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HomeMy WebLinkAbout11/22/1999... BAKERSFIELD · Randy Rowles, Chair David Couch Mike Maggard Staff: John W. Stinson SPECIAL MEETING NOTICE URBAN DEVELOPMENT COMMITTEE of the City Council - City of Bakersfield Monday, November 22, 1999 4:30 p.m. City Manager's Conference Room Second Floor - City Hall, Suite 201 1501 Truxtun Avenue, Bakersfield, CA AGENDA 1. ROLL CALL 2. PUBLIC STATEMENTS 3. NEW BUSINESS A. Request from the Downtown Business and Property Owners Association's Vision Committee to meet with the Urban Development Committee a. Presentation and discussion regarding Downtown Vision effort b. Discussion regarding High .Speed Rail resolutions and Mag-Lev video presentation c. Committee comments and/or possible recommendations 4. ADJOURNMENT S:~John\UrbanDev',99nov22agen.wpd JWS:jp Ray Watson 1ST VICE ~ENT October 18, 1999 J. Philip Bentley ~ENT Randy Rowles, Chair ~tike Russo Urban Development Committee Dmct.rn~ 1501 Truxtun Avenue V]CEPEESmENT Bakersfield, Calif. 93301 Cathy Butler BOARD OF Dear Randy: KellyBlanton On behalf of the Board of Directors of the Downtown Business & Wes Bradford Property Owner's we request time to present the results of our Vision Shirlyn Davenport Committee's three year efforts in identifying our Downtown Vision. The Gloria Guerra-Scott presentation would take 30 to 45 minutes. Harvey Hall We would also like to present three resolutions concerning High Bob Harper Speed Rail Ground Transportation. The presentation would take 5 to 7 Darrell Harris minutes. Bart Hill Leo Hinds A Third presentation on Mag-Lev would include a 11 minute video total 15 minutes. Jeff John3on ~:enReed It is our desire to complete these presentations as soon as RoscoRolnick possible. If you have any questions please contact our office at 325-5892. Mike Russo. Herman Ruddell Sincerely, Ruth Simonson /~. ~. ~10.2' ~ '~' ~._. DeeSlade Herman Ruddell Herb Walker Vision Chair Jim Ware Roy Weygand EX-OFFICIO Patricia DeMond Council Woman Second Ward 1330 17th Street · Bakersfield, CA 93301 · (661) 325-5892 · Fax (661) 325-7319 Vision Downtown Colonel Baker's FieM The next 1 O0 Years [A Planning Project of the Downtown Business and Property Owners As~,~iation] Presented by Downtown Business and Property Association 1330 17th St. Bakersfield, CA 93301 July 31, 1998 Mr. Ray Watson, Chairman Mr. Roy Weygand and Mr. Herman Rudde!l, Co-Directors COPY Vision Downtown Colonel Baker's Field - The next 100 Years A Planning Project of the Downtown Business and Property Owners Association . II Table of Contents · Preamble 1 · Mission Statement 2 · Area of Interest 3 Greater Downtown Planning Area Downtown Residential Neighborhoods Old Town Kern Historic District Gateways · Planning Principles Regional Principles 6 Community Principles 7 Implementation Strategy 9 · Parking Circulation and Open Space 10 Discussion Paper · Vehicular Circulation Element Creating an organized and integrated street circulation plan 13 · Pedestrian Circulation Element 16 Connecting with the Kern River Parkway 16 Connecting the downtown parking facilities 17 Promenade Pathways 18 · Parking Authority Plan 21 Parking to support ten million square feet of development · A Vision for Downtown Transit 28 A regional plan approach to accessing our city core 1) A staged growth from Bus to integrated light rail 28 · A Vision for Regional Transit 30 1) Proposed and (Extended) Routes [Part One] 31 ~.l L~OWii[OWii sei-v'ice lOOpS l-iotet Kow - centennial ~Jaroen L~owntown - ula I own b) _a~ea Service .u. ot, tes [~art !,..~,o1 .4.~ Westside [Rosedale-CSUB] Express North South Airport Express Eastside IBC - Southeast] Express High Speed Ground Transportation The Golden State Transit Mall · A Downtown Intermodal Transit Center 38 · A case to re-study High Speed Ground Transportation 39 · Freeway Service for Downtown Bakersfield 42 An evaluation of impacts and service levels of various proposals · Development Corporations and Partnerships 46 making big parcels from little parcels · Drawing Lines in the Sand 49 · Superblocks 54 Creating development options and opportunities · Quotations and Observations: Metropolitian Bakersfield 2010 General Plan 59 · Appendix Downtown Bakersfield Access and Circulation Enhancement Program January 4, 1993 i Circulation Study, City of Bakersfield, Public Works, May 1992 vii Illustrations Maps and Tables · Area Map 5 · Downtown Street Circulation Map 15 · Pedestrian Circulation Map 20 · Parking Structure Concept Map, 25 connecting pedestrian walkways, open space and pocket parks · Parking requirements concept calculation table 26 · Parking Authority Project Area Map 27 · Transit Map - Downtown Area 36 · Transit Map - Regional Area 37 · High Speed Rail Technology Groups - Operational Characteristics 41 · Freeway Service Impacts Table and ratings 44 Colonel Baker's Field The next One Hundred Years Preamble Existing patterns of urban and suburban development seriously impair our quality our quality of life. The symptoms are: more congestion and air pollution resulting from our increased dependence on automobiles; the loss of precious open space; the need for costly improvements to roads and public services; the .inequitable distribution of economic resources, and the loss of a sense of community. By drawing upon the best from the past and the present, we can, first infill existing communities and second, plan new communities that will more successfully serve the needs of those who live and work within them. Such planning should adhere to these fundamental principles. DBA vis~on page 1 revised June 29, 1998 Mission Statement To develop a conxensus among property owners on a philosophy, and standards associated with a "livable .community" in regards to traffic circulation, parking and land use in the downtown area. Thereby: maximize use of existing dwontown assets; create best value for prpoerty owners and potential developers; improve access, parking and circulation; identify opportunities to create synergy, efficiency and the ability to include amenities which could not be achieved individually; enhance the desirabiility and utilization of downtown by visitors and residents from the greter Bakersfield area. Develop and .implementation strategy to bring the vision to reality. DBA vision page 2 revised June 29, 1998 Area of Interest In developing its vision and plan for Downtown Bakersfield, the area of downtown is described: This area, and its surrounding communities are; 1. Greater Downtown Planning Area; is described as bounded by the following: On the south by Freeway 58 On the west by Freeway 99. On the north by the Kern River, Manor St., Union Ave. and, Columbus St. On the east by Beale Ave., UPRR, Sunset RR. 2. Downtown; the greater metropolitan area's retail, commercial and financial/government center is described as bounded by the following; California Ave. "D" St.. 34th St. Union Ave. The purpose of this planning effort is to focus on Downtown,. Adjacent to the Greater Downtown Planning area are neighborhoods or communities of significance that deserve notice and, while not proposing a plan for these communities, their influence and importance to downtown is acknowledged and their areas described. The DBA will coordinate with community groups active in the surrounding neighborhoods~ and include their ideas in our planning efforts. These neighborhoods and communities are: Residential neighbc~rhoods Oleander Sunset Park (California Ave., "H" St., Brundage Ln., and Oak St.) Downtown [East Chester] (California Ave., Chester Ave., 34th St., and Union Ave.) Westchester (BNSF, Kern River, Golden State Ave, and Chester Ave.) North Chester (Chester Ave., Kern River, Union Ave., and 34th St.) Lowell Park (Brundage Ave., Chester Ave., California Ave., and Union Ave.) Lower Alta Vista (Union Ave., Columbus Ave., Beale Ave., River Rd., and Fwy ~78) OM Town Kern (Union Ave., Fwy 178, Beale Ave., UPRR, Sunset RR, and East California Ave.) DBA vision page 3 revised June 29, 1998 Southeast [Cottonwood] (Union Ave., Brundage Ln., Sunset RR and Truxtun Ave.) Historic District Historic OM Town Kern (Union Ave., Fwy 178, Beale Ave., TrUxtun Ave.) Gateways; primary access routes into the Downtown planing area that require special attention. Streets and Highways as Gateways Routes to downtown Garden District Corridor (Chester Ave., "H" St., California Ave., and Fwy 58) California Ave., from Fwy 99 east, and from UniOn Ave west 24th St., from Fwy 99 east Golden State Ave., from Fwy 99 southeast to Union Ave. Chester Ave., from the Kern River south including Garces Circle Union Ave., from Kern River south, and from Fwy 58 north to Golden State Ave. Fwy 178 in the vicinity of Golden State and Union Avenues. Truxtun Ave. from Coffee Rd. along the Kern River Parkway to Union Ave. Routes to and from OM Town Kern Historic District Sumner St. 21st St. 19th St. Truxtun Ave., east from Union Ave. Transportation facilities as Gateways Meadows FieM Terminal facility and its interconnection with local and regional transit. Amtrak Terminal facility and its interconnection with local and regional transit. High SpeedRail Station (future) facility and its interconnection with local transit. Municipal Airport Terminal Inter-city Bus Service (Greyhound, County Regional Transit, Orange Belt) OM Town Kern Historic District has an active planning and marketing group. It is not the purpose of the DBA Vision group to plan communities or neighborhoods within Greater Downtown where there are active groups working on specific areas. We will, however, coordinate our planning with this groUPs, and include their ideas and desires within our plan. DBA vision page 4 revised June 29, 1998 Regional Principles 1. The regional land use planning structure should be integrated within a larger transportation network around transit rather than freeways. 2. Regions should be bounded by and provide a continuous system of greenbelt / wildlife corridors to be determined by natural conditions. 3. Regional institutions and services (government, stadiums, museums, etc.) should be located in the urban .core. 4. 'Materials and methods of construction should be specific to the region, exhibiting continuity of history and culture and compatibility with the climate to encourage the development of local character and Community identity. DBA vision page 6 revised June 29, 1998 Community Principals 1. All planning should be in the form of complete and integrated communities containing housing, shops, work places, schools, parks and civic facilities essential to the daily life of the residents. 2. Community size should be designed so that housing, jobs, daily needs and other activities are within easy walking distance of each other. 3. As many activities as possible should be located within easy walking distance of transit stops. 4. A community should contain a diversity of housing types to enable citizens from a wide range of economic levels and age groups to live within it's boundaries. 5. Businesses within the community should provide a range of job types for the community's residents. 6. The location and character of the community should be consistent with a larger transit network. 7. The community should have a center focus that combines commercial, civic, cultural and recreational uses. 8. The community should contain an ample supply of specialized open space in the form of squares, DBA vision page 7 revised June 29, 1998 greens and parks, whose frequent use is encouraged through placement and design. 9. Public spaces should be designed to encourage the attention andpresence of people at ail hours of the day and night. 10. Each community or cluster of communities should have a 'well defined edge, such as agriculturai greenbelts or wildlife corridors, permanently protected from development. 11. Streets, pedestrian paths and bike paths should contribute to a system of fully connected and interesting routes to ail destinations. Their design should encourage pedestrian and bicycle use by being smail and spatiaily defined by buildings, trees, and lighting; and by discouraging high speed traffic. 12. Whenever possible, the naturai terrain, drainage, . and vegetation of the community should be preserved with superior-examples contained within parks or greenbelts. 13. Community design should help conserve resources and minimize waste. 14. Communities should provide for the efficient use of water through the use of naturai drainage, drought tolerant landscaping and the recycling. 15. The street orientation, the placement of buildings and the use of shading should contribute to the energy efficiency of the community. DBA vision page 8 revised June 29, 1998 ImPlementation Strategy 1. The general plan should be updated to incorporate the above Principals. 2. Rather than allowing developer-initiated , piecemeal development, local governments should take charge of the planning process. General plans should designate where new growth, infill or redevelopment will be allowed to oCcur. 3. Prior to any development, a specific plan should be prepared based on these planning principals. With the adoption of specific plans, complying projects could prOceed with minimal delay. 4. Plans should be developed through an open process and participants in the process should be provided visual models of all planning proposals DBA vision page 9 revised June 29, 1998 PARKING CIRCULATION AND OPEN SPACE Parking is the single most significant barrier to development in the greater downtown area Most downtown development projects have experienced difficulty acquiring enough land to meet required parking requirements. It is nearly impossible for a developer or land owner to assemble contiguous parcels that are in separate ownership. Usually, additional land adjacent or incorporated into a developed site is the solution of choice to meet parking needs. Future constraints are thereby built into the project, for when expansion becomes necessary, often the most appropriate space to expand into is the area uSed for site parking, and by the time it is necessary to expand, additional adjacent or hearby property to replace existing site parking and to provide expanded parking is usually financially unattainable either because it is already developed, or it commands an unacceptable price. While some parking requirements or hardships might earn a one time waiver, often lenders and financiers are not as receptive for fear of inheriting a building at some point in the future that is under parked. A parking agency or organization, that would assume responsibility for acquiring development rights to selected sites, or acquire those sites outright, and build / provide parking at the time it is needed would provide perhaps the single greatest catalyst to future development. Ideally, a developer or property owner could apply to the parking agency, pay the required fee, and receive certification of having certain parking available. The certification provided would through contractual arrangement, be automatically accepted by city permitting as having met parking requirements. Such 'a process would further enhance development as property owners would be able to fully utilize their property for revenue producing purposes, and could avoid having to use a significant part of a developable property for parking until such time as more intense development is 'attainable. There of course must be an organized plan and approach to providing parking by such an agency / organization in order to add value to the greater downtown area. Property or development rights acquired must be adequate for build-out to some predetermined level, and owners of those sights must be compensated not at their value as parking lots, but as their value as fully developable commercial sites. This is the essence of a partnership that will create the added value and enable participation of selected Property openers. DBA vision page 10 revised June 29, 1998 This same organization should acquire rights to manage existing parking on public and private property for. the benefit of the entire downtown, retiring private lots, except those selected as permanent parking sites, for development as demand requires. Potentially this could be done by having the parking organization / agency assume operating costs, including property taxes, insurance etc., leaving the owner with no cost to hold his property, and with the land owner receiving appreciated value at such time as the land is retrieved for development. The parking organization / agency