Apple Valley City Council
October 14, 2025

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1. Addendum to the Adopted General Plan EIR
September 2025 Page 5
Moving Source Emissions
At buildout of the General Plan and annexation areas, operational emissions from vehicles will exceed MDAQMD thresholds for all criteria pollutants, with or without the application of mitigation measures.

Regardless of mitigation measures, development of the General Plan will contribute to cumulative air quality impacts locally and regionally. Although emissions can be mitigated to a certain degree, significant and unavoidable impacts to air quality, including greenhouse gas emissions, will occur as a result of development of the General Plan. Requiring project-specific proposals to implement mitigation measures can be effective in reducing air quality impacts to the entire General Plan area. Mitigation measures and design features such as providing alternative transportation options, increasing the use of green building design and technologies into planned future and remodeled facilities, and incorporating the use of alternative energy sources both locally and regionally through individual and region-wide solar roof installation projects and region-wide wind farm development, will reduce the emissions associated with buildout of the area. These measures will not only reduce emissions of pollutants but will also reduce emissions associated with the formation of greenhouse gases (Apple Valley 2009, pg. IV-1).

Land Use
The Annexation Area 2008-001 is currently primarily designated for low-density residential development of 1 unit per acre. The proposed land use plan for Annexation 2008-001 will result in increased residential densities, in the addition of 773 acres of commercially designated lands, and 812.1 acres of industrial designated lands. These lands are currently designated Rural Living under the County General Plan.

As development occurs in Town over the next several years, an intensification of land use would be expected in Annexation 2008-001, regardless of the current land use patterns in the area. However, the character of the existing scattered residential development, and of potentially constructed one-acre residential lots in the future, will be changed significantly by the proposed land use designations in this annexation area. Only about 208.7 acres, or 7.5 percent of the 2,774.6 acres within the annexation area are currently developed. The impact of development to existing residents will therefore be limited, and the development of the area will not displace a substantial number of homes or residents.

Changes in land use designations as proposed for Annexation 2008-001 cannot be mitigated to less than significant levels. As a result, the anticipated changes in land use designations within Annexation 2008-001 will be significant and unavoidable, as they relate to land use (Apple Valley 2009, pg. IV-2).

Traffic and Circulation
The traffic analysis evaluates peak hour traffic operations based on turning movement estimates shown in the Apple Valley Traffic Model and recommends intersection lane configurations based on proposed General Plan roadway cross-sections and projected future travel patterns in the planning area. The Town’s standard for acceptable LOS is established at LOS D in the General Plan. As analyzed and described in Section III, all intersections except one will operate at this level of service at General Plan build out during AM and/or PM peak hours. At the intersection of Dale Evans Parkway and Corwin Road, the LOS during the morning peak hour will be LOS E. This intersection will therefore not operate at an acceptable level of service. No feasible improvements were identified to address the unacceptable LOS at this intersection.

All traffic impacts associated with both annexation areas will be mitigated to less than significant levels (Apple Valley 2009, pg. IV-3).

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C I R C U L A T I O N E L E M E N T U P D A T E

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1. Addendum to the Adopted General Plan EIR
April 2025 Page 6

1.4 PURPOSE OF AN EIR ADDENDUM
According to CEQA Guidelines Section 15164(a), an addendum shall be prepared if some changes or additions to a previously adopted EIR are necessary, but none of the conditions enumerated in CEQA Guidelines Sections 15162(a)(1)– (3) calling for the preparation of a subsequent EIR have occurred. As stated in CEQA Guidelines Section 15162 (Subsequent EIRs and Negative Declarations):

Section 15162
When an EIR has been certified or negative declaration adopted for a project, no subsequent EIR shall be prepared for that project unless the lead agency determines, on the basis of substantial evidence in the light of the whole record, one or more of the following:
(1) Substantial changes are proposed in the project which will require major revisions of the previous EIR or negative declaration due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects; (2) Substantial changes occur with respect to the circumstances under which the project is undertaken which will require major revisions of the previous EIR or negative declaration due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects; or (3) New information of substantial importance, which was not known and could not have been known with the exercise of reasonable diligence at the time the previous EIR was certified as complete or negative declaration was adopted, shows any of the following:
(a) The project will have one or more significant effects not discussed in the previous EIR or negative declaration;
(b) Significant effects previously examined will be substantially more severe than shown in the previous EIR;
(c) Mitigation Programs or alternatives previously found not to be feasible would in fact be feasible and would substantially reduce one or more significant effects of the project, but the project proponents decline to adopt the mitigation Program or alternative; or (d) Mitigation Programs or alternatives which are considerably different from those analyzed in the previous EIR would substantially reduce one or more significant effects on the environment, but the project proponents decline to adopt the mitigation Program or alternative.

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1. Addendum to the Adopted General Plan EIR
September 2025 Page 7

1.4.1 Rationale for Preparing an EIR Addendum
As stated in CEQA Guidelines Section 15164 (Addendum to an EIR):
(a) The lead agency or responsible agency shall prepare an addendum to a previously certified EIR if some changes or additions are necessary but none of the conditions described in Section 15162 calling for preparation of a subsequent EIR have occurred. (b) An addendum to an adopted negative declaration may be prepared if only minor technical changes or additions are necessary or none of the conditions described in Section 15162 calling for the preparation of a subsequent EIR or negative declaration have occurred. (c) An addendum need not be circulated for public review but can be included in or attached to the final EIR or adopted negative declaration.
(d) The decision-making body shall consider the addendum with the final EIR or adopted negative declaration prior to making a decision on the project.
(e) A brief explanation of the decision not to prepare a subsequent EIR pursuant to Section 15162 should be included in an addendum to an EIR, the lead agency’s findings on the project, or elsewhere in the record. The explanation must be supported by substantial evidence.

The proposed project would include the Circulation Element Update with minor modifications to the existing and proposed street network. The VMT calculation indicates a slight reduction in VMT for the service population. Due to the minor and incremental nature of the changes, an Addendum is recommended, rather than an IS/MND or new EIR, by CEQA Guidelines Section 15164. The project evaluates existing and proposed roadways from the adopted General Plan and its Certified EIR. It is anticipated that the update will not trigger new significant impacts. Using an Addendum builds on prior work and accelerates the project review process. If the Addendum is supported by substantial evidence, it provides the same protection as the original General Plan EIR if challenged.

