Tip" and/or submit a request for "Graffiti Removal" via the Internet.
We expect the changes to be completed in a few weeks.
cc: Alan Christensen, Assistant City Manager
Bob Trammell, Information Technology Director
G:\GROUPDA'rlReferrals\Scdvner-'ARef#1095 - BILINGUAL ANTI-GRAFFITI.doc