would receive all revenues associated with parking. The development of permanent parking facilities will be permitted further enhancement as permanent sites are to be connected allowing parking in any one facility and connecting pedestrian access to other parking facilities and major developments in between. In this fashion, one would be indifferent as to where one parks. Connecting elements could take the form of rights of way through adjacent development or above public streets (sidewalks) and could include people mobility features such as moving sidewalks. Such an arrangement potentially could connect thousands of parking spaces throughout the downtown area with private development and public venues such as the convention center arena, auditorium, Fox theater and more. This same organization would handle the provision and management of open space, including revising certain streets into outdoor malls, pedestrian plazas, outdoor gathering places, mini parks, pocket parks, and environment enhancing elements such as water features and art works. Such an organization would take the form of a public agency, public private partnership or a private organization under contract. Parking management should also include authority to issue citations, provide external area security, and share in parking violation revenUe. City contributions consistent with indexed present 'support for parking would continue to be paid to the parking organization / agency. Parking requirements / enhancements would include downtown placements as well as transit enhancements, remote park and ride facilities, car-pool and van-pool and other such innovative arrangements.. A potential layout for discussion purposes is attached. Assumptions and Options 1. The agency Would cover the core downtown area, bounded by the BNSF to the south, 23rd. St. to the north, and mid block between E St. and F St. to the west, and Q St. And R St. to the east. 2. Core Area Expansion Possibilities. a. The core area should be expanded south to California Avenue should. underpasses be planned for L St. and N St. in addition to those existing at H St., Chester Ave., and (proposed) Q St. This would allow more intensive development in support of the extensive city and county government / convention center along Truxtun Ave. DBA vision page 11 revised June 29, 1998 3. This proposal presumes that major high rise development will be limited to this core area, and development outside this core would usually be two story, and not more than three story. 4. For purposes of this discussion paper, it is assumed that parking in the downtown area, but outside this core would be the responsibility of the property owner/developer, or a second parking area could be devisedl but with lesser requirements. Income to the agency would be in the form of parking revenue from leased lots or spaces, parking citation income, van pool lease income and grants, city indexed contribution, and developer fees. Funds would be allowed to accumulate, and parking structures begun as needs demand. Bonding through the city or CDDA to build structures, is a possibility. As needs continue, structures would be added or increased until design capacity was reached. Additional income to the agency would be leased commercial / retail space rents in structures as they are built. Expense to the agency would be operating expense on property managed or acquired, operating expense of parking structures, meter maid / safety / security personnel, and the capital cost of parking improvements (structures, pedestrian mobility improvements, park and ride facilities) transit enhancements such as connecting pedestrian mobility improvements directly to express bus stops, and van pool expense. Parking improvements will be situated so as to be directly accessible from designated parking arterial and collector street circulation routes. Parking access generally will be from "F" St., "L" St., "N" St., "Q" St., and 18th and 21st. Streets. Highlights of this plan are as follows. 0 63 blocks of down town available for commercial development 14.5 blocks of downtown reserved for parking improvements 0 182 Stories of floor space 9.5 million square, feet of commercial Space of potential development 0 5+ equivalent parking spaces per thousand sq. f~. of space over 25,000 actual parking spaces 5+ blocks of pocket or mini parks' DBA vision page 12 revised June 29, 1998 Vehicular Circulation Element Creating an organized and integrated street circulation plan for The development of greater downtown Bakersfield. Key studies reveal that vast improvements can be made in downtown areas, when traffic circulation is configured is such a way that access to parking is easy and convenient, and pedestrian circulation is provided without vehicle conflicts. Improvements are measured in the public's response to certain amenities. Studies have shown that people in developed urban areas will walk not more than two blocks (i.e. they resist crossing the second street) when crossing busy streets is required. These same studies show that walking distances increase to more than four blocks when vehicle conflicts are removed, and stepping motions over curbs are not a factor. Parking standards for major shopping malls also relate to similar distances. Studies for shopping malls indicate that people generally will not walk in excess of 385 feet to reach the mall entrance. This equates to the two block distance in urban centers, which in Bakersfield range from 340 feet to a maximum of 600 feet. Those same studies show that people will walk in excess of a thousand feet inside malls. This equates to in. excess of four blocks for an urban area, which in Bakersfield is a little under 1300 feet. What these figures tell us is that city blocks in Bakersfield are too small,' and that increasing their size can generate significant increases in desirability and willingness to visit, circulate and participate in the commerce of downtown. Bakersfield's city block size can be effectively increased by designating a well defined collector street grid, and reserving streets interior to that 'grid for emergency vehicle access, pedestrian malls, fountain plazas, open space, public assembly, and after regular business hours deliveries. The term coined for these enlarged block configuration is "Superblocks". Bakersfield offers opportunities for Superblocks of from four to nine regular blocks. East of Q St., to Union Ave., the opportunities are even greater. DBA vision page 13 revised June 29, 1998 In observing and analyzing the existing street layout in Downtown Bakersfield, a natural pattern evolves for common streets, collector and arterial streets. A common street provides access to property that adjoins it. A collector street gathers traffic from common streets and provides a route to a higher classification street, while still providing bordering property access. Arterial streets gather 'traffic from collector' streets and route it still farther to streets of higher classification such as .expressways and Freeways. Arterial streets may provide a minimum of bordering property access. Examples of arterial streets in the downtown area include California Ave., 23rd / 24th street couplet, Union Ave., Chester Ave., south of Truxtun Ave., and Golden State Ave. Each of these streets leads to a Freeway connection. Collector St. examples on the west side of Chester Ave., include F St. H St., and on the east side of Chester Ave., by default, L St. and N St. We note that for years M St. was the designated east side collector street, but some fifteen years ago, the city abandoned this designation, vacating the street to facilitate construction of the County Administrative Center. Since that time, L St. and N St. have become the alternate collector streets. The primary east west collector street is Truxtun Ave. Truxtun Ave. is a feature street with a fully landscaped median. Other collector streets include 18th St., 21 st St., in addition to the arterial streets already noted. Chester Ave has served for many years as an arterial (it connects with present Fwy 58), but it also divided downtown into two distinct areas. The vision committee explored the concept of Chester Ave. serving as a low impact common street, transfOrmed via the proposed Chester Ave. streetscape. Chester Ave. will continue to serve as an arterial street from Truxtun Ave. south, and as a collector street from 23rd St. north. Chester Ave in the downtown core will serve as a landscaped illuminated centerpiece feature street that links downtown, no longer functioning as a divider. Truxtun Ave., because of its prestigious history, has developed into a landscaped centerpiece feature street, serving as. an appropriate front piece for most all of the .city and county high profile buildings, and many of the communities more prominent buildings. Truxtun Ave., and Chester Ave., compliment each other well in this regard. DBA vision page 14 revised June 29, 1998 Pedestrian Kern River Parkway Connections ! " ',. i_..: ! I .............i .......... ~ ........ ~ '~' i:_ .... '....:.. -. .,' - - ', ~: ...... -" ........ ..u._;_{ .... ~ ' '~ '::; ~ .~ i ~ .......... ~ i i ~ '~ ~24st. shp {- ~ ..... ~ ', · Kern river.~p ........... - ..... i ~ .....,~ , , .... ~_.. ," .~ ~ , , .~ ........ ~ ~',', ....... '~ M. KRP Conct.shp- ~ ;-"~ ~ ~ ~ ,'.:;".-:' ::":: _~_~j..~ Eye street, shp ~ .... ,,,,:-,, ,,. ........ ~_._~_~ ..... ' Ke_cl.shp ~' "'""[ ...... ;'"' ' I ' ~ I ~ I '' ~ ' ."" i!i ! ..... · . j, , ~ ....................... .j ..... ;..? I'~" ~.,-~...,:':: ":-::, ~ .."_ ;~_-~;:~' Pedestrian Circulation Element Drawing upon reference found in the Bakersfield 2010 Plan, and upon the creativity of some downtown development, the following vision is presented for the creation of pedestrian circulation elements. Three types of pedestrian circulation are suggested. These are 1) Connections to the Kern River Parkway, 2) Connections among the downtown parking facilities, and 3) Promenade Pathways feature elements that display the character and personality of our downtown. Connecting with the Kern River Parkway. The Q St. Parkway and the Old Town Parkway Following the efforts of dedicated environmentalists and those understanding what contributes to the culture and attractiveness of a community, the Kern River Parkway was created, and will eventually stretch between our two regional parks, Hart Park and Lake Ming, and our Buena Vista Recreation Area. An opportunity exists to expand beyond the vision the Kern River parkway created, and connect this resource to downtown and beyond. The Q St. Parkway The 2010 Plan suggests connecting the Kern River Parkway to downtown via canals from the north to Central Park. This concept would provide landscaped pedestrian foot and a class one bicycle access along existing canal fights of way, past Memorial Hospital, crossing the Union Pacific Railroad and Fwy. 178, either by spiral ramp up, foot bridge attached to existing Fwy. 187 bridge structure and returning to grade by spiral ramp, or incorporating into a proposed undercrossing of Q St., a broad pedestrian bikeway under the UP and Golden State Highway. Expansion of the route suggested in the 2010 plan would be via the proposed "fiver walk" south from central park to the Beale Library and the soon to be built Amtrak Station. DBA vision page 16 revised June 29, 1998 Old Town Kern Parkway A second connection to the Kern River Parkway is proposed in one of two possible locations between Downtown and the Kern River Parkway. In keeping with our efforts to discourage through streets and through traffic within residential neighborhoods, we suggest the option that 21st St. 'be re-constructed as a pedestrian bikeway alongside a narrower residential street. Another more attractive potential exists along 24th St. If the freeway extension of Fwy. 178 through the 24th St. corridor were ever to be completed, it should be placed underground between Oak St. and D St. The advantage of burying this freeway segment are many. First, the previously united residential communities north and south of 24th St. would be again joined. Twenty-forth street would again become a meandering residential street, this time above a buried freeway. Along side this residential street, would be park like surroundings including a class one bikeway and pedestrian walkways from Beech Park and the Kern River Parkway into downtown. It is assumed that a Fwy. 178 extension would be depressed and .open between D St. and N St. and sufficient width would exist to incorporate pedestrian bike pathways on both the north and south sides of the depression. These pathways would be accessible north and south at street over crossings such as F St., H St., an Eye St. pedestrian overcrossing (connecting to a proposed Eye Stl, Promenade), Chester Ave., and L St. At N St., where the freeway would paSs over N St., the pathways would continue along 24th St., (connecting with the canal and path into Central Park) crossing Golden State Highway, and following Sumner St. into Old Town Kern. From Old Town, this pathway / trail would follow the Sumner St. and Edison Highway alignment, crossing over / under Kern Junction, connecting with the proposed Park & Ride facility at Weedpatch Highway and Fwy. 58, then along the Arvin Branch railway alignment to the communities of Lamont and Arvin. Connecting the downtown parking facilities Walkways and express walkways and Superblock interior plazas and promenades The creation of coordinated parking structures, with parking designed to meet parking requirements for development as it occurs can be leveraged to extend its benefits far beyond its immediate area. Envision if you will, a series of walkways, perhaps elevated at the mezzanine level, providing direct unobstructed access from parking structures into buildings nearby, or even through nearby buildings to reach adjacent buildings farther away. Envision if you will, interior streets within our Superblocks, landscaped with trees and grass, a fountain or two, and paving DBA vision page 17 revised June 29, 1998 brick, with benches to rest, tables to read a paper or enjoy food and beverage, maybe a sand lot with children's toys or a volley ball net, and free of automobiles, but with emergency vehicle access, and delivery access bY basement alley. These pedestrian enclaves are in full view of the mezzanine walkways, and are accessible via exterior stair, or elevator accessed through building mezzanine lobby. Our pedestrian walkways will extend between our Superblocks, and provide access to neighboring Superblocks, and connection to parking facilities in neighboring Superblocks. A person will park their vehicle in their favorite spot in the parking structure convenient to their. route of travel, or they will arrive by transit at a stop within the first lever of the parking structure and be able to walk at grade over vast areas of the downtown. They will have direct access into a host of buildings, and elevator.access to pedestrian promenades interior to each Superblock. Our pedestrian, once they park their vehicle, or depart their tranSit, can access any building in any block of the city by walking, without vehicular conflict, and do it all at grade without curb steps, and with numerous options for vertical (elevator) access to ground level pedestrian promenades. Our city will connect via express walkways to its convention center, places of assembly (the Fox Theater, the Nile Playhouse, the Buena Vista Museum, etc.) and sports events at the Centennial Gardens. Express walkways are regUlar walkways that have been fitted with moving sidewalks, similar to those found in our larger airports. Some of our downtown buildings will contain generous space for housing, offering walk to work, walk to the downtown schOol, and walk to a cornucopia of shops stores} entertainment, and park like facilities in your extended back yard or a walk to central park. Use the express walkway to reach a basketball game, catch express transit to the community college or state university, or a weekend or evening visit to a regional park. Take the electric trolley to Old Town for unique dining. Use the express walkway to reach the convention center or a transit loop to the high speed rail station or the California Ave and Rosedale Highway Hotel Parks. Promenade Pathways The Eye Street Promenade including its Garden District section, Historic District Section, and Uptown Section and The Railroad Promenade While we have our walkways and express walks, and our pedestrian parks