A copy of this addendum, and all supporting documentation, may be reviewed or obtained at the Town of Apple Valley, The Planning Division, 14975 Dale Evans Parkway, Apple Valley, CA 92307.

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1. Addendum to the Adopted General Plan EIR

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September2025 Page 9

2. Modifications to Circulation Element

2.1 TRUCK ROUTES
Figure 1, Proposed Truck Routes and Freight Rail Lines, would replace the Circulation Element’s truck routes map (Exhibit II-8) as shown in Figure 2, Existing Truck Routes. Notable updates include the removal of the High Desert Corridor as a Through Truck Route and the addition of all roads within the NAVISP to be classified as local truck routes.

In addition, the Circulation Element includes revised language regarding truck routes on page II-59. Deletions are shown in strikethrough, and additions are indicated with underline. The following text has been updated to reflect the proposed changes to truck routes. Changes from existing designated truck routes from the Circulation Element are as follows:

Truck Routes
Apple Valley truck routes are shown in Exhibit II-8. The new truck routes represent a change from those previously designated, as listed below.

Apple Valley Road
▪ between Ohna Road and Outer Highway I-18 – Local Truck Route removed ▪ between Bear Valley Road and Del Oro Road – Local Truck Route removed ▪ between Del Oro Road and Tussing Ranch Road – Local Truck Route removed ▪ south of Tussing Ranch Road – Local Truck Route removed Dale Evans Parkway
▪ between Quarry Road and Cordova Road – change from Through Truck Route to Local Truck Route ▪ between Cordova Road and Johnson Road – change from Through Truck Route to Local Truck Route ▪ between Johnson Road and LaFayette Street – change from Through Truck Route to Local Truck Route ▪ between LaFayette Street and Fresno Road – change from Through Truck Route to Local Truck Route ▪ between Fresno Road and High Desert Corridor – change from Through Truck Route to Local Truck Route
▪ between High Desert Corridor EB Ramps and Corwin Road – change from Through Truck Route to Local Truck Route
▪ between Corwin Road and Waalew Road – change from Through Truck Route to Local Truck Route Kiowa Road
▪ between SR-18 and Yucca Loma Road – Local Truck Route removed ▪ between Yucca Loma Road and Ottawa Road – Local Truck Route removed ▪ between Ottawa Road and Nisqually Road – Local Truck Route removed

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2. Modifications to Circulation Element

▪ between Nisqually Road and Pah-Ute Road – Local Truck Route removed ▪ between Pah-Ute Road and Bear Valley Road – Local Truck Route removed Navajo Road
▪ between Quarry Road and Cordova Road – new Local Truck Route ▪ between Cordova Road and Johnson Road – new Local Truck Route ▪ between Johnson Road and LaFayette Street – new Local Truck Route ▪ between LaFayette Street and Fresno Road – new Local Truck Route ▪ between Bear Valley Road and Sandia Road – Local Truck Route removed ▪ between Sandia Road and Del Oro Road – Local Truck Route removed ▪ between Del Oro Road and Tussing Ranch Road – Local Truck Route removed Stoddard Wells Road
▪ west of I-15 Freeway – Local Truck Route removed
▪ between Johnson Street and Quarry Road – new Local Truck Route Quarry Road
▪ between I-15 Freeway and Stoddard Wells Road – new Through Truck Route ▪ between Stoddard Wells Road and Dale Evans Road – new Through Truck Route ▪ between Dale Evans Road and Dachshund Avenue – new Through Truck Route ▪ between Dachshund Avenue and Navajo Road – new Through Truck Route ▪ between Navajo Road and Central Road – new Through Truck Route Johnson Road
▪ between Stoddard Wells Road and Dale Evans Parkway – new Local Truck Route ▪ between Navajo Road and Central Road – new Local Through Truck Route Waalew Road
▪ between Dale Evans Parkway and Navajo Road – change from Through Truck Route to Local Truck Route ▪ between Navajo Road and High Desert Corridor EB Ramps – change from Through Truck Route to Local Truck Route
▪ between High Desert Corridor EB Ramps and WB Ramps – change from Through Truck Route to Local Truck Route
▪ between High Desert Corridor WB Ramps and Central Road – change from Through Truck Route to Local Truck Route
Yucca Loma Road
▪ between Apple Valley Road and Rincon Road – Local Truck Route removed ▪ between Rincon Road and Kiowa Road – Local Truck Route removed

Existing Truck Routes and Freight Lines
Dale Evans Parkway
Navajo Road
App el Val el y Road
Boulder Road
Happy Trails Highway
Outer Hwy 18 North
E Street
Bear Valley Road
Kiowa Road
Victorville Quarry Road
Joshua Road
Central Road
Frontage Road South
Dale Evans Parkway
Bass Hill Road
3rd Avenue
Stoddard Wells Road
Kamana Road
7th Street
Central Road
Thunderbird Road
Deep Creek Road
Tussing Ranch Road
Waalew Road
Outer Highway 15 South
Silica Drive
Stoddard Wells Road
Navajo Road
Apple Valley Road
Hesperia Road
Bear Valley Road
Corwin Road
Central Road
Figure 7
0 0.5 1 2 Miles
Data Source: Town of Apple Valley
Local Truck Route
Truck Route Type
Through Truck Route Town Boundary
Railroad All Roads within Northern Apple Valley
Industrial Specific Plan (NAVISP) are
classified as local truck routes.

PlaceWorks
Source: Fehr & Peers 2025.

ADDENDUM TO THE APPLE VALLEY GENERAL PLAN AND ANNEXATIONS 2008-001 & 2008-002 EIR 0 Scale (Miles)
1 TOWN OF APPLE VALLEY
Figure 1 - Proposed Truck Routes and Freight Rail Lines 15 18

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PlaceWorks
Figure 2 - Existing Truck Routes
ADDENDUM TO THE APPLE VALLEY GENERAL PLAN AND ANNEXATIONS 2008-001 & 2008-002 EIR Source: Terra Nova Planning and Research 2009.