and plazas within our Superblocks, two special opportunities exist to create pedestrian promenades that feature their own special attraction, as well as providing links with the Kern River Parkway and Downtown Pedestrian Circulation. These are the Eye Street Promenade, and the Railroad Promenade. DBA vision page 18 revised June 29, 1998 The Eye Street Promenade Eye St., has developed a culture of its own. In the Garden District, south of California Ave., the area bounded by H St., and Chester Ave., is a unique blend of period homes now hosting a wide variety of antique shops, artists, including photography and painting, specialty gourmet food etc. This area serves as a southern gatewa~ to our downtown. The unique culture there should.be encouraged and enhanced. Eye St., would be converted into a meandering pedestrian and bicycle pathway. Parking would be provided in cul-de-sacked side streets. Some housing would remain. The area would run from the Fwy 58 frontage road, north to. the BNSF Raikoad. Here the promenade could be split to take advantage of pedestrian under crossings at H St., and Chester Ave., or an undercrossing of its own could link it with Eye St., north of Truxtun Ave. FrOm Truxtun Ave., north to 24th St., the promenade would feature the city's historic district, the Padre and Tegler Hotels, the Post Office, the Kern Island and Standard Oil Building, the Fox Theater, and historic look alike such as the Borton Patrini Building. North of 24th St., the promenade would continue through San Joaquin Hospital, eventually crossing Golden State Highway and ending at the south entrance to the Kern Metropolitan Recreation Center and Pioneer Village. The Eye St. Promenade will connect with Old Town Parkway .and Railroad Promenade. The Railroad Promenade. The Railroad Promenade is a pedestrian bike way through downtown on the north side of the BNSF Railroad. This Promenade begins at D St., where it connects with Mercy Hospital, and continues east to the Beale Library where it joins the River walk. This Promenade will be fully grade separated, crossing H St., Chester Ave., Q St., and eventual crossings at L St., and N St. It will join all the major government buildings, and will provide excellent train watching, a place to walk and rest, do some people watching, eat lunch, or a continental breakfast, go for a noon time or early morning jog, or just serve as a convenient way to get to city hall from the county administration building or court house. This walkway will connect with the soon to be built Amtrak Station as well as our convention center and Centennial Gardens. DBA vision page 19 revised June 29, 1998 -- . _ latiOn / ~ " ~"r,..r~, ;r~ ;' ~ :' Collecto~.shO' ..... :~:~ are stm~ets.shp I// II iiiiiiiiiiiiiii1~ ~ ~ V// I ~1111111111111~ / Parking Authori _ty A Comprehensive Parking Solution for Downtown Bakersfield Boundary California Ave., Union Ave., 34th St., Chester Ave., Golden State Ave., Rear of Westchester Plaza, Alder St., 28th St., Encino St., 24th St., D St., BNSF, and H St., including the area between Golden State Ave., and the Union Pacific Railroad. Purpose The purpose of this organization is to provide strategically placed parking and pedestrian circulation assets, integrated with tran.sit, to support the orderly and continuing growth of downtown. Concept The parking authority will be a vehicle that can, within identified sources of income, organize the existing stock of parking assets, allocated to existing and proposed business, and bond itself to construct new permanent parking structures, in response to parking requirements generated by new development. This organization will also provide security and parking enforcement service; and provide and maintain pedestrian circulation facilities, intended to interconnect parking structures, and major neighboring .development. The capital and operating cost of connections from neighboring development will be at the developer's expense, and must include public access DBA vision page 21 revised June 29, 1998 by elevator to the street level. Capital costs for corresponding pedestrian amenities such as fountains, plazas, reflecting pools, pocket parks, etc. will be provided by special assessment surcharge upon affected .property owners. Parking enforcement services will include, in consukation with the city, the designation of on street parking requirements and limitations, sign posting and curb color designations. ' Existing services Services provided by the authority shall be enhancements over an above those services currently provided city services, or new services not presently provided by the city. The city will continue to provide on street sign posting and curb painting depicting parking .regulations and restrictions. There shall be no reduction in police service, fire service, street cleaning, trash removal, street lighting, landscaping and landscape maintenance, and so forth. City relationship The authority will negotiate with the city first that existing city services will not be diminished, or otherwise offset by those provided by the authority. The city and authority shall negotiate an agreement with development services that provides that the agency may allocate parking assets among business within its area, and the city will accept agency certification of such parking allocation or designation as satisfying parking requirements for such business. Parking assets shall include both on and off street parking, on and off site parking, transit and remote park and ride facilities, and traffic control improvements. The intent is that the city have a vehicle to require new business in existing development to comply with parking service requirements and off site mitigation. New business without required parking service may pay the required developer fee to the agency and thereby meet the standard of parking service and off site mitigation. Parking certification is transferable from one owner to the next owner, but is not transferable among parcels, but may be combined with that of adjoining parcels when a building occupies more than one parcel, including the joining of parcels that are not contiguous where the building forms the contiguous .element, i.e. as in upper story bridging above an alley. The authority may establish its own accounting procedures, banking services, and shall obtain a separate annual audit. The authority may also use he city for its financial services. The authority may issue revenue bonds or community development bonds for capital projects, in cooperation with the city. The authority may contract with the city for employment services, or may contract with an independent agency for emplOyment services. DBA vision page 22 revised June 29, 1998 Governance The authority will be governed by a board .of directors appointed by the downtown Business and Property Owners Association. The Authority budget shall be under the control °fthis board. Public oversight Because ~he authority will be providing "quasi-public" services, it shall endeavor to act in full compliance with requirements of the Brown Act, Conflict of Interest regulation the same as would apply to public officials, and public financial accounting requirements. The city will provide such administrative services as are necessary to administer meeting agenda and notice requirements, administer conflict 'of interest policy the same as for other city officials, and review and comment on annual audits of the authority with regard to. public agency fiduciary and disclosure requirements. Sources of Income · 35% of the tax increment on all new development, including re-development, occurring on or at, er 01/01/98, and within the existing CDDA boundary. · an amount equivalent to 35% of what would have been the tax increment for new development occurring on or after 01/01/98, and outside the CDDA boundary, but within the authority boundary. · agency fees to developers to support the capital parking requirement for new development. · all parking revenue earned from parking citations issued within the authority. · revenue from parking fees, and rents and leases in parking structures · such fee assessment as the board shall assess upon property oWners and supported by its duly constituted and approved budget. Origin of expected expense salary expense for employees · salary expense for paying enforcement / host-hostess / security personnel · bond retirement expense · bond procurement expense · parking leases and rents and interim improvements · parking site acquisition · parking structure capital expense DBA vision page 23 revised June 29, 1998 · parking structure operations · other incidental expense such as; street lighting, water, trash receptacles, trash pickup, outdoor furniture / fixtures, landscape maintenance,. Operations The authority would acquire through purchase rent or lease, certain parking assets within the authority boundary. These assets will be operated for the benefit of the downtown as a whole. Parking spaces will be allocated to business as required and negotiated with city planning and development services. The city development services shall accept and the authority shall issue certificate of parking allocation within available parking asset. The authority shall purchase those properties designated for permanent parking, and shall construct such parking at the time it is required. Permanently constructed parking assets shall, be integrated with pedestrian paths, walks, and pocket parks, and integrated with transit service. The authority will, with the cooperation and input of downtown businesses and property owners, finalize a parking plan which will identify desirable locations for parking garages. The authority will negotiate leases with owners of sites suitable for interim parking facilities until such time as those sites are required for development. Sites identified for permanent structures shall be acquired. When eminent domain becomes necessary, the city shall support and cooperate with such efforts, on behalf of the authority. DBA vision page 24 revised June 29, 1998 calculation Garages should have retail commercial at curbside, and not exceed 4 stories in height or 2 stories below grade. Assumption: Few people will drive up more than 4 stories, or lower than 2 stories. I I About 2,000 additional spaces are reserved in the second sto~/below grade for the 5 largest facilities '1 I Story number and per cent of base parking per story Total Base Location -2 -1 1 2 3 4 1,760 400 18th & Eye 0 0.8 0.6 1 1 1 1,760 400 21st & Eye 0 ' 0.8 0.6 1 1 1 350 100 16th F st 0 0.8 0.7 1 1 0 525 150 18th F st 0 0.8 0.7 1 1 0 438 125 22nd F st 0 0.8 0.7 1 I 0 3,870 900 L & N 0 0.8 0.5 1 1 1 1,530 450 21st & Q 0 0.8 0.6 1 1 0 1,530 450 18th & Q 0 0.8 0.6 1 1 0 1,998 555 22nd & M 0 0.8 0.8 1 1 0 810 225 17th & M 0 0.8 0.8 1 1 0 14,571 Parking Authority direct parking 3,643 Private parking within buildings ~ 25% of public 4,371 Area Park & Ride ~ 30% of public 4,371 Car / Van pool credits ~ 30% of public .... 18,213 Transit credit ~ 125% of public (1.5 avg. occy. / vehicle) 380 Civic Center and Public buildings (self parked) w/10 % visitor use 2,160 Street level @ 20 per block I 47,709 Total Parking Asset I I 2,357 Handicap parking included within parking structrues Net BIk avl Total pvt. devl. Number Grand Total Public (excl. of Developable Use schools & Blocks ofTotal area Comm. At % Sq. Ft. Adj. Pocket Self public use) parking Blocks Sq Ft/blk Stories cover for Res. School Parks Parked 63.0 14.50 108 69,696 181.7 0.75 9,495,836 3.875 5.125 21.5 Number of 1,000 sq. ft. residential units in the core area 195 arking spaces per thousand sq. ft. of retail/office space ~ buildout 5.00 MAP OF THE DOWNTOWN. PARKING AUTHORITY PROJECT AREA /?¢~/~"~x,.. (CDDA redevelopment area shown shaded) 0-'---I .......... -~OI 9000 --I tl ~ ..~E O0 O0 I'--'10 O0 I~__ ;~,,, ~ ~ . . ........... ,oo~,g o0,g~,oooooooooo~~ ~~ : L,..L ...... ~ O0 O0 O0 O0 O0 O0 O0 O0 O0 I ......... ~F N ~~0 o 00 00 00 00 00 o 00 00 0~ w(~ ~ ~E A Vision for Downtown TranSit Strengthening Bakersfield's Transit System A staged growth from Bus to integrated Light Rail The attached vision for downtown transit planning presents a design concept that will strengthen future surface transit development while complimenting existing surface transit infrastructure. The vision will strengthen development, and'compliment Bakersfield's downtown services. This plan would create two local routes: 1) connecting our downtown convention center and new arena with dedicated conventional bus service, between the area'~s two hotel concentrations, at Rosedale Highway & Fwy 99, and at California Ave. & Fwy 99 and, 2) connecting downtown Bakersfield and Old Town Kern This second route, for cultural and historical purposes would follow 19th St., and begin with overhead centenary powering an electric trackless trolley, and be upgraded to steel rail as quickly as practical. This service should be considered a centerpiece, as it is historically and culturally placed at the 19th and Chester town center. The plan establishes a vision for "permanent" regional express'transit routes with selected park and ride facilities from various areas throughout our community into downtown, and the envisioned High Speed Rail Terminal. These express service routes would be equipped with clean electric "trackless trolley" busses, and where possible, will utilize exclusive rights of ways on existing canal banks and railroad rights of way. The establishment of overhead electric centenary creates a permanence to the routes to which development will respond with significant investment at terminal points on these routes. Using overhead electric cemenary also allows upgrades in service in an orderly fashion. The electric bus "trackless trolleys" can be upgraded to articulated electric busses. Further upgrades occur by installing tracks and using the same overhead electric DBA vision page 28 revised June 29, 1998 service, but with increasingly larger capacity single and then adding a trolley trailer or articulated steel wheel trolleys. A final upgrade in capacity would be to replace."tracked Trolleys" with light rail trains. Typical capacities are as follows. Vehicle type Power source Type roadbed & restriction Typical capacity per car Electric Bus overhead catenary asphalt (semi exclusive) 3040 Articulated Bus overhead catena~ asphalt (semi exclusive) 50-60 Electric Trolley overhead catenary steel rail (semi-exclusive) 60-80 Articulated overhead catenary steel rail (semi-exclusive) 100-120 Trolley Light rail train overhead catenary steel rail exclusive 80 or 160 (1 or 2 cars) Light rail train overhead catenar~ steel rail exclusive 160 or 240 (2 or 3 cars) Developing a permanent surface transit route in this fashion allows a staged development and staged response to developmem. The California Clean Air Initiative provides up to $30,000 per electric bus, and presumable would fund the incremental cost of acquiring clean air friendly electric busses in the initial stage. Public policy would be expected to favorably respond 'to such staged development, due to the high cost and poor justifiability of full sized light rail systems in growing urban environments. Such a favorable response would incorporate light rail funding in the envisioned stages. Note: While this plan calls for overhead electric centenary, the intention is to establish a permanence in the chosen route. The use of other electric distribution that does not rely on overhead facilities, but still provides a similar permanence and the ability to upgrade to support full light rail service would fulfill the intent of this planning concept and therefore be acceptable DBA vision page 29 revised June 29, 1998 A Vision for Regional and Downtown Transit Planning Proposed and (Extended) Routes This plan is composed of two parts, a local component consisting of two downtown service loops, connecting area hotels with downtown, and downtown with old town, A regional component consists of three routes across the city, reaching out into suburban communities, centers, and regional park and ride facilities. Each route is oriented into and interconnected with planned High Speed Rail service now under consideration, Meadows field airport, and other transit services. DBA vision page 30 revised June 29, 1998 Part One Downtown Service Loops This plan envisions two Downtown service loops, one connecting major hotels with the downtown Convention Center, and the other connecting Downtown with Historic Old Town Kern. Service on either or both of these routes could begin with motorized clean air. equipment. Because the Downtown - Old Town route is a dedicated route that follows a historic original rail trolley' route, equipment should resemble a trolley. As soon aa practical, if not possible in the beginning, the route should be upgraded to an overhead electric catenary trackless trolley. A final upgrade would convert the equipment to steel rail electric trolley. The Hotel Row - Convention Center route could be served with a distinctively styled motor coach, perhaps a double decker bus. This route perhaps should stay motorized to provide a reasonable amount of flexibility in serving hotels at their front doors, and adding hotels located on the route. The routes and major service points are described below. Hotel Row- Convention Center (HSGT) loop This route would connect the major hotels with the Downtown Convention Center and the Amtrak Station, with an extension to the proposed future High Speed Rail Station This route would circulate on Easton Dr., Chester Lane, and California Ave., serving the major hotels in this area. The route would then follow California Ave east to "Q" St., north to the Convention Center and Holiday Inn Select. The route continues north on "Q" St., west on 24th St. then circulates through the Days, Ramada, Holiday and Doubletree Inns~ from which it will follow the same route in reverse. DBA vision page 31 revised June 29, 1998 The HSGT extension route will go noah on "Q" St. from 24th St., then northwest on Golden State Ave. to "M" St., and into the proposed HSGT station located on-the north side of Golden State Highway. The route would return to 24th St. at "Q" St. via the same streets. (MerCy Downtown Hospital) Downtown - Old Town (Memorial Hospital) loop This route would connect the Downtown with Historic Old Town Kern, with an extension to connect major service points Mercy Downtown Hospital and its affiliate, Memorial Hospital. This route would begin at 19th and "G", east on 19th to Baker St., noah on Baker St. to Niles St. This route could be extended west, beginning "A" St. at Mercy Hospital Medical Office Building, noah on "A" St.,~ east on 17th, noah on "D", east on 19th to "G" St. The route could be extended northwest from Baker St. at Niles/Monterey St., via Niles and Monterey, Q St., and 34th St., then noah to 38th. St. and back to 34th. St., on San Dimas St., returning via the same route in reverse to Baker St. This route extension connects Mercy Downtown Hospital, and its affiliate, Memorial Hospital. This route also connects directly with the HSGT Intermodal Terminal at Q St., and Niles / Monterey. This route provides connecting service with the proposed HSGT station by service extension from Union and Niles and Monterey, via frontage road for Fwy 178 and undercrossing into the HSGT terminal. DBA vision page 32 revised June 29, 1998 Part Two Area Service Routes Further Downtown transit enhancements are envisioned with the establishment of three express routes connecting key major service points in the suburban areas with the downtown and a planned future High Speed Rail Station. Equipment on these routes is envisioned as electric trackless trolleys initially, with upgrades to steel wheel trolley, and finally to light rail train. Providing service initially using fixed overhead electric catenary fixes the service as "permanent" enabling developers and investors to respond accordingly. Such permanence is further enhanced by large portions of the route being separated from automobile roadways, thus meeting the definition of "rapid transit". Where roadway crossings occur, standard railroad type crossing gates are envisioned. Where concurrent roadway travel is necessary,' lane usurpation is envisioned. Electric power provides quiet propulsion and clean fuel. One route would connect CSUB passing through the east side of downtown, passing through the Intermodal HSGT terminal, and proceeding our to Northwest Bakersfield, terminating perhaps at 'Centennial High School or some other commercial center in the area. Another route would connect Downtown and its planned HSGT facility with the Meadows Field commercial airport and a planned'park and ride facility at Freeway 99 and Pacheco Road. The third express route would connect BC with Downtown and its planned HSGT facility, passing through the west side of Downtown then proceeding to East Bakersfield, and a planned East park and Ride facility at Weedpatch Highway and Freeway 58. The routes, their features and major service points are described below. CSUB - Northwest (HSGT) route (The Westside Express) This express route would connect CSUB, Downtown, (with an extension into the proposed HSGT station) and the major employment centers west and south of CSUB, with the DBA vision page 33 revised June 29, 1998 Rosedale area terminating perhaps at Centennial High School or another commercial center in the area Major service points are Castle & Cook, State Farm, Mercy SOuthwest Hospital, CSUB, Truxtun Medical Offices, Truxtun Mohawk, Office Park & California Twin Towers, Truxtun ~ L&N, 19th @ L&N, 28th @ "M", (HSGT on the north side of Golden State Highway between "M" & "Q"), Metropolitan Recreation Center at Golden State Ave., & F St., and Centennial High School/Rosedale Commercial Center. The HSGT extension route will extend directly onto the site of a proposed HSGT station at "M" St. as it passed the planed site on the north side of Golden State Highway, between "Q" St. and "M" St. Airport - South Park & Ride (HSGT) route (The North / South Express) This express route would connect Meadows Field, Downtown and the South Park & Ride facility at Freeway 99 and Pacheco Road, with a extension to the proposed HSGT station. The route would begin at Meadows Field terminal, east on China Grade Loop, south on Chester Ave, transiting at Terrace Way to south on the' canal bank alongside South "H" St., transiting onto the Sunset Railroad at South "H" St. And terminating at (under) Freeway 99, or perhaps extending on to Gosford, with further extension into a planned southwest BC campus. Major service points include the South Park & Ride facility, Kiss/Ride at Freeway 58, Downtown on Chester ~ Truxtun, 19th, 21st and 23rd/24th, San Joaquin Hospital ~ 27th, Pioneer Village / Sam Lynn Stadium, and Meadows Field. The HSGT extension route will go east from Chester via 28th St. onto the proposed HSGT station site located on the north side of Golden State Highway, between "Q" St. and "M" St. BC- Eastside (HSGT) route (The Eastside Express) This express route will connect Downtown with the BC college campus and Eastside Park & Ride facility at Weedpatch and Freeway 58, with an extension to the proposed Downtown HSGT station. The route would run from Bakersfield College Stadium, south on Mt. Vernon Ave., west on Niles/Monterey, northwest on Golden State Highway, into the HSGT Intermodal terminal, DBA vision page 34 revised June 29, 1998 west on 28th St., south on "F/H" St., east on California, south on Lakeview Ave, west on Bmndage Ln, terminating at a planned park and ride facility at Weedpatch Hwy and Fwy 58. Major service points include the Eastside Park & Ride, ~Bolthouse Farms,. Lakeview Cemer, Human Services at Union Ave., .and California Ave., and downtown on F St., & H St., at Truxtun Ave., 19th, 21st, 23rd/24th, and 30th streets; East Bakersfield, Kern Medical Center and Bakersfield College The HSGT extension mute will go from Golden State Ave. into the proposed HSGT station site located on the north side of Golden State Highway, between "Q" St. and "M" St. Interesting four of the five express routes come together at two different points. The first convergence, by design, is at the proposed High Speed Rail Station where all five roUtes converge. The second convergence, naturally occurs at the intersection of California Ave., and Chester Ave. Two significant system interchange points are thus provided. DBA vision pfige 35 revised June 29, 1998 Hsgt. shp Downtown~OId TownStr~tcar. shp Nrp°~sSoUthwestTransltl[shp CSUB-RoS~aleTransit2.shp ac-W~dPatchTranslt3~Shp. HOtel Lo°pTransit-4.shp HSgt s~flon.sh'p transit area slide DBA vision page 37 revised June 29, 1998 A Downtown Intermodal Transit Center focused on High Speed Ground Transportation In exploring and evaluating alternatives for its vision for downtown transit, a high priority was placed on interconnection with all modes of transportation, and the proposed parking plan for greater dOwntown. It quickly became apparent that the proposed downtown location for High Speed Rail as identified by ICF Kaiser Engineers in 1994, did not provide a desired high level of Intermodal possibilities. The Kaiser location is tightly focused on the downtown Arena and Convention Center, and because of the intensity of surrounding development, direct Intermodal service possibilities were extremely limited. Other complicating issues with the location also surfaced when the High Speed Rail Commission's urban criteria were applied to the Convention Center location. The DBA transit planning group identified and settled on a vision that can best serve the downtown and surrounding metropolitan area by developing a High Speed Rail integrated transit facility within in the Union Pacific alignment roughly between M St., and Q St. This location works exceedingly well with current High Speed Rail CommisSion engineering criteria, and supports desired high speed express speed limits through town. T. he location is easily reached by freeway from the northeast, northwest, and by .arterial street routes from the southeast. Freeway connections from the southwest are not yet determined. The site will support a high level of inter- connectivity with downtown parking facilities, and can support dedicated connection in the same fight of way to the Meadows Field Airport, an element that is not shown in the plan. DBA vision page 38 revised June 29, 1998 The Downtown High Speed Rail Terminal A case for re-study In 1994, the Kern Council. of Governments sponsored a study by ICF Kaiser Engineers to determine the feasibility of locating a HSGT rail station in downtown Bakersfield. The engineering group looked at six potential locations, two of which were not co-located with proposed routes. The study identified several approaches to Bakersfield, none of which included the Union Pacific ali~nment. This study, for planning purposes, used the formula r = 1.34 v2 to determine vertical curve radii, and stated a maxim~lln speed 46,000 ft. radius for steel wheel, and 84,000 ft. for mag-lev technology.. [Grade maximums were stated as 1.5% maxim~lm field, 1% for stations is noted.] Horizontal curve limits are stated at 1,000 ft. minimnm~ and 13,000 ft. maximum_ No formula is given. Using the ICF Kaiser Engineers apparently conservative criteria, the Kern Junction curve has a 40+ mph speed limit, and curves to the west range l~om 45+ mph at the Rosedale Wye, and 55+ mph at Jewetta curve. : This study concluded a downtown location near the convention center was desirable and feasible. In 1996, the High Speed Rail Commission publi.qhed its report, containing updated engineering information requirements. First, the report clearly states that "speeds in urban areas will be restricted to a maximum of about 125 mph", and goes on to state thi~ speed is necessary to '¥ermit express travel times between LA and SFO at about 2 hours and 49 minutes for steel wheel, and a little over 2 hours for mag-lev".. The report identifies potential valley ali~ments as 1) BNSF, 2) UP, and 3) new. DBA vision page 39 revised June 29, 1998 Desired radii for both technologies at the 125 mph urban speed limit is stated as about 6,200 ft. Horizontal cmwatare limits at maximum speed are 17,500 ft., for steel wheel, and 23,300 ft., for mag-lev technology.[Vertical curvature, (~ 125 mph) is more accurately defined, with crest curvature at 52,000 ft., and sag curvature at 34,000 ft.] Downtown Bakersfield Downtown Bakersfield Convention Center BNSF Route Golden State Ave. M to Q st. Union Pacific Route Route / Speed ICF-Kaiser Engineers Route / Speed ' ICF-Kaiser Engineers curve limitation sites HSR Commission curve limitation sites HSR Commission Desired Urban Speed Desired Urban Speed Design Urban Speed 100 / 125 / 125 Design Urban Speed 100 / 125 / 125 Kern Junction' 40-45 / 50 / 125 Union Ave Bridge 100 / 125 / 125 Q St. Curve 40-45 / 50 / 125 Fwy 178 Bridge 100 / 125 / 125 Kern River Bridge 45-50 / 55 / 125 Rosedale Wye 40-45 / 50 / 125 Sewetta Curve 50-55 / 60 / 125 It is immediately apparent that the ICF-Kaiser recommended BNSF ali~ment is significantly restricted in terms of desired urban express speed. With only half of scheduled service stopping in Bakersfield, and the High Speed Rail Commission goal of express service from LA to SFO in under three hoars, use of the BNSF alignment presents significant restrictions, and risk of rejection. The unrestricted UP alignment, will command a much higher degree of acceptance by the High Speed Rail Authority and, is capable of serving the community with full Intermodal service with excellent freeway access. The DBA planning group identified LIP alignment as having very high acceptance potential and is its alignment of choice,. Conclusion For these reasons, the Vision Committee recommends to the DBA Board that it call for a re- examination of potential alignments for HSGT through Downtown Bakersfield specifically including the UP ali.,m~ment. DBA vision page 40 revised June 29, 1998 Engineering Criteria Differences Criteria ICF Kai,scr Standard ,I4igh Speed Rail Authority requirement Steel/Wheel Mag. Lev. Steel'/Wheel Mag. Lev. 16,700' minimum 18,000' minimum 3.5% limit 10.0% limit 5.0% limit 1.0% limit Grades 1.5% max. sp~d 3.5% max. speed 3.0% max. Speed 6.0% max. Spccd 1% station 1% station assumed ~ 1% assumed (~ 1% Vertical radii maximum 46,000' max. speexl 84,000 max. speed 168,000' @ max. speed321,500' @ max. speed . ...................................................................................................................................... . .................. ..1....0..5..:.~..0..~.....~.....2..2....0....~..h' ....... 214,000, @ 310 mph 168,000' ~,, 220 mph 321,500' ~ 310 mph Note: With express eaim and skipqtop trains traveling through Bakersfield without stopping, the minimum curve radii for any curve in the Bakersfield Metropolitan area becomes 6,200-6,500 t~. All existing curves along the BNSF route have significantly shorter radii, thereby necessitating substantially lower than &sired speeds through Bakersficld High-Speed Rail Summary Report and Action Plan Table 3.1 High-Speed Rail Technology Groups - Operational Characteristics Comparison HS VHS Maglev GENERAL · TechnoloRy Steel wheel/steel rail Steel wheel/steel rail Ma~;netic levitation · Motive Power/Propulsion Electric traction Electric traction Linear induction locomotives with locomotives with motors cate. nary catenary OPERATIONS · Top Speed 125 - 150 mph · ~80 - 220 mph 200 - 3~0 mph · Average Speed 75 - 95 mph 125 -155 mph 155 - 185 mph · Accel~ration (mph/s) - 0 - 60 mph 0.9 1.1 3.1 - 60 - 120 mph 0.5 0.6 1.8 - > 120 mph 02 02 1.1 · Deceleration (mph/s) 1.8 i.6 1.8 CIVIL · Superelevation 6 degrees 7 deKrees 16 deg~rees · Gradient - Maximum 3.0% 3.5% 6.0% - Absolute Maximum(l) 5.0% 5.0% 10.0% · Horizontal Curvature(2) · Desired Min. Radius at ~_ Maximum Speed /~-6,200 ft @ 125 mPh 17,500 ft @ 220 mph 23,300 ft @ 310 mph · Absolute Min. Radius at Maximum Speed ~e~6,200 ft. @ 125 mph 16,700 ft. @ 220 mph 18,000 ft @ 310 mph · For Tilt Technology 4,100 ft @ 125 mph · Vertical (Sag) Curvaturee) · Minimum Radius at Maximum Speed ~ 34,000 ~ @ 125 mph 105,000 ft @ 220 mph 214,200 ff @ 310 mph · Ver~cal (Crest) Curvature · M. inirnum Radius at Maximum Speed ,~52,000 ft @ 125 mph 168,000 ft @ 220 mph 321,500 ft @ 310 mph · Right-of-way Requirements 50 ft. min. 50 ft. min. Slightly Less ' Notes: ¢1) Gradients shown represent the capability of the technology group. No high speed railroad currently operates at gradients over 3.5 percent. (2) Horizontal and vertical curvatures are limited by passenger comfort and not the physical limitations of the technology. Source: Parsons Brinckerhoff, 1996. Interci~ High Speed Rail Commission Freeway service for Downtown Bakersfield An evaluation of impacts and service levels of various altematives Early in its vision process, the vision committee affirmed that it was focused on downtown, and would not be recommending a freeway routing. The committee did however acknowledge that different freeway alternatives affect the downtown differently, and it would include in its vision recommendation an evaluation of how various freeway alternatives impact downtown and our downtown vision. The vision committee has discovered some seven different freeway alternatives, excluding beltway proposals, for the metropolitan Bakersfield area. Each of these addresses connecting either existing fi-eeway 58 or freeway 178, or both, through Bakersfield. These seven alternatives are: 1. The Fat 99. This proposal would connect existing freeway 58 from its present Real Road terminus at freeway 99, by widening freeway 99 north bound to the vicinity of Truxtun avenue, then turn west to the KRF 58 alignment. This concept adds a north and south transition roadway approximately one and one half miles long on either side of freeway 99 roughly doubling the present freeway 99 width. A freeway to freeway interchange would be split between Real Road and Truxtun Ave. 2. The Bleaker Bump. This proposal would turn the existing terminus of freeway 178 at N St., north following Golden State Ave., then after crossing freeway 99 at the Maxwell Interchange, it would swing south joining the KRF 58 alignment. The Maxwell Interchange would be upgraded to a full freeway to freeway interchange. DBA vision page 42 revised June 29, 1998 3. The Seventh Standard Route. This proposal would turn the existing terminus of freeway 178 at N St., north following Golden State Ave., then at the Maxwell Interchange, it would merge with freeway 99, continuing north to Seventh Standard Road, then turn west as a new west side freeway alignment. The freeway to freeway interchange would be split between Seventh Standard Road and the Maxwell Interchange. 