TOWN OF APPLE VALLEY
Through Truck Route
Local Truck Route
Legend
0 Scale (Miles)
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2. Modifications to Circulation Element
September 2025 Page 15

2.2 TRANSPORTATION NETWORK
In addition, Figure 3, Proposed General Plan Buildout Transportation Network, would replace the Circulation Element transportation network (Exhibit II-6), as shown in Figure 4, Existing Transportation Network. The proposed project would make the following changes to the transportation network map:

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General Plan Buildout Transportation Network
Dale Evans Parkway
Navajo Road
App el Val el y Road
Boulder Road
Happy Trails Highway
Outer Hwy 18 North
E Street
Bear Valley Road
Kiowa Road
Victorville Quarry Road
Joshua Road
Central Road
Frontage Road South
Dale Evans Parkway
Bass Hill Road
3rd Avenue
Stoddard Wells Road
Kamana Road
7th Street
Central Road
Thunderbird Road
Deep Creek Road
Tussing Ranch Road
Waalew Road
Outer Highway 15 South
Silica Drive
Stoddard Wells Road
Navajo Road
Apple Valley Road
Hesperia Road
Bear Valley Road
Corwin Road
Central Road
Figure 8
0 0.5 1 2 Miles
Data Source: SBCTA, 2020; Fehr & Peers, 2024 Roadway Classification Major Divided Parkway (142' ROW)
Major Divided Arterial (128' ROW)
Major Road (104' ROW)
Secondary Road (88' ROW)
Collector (60'-66' ROW)
Future Interchange
Town Boundary
Modified Major Divided Arterial
Modified Major Road
Modified Sceondary Road
PlaceWorks
Source: Fehr & Peers, 2024.

ADDENDUM TO THE APPLE VALLEY GENERAL PLAN AND ANNEXATIONS 2008-001 & 2008-002 EIR 0 Scale (Miles)
1 Figure 3 - Proposed General Plan Buildout Transportation Network 15 18

CALIFORNIA
General Plan Buildout Transportation Network
Dale Evans Parkway
Navajo Road
App el Val el y Road
Boulder Road
Happy Trails Highway
Outer Hwy 18 North
E Street
Bear Valley Road
Kiowa Road
Victorville Quarry Road
Joshua Road
Central Road
Frontage Road South
Dale Evans Parkway
Bass Hill Road
3rd Avenue
Stoddard Wells Road
Kamana Road
7th Street
Central Road
Thunderbird Road
Deep Creek Road
Tussing Ranch Road
Waalew Road
Outer Highway 15 South
Silica Drive
Stoddard Wells Road
Navajo Road
Apple Valley Road
Hesperia Road
Bear Valley Road
Corwin Road
Central Road
Figure 8
0 0.5 1 2 Miles
Data Source: SBCTA, 2020; Fehr & Peers, 2024 Roadway Classification Major Divided Parkway (142' ROW)
Major Divided Arterial (128' ROW)
Major Road (104' ROW)
Secondary Road (88' ROW)
Collector (60'-66' ROW)
Future Interchange
Town Boundary
Modified Major Divided Arterial
Modified Major Road
Modified Sceondary Road General Plan Buildout Transportation Network Dale Evans Parkway Navajo Road App el Val el y Road
Boulder Road
Happy Trails Highway
Outer Hwy 18 North
E Street
Bear Valley Road
Kiowa Road
Victorville Quarry Road
Joshua Road
Central Road
Frontage Road South
Dale Evans Parkway
Bass Hill Road
3rd Avenue
Stoddard Wells Road
Kamana Road
7th Street
Central Road
Thunderbird Road
Deep Creek Road
Tussing Ranch Road
Waalew Road
Outer Highway 15 South
Silica Drive
Stoddard Wells Road
Navajo Road
Apple Valley Road
Hesperia Road
Bear Valley Road
Corwin Road
Central Road
Figure 8
0 0.5 1 2 Miles
Data Source: SBCTA, 2020; Fehr & Peers, 2024 Roadway Classification Major Divided Parkway (142' ROW)
Major Divided Arterial (128' ROW)
Major Road (104' ROW)
Secondary Road (88' ROW)
Collector (60'-66' ROW)
Future Interchange
Town Boundary
Modified Major Divided Arterial
Modified Major Road
Modified Sceondary Road

TOWN OF APPLE VALLEY
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Town of Apple Valley
Street System
Adopted August 11, 2009, Town Council Resolution 2009-21 Amended June 12, 2012, Town Coucil Resolution 2012-25
General Plan Exhibit II-6
Path: \\gis\layers\Planning\II_6 Street System06122012.mxd Road Designations
Major Divided Parkway (142' ROW)
Major Divided Arterial (128' ROW)
Major Road (104' ROW)
Secondary Road (88' ROW)
Collector (60'-66' ROW)
Modified Road Section
High Desert Corridor (E-220)
Future Bridges
Future Interchange
PlaceWorks
Figure 4 - Existing Transportation Network
ADDENDUM TO THE APPLE VALLEY GENERAL PLAN AND ANNEXATIONS 2008-001 & 2008-002 EIR

TOWN OF APPLE VALLEY
Source: Terra Nova Planning and Research 2012.
0 Scale (Miles)
1 15
18 CALIFORNIA
Roadway Designations
D
0

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September2025 Page 21

3. CEQA Analysis

3.1 ENVIRONMENTAL ANALYSIS
As shown in Figure 1, Proposed Truck Routes and Freight Rail Lines, the new local truck routes are located within the NAVISP area. Other truck routes in Figure 1 have been previously identified in the existing Circulation Element and already serve existing and future nonresidential development. The existing Circulation Element identifies several truck routes in this area, including Quarry Road, Dale Evans Parkway, Johnson Road, Navajo Road, Central Road, Lafayette Street, Fresno Road, Waalew Road, and a High Desert Corridor. This area is primarily characterized by industrial, commercial, institutional, office, and airport-related uses, with lower density north of Quarry Road. These new local truck routes, located in the NAVISP area, would not impact the surrounding environment as truck routes are not an unusual activity within the area due to the existing truck routes identified in the existing Circulation Element.