4. The West Park Route. This proposal would extend existing freeway 58 from its present terminus at freeway 99, north west, crossing the Kern River near Mohawk Ave., where it would join the KRF 58 alignment. The present quarter freeway 58 interchange with freeway 99 would be upgraded to a full freeway to freeway interchange. 5. The Centennial Freeway. This proposal would extend the KRF 58 alignment east under freeway 99 between Truxtun Ave., and the BNSF, crossing to the south side of the BNSF east of BHS, then loop north east at Union Ave., to connect with existing freeway 178 near Niles St., and Monterey Ave. A freeway to freeway interchange would be created at the freeway 99 Crossing. Ramps from this interchange will impact the existing Rosedale Highway and California Avenue freeway interchanges. 6. The Downtown Freeway. This proposal would extend the existing freeway 178 along its previously planned route through downtown, then turn south west at Oak St., and turn west under freeway 99 between Truxtun Ave., and the BNSF to join the KRF 58 alignment. This route was first proposed as a less expensive and improved level of service roUte through downtown for the Centennial Freeway. It depends on the same freeway to freeway connection as proposed for the Centennial Freeway route. This route presumes a depressed and covered alignment between D St.., and Oak St. 7. The Cross-town Freeway. This proposal would extend the existing freeway 178 from its present terminus at N St., west along its previously planned route through downtown, as a depressed roadway to D St., and as a depressed and covered roadway to Oak St., Crossing the Kern River and proceeding west under freeway 99, then rising and turning south west near Gilmore Ave., to its joining the KRF 58 alignment. Rosedale Highway would transition into and out of this freeway alignment at Gilmore Ave. A freeway to freeway interchange is created by upgrading the present freeway 99 Rosedale Highway interchange. Oak St. will be extended across the Kern River, as presently called for in Kern COG planning. The existing freeway 178 east of Fairfax Road would be extended east to a planned freeway split (at the planned future extension of freeway 178 to Lake Isabella) near the Mesa Matin Raceway, then via the planned beltway alignment to the south east, where it joins with existing freeway 58 immediately east of the community of Edison. DBA vision page 43 revised June 29, 1998 Freeway Service for Downtown Bakersfield an evaluation of impacts and service levels of various alternatives Source Focus Provides Attractiveness Issues Status The Fat · Cai Trans connects · thru route for · uses existing alignment · no Fwy 178 to Fwy 99 connection · Rejected by the Fwy 99 · Kern COG Fwy 58 Fwy 58 to KRF · low residential impact · severe impact on Calif. Ave. IC, California · City of with the · KRF is plaimed · moderate commercial impact · very high cost Transportation rated Bakersfield KRF to extend to 1-5 · no downtown service Commission. [ 1 ] · no 24th St. improvement Bleaker's · early connects · thru mute for · low residential impact · connects Fwy 58 west via Fwy 99 · inactive Bump proposal by Fwy 178 Fwy 178 to KRF · increased service to the north west * no 24th St. improvement · no organized City of with the · moderate commercial impact · fair service to downtown support rated Bakersfield KRF doesn't "model" well for [6] southwest The 7th * Cai Trans connects · possible service * very low residential impact · connects to Fwy 178 via Hwy 204 · Rejected by Cai Standard · Kern COG Fwy as part of future · very low commercial impact & Fwy 99 Trans Route · City of 58/178 to north beltway · could become northern portion of · connects to Fwy 58 via Fwy 99 Bakersfield I-5 via planned beltway · no service to southwest rated Fwy 99 · no service to downtown [7] · no 24th St. improvement The * Cal Trans connects · thru route for · most direct thru route · severe impact to residential area · failed to get city West Park Fwy 58 Fwy 58 to KRF * completes existing partial Fwy to * severe impact to Calif. coral, council Route with the · KRF is planned Fwy IC with Fwy 99 center endorsement KRF to extend to I-5 · no downtown service · dropped by Cai rated · no 24th St. improvement Trans [1] no connection for Fwy 178 The · City of connects · Thru route for · low residential impact · highly focused on Centennial · Currently is listed Centennial Bakersfield Fwy 178 Fwy 178 to ICRF · low commercial impact Garden as locally Freeway · 2010 Plan with the · KRF is planned · limited downtown service with 1½ preferred option KRF to extend to I-5 IC's all north loaded · Cai Trans & City rated · Fwy to Fwy IC ~ Fwy 99 will continue to study [4] significantly impact Rosedale Hwy and Calif. Ave. interchanges DBA vision page 44 revised June 29, 1998 Source Focus Provides Attractiveness Issues Status The · citizen connects · Thru route for · high service level to downtown · assumes possible link between · inactive Downtown group Fwy 178 Fwy 178 to KRF · 24th St. reverts to residential Street Mesa Matin and Fwy 58 at Edison Freeway with the · KRF planned to · connects KRP to downtown · Fwy to Fwy IC ~ Fwy 99 will KRF extend to I-5 significantly impact Rosedale Hwy rated and Calif. Ave. interchanges [51 · moderate residential impact moderate commercial impact The · Original connects · Thru route for · high service level to downtown · less direct Fwy access to hotels · Currently under Cross-town plan for Fwy 178 both Fwy 178 · high service level to East BFL · moderate but mitigated residential review by Cai Freeway Fx~y 178 with the and Fwy 58 to 2V2 lC's, loaded north and south, impact in Westchester Trans.. extension KRF the KRF · 24th St. reverts to residential street · moderate commercial impact at rated west to Fwy · KRF planned to · covered Fwy through Westchester 23rd/24th St. [8] 99, with extend to 1-5 · connects KRP & bike trail to · upgrades Hwy 204 to.Fwy from F citizen . downtown St., to Q St., for S to E, and W to group · Rosedale IC upgrades to Fwy to N connection with Fwy 99 upgrades Fwy IC · relies on Fwy 58 for N to E and W · minimal impact to California Ave. to S connection with Fwy 99 IC · minimal impact to Maxwell IC · increased view of hotels from Fwy · Oak St. river crossing already planned · incorporates east segment of planned beltway to connect Fwy 178 to Fwy 58 · enhances "arterial" service to EB above UP via Niles & Monterey · creates "arterial" service to EB below UP via Sunmer St. · very good interface with L St., N St., and Q St., for Centennial Garden event parking · Upgrades Hwy 204 between F St., and Q St. DBA vision page 45 revised June 29, 1998 Development Corporations and Partnerships. Making big parcels out of little ones. The relationship between parcel size, parking, and underdevelopment If "Parking is the single most significant barrier to development in the greater downtown area", as we read earlier in the discussion paper on parking, then the second most significant barrier must be parcel size. Actually these two conditions are somewhat related. Parking is an issue because there are few parcels large enough to contain both parking and development. And it is parcel size that makes large projects difficult. Lets review some comments and observations taken from the 2010 General Plan · "Downtown Bakersfield is the one area that departs from the pattern of specific parking lots associated with each development." · "Many buildings in the downtown area rely on off-site parking." · "The city owns and operates seve,,ral parking lots and one parking structure serving downtown businesses." · "Due to the existence of the city (parking) lots and the greater incidence of walking trips, downtown parking requirements in the zoning ordinance are reduced by 30-50%." · "The city has not resolved how to accommodate downtown parking needs." · The City of Bakersfield should "Develop area-specific parking plans for general plan designated activity centers". One such center is downtown. DBA vision page 46 revised June 29, 1998 The relationship between parking, parcel size and full value development Here we begin to understand the relationship between parcel size, parking issues, and development possibilities. When we observe development over the past ten years or more, we see that most all recent development is a minimum of one square block, and most all includes parking There are two reasons for this. First, the one city parking garage does not have vacant or developable property located within one block. Second, it takes about one square block to accommodate both a parking structure and a new building. The one exception (next to the public parking structure) is the recent development of the Chamber of Commerce building, built on land donated specifically for that purpose. The potential for full value development Most of the downtown is zoned for urban commercial development, with floor area ratios that will permit multiple story buildings, as much as twelve stories or more. What happens then, when developable small lots are developed. The price of future development increases significantly. When a large project is to be undertaken, and it requires a developed smaller parcel, the price of the developed parcel becomes inflated by the value of the business located there, the cost of the structure and its removal cost. Developing parcels to less than their, full potential significantly retards and inflates the price of full value development~ This impact is felt in many ways, such as · lower return on infrastructure investment, lower sales tax revenue to the city, lower property tax revenue to the county and lower tax increment revenue to participating agencies. When we look at a parcel map, we quickly realize that there are few if any block sized parcels remaining. Most blocks that have not been recently developed contain from four to twenty-four parcels. While several blocks have recently been assembled, one for our downtown school, and another for the NAPD. While the school is significantly limited in multi-story structures for the elementary grades, the single story NAPD development represents a significant under-utilization of its site. How then can we create the ability to provide parking to support as much as ten million square feet of development in the downtown over the next five, ten, or twenty years? We think one answer lies in the formation of Development Corporations and partnerships. Two methods for assembling land to attract full value development. Partnerships are perhaps the most easily formed, and would include owners of parcels of land desired for development. While it is not likely that a building will be built on parcels in multiple ownership, the partners can gain shares in a partnership equating to the value to their land contribution, less the demolition costs of existing structures. The problem is that they may not have a full voice in the planned development, and probably will end up being limited partners, without vote or control over the development, and quite possibly last on the list to be paid. This type of partnership simply has an undivided share in the development. It 'is difficult to change DBA vision page 47 revised June 29, 1998 partners, and becomes even more complicated if one or more of the partners should experience financial difficulty or die. It is possible to form a strong partnership and lease or sell the partnership's land asset to the developer, with up front payment, and even indexing lease payments to the revenue stream of the development. This form of partnership usually requires highly skilled legal expertise initially and on a continuing basis, and often represents a significant cash outlay of the partners which may be a hardship in the beginning for some. However, changing partners and a partners personal financial difficulty or death again represents significant complications. Development Corporations are another option, but are more complicated and difficult to form. Typically, a closely held stock corporation is formed, with the shares held by the contributors of parcels, with share value usually representing the land value less demolition of existing structures. Such a corporation has a great deal of flexibility, as shares can be purchased or traded among owners or to new owners, and owners usually can choose how strong a voice they will exercise in determining the scope and type of development. A policy for the DBA and others to increase value in downtown. The DBA should promote and encourage the. formation of Development Corporations, Partnerships, and other forms of combining land parcels to create whole block or more units necessary for full value utilization of downtown property. The DBA should actively work with public agencies, and public private partnerships in promoting land assembly methods. '" Together with the fruits of a parking authority earlier proposed, large blocks of land can and will be assembled for full use as revenue producing property, centrally supported and connected to parking, circulation, transit, and open space elements attractive to pedestrian Uses. And these newly assembled parcels will be developed to their fullest value potential. DBA vision page 48 revised June 29, 1998 Drawing Lines in the Sand Should the downtown accept a role in surrounding neighborhoods? In what direction should downtown groW beyond the area defined? Does the downtown have specific interests in regional amenities? The Downtown Plan rests firmly on a foundation of defined boundaries, specific circulation routes, high accessibility from an as yet fully defined freeway route, and the building of selected transportation alternatives connecting downtown amenities with surrounding suburban areas and other centers of business and commerce, and regional recreation venues in the greater metropolitan area. Borrowing from statements in the 2010 plan, certain issues are proposed to guide and strengthen the downtown plan. These issues include: Issue ~: 1. Strengthen surrounding residential neighborhoods. Neighborhood that consist of greater than 75% residential use should be strengthened and preserved. Recommendation: 1. Excluding commercial use specifically intended to support residential development, no further commercial development should be allowed. Existing commercial uses not specifically supporting residential development should be converted to a conditional use, and transition accordingly. · west of D St., between 17th St. and 24th St., and between Truxtun Ave and 23rd St. west of A St. · West of the described downtown boundary north of 24th St., and south of Golden State Ave. DBA vision page 49 revised June 29, 1998 · North of 34th St. between 1 block east of Chester Ave. and 1 block west of Q St. · South of California Ave., 1 block east of Oak St., 1 block west of Union Ave., ½ block north of Brundage Ln., excluding the Chester Ave. / H St., Garden District outlined in the plan. · East of Union Ave., north of the BNSF railroad and south of East California Ave. Issue 2. The Downtown should encourage mixed use residential development. Mixed use garden professional office uses, with dominate medium to high density residential development should be encouraged: Recommendation 1. Several areas appear attractive as dominate medium to high density mixed use residential. These areas include the following: · South of 34th St. between Chester Ave., the Eastside Canal, and north of the UPRR, should be dominated with high density residential, and garden / professional office uses that do not generate high traffic volumes; such as medical. · East orr St., between Golden State Ave., and Truxtun Ave., and Union Ave. Recommendation 1. Areas that are particularly suited to low to medium mixed use residential with garden professional office uses. This use is seen primarily as a transition or buffer area. These areas include the following: · D St., north of 17th and south of 24th, east to F St. Issue 3. Old Town Kern Historic District has significant potential to positively influence downtown, and leverage from its development. Recommendation 1. The transit route through Old Town Kern should historically reflect period transportation of the early 1900's. 2. The downtown plan sets firm boundaries on the south, west and north, in protection and preservation of historic and culturally significant residential areas. The area east of Union Ave, between the UPRR and East Califomia Ave, should be Zoned to facilitate the growing together of Bakersfield's downtown and the Old Town Historic District. One can easily envision this area a mixture of preserved residential use, together with a character and use similar to that of the Garden District or an extension of the antique conununity presently thriving in the area of 18th, 19th and Q Streets. 3. The City of Bakersfield is in the process of creating an urban renewal area that includes the described area. Regardless, development and re-development of this mutUal interest area should benefit from the focused attention of an advisory group of representatives from downtown and Old Town. DBA vision page 50 revised June 29, 1998 3. While the downtown plan addresses the downtown directly, it recognizes the developing nature of Old Town as a cultural and historic center, and enVisions that the two will expand towards each other, eventually coming together through defined transitional land use and planned transit routing. Issue 4. The downtown planning effort specifically avoids making recommendations outside of its defined downtown area. However the plan recognizes the importance of and the impact surrounding areas have on downtown. Within this confine, several very focused suggestions arise. Recommendation 1. With the intent of strengthening surrounding residential- areas, and consistent with the urban design guidelines of the City of Bakersfield, the downtown plan suggests that 18th St. be closed to through access one block east of Oak St., and 19th St., be closed to through access between D and E Streets. These changes will greatly diminish use of these streets by other than residents and those with destinations 'in the area. Special attention should be directed towards 21 st St. to monitor and assure its use is primarily in support of the residential neighborhood through which it passes. 2. Special study should be focused on 24th Street, with the purpose of significantly diminishing the impact of its present scope of use on.the residential neighborhood between Oak Street and D St. Recommendation 1. Special attention should be given, and special study should be made to identify measures that will influence strengthen and preserve existing residential neighborhoods, including a generous rehabilitative and renewal impact. 2. The residential neighborhood referred to as Lowell Park, is of particUlar interest. 3. The residential neighborhood referred to as Lakeview is of special interest, to such a degree that one proposed transit route was introduced through the area with the intent of creating and generating interest for renewed development and new investment, assuring that this community strengthens its cultural and historical character, and re-establishes an attractiveness and desirability as a residential neighborhood. 4. The 'residential neighborhood known as Lower Alta Vista deserves attention aimed at assisting the community as requested in reversing early signs of "decline", and strengthens its cultural and historical character, and maintains its attractiveness and desirability as a residential community. DBA vision page 51 revised June 29, 1998 Issue 5. The community should maximize its use and public enjoYment of the Kem River Recreation area, and minimize environmental impact, especially from the automobile. 'Recommendation 1. The. Kern River provides a natural green belt corridor that supports several distinct regional recreation uses. Public access to these uses should minimize the impact of the automobile, preserve and enhance the natural area, and provide for choice of venues. People should have the option of choosing a convenient access point to a recreation venue, and be able to travel among many venues. Additionally, public transit should offer convenient connection to regional recreation venues. It is conceivable that selected venues, such as small group picnic, camp areas, and walking and hiking trails may only be directly accessible from within a Kern River corridor transportation system. 2. It is envisioned that a trolley type transportation route could be created that would connect many venues, and provide sole access to selected venues. Such a system could connect the following: [envisioned] ** connection with regional transit · Mesa Marin Raceway · Mesa Matin Soccer Park · CALM · Lake Ming Golf Course · · Lake Ming Aquatic Park o · Hart Park Picnic Grounds · [Hart Park Water Park] (envisiOned Hurricane Harbor / Buccaneer Bay type facility, reestablishing the defunct water slide of years ago) · [Manor St. Equine Facility] (envisioned horse rental and trail rides) · ** Regional Recreation Center (Sam Lynn Ball Field & Kern County Museum) · Beach Park · Yocuts Park · Lake Truxtun · ** CSUB ~ · [Stockdale Falls picnic area] (envisioned development) · [Allan Road Equine Facility] (envisioned commercial horse rental, organized trail rides and public access to equestrian trails) · [Bakersfield City Ground Water Recharge Interpretative Center] · [remote small group and family camping and picnic facilities] · [Coles Levee Wild Life and Endangered Species Interpretive Center] · Buena Vista Golf Course · Lake Buena Vista Recreation Area Ideally, such a system would operate on frequent headway on holidays and weekends, and during seasonal selected time blocks (for example 7 am to 11 am, and 5 pm to 8 pm during daylight savings time) during weekdays. DBA vision page 52 revised June 29, 1998 A system of the scope described would be a significant tourist attraction, and at the same time, greatly increase public access to the Kern River Recreation Corridor with a minimum of impact, in an environmentally positive manner, respecting of natural habitats. DBA vision page 53 revised June 29, 1998 Super Blocks A concept centered around those streets generally recognized as main thoroughfares within the general area of Downtown Bakersfield, Super Blocks are intended to be micro planning areas within the overall downtown area, and should offer compatible-supporting development and an opportunity for separate and distinct character identity.. In the Macro sense, the downtown area is that area bounded on the west by Hwy. 99, on the south by Hwy. 58, on the east by Union Avenue, and on the north by the Kern River. This broad area is comprised of the Downtown proper, the residential communities o£ Westchester, Oleander/Sunset, San Dimas, Central Park and Eastchester. This broad area contains three major hospital facilities, a regional park, a canal waterway, and regional transportation facilities. In the the Micro focus the core downtown area is generally bounded by F Street on the west, 23rd. Street on the north, N street on the east, and Califronia Ave. on the south. Beyond this core, so to speak is the less intense uptown area bounded by F street, Golden State Q Street and 24th street, and transition areas fi'om F street to D street on the west, the between N street and Q Street, and the retail commercial area between H St. and Chester Ave. south of California, and the residential areas on both the east and west sides o£this retail commercial strip. The following presents an inventory of those "super blocks" and offers/suggests existing assets (+) liabilities (-) and opportunities (o) within those blocks. Block 0-I Block 1-1 California Ave. / H St./Santa Fe RR / Campus Santa Fe RR / D St. / Truxtun Ave. / H St. Way . + BHS + low rise office - vacant gas station + church o close interior streets ~ + professional - medical o close F Street grade cr°ssing o additional professional - medical 0 pedestrian promenade north side of RR Block 0-2 Block 1-2 California Ave. / H St./Santa Fe RR / Chester Ave. Santa Fe RR / H St. / Truxtun Ave. / Chester Ave. + Hotel + City Government Center + low rise office + Police Headquarters + restaurant o potential HSGT adjacent + potential HSGT on site or near-by o pedestrian promenade north side of RR - older single stray commercial o Regional Transportation Inter-modal Facility DBA vision page 54 revised June 29, 1998 Block 0-3/4 Block 1-3 California Ave. / Chester Ave. / Santa Fe RR / M Santa Fe RR / Chester Ave. / Truxtun Ave. / L St. St. + convened residential to professional office + Superior Courts Center + potential HSGT adjacent + Public Defender Offices - older residential o potential HSGT adjacent - older light office-commercial o pedestrian promenade north side of RR o low intensity professional office 0 additional conversions Block 1-4 Santa Fe RR / L St. / Truxttm Ave. / N St. + Municipal Courts Center + County P~dministrative Center o potential HSGT adjacent o pedestrian promenade north side of RR Block 0-4/5 Block 1-5 California Ave / M St. / Santa Fe RR / P-Q St. Santa Fe RR / N St. / Tmxtun Ave. / Q St. - old warehouse + Civic Auditorium and Convention Center - old residential + Convention Center Hotel + potential HSGT adjacent o potential HSGT direct access o medium intensity light commercial o pedestrian promenade north side of RR o supporting complimentary to convention center Block 0-5 Block 1-6 California Ave / P-Q St. / Santa Fe RR / Union Santa Fe RR / Q St. / Truxtun Ave. / Union Ave. Ave. - warehouse + Beale "Central" Library + canal ', + Canal o large open space to support convention center + Greek Church o potential sports arena + convened SFR to light office/commercial - vacant warehouse o transitional light office professional o pedestrian promenade north side of RR Block 2-0 Block 3-0 Truxtun Ave. / D St. / 18th. St. / F St. 18th. St. / D St. / 21st. St. / F St. + light office commercial - older light commercial + Apartments + Masonic temple + convened residential / restaurant o transition - professional office - retail / restaurant DBA vision page 55 revised June 29, 1998 Block 2-1 Block 3-1 Trux~un Ave. / F St. / 18th. St. / H St. 18th. St. / F St. / 21st. St. / H St. + Lodge - Inter city bus terminal + Church + Historic Post Office + Mac Soft Building + Kern County Land Co. Building + Fox Theater + Historic Padre Hotel - older light commercial -URM o low rise office park w/wide open green space Block 2-2 Block 3-2 Truxtun Ave. / H St. / 18th. St. / Chester Ave. 18th. St. / H St. / 21st. St. / Chester Ave. + Medium rise office + PG&E + Historic Hall of Records + AT&T + High rise historic look professional office + Historic B of A conversion o potential water elements on Eye St. + Tegler residential Hotel + Public Parking Garage -URM o high rise mixed use - commercial / office / retail o potential water elements on 20 th. St. & Eye St. o second public parking structure facing 21 st. St. Block 2-3 Block 3-3 Truxtun Ave. /Chester Ave./18th. St. /L St. 18th. St./Chester Ave./21st. St. L St. + Truxtun Tower high rise office + Historic Kress Building + City Center high rise + Public Surface Parking (future parking structure) + Historic Haberfelde medium rise o vacant land for immediate development + parking structures attached - URM + medium rise office o Historic look - additions - conversion - upgrades o second high rise Truxtun Tower office Woolworth / Brocks o potential water elements on 20 th. St. & K St. Block 2-4 Block 3-4 TrUxtun Ave. / L St. / 18th. St. / N St. 18th. St. / L St. / 21st. St. / N St. + Restaurant - older light commercial + Day Care - old residential hotel + Historic Church / office conversion + some historic structures o Medium rise office + Pac Bell Switching Center o vacant land available for immediate development o low rise mixed use transitional retail / commercial / restaurant / small shops o potential water elements on 20 th. St. · DBA vision page 56 revised June 29, 1998 Block 2-5 Block 3-5 Truxtun Ave. / N St. / 18th. St. / Q St. 18th. St. / N St. / 21st. St. / Q St. + Federal Office Building - old light commercial + low rise professional office o mixed use - retail / residential / restaurant / shops + Apartment o water elements on 20 th. St. & P St. - older residential o mixed use residential o Iow rise professional office Block 2-6 Block 3-6 Truxtun Ave./Q St. / 18th. St./Union Ave. 18th. St. /Q St./21st. st./Union Ave. + older residential restorable + Central Park + restaurants + Historic Museum + Canal - EDD office + Synagogue + restaurant o mixed use transitional + Commercial Broadcast Studio light office / professional / residential o up-scale residential high rise o Possible waer element on P St. Block 4-0 Block 5-0 21st. St. / D St. / 23rd. St. / F St. 24th. St. / East off St. / Golden State Ave. + residential + Light commercial / retail / office + converted light commercial + transitional to residential to the west + light commercial - office o transitional Block 4-1 Block 5-1 21st. St. / F St. / 23rd. St. / H St. 24th. St. / F St. / Golden State Ave. / H St. + Central Fire Station + Light commercial retail + light commercial + Professional Medical Office -apartment o light commercial Block 4-2 Block 5-2 21st. St, / H St. / 23rd. St. / Chester Ave. 24th. St. 7 H St. / Golden Stale Ave. / Chester Ave. + inner city Bus transfer / transit station + San Joaqnin Community Hospital + restaurant + Professional Medical Office + light commercial + Light commercial o vacant land available for immediate development Block 4-3 Block 5-3/4 21st St. / Chester Ave. / 23rd. St. / L St. 24th. St. / Chester Ave. / Golden State Ave. / M St. + BC Downtown Center - Older residential + light commercial + light commercial / automotive service o light commercial / service DBA vision page 57 revised June 29, 1998 Block 4-4 21st St. / L St. / 23rd. St. / N St. ' + China Alley + light commercial -older residential o vacant land for immediate development Block 4-5 Block 5-4/5 21st. St. / N St. / 23rd. St. Q St. 24th St. / M St. / Golden State Ave. / Q St. -older residential + County Public Services Center -light commercial + Light residential - office conversions o mixed use transitional o Light professional office park medium rise retail / residential / shops Block 4-6 21st. St./ Q st. / 23rd. St. / Golden State Ave. - light industrial - light commercial + Mesa Verde RTC + Canal o mixed use - up-scale residential / recreational Supporting Area East side of H St. / California Ave. West side of Chester Ave. / Brnndage Lane + Older residential conversion to shops and services, antique, photography personal services, etc. + Light commercial - retail + Historic Dewars Candy Shop o possible water element on Eye Street o possible pedestrian promenade from California Ave. tO Brundage Lane incorporated into water element. SanmFeRR/A St. 17th.'St./D St. + Mercy Hospital + Professional Medical Office + Day care facility 23rd. St. / C St. / 24th. St. / M St. + Fast Food Restaurant + Automotive Service + Fleet Service Fuel - light commercial o additional vehicular support services Southern Pacific RR / Kern River / Chester Avenue + Metropolitan Recreation Center and Museum + Bakersfield Memorial Hospital DBA vision page 58 revised June 29, 1998 QUotations