In addition, according to CalEnviroScreen, the northern portion of the Town of Apple Valley has a score ranging from 60 to 70, while the eastern portion falls between 50 and 60 (OEHHA 2025a). The scores are mapped so that different communities can be compared. An area with a high score experiences a much higher pollution burden than areas with low scores. A score of 60-70 indicates a medium to high pollution burden, while a score of 50-60 suggests a medium pollution burden. Although these scores indicate varying levels of pollution burden, no areas within the Town of Apple Valley are currently designated as disadvantaged communities (OEHHA 2025b).

As previously noted, the proposed project would include new local truck routes in the NAVISP area as well as future transportation projects (See Table 1), including the addition of a new Interstate 15 interchange at Falchion Road, and the widening of State Route 18 west of Apple Valley Road from 6 to 8 lanes. These new or changing routes are located within zones that already accommodate truck activity or traverse non-residential areas. In addition, the air quality mitigation measures in the Certified EIR would help reduce impacts with the proposed changes, including setbacks and buffer zones between sensitive receptors, review of grading and development permits, and submission of dust control plans with grading permits (Apple Valley 2009, pg. III35). The proposed project will also introduce new circulation policies that would benefit residents, such as Policy 4.A., which aims to facilitate the efficient transport of goods while minimizing negative impacts on local circulation and noise-sensitive land uses. Therefore, while the area exhibits moderate pollution burden scores, the proposed truck routes are not anticipated to result in significant environmental or community health impacts based on existing conditions and land use.

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3. CEQA Analysis

3.2 FINDINGS
There are no substantial changes in the circumstances or new information that was not known and could not have been known at the time of the adoption of the Certified EIR. As a result, and for the reasons explained in this addendum, the project would not cause any new significant environmental impacts or substantially increase the severity of significant environmental impacts disclosed in the Certified EIR. Thus, the proposed project does not trigger any of the conditions in CEQA Guidelines Section 15162, allowing the preparation of a subsequent EIR, and the appropriate environmental document as authorized by CEQA Guidelines Section 15164(b) is an addendum. This EIR addendum has been prepared accordingly. The following identifies the standards set forth in Section 15162 of the CEQA Guidelines as they relate to the proposed project.

1. No substantial changes are proposed in the project which would require major revisions of the EIR due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects.

The existing General Plan already identifies truck routes. The new local truck routes within the NAVISP area (Figure 1) are not expected to significantly increase impacts, as they mirror existing local truck routes in the area and would result in similar activities. Furthermore, the proposed project does not alter the land use pattern, as most future transportation improvements would occur on existing roads or through the construction of new road segments in undeveloped areas. These improvements include the widening of Navajo Road from SR-18 to Thunderbird Road and the widening of Falchion Road from Apple Valley Road to Navajo Road. (See Section

1.2, Project Description)
Additionally, no new significant environmental impacts have been identified beyond those already assessed in the General Plan EIR. As noted in Section 1.3, Certified EIR, significant and unavoidable impacts to air quality, land use, traffic, and circulation were previously determined. While the proposed project may result in physical impacts due to future transportation improvements, the analysis and mitigation measures from the General Plan EIR will still apply. For example, the air quality mitigation measures include setbacks and buffer zones between sensitive receptors, review of grading and development permits, and submission of dust control plans with grading permits (Apple Valley 2009, pg. III-35). The proposed project will also introduce new circulation policies that would benefit residents, such as Policy 4.A., which aims to facilitate the efficient transport of goods while minimizing negative impacts on local circulation and noise-sensitive land uses. Despite these mitigation measures, the development of the General Plan will contribute to cumulative air quality impacts, both locally and regionally. The proposed project will not alter the air quality impact determinations made in the Certified EIR. The land use impacts will remain unchanged, as the land use pattern is not affected by the proposed project.

The Land use impacts would stay the same as the Certified EIR since the land use pattern is not changing under the proposed project. While the Certified EIR assessed transportation impacts based on Level of Service (LOS) metrics, Senate Bill 743 now requires the analysis of transportation impacts based on Vehicle Miles Traveled (VMT) rather than LOS. As shown in Table 1, VMT under the proposed project is expected to be lower.

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3. CEQA Analysis
September 2025 Page 23
All other impacts and mitigation measures outlined in the Certified EIR will remain applicable. For instance, in the case of biological resources, the Certified EIR requires biological resource evaluations before development actions, including site-specific surveys for special-status species in identified habitat areas, particularly near linkage corridors and special survey areas (Apple Valley 2009, pg. III-69).

Section 2, Modifications to Circulation Element, of this Addendum replaces existing figures and text in the Certified EIR to reflect the proposed project. These listed changes are not substantial changes that would necessitate major revisions of the Certified EIR. While the project involves physical impacts, it does not introduce new significant environmental effects or substantially increase the severity of previously identified impacts. The analysis and mitigation measures from the previously Certified EIR remain applicable to the proposed project.

2. No new information of substantial importance, which was not known and could not have been known with the exercise of reasonable diligence at the time the EIR was certified shows:
a. The project will have one or more significant effects not discussed in the previous EIR.

In regard to transportation, VMT was used as a metric for greenhouse gas emissions rather than analyzing transportation impacts. Emissions were determined by multiplying total vehicle miles traveled per day by emission factors, which account for exhaust emissions from starting, running, idling, and factors like tire and brake wear. The Certified EIR states that projections of vehicle emissions associated with the existing General Plan build-out are expected to reduce vehicle emissions, including per-mile emissions, in both the near future and long term (Apple Valley 2009, pg. III-27). As shown in Table 1, VMT under the proposed project is expected to be lower than the existing general plan.
b. Significant effects previously examined will be substantially more severe than shown in the previous EIR.

The Certified EIR identifies significant and unavoidable impacts to air quality, land use, traffic, and circulation.

While the proposed project may result in physical impacts from future transportation improvements, the analysis and mitigation measures from the General Plan EIR will still apply. For example, air quality mitigation measures include setbacks and buffer zones between sensitive receptors, review of grading and development permits, and submission of dust control plans (Apple Valley 2009, pg. III-35). Despite these mitigation measures, the development of the existing General Plan will still contribute to cumulative air quality impacts at both local and regional levels. The proposed project will not change the air quality impact conclusions from the Certified EIR, and land use impacts will remain the same since the land use pattern is not being altered.

Although the Certified EIR assessed transportation impacts based on LOS, Senate Bill 743 now requires the analysis to focus on VMT. As shown in Table 1, VMT under the proposed project is expected to be lower. No significant effects previously examined will be substantially more severe than shown in the Certified EIR.

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3. CEQA Analysis

c. Mitigation measures or alternatives previously found not to be feasible would in fact be feasible and would substantially reduce one or more significant effects of the project, but the project proponents decline to adopt the mitigation measure or alternative.

The mitigation measures outlined in the Certified EIR would remain applicable. For example, air quality mitigation measures include setbacks and buffer zones between sensitive receptors, the review of grading and development permits, and the submission of dust control plans with grading permits (Apple Valley 2009, pg.

III-35). In the case of biological resources, the Certified EIR requires biological resource evaluations before development actions, including site-specific surveys for special-status species in identified habitat areas, particularly near linkage corridors and special survey areas (Apple Valley 2009, pg. III-69). All other mitigation measures identified in the Certified EIR will continue to apply, ensuring that the proposed project addresses previously identified environmental impacts.
d. Mitigation measures or alternatives which are considerably different from those analyzed in the previous EIR would substantially reduce one or more significant effects on the environment, but the project proponents decline to adopt the mitigation measure or alternative.

There are no mitigation measures or alternatives significantly different from those analyzed in the General Plan EIR. Any potential mitigation or alternatives would not reduce the significant effects already identified in the Certified EIR. The proposed project is expected to have similar significant impacts to those outlined in the Certified EIR, and all associated policies and mitigation measures identified in the Certified EIR to address physical environmental effects will apply to future development, maintaining their mitigating effect. As noted earlier, the project primarily proposes refinements to align with the latest legal requirements and updates policies and best practices for circulation, without altering the underlying land uses or increasing environmental impacts compared to the existing General Plan. Since no new significant impacts are anticipated from the adoption of the Circulation Element Update, no additional mitigation measures or alternatives are required for the proposed project.

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September 2025 Page 25

3.3 REFERENCES
Apple Valley, Town of. 2009. Environmental Impact Report (SCH# 2008091077) Apple Valley General Plan And Annexations 2008-001 & 2008-002.
https://www.applevalley.org/home/showpublisheddocument/24331/636552384686570000 ______. 2025. Town of Apple Valley Draft Circulation Element Update.

OEHHA. 2025a (accessed). CalEnviroScreen 4.0.
https://experience.arcgis.com/experience/11d2f52282a54ceebcac7428e6184203/page/CalEnviroScreen4_0. ______. 2025b (accessed). SB 535 Disadvantaged Communities. https://oehha.ca.gov/calenviroscreen/sb535#:~:text=CalEnviroScreen%20is%20a%20screening%20to ol,available%20at%20the%20OEHHA%20Website.

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Planning Commission Agenda Report
DATE: September 17, 2025
TO: Planning Commission
CASE NUMBER: TypeHereGPA 2025-001
APPLICANT: Town of Apple Valley
PROPOSAL: Amend the General Plan to update the Circulation Element including, but not limited to, updating the Town’s Roadway Network (including the removal of the High Desert Corridor), modifying truck routes to comply with Assembly Bill 98 (Warehouse Standards), modifying NonMotorized Transportation plans, integrating Complete Streets for multimodal planning, integrating the Safe Systems Approach for safety planning and establishing the Vehicle Miles Traveled (VMT) metric as the threshold for evaluating transportation impacts.

LOCATION: Town of Apple Valley

ENVIRONMENTAL
DETERMINATION: Addendum to the 2009 General Plan Certified Environmental Impact Report (EIR)
CASE PLANNER: Mike Szarzynski, Senior Planner
RECOMMENDATION: Recommend Approval to the Town Council

BACKGROUND/ REASONS FOR THE CIRCULATION ELEMENT UPDATE
Since the 2009 Circulation Element Update to the General Plan, Apple Valley has undergone substantial changes in land use and transportation needs, particularly in the northern portion of the Town. The rise of large-scale, large acreage industrial development, including multiple High Cube Warehousing applications, has introduced altered infrastructure demands that were not anticipated in the previous plan. Additionally, the planned Brightline West high-speed rail station near Dale Evans Parkway is expected to become a major regional transit hub, further modifying mobility needs and prompting the Town to re-evaluate its long-term transportation strategy.

To address these evolving conditions, the Town issued a Request for Proposals in August 2023 for a comprehensive Circulation Element update. Fehr & Peers was selected based on their expertise in multimodal planning, familiarity with local and regional transportation issues, and prior work with the Town on SB 743 implementation.

The current Circulation Element includes the planned development of the High Desert Corridor between Hwy 18 in Apple Valley and Hwy 14 in Palmdale. The alignment that is shown in the 2009 General Plan showed the corridor as an expressway connecting Highway 18 east of Joshua to I-15 at Falchion. In 2019, the limits of the High Desert Corridor were reduced, and the segment east of I-15 was eliminated from the Plan. This General Plan amendment proposes to update the Circulation Element to reflect the removal of the High Desert Corridor and minor roadway network adjustments associated with the removal. Furthermore, the update modifies truck routes in association with the North Apple Valley Industrial Specific Plan (NAVISP) and incorporates statutory requirements that went into effect following adoption of the 2009 Circulation Element Update as follows:
• Assembly Bill 1358 (AB 1358, Complete Streets) – requires all agencies who update their Circulation Element to incorporate complete street policies. • Assembly Bill 98 (AB 98, Warehouse Standards/Truck Routes) – requires agencies to incorporate a truck route map in the Circulation Element along with specific guidance on where truck routes should be located.
• Senate Bill 743 (SB 743, Vehicle Miles Traveled or VMT) – a change to CEQA to modify the metric for identifying transportation impacts away from level of service (LOS) to VMT. • Senate Bill 932 (SB 932, Safe Systems Approach) – requires mobility elements to implement a safe systems approach to improve safety within the city.

ANALYSIS
A. General:

The Town Engineer, Richard Pedersen, initiated an evaluation of the Town’s future transportation mobility with the elimination of the planned High Desert Corridor. The 2009 Circulation Element assumed that the High Desert Corridor in the Town’s future buildout scenario. The evaluation utilized the regional travel demand model to compare the differences in traffic operations with and without the High Desert Corridor. Minor modifications to the Town’s roadway network are proposed to offset the loss in roadway capacity.

In addition to network changes, this update also reflects the most current State legislation by adding Complete Streets policies consistent with SB 1358, Safe Systems policies consistent with SB 932, establishing VMT thresholds consistent with SB 743, and updating the Town’s truck route network consistent with AB 98 and the NAVISP.

B. General Plan Consistency:

This Update to the Circulation Element of the General Plan is consistent with the other Elements of the General Plan, including the Land Use and Housing Elements as well as the Air Quality and Noise Elements. This Amendment reflects modifications to the General Plan and specifically changes to the Land Use Element over time and aligns the two Elements with greater consistency.

C. Environmental Assessment/ Required Findings
This Amendment only affects the Circulation Element of the Town’s General Plan. No other Elements are affected. The environmental assessment thereby compares the approved 2009 General Plan Circulation Element to the proposed 2025 General Plan Circulation Element

Update. As shown in the following table, the proposed 2025 General Plan Update results in lower vehicle miles traveled (VMT) per person than the adopted 2009 General Plan.

Table 1: Comparison of 2009 General Plan Circulation Element and Proposed 2025 Update Scenario Boundary VMT Service Population (SP) VMT/SP
Proposed Update 1,730,435 128,880 13.43
2009 General Plan 1,743,492 128,880 13.53
The proposed changes to the 2009 General Plan policies are consistent with current State legislation and regulations.

Consistent with CEQA Guidelines Section 15162 and 15164(a), an Addendum (Attachment C) has been prepared to document the proposed minor modifications to the existing and proposed roadway network and the incorporation of current State regulations. The Planning Commission must make the Environmental Findings within the attached Resolution as fully described within the EIR Addendum in Section 3.2 entitled Findings for the Recommendation to proceed to the Town Council.

D. Tribal Noticing:

Pursuant to Senate Bill 18 (SB 18), General Plan Amendments trigger a 90-day tribal consultation period. Tribal consultation letters were sent out by email and U.S. mail to the following eight (8) tribes on May 21, 2025:
- Agua Caliente Band of Cahuilla Indians
- Kern Valley Indian Community
- Morongo Band of Mission Indians
- Fort Yuma Quechan Indian Tribe (Quechan Tribe of the Fort Yuma Reservation) - San Fernando Band of Mission Indians
- Yuhaaviatam of San Manuel Nation (San Manuel Band of Mission Indians) - Serrano Nation of Mission Indians
- Twenty-Nine Palms Band of Mission Indians
The comment period ended on August 21, 2025. During the consultation period, three of the tribes responded. One of the tribes requested a copy of the Draft Circulation Element Update and associated addendum, and the other two tribes stated that they did not wish to comment. No further Tribal Consultation was requested.

E. Recommended Findings for Town Council:

The Council will need to make the following General Plan Amendment Findings per Development Code Section 9.02.050H.3. The Planning Commission should review these Findings and take action per Recommendation 3. below.

General Plan Amendment

1. The proposed General Plan Amendment is consistent with the goals, policies, and standards of all elements of the General Plan and will further those goals, policies, and standards;
Comment: The proposed changes to the Circulation Element are consistent with the goals, policies, and standards of all General Plan Elements and will further their implementation. The goal of the Circulation Element is to maintain and expand

a safe and efficient circulation and transportation system. A Policy to that goal is to proactively participate in regional transportation planning. This update incorporates regional transportation plans consistent with the Southern California Association of Governments (SCAG) Regional Transportation Plan and the San Bernardino County Transportation Authority’s Long-Range Transportation Plan. Specifically, this Update incorporates the planned Brightline West station and removes the alignment of the High Desert Corridor.

Another Policy is the goal of a safe and efficient circulation and transportation system. This is met by designating truck routes on roadways that provide access to truck-serving uses and avoid sensitive receptors, such as residential areas, schools, parks, and the like.

2. The General Plan, as amended, will comprise a list of goals and policies that explicitly align the Town’s Goals and Policies with State regulations.

Comment: The proposed General Plan amendment is consistent with the General Plan Land Use and Circulation Elements’ Goals and Policies. As recommended, the updated goals and policies support the updated North Apple Valley Industrial Specific Plan by designating truck routes and improving access to I-15.

RECOMMENDATION
Based on the information contained within this report, and any input received from the public at the hearing, Staff recommends that the Planning Commission move to recommend the following to the Town Council:

1. Determine that the proposed General Plan Amendment will not have a significant effect on the environment per the Addendum Findings.

2. Approve the Addendum finding that, on the basis of the whole record before the Town Council (including the Draft Circulation Element and any comments received herein), that there is no substantial evidence that the project will have a significant effect on the environment and that the Addendum reflects the Town’s independent judgment and analysis.

3. Find that the facts presented in the staff report support the findings for approval and adopt those findings.

4. Adopt Planning Commission Resolution No. 2025-010 recommending approval of GPA 2025-001

5. Direct staff to receive and file a copy of the Addendum.

ATTACHMENTS
A. Planning Commission Resolution No. 2025 – 010
B. Draft General Plan Circulation Element Update (2025) C. General Plan Circulation Element Update (2025) Addendum to the 2009 Certified EIR

Town Council Agenda Report
Date: October 14, 2025
To: Honorable Mayor and Town Council
Subject: REQUEST FOR CROSSWALKS ON KASOTA ROAD AT THE ST.

MARY’S MEDICAL CENTER
From: Douglas Robertson, Town Manager
Submitted by: Richard Pedersen, Town Engineer
Engineering Divison
Budgeted Item: Yes No N/A

RECOMMENDED ACTION
That the Town Council:

A. Approve the recommendation for two mid-block crosswalks on Kasota Road with the associated signing, striping and markings; and
B. Direct staff to start the process to amend by Ordinance, the “Special Speed Limits” Chapter of Title 12 of the Apple Valley Municipal Code for the proposed speed limit of 35 MPH on Kasota Road between SR 18 and Kokanee Road.

BACKGROUND
St. Mary’s Medical Center submitted a request to the Town Engineering Division to review and recommend approval of two mid-block crosswalks on Kasota Road. The request includes the construction of sidewalks, for the pedestrian paths of travel, bulb-outs, and Rectangular Rapid-Flashing Beacons (RRFB) for the proposed crosswalks on Kasota Road north of Highway 18.

As illustrated in the attached exhibits, a significant number of pedestrians currently cross Kasota Road from the existing employee parking lot on the west side of Kasota Road to the St. Mary Medical Center campus on the east side of Kasota Road. As indicated in the Traffic Operations Report, it is anticipated that the majority of the pedestrians will utilize the southerly crosswalk. These crosswalks serve the pedestrians from the employee parking to the main hospital employee entrance. The employee parking lot currently is fenced, with a wrought iron fence along the west side of Kasota Road. There is an existing gate in the fence northerly of the proposed crosswalk, and as a part of the construction/ installation of the crosswalk, a sidewalk will be constructed to link this gate to the

crosswalk. For the northerly crosswalk, this crosswalk will provide access between the existing employee parking lot to the northerly buildings on the campus, including the Administration building. There also an existing gate in the fence northerly of this proposed crosswalk, and as a part of the construction/installation of this crosswalk, a sidewalk will be constructed to link this gate to the crosswalk. The proposed crosswalk at this location would also link to an existing sidewalk along the east side of Kasota Road between the two existing driveways, with the northerly driveway providing access to the Administration building.

In addition to the request for crosswalks, the Medical Center’s traffic engineer has requested that a speed limit of 35 MPH be establish for Kasota Road to enhance traffic safety. Staff will prepare a separate Town Council agenda item to amend, by ordinance, the “Special Speed Limits” Chapter of Title 12 of the Town of Apple Valley Municipal Code, for the next available Town Council meeting on October 28, 2025.

ANALYSIS
Staff has reviewed the submitted reports, pedestrian counts, Engineering and Traffic Study for the proposed 35 speed limit, and all associated signing, striping and markings for this request and is satisfied that the documents support the request for the crosswalks and 35 mph speed zone.

FISCAL IMPACT
The purpose and need of the proposed traffic controls and speed zone recommendations are to mitigate the Medical Center’s pedestrian impacts along Kasota Road. As such, the cost to construct these pedestrian traffic safety improvements will be paid for by the St.

Mary’s Medical Center.

ATTACHMENTS
A. Traffic Operations Report, Robert Kilpatrick PE/TE from David Evans and Assoc.

B. Conceptual Geometric Plan
C. Pedestrian Path of Travel Exhibit
D. Engineering and Traffic Survey for the Proposed 35 mph

18484 Outer Highway 18 North Suite 225 Apple Valley California 92307 Telephone: 760.524.9100 Facsimile: 760.524.9101 April 30, 2024 Job No. PROVSMMC-0001

MEMORANDUM
To: Eugene Gutierrez
Providence St. Mary Medical Center
18300 Highway 18
Apple Valley, CA 92307
From: Robert Kilpatrick, PE/TE
Senior Project Manager / Senior Associate
RE: Traffic Operations Report
St. Mary Medical Center
Kasota Road Pedestrian Crossings
Apple Valley, California
David Evans and Associates, Inc. is pleased to submit this Traffic Operation Report that analyzes the pedestrian crossings on Kasota Road north of Outer Highway 18 North along the Providence St Mary Medical Center (SMMC) campus.

This memorandum presents the Crosswalk guidance review and presents the recommended traffic improvements for marked pedestrian crossings.

A. INTRODUCTION
This report will satisfy the Town of Apple Valley’s Traffic Advisory Committee requirement for an Engineering Study for marked crosswalks to be installed at a location away from a traffic control signal or an approach controlled by a stop or yield sign.

The California Vehicle Code (CVC) Section 275 defines the crosswalk as:
“(a) That portion of a roadway included within the prolongation or connection of the boundary lines of sidewalks at intersections where the intersecting roadways meet at approximately right angles, except the prolongation of such lines from an alley across a street. (b) Any portion of a roadway distinctly indicated for pedestrian crossing by lines or other markings on the surface. Notwithstanding the foregoing provisions of this section, there shall not be a crosswalk where local authorities have placed signs indicating no crossing.” Well-marked pedestrian crossings can prepare drivers for the likelihood of encountering a pedestrian and encourage the channelization of pedestrians to designated crossing locations.

Mr. Eugene Gutierrez, April 30, 2024
2 B. EXISTING CONDITIONS
Currently, the roadway segment of Kasota Road north of Outer Highway 18 North and south of Kokanee Road is a two lane, one in each direction, with curb and gutter improvements along both sides. The St Mary Medical Center (SMMC) campus is located to the east of Kasota Road. The St Mary Medical Center (SMMC) campus employee parking is located to the west of Kasota Road. Currently the employee parking has two driveway access points. Along the east side of Kasota Road, the curb is striped red from Outer North 18 to Kokanee Road. Along the west side of Kasota Road, the curb is stripped red from Outer Highway 18 North to approximately 425 feet south of Kokanee Road. The curb along this 425 foot segment of Kasota Road to Kokanee Road is unmarked and allows for on-street parking.

An existing Victor Valley Transit Agency (VVTA) bus stop (20111) is located on the east side of Kasota Road approximately 375 feet north of Outer Highway 18 North. This Bus Stop provides service to Victor Valley Transit Routes 15, 41 and 42.

Exhibit A shows the vicinity map and identified the location of the Kasota Road study segment.

Newport Traffic Studies (NTS) conducted 24-hour bi-directional machine counts, morning peak period (6AM to 9AM), and evening peak period (6PM to 9PM) pedestrian crossing counts on March 7, 2023. The average daily traffic (ADT) volumes and pedestrian counts are provided in Attachment 1. Exhibit B shows the count locations.

C. EXISTING COLLISION DATA
Existing collision data was obtained through the California Highway Patrol (CHP) Statewide Integrated Traffic Records System (SWITRS) online database application tool. Collisions data was obtained for a fiveyear period from March 1, 2018 to February 28, 2023, for the Town of Apple Valley including collisions that occurred on private property and the roadway. The collision data was further sorted to provide a list of collisions that occurred on that segment of Kasota Road extending from Outer Highway 18 North to Kokanee Road. The SWITRS data reports provide physical damage only, injury, and fatal collisions.

The SWITRS data reported not a single collision during the five-year period from March 1, 2018 to February 28, 2023 within the study area.

The SWITRS data identified a single collision that occurred directly south of the study area. The identified collision was a physical damage only (PDO) collision, occurring at night. The collision was classified as a broadside with a primary collision factor of automobile right of way (ROW AUTO). This collision consisted of two vehicles.

D. CALIFORNIA VEHICLE CODE
The California State Legislature sets in place the regulations for California roadways and the California Vehicle Code (CVC) places these regulations into language used primarily for enforcement purposes.

Various jurisdictions have responsibility for roadways throughout California, including the responsibility to install pedestrian facilities on these roadways according to the standards and procedures established by Caltrans.

Division 11 Chapter 5, of the California Vehicle Code (CVC) defines Pedestrians’ Rights and Duties (also known as Sections 21949 – 21971).

Mr. Eugene Gutierrez, April 30, 2024
3 E. CROSSWALK WARRANT STUDY AND EVALUATION
The crosswalk guidance is referenced from the California Manual on Uniform Traffic Control Devices (CA MUTCD) Part 3: Markings, Section 3B.18.08 Crosswalk Markings. The excerpt is provided in Attachment 2.

This guideline states:
“The engineering study should consider the number of lanes, the presence of a median, the distance from adjacent signalized intersections, the pedestrian volumes and delays, the average daily traffic (ADT), the posted or statutory speed limit or 85th-percentile speed, the geometry of the location, the possible consolidation of multiple crossing points, the availability of street lighting, and other appropriate factors.”
A study by the City of Stockton in November 20031 provided criteria for considering crosswalks at unsignalized or mid-block locations. The excerpt is provided in Attachment 3. This guideline provides the following considerations:

1. Crosses a two-lane street.

2. Near a pedestrian destination.

3. More than 300 feet from a controlled crossing location.

4. Sufficient Demand.

5. Sufficient sight distance (10 times the speed limit).

The analysis utilizes this City of Stockton guideline and the CA MUTCD Crosswalk marking guidance to assess the applicability of installing crosswalks along the roadway segment of Kasota Road north of Outer Highway 18 North and south of Kokanee Road.

1. As previously described Kasota Road is currently a two lane road.

2. The proposed crosswalk locations are near a Hospital.

3. Currently, no marked crosswalks are provided along the study segment.

4. The pedestrian count was conducted for the morning peak period (6AM to 9AM) and evening peak period (6PM to 9PM) at two locations. The total pedestrian count for the Driveway #1 location (North of Outer Highway 18 North) is 75 for the morning peak period and 67 for the evening peak period. The total pedestrian count for the Driveway #2 (South of Kokanee Rd) location is 33 for the morning peak period and 40 for the evening peak period.

The Driveway #1 location morning peak hour for the pedestrian crossings occurs at 7:15-8:15 AM and 8:00-9:00 AM for the Driveway #2 location. The morning peak hour for vehicles occurs at 8:00- 9:00 AM at both proposed driveway locations.

The Driveway #1 location evening peak hour is at 6:00-7:00 PM for the pedestrian crossing and 6:45-7:4 PM for Driveway #2 location. The evening peak hour for vehicles occurs at 6:00-7:00 PM at both proposed driveway locations. The Pedestrian peak hour counts are provided in Table E-1.

The Bi-directional vehicle counts are provided in Table E-2. 1 “City of Stockton Pedestrian Safety and Crosswalk Installation Guidelines,” Fehr & Peers, November 2003

Mr. Eugene Gutierrez, April 30, 2024
4 Table E-1: Pedestrian Counts
Location
AM peak hour PM peak hour
Hour Volume Hour Volume
Driveway 1 (North of Outer Highway 18 N) 7:15-8:15 AM 75 6:00-7:00 PM 67 Driveway 2 (South of Kokanee Rd) 8:00-9:00 AM 33 6:45–7:45 PM 40 Table E-2: Bi-directional Vehicle Counts
Location Daily
AM peak hour PM peak hour
Hour Volume Hour Volume
Driveway 1 (North of Outer Highway 18 N) 2,485 8:00-9:00 AM 184 6:00-7:00 PM 132 Driveway 2 (South of Kokanee Rd) 2,136 8:00-9:00 AM 160 6:00-7:00 PM 114 F. RECOMMENDED TRAFFIC IMPROVEMENTS
The following recommendations are proposed for the segment of Kasota Road, between Kokanee Rd and Outer Highway 18 North.
• Install a Marked Crosswalk, with Bulb-outs, north of outer Highway 18 North with Rectangular Rapid-Flashing Beacons (RRFB’s). Shown as Driveway 1 in the Exhibit C and Exhibit D, Conceptual Geometric Plan.
• Install a Marked Crosswalk, with Bulb-outs, south of Kokanee Rd with Rectangular Rapid-Flashing beacons (RRFB’s). Shown as Driveway 2 in the Exhibit C and Exhibit D, Conceptual Geometric Plan • Provide Street lighting at the proposed crosswalks.

If you have any questions or comments, please feel free to contact us.

Exhibits and Attachments:

Exhibit A: Vicinity Map
Exhibit B: Count Locations
Exhibit C: Conceptual Geometric Plan- Sheet 1
Exhibit D: Conceptual Geometric Plan- Sheet 2
Attachment 1: Traffic Counts
Attachment 2:CA MUTCD Crosswalk Marking Guidance Excerpt Attachment 3: City of Stockton Pedestrian Safety and Crosswalk Installation Guidelines Excerpt

PROJECT

LOCATION

KASOTA RD

TUSCOLA RD