and Observations Taken from the Metropolitan Bakersfield 2010 General Plan · "The general plan acts to clarify and articulate the relationship and intentions of local government to the rights and expectations of the general public, property owners and prospective investors." · "State law permits as many as four general plan amendments per element in one year." · "The state recommends that the entire plan be thoroughly reviewed at least every five years." · State law requires LAFCO to determine the "sphere of influence" of each local agency. · "The extensive outward expansion of low density (< 7.26 dwelling units per acre) residential development.., results in increased energy cost, travel time, and infrastructure cost, and the conversion of prime agricultural soils." · The plan provides for (a) preservation and conservation of existing neighborhoods,(b) in-fill of vacant parcels at prevailing densities, (c) recycling areas which are physically depressed, and' (d) open space linkages. (II-10) · "Signalized intersections are the primary constraints to capacity on the arterial." · "Encourage the development of a multi-modal public transportation terminal." · Local agencies should cooperate in studies io pursue the establishment of high speed (ground transportation) rail service for the plan area, including potential routes and terminal locations. · "Downtown Bakersfield is the one area that departs from the pattern of specific parking lots associated with each development." · "Many buildings in the downtown area rely on off-site parking." · 'The city owns and operates several parking lots and one parking structure serving downtown businesses." DBA vision page 59 revised June 29, 1998 · ::Due to the existence of the city (parking) lots and the greater incidence of walking trips, downtown parking requirements .in the zoning ordinance are reduced by 30-50%." · ':The city has not resolved how to accommodate downtown parking needs." · The City of Bakersfield should "Develop area-specific parking plans for general plan designated activity centers". One such center is downtown. · "Meadows Field needs good regional access via freeways and arterial.' · "Some streets are too wide for pedestrians to comfortably cross." · "Downtown Bakersfield may need additional pedestrian facilities - wider sidewalks or signalized crosswalks." · "Walking trips are more important than many people realize, and account for 80% of total travel in the metro area. It is the primary mode offransportation,'especially for children. Downtown has high pedestrian activity." · Encourage development of pedestrian sensitive uses and design characteristics in the following areas. "Downtown, and Baker Street". · "Canals could be used more effectively as aesthetic design features in development. Incorporate canals whenever possible in land use planning and building design." · "Utility fights-of-way have not been utilized for parks or trials." (recently done in Riverlakes Ranch) · "It is estimated that 36% (62% renters and 38% owners) of total households are paying more than 25% or their income for housing." · "The incidence of overcrowding in the city is 4.16% overall, but is 15% in the southeast, and 4.5% in the northwest." · "Nearly 75% of land in the plan area's 405 square miles is Class I or II prime agricultural soil." The City of Bakersfield should "minimize development of prime agricultural land", and "protect areas designated for agricultural use which include Class I and II agricultural soils". · "Designate prime agricultural land categories and zone and general plan these areas for agricultural usage." · "The topography is a significant factor contributing to the degradation of the air quality !n Bakersfield.' DBA vision page 60 revised June 29, 1998 ::The planning area lacks a cohesive system of open space amenities, with many of the area's major amenities under-utilized." Mini parks should represent ~A-~A acre per thousand, but only constitute. 18 acre per thousand in the city. Mini Parks may be located in areas to serve commercial uses, and would typically consist of playground or tot-lots, benches, picnic tables, fountains and landscaping. · Encourage the development of a trail system for hiking, (equestrian) and bicycling purposes. Encourage linkages between commercial and residential uses. · Promote and encourage the development of other (park) facilities downtown. · Allow the integration of canals in park areas, · DBA vision page 61 revised June 29, 1998 Downtown Bakersfield Access and Circulation Enhancement Program January 4, 1993 (revised August 2, 1994) A Position Paper for the Downtown Bakersfield Commtmity prepared by Herman Ruddell The program that follows was developed in response to a perceived need to foster change and improve the image of Downtown Bakersfield, thereby creating a pre-condition to enhanced business growth and continued vitality. As the community of Downtown Bakersfield currently exists, 'one is impressed with an area that seemingly is important, but is fraught with perceived and real problems of access and congested circulation: The contrasts are many. From the majestic tree lined Truxtun Avenue, to the congested narrow H Street, to the seemingly deserted N Street with its stop sign after stop sign. Narrow traffic lanes, are shared with large trucks and busses while traffic is slowed, and conflict with on street parking use along naturally defined thoroughfares. A Circulation Study by the Bakersfield Public Works Department dated May, 1992, and revised in July, 1992, for the Central District Development Agency's Development Committee looked at the issue from a perspective &when change should occur based on actual traffic count. Although the study concludes that "All streets within the study at better than Level Of Service "C" (widely acceptable'minimum standard) at this time," it is important to note that sections of F Street and H Street are presently at design capacity and Chester and Truxtun Avenues are essentially at near ideal capacity. The issue with waiting until increased traffic volume mandates change is one that invites further negative impressions of Downtown before positive change occurs. What this paper anticipates in a planning approach, designed to improve the Downtown image in terms of accessibility and ease of circulation. A planning approach makes deliberate use of tools such as changes in circulation and access, that will foster improved access and circulation, and "inviteability". At the same time these changes will function to stabilize near ideal traffic flow on Truxtun and Chester Avenues by creating alternatives now, before the situation deteriorates and becomes negative. The proposal that follows is created to foster just such a change, and is presented for the consideration of members of the Downtown community. This paper was prepared in response to my work on the City of Bakersfield 2010 Plan development and perceptions acquired from more than three years as a member of the City of Bakersfield Central District Development Agency, and ten years living and working in Bakersfield. My academic backgrqund includes a Bachelor of Arts Degree in Economics, with concentration in Urban Planning and Development. My Masters Degree is in Health Care Administration. Downtown Bakersfield Access and Circulation Enhancement Program Image What we perceive to be. Access and Circulation are necessarily linked to the Downtown traffic, vehicular and pedestrian environment. The patterns that exist create an environment that yields personal and emotional feelings: feelings of comfort, feelings of safety, of ease of moving around, and a feeling of belonging. Additionally, the image created in one's mind is much influenced by our impressions of our surroundings, the sights, the smells and the sounds, the blends and contrasts of structure mass and form, both natural and man made. The Downtown area of Bakersfield is a mix of modem (county civic center), traditional (The Beale Library), simplistic (the federal building and the superior courts building), impressionistic (The Borton Patrini and Conron Building), early modem (The Bank of America building and Wiell Center), and of past architectural periods (the Hall of Records,. the former rehabilitation department building, the Haberfelde Building, the Mac Soft Building), and numerous peripheral structures in both Westchester and the 100-400 blocks of Seventeenth, Eighteenth, and Nineteenth Streets. There are also several failures in rehabilitation, most notably the Valley Federal Savings building and the Pavilion. Several very important opportunities exist for restoration that would be cultural and historical tragedies if lost. These include the Fox Theater, The Main Post Office, The Padre Hotel, and the Haberfelde Building. East-West routes: Nineteenth Street dead ends into a one way street, and Highway 178 dumps into the north side of Downtown, with no clear paths of access to the Downtown areas. Twenty-forth Street, west of F Street, is immersed in a bouquet of political controversy. California Avenue, an important east-west circulation route is cut off from F Street by Bakersfield High School, from M Street (the previously designated throughfare) by the new County Administration Building, and is obstructed at L, N, and Q Streets by the Santa Fe Railroad. Truxtun Avenue, a good east-west accegs route has been enhanced with landscaping and a broad tree lined median, and with its desirable limited let~ turn capability is at the limit of what its four lanes can reasonably carry. Eighteenth Street and Twenty-first Street, two other important east- west access routes suffer from narrow restricted travel lanes, especially in the Downtown area between F Street and Q Street. North-South routes: Union Avenue, an important north-south route that has recently received an upgrade, with landscaping yet to come, does not offer clear routing to the Downtown. F Street, H Street, L Street, N Street and Q Street all have harrow and restricted travel lanes, and F Street does not go through to California Avenue. Chester Avenue offers reasonably good north- south access, but could be improved at the Golden State traffic circle connection. Chester Avenue is devoid of center landscaping, and has little curb side landscaping. The excuse of avoiding center median landscaping on Chester Avenue to facilitate parades, needs to be re- ii examined in light of the beauty and charm of Truxtun Avenue. The two are not necessarily' mutually exclusive. There recently have been some successful attempts at street improvement. The best example perhaps is F Street between Twenty-forth Street and 30th. Street, and recently added left turn lane turnouts, cross street elimination and the restoration of landscaping along Truxtun Avenue. Imbedded in ail circulation and access issues are reai and perceived issues of parking, which have been partiaily addressed by the development of "parking malls" with angle Parking on streets interior to the area bounded by F Street, Eighteenth Street, M Street, and Twenty-third street. The Goal What we want to achieve Business and Commerce will be greatly improved in the Downtown area when perceived and real issues of access and circulation are addressed and modified. The goal of this program to designate ingress and egress routes, provide for their improvement, and to provide for the organized and planned development of parking assets. This goai envisions positive modifications to Downtown circulation and access, relieving congestion and improving accessibility. This will be accomplished by increasing travel lane width on selected streets, enhancing access to parking and providing expanded parking availability, eliminating or mitigating pedestrian/vehicle conflict, and planning for aiternative modes of' travel and transportation (bicycle, surface transit, light, heavy, and high speed rail, and possibly people movers). This goal is supported with selected short and long term objectives, designed to foster an openness and ease of accessibility to the Downtown. Sho~t Term Objectives How To Get It Started Defining and improving Circulation and Access Routes Selected Streets should be made one way with angle parking on the right side. The use of angle parking will yield approximately the same number of parking spaces as currently exists on these streets. Streets with six lanes, i.e. two travel lanes, and one parking lane in each direction, should become three one way travel lanes with one parking lane, and one bicycle lane in each direction. These streets include: a. F Street southbound between Twenty-forth Street and Truxtun Avenue b.. H Street northbound between Truxtun Avenue and Twenty-forth Street c. L Street southbound between Twenty-fourth Street and Truxtun Avenue 111 d. N Street northbound between Truxtun Avenue and Twenty-second Street, then via two way traffic, west one block on Twenty-second Street to M Street, then north on M Street. e. Enhanced access from Twenty-third Street and Twenty-fourth Street onto F Street, H Street, L Street and M street. Selected streets should remain two way, 'but have travel lane widths increased and a bicycle lane in each direction added by eliminating on street parking. These include: a. Twenty-first Street between F Street and N Street b. Eighteenth Street between F Street and N Street Parking Attention should be focused on modifying existing parking and creating additional parking directly accessible from ingress routes. Streets interior to the downtown grid, generally bounded by F Street, Truxtun Avenue, Twenty-third Street and N Street, and not designated as main circulation and access routes, should initially be fully utilized for on street parking. The further development of the "parking mall" style of angle parking appears ideal, with some limitation of curb cuts that otherwise limit parking. Parking management is critical to creating the perception of and actual availability of "public" parking. The city or a downtown parking authority formed for the purpose, should operate and coordinate parking assets, and provide for the orderly expansion of additional facilities, and the conversion of surface facilities. Special attention is focused on the existing Eighteenth Street Garage, and the envisioned N Street facility at the old ANB office site. On street parking must be available for our business clients, guests, shoppers and visitors. Off street parking, especially in parking structures should be utilized for owners and employees. In and out privileges address the needs of those who come and go from their place of business regularly. Parking limits for on street parking should be strictly enforced. Violations could be paired with an incentive to use garage parking on a monthly basis. A parking validation program should be considered. Businesses that have their own parking would use/reserve it for their own employees while businesses that experience insufficient parking will be able to participate in "ownership" of parking in parking structures such as the existing Eighteenth Street Garage and the envisioned ANB site structure. Excess surface parking, or that which is not used or'reserved for owner/employee use, would be operated by the city or parking authority as "public parking". Parking management, to create an image of increased accessibility, would develop "public" parking that is the most visible/accessible while owner/employee parking would be less visible and accessible. Long Term Objectives Finishing The Job Enhancements beyond the short tenn. iv Enhancements need to be developed and implemented over time that continue to increase the openness and ease of access to the Downtown area. These will include: a. transition north bound N Street into M Street between TwentY-second Street and Twenty-third Street b. At Golden State, convert M Street to a signal controlled "T": intersection with southbound traffic redirected into L Street, realign Twenty-sixth Street between L Street and M Street, consider extending the one way segments on M Street from Twenty-fourth Street to Golden State, and on L Street fi.om Golden State to Twenty-forth Street. On the south side of Golden State, consider closing L Street, O Street, and Twenty-sixth Street, and on the north side of Golden State, consider closing M Street, and O Street from access to Golden State. Consider creating a frontage road to join, on the south side of Golden State, M Street and O Street to the "T" intersection of M Street on the south side of Golden State. c. develop underpasses at the Santa Fe Railroad crossings at L Street and N Street, and possibly extend the one way segments of L Street and N Street to California Avenue. d. Provide for the extension of F Street through to California Avenue via Fifteenth Street and the H Street underpass, and close the Santa Fe Railroad crossing ofF Street. Consider vacating G Street between California Avenue and Fourteenth Street, and Thirteenth Street between G Street and H Street. e. Enhance left turn access from north bound and south bound Union Avenue to Eighteenth Street and Twenty-first Street, and close Seventeenth Street, Nineteenth Street Twentieth Street, Twenty-second Street and V Street to crossing Union Avenue. f. Improve the traffic circle intersection of Chester Avenue, Thirtieth Street and ingress and egress fi.om Golden State to north bound and south bound Chester Avenue. g. Develop an inter modal transit facility between H Street and Chester Avenue, and the existing Santa Fe Railroad right of way and California Avenue to serve surface (GET and county rural) transit, Intercity bus (Greyhound and Orange Belt), future light rail, AMTRAK and future High Speed Rail. h. Modify the intersections of Twenty-forth Street and Golden State, and Sumner and Golden State to enhance an expressway image of Golden State. i. extend the "status" of Twenty-first Street and Eighteenth Street east fi.om N Street to Q Street. ~ j. Provide for the under crossing of Q Street at the Santa Fe Railroad crossing, and the upgrading of Q Street with travel lane enhancements and consider the elimination of on street parking between California Avenue and Twenty-forth Street. k. Provide for the under crossing of Q Street at the Southern Pacific Railroad. Long Term Parking Considerations As privately owned "public parking" surface sites were replaced by future development, provisions would be made for replacement "public" and business parking, primarily as garaged "public" and monthly employee/owner parking. The intent is to eventually make all permanent surface and structure "public parking" accessible from the grid access streets ofF, H, L, M, Eighteenth and Twenty-first Streets. The same would be true for monthly parking. Ideally, parking structures chould be connected directly to major adjoining buildings, a feature that will significantly enhance accessibility and desirability of use. Eventually, reliance on the "parking mall" network on streets internal to the grid network would be converted to pedestrian mall and outdoor pavilion uses as parking structure develpment progressed, adding immensely to the desirability for people and family groups to visit, shop .and conduct business in the DowntOwn ' area. Downtown parking will transition in two components. Permanent parking will be mostly in structures for employees and owner uses. Parking for "public" and business users will be similarly developed and ideally will be interconnected with buildings integral to the grids in which it is located. By interconnecting parking and business, incentives are established that will enable the development of pedestrian exclusive areas within the grid streets, further enhancing the attractiveness of the Downtown and the diversity of development potential. Eventually on street parking will no longer be used, resulting in a similar competitive status as suburban malls. That is, once you arrive, parking is assured and businesses are accessible with relative safety. The Downtown areas will however, be more compact and offer greater diversity, as activities will emphasize goods and services not usually sought or found in suburban malls. Attachments: 1. Circulation Study, City of Bakersfield, Public works, May 1992, revised July 2, 1992. 2. Downtown area map. vi CIRCULATIDN STUDY PREPARED FOR THE DEVELOPMENT COMMITTEE OF THE CENTRAL DISTRICT DEVELOPMENT AGENCY Public Works~ Traffic Engineering S. L. Walker, P.E. Traffic Engineer May 1992 revised July 1992 CIRCULATION STUDY FUTURE CIRCULATION IN THE DOWNTOWN CORE AREA BAKERSFIELD, CALIFORNIA INTRODUCTION The downtown core area was defined as an area bounded by 24th Street (westbound State Route 178) on the north~ Trux~un Avenue on the south~ Q Street on the east and F Street~ on the west. The major streets in the area in addition to the boundary streets are 23rd Street (eastbound State Route 178), 21st Street~ 18th Street, H Street~ Truxtun Avenue~ L Street and N Street.~ Contained ~within the core study area or adjacent to it are City and County government office buildings~ the convention center and future hotel facilities~ Federal and State offices and services, financial institutions and educational facilities such~ as the Bakersfield College~ downtown facility. Also within the area are numerous private business offices, retail businesses, some restaurants and utility offices. Portions of the area are vacant and awaiting for future development. Golden Empire Transit has a downtown bus transfer station at ~2nd Street and Chester Avenue. GET b~s routes follow Truxtun Avenue~ Chester Avenue and 21st Street. PURPOSE OF CIRCULATION STUDY The purpose of the analysis of the circulation in the downtown core is to make a recommendation on the future traffic patterns. Traffic currently uses mostly t~o-wa¥ streets, traffic moves in both directions on the same street. The only couplet of one-way streets in the downtown area is the State Route 178 highway using surface streets 23rd and 24th Streets. Portions of 19th Street, 20th Street~ Eye Street and K Street are one-way parking mails. These parking malls are not primary streets and do not carry substantial traffic. :///1 11//? _"--..JI ~ I ~ '------~ (:::;",') ~ ..... '~ "'"~-~ L I'. /~.__~,:,/___ J L ~ ' '--"~ -~^x// ,~ // ._Jll I IL___J :, ~ .'. ,'-. .. ,i : i . . %.xq .. ~/ --r----q~,~' "~ -:'----t--- UL ? .? ' ' . .... -.-: . -: ..... '. '~'~j [ ,, _-~a..- "'"'---;--- ...,;o~/%H HF-q~--;.:-. -,. ,_,~,,,~ :...,..,. -. . ....... ..-.. , ,, . , ~.- . :,',×.,x.,.~,.,. I1 I III III; ~." -:-' '-:" .- '... ,' -x<.:.:.~..-.~ I :'. ~i .,,., /~ / I I1[ ,,.' //~////~ N .'~. I ~ Ii .. II I I !1 : -'; : ' ' · .,?~,., //~"--,.__~.~.s=_~ L..~ -" , . L_.~ ~ ........... ,. o "--'~"~ '-. ".,.x ,". 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'- -- ._ IF ' ~ I LF,,.].r___~m~F--'ql li~..l/~,.-__~,/I !,,E~,~I ,,,.,, I,,.~,,, ,,,F-qFI~I~J~ .--- r-lL__tl :, J, ..... ,.,,./I I F-~I ~ L_J / II IF-q F-1 k~J F--q .F--q I-,I L_J / Ii , I I ' - ' -~ r~rn I i rm r-n im r-n r--n i~ r-n r--m r-m r~ r--n '"-"' "OE] nE3 E:][3 ELL--3 0[3 ©O ©[3 ~g_._F-71... ',' .... / ,5 ./'~_.) ~( ~7 . ..~ ' F /"'.~,. :x '~. ~" DESCRIPTION OF EXISTING PRIMARY STREETS STUDIED F Street F Street is a north-south primary street. F Street begins at the north end at the intersection with Golden State' Avenue · (State Route 204) and ends at 14th Stree. t, adjacent to Bakersfield High School. Between Golden State and 23rd Street, F Street is marked as 4'lanes with a center turn lane with parking at inset parallel parking segments. From 23rd Street to Tru×tun Avenue is marked as four lanes, no turn lanes with parking. South of Truxtun 'the street is marked as two lanes with parking. H Street H Street is a north-south primary street. H Street starts Just north of 30th Street and continues south of Bakersfield ending at Panama Road/Taft Highway. Between 24th Street and 30th Street the roadway is marked as two lanes with parking. From 24th Street to Truxtun the street is marked as fdu~r lanes with parking and no turn lanes. From Tru×tun to California it is marked with four lanes, turn lanes and a bike lane. South of California the street generally has four lanes and 'parking with turn lanes at major intersections. Chester Avenue Chester Avenue is a street of major importance in Bakersfield and runs from north of the Oildale area to just north of East White Lane where is intersects with Union Avenue. From the Garces Circle area to Truxtun Avenue, Chester Avenue is marl~ed as four lanes with a center turn lane and parking allowed. ~South of Truxtun, the street is' marked as three lanes each direction with turn lanes. L Street L Street is another primary access street running north-south through Bakersfield. L Street starts at Golden State Avenue and ends at Brundage Lane. From Golden State to 24th Street the roadway is marked for two lanes with parking allowed. From 24th Street south to south of Truxtun, the roadway is marked for two lanes with a center left turn lane and parking allowed. South of the Santa Fe Railroad south of Tru×tun, the roadway is marked for four lanes with no turn lane to California. N Street N Street is a north-south street. A one and a half block segment exists north of 24th Street. The street begins again at 23rd Street and continues South to Brundage Lane. The roadway is marked for two lanes of traffic with parking. Left turn lanes are marked at the signal at Truxtun Avenue. 18th Street 18th street is an east-west primary street. 18th begins at Oak Street and continues east to Union Avenue. East of Union Avenue the street angles and continues in the East Bakersfield ares as East 18th Street. The roadway is marked as two lanes with parking from Oak Street to F Street. From-F Street to past L Street it is marked as two lanes with marking for four lanes st signal controlled intersections. 21st Street 21st Street is simil~ to 18th Street. It is also an east- west street and begins at Westwind Drive, Just west of Oak Street, and ends at Union Avenue. It continues through the East Bakersfield district as East 21st Street. 21st Street is primarily marked as two lanes with some marking as four lanes at signal controlled intersections. EXISTING TRAFFIC VOLUMES OF STUDIED STREETS The existing traffic volumes ~were taken from the traffic census perform each year by the Traffic Engineering section. The latest volume counts were averaged for the 1991 year and represent the average traffic expected on a typical weekday. These averages are based on actual counts taken during the year. F Street Between Tru×tun and 18th 10,500 '~ Between 18th and 24th 11,900 ~ Between 24th and Golden State 13,300 H Street Between Truxtun and 19th 11,475 -~ Between 19th and 21st 12,575 Between 21st and 24th 9,325 Between 24th' and 30th 7,108 Chester Avenue Between Truxtun and 18th 20,225~ Between 18th and 20th 20,450 Between 20th and 22nd 16,625 Between 22nd and 24th 17,825 Between 24th and Garces Circle 18,100 L Street Between Tru×tun and 18th 5,100 Between 18th and 23rd 5,500 Street Between Truxtun and 18th 4,000 Between 18th and 23rd 2,000 6 Existing traffic volumes continued. Tru~tun Avenue Between F Street and H Street 19~600 Between H Street and Chester 19,050 Between Chester and N Street 18~500 Between N Street and Q Street 14~550 18th Street Between F Street and H Street 6~650 Between H Street and Chester 6~875 Between Chester and L Street 5~450 Between L Street and Q Street 5~325 Street Between F Street and H Street 6,075 Between H Street and Chester 5~725 Between Chester and L Street 5~875 Between L Street and P Street 4~675 7 EXISTING STREET CAPACITIES - TRAFFIC VOLUME The existing streets of the study have a theoretical capscity to handle traffic, These capacities are based on historical informstion gathered by traffic engineers throughout the world to give a standard of measure. Two lane bidirectional streets have a capacity of 15,000 cars per day at a Level of Service (LOS) F condition. This is basic bumper to bumper slow mov~ng~traffic. The 2010 General Plan identifies ~ LOS of C as desirable to maintain for the City of Bakersfield. The flow of traffic Ks stable and the operation of individual drivers becomes affected by the interactions with others in the traffic stream. The selection of speed is affected by the speed of those surrounding vehicles and maneuvering requires more vigilance on the part of the driver. The number of vehicles stopping at~ traffic signals is significantt although many pass through without stopping. Level of Service C is used by most communities as the desired minimum level of service to provide.~ LOS C on a two lane bidirectional street is about 10,000 vehicles per day. A single lane of traffic is calculated to carry about 6tOO0 cars a day~ one direction, at a LOS C. All streets within the study at better than LOS C at this time. 8 FUTURE TRAFFIC VOLUMES AND LEVEL OF SERVICE The year 2010 is the design year used for our projection of traffic volumes in the downtown area. Th~s is also the General Plan 2010 year. Traffic in the downtown area is stable at this time w~th iow growth rate of traffic volume based on past years. Using that experience as a ~asis~ projections for the study streets were made. Although current traffic growth is slow in the downtown area, the potential for development and associated increases in traffic is also high. With that in mind two projections are made for the streets in the study, one reflects the current slow growth and the other reflects the potentialt more rapid, growth. street low high F Street 16,'000 25~000 H Street 15tOO0 25,000 Chester 24,000 30, 000~ L~ Street 8,000 15,000 N Street 7,000 15, 000 Tru×tun 24,000 30~ 000 18th Street 10~000 15~000 21st Street 10~000 15,000 All streets would be within the'LOS ~.C service level. 9 ONE WAY STREET SYSTEM IN THE FUTURE In addition to estimating the future volumes on the study street, we also were asked to analyze the need for creating one way streets to act as a couplet with a parallel street in the opposite direction. Four streets are projected to traffic levels that may degrade below the desired LOS C level after the year 2010. They are F Street~ H Street~ L Street and N Street. F Street and L Street were studied for possible one-way couplet streets. The capacity to handle traffic is greatly improved by such design but it does create problems. If F Street is made a one way street southbound, it would really need to extend to Golden State to handle the traffic load. The section from 24th Street north to Golden State will have the'highest volume on F Street. The problem is going northbound. H Street does not now have a connect'ion to Golden State Avenue and'connection to the road is not recommended by CalTrans. The road is a State highway and controlled by CalTrans. Having the two streets as one way streets only b~tween'~4th and Tru×tun does not serve as much traffic but could still improve flow and be an improvement in the future if the Level of Service is impacted. I would recommend that this configuration be considered as a future, after 2010, possibility. I do not see it being needed before the 2010 design year. ~he other couplet considered was L Street and N Street. The need for this couplet is also not projected to occur before the year 2010 unless other changes occur. The southern alignment of the Highway 178 connection to Highway 99 would pass just south of Truxtun and north of California~ following the railroad. This alignment is identified by the City as the desired alignment on the 2010 plan but is not yet accepted by the CalTra~. Problems include the high cost of the alternative and difficult connection to Highway 99 interchanges. If this is eventually accepted by CalTrsns and built, the couplet of L and N Streets would be accelersted in need. The alignment proposes interchanges at L Street and at N Street to access the downtown area. I would estimate that the streets ~hould be made into one way couplets with the opening of the.southern ~lignment highway. 10 N Street is not without difficulty as a one way street. It would need to be northbound and connect into 24th Street (State Route 178). I checked with CalTrans engineers and planners on how this could be done. Due to the configuration of the highway turning into a surface street, a direct connection was not possible per CalTrans. This left an alternative of sweeping N Street west to the M Street alignment on the last block approaching 23rd Street. The advantage to this is no changes to the highway ~nterchange or additional intersections. CalTrans was amenable to this concept since it would not affect them. CONCLUSION AND RECOMMENDATION For long range planning purposes I would recommend that F Street and H Street along with L Street and N Street be planned to be one way couplets in the future. This should be shown on future circulation plans for the downtown area as part o£ the Downtown Redevelopment Element of the 2010 Oeheral Plan. For the near future to 2010, I do not see the need to change the traffic pattern based on my projections of traffic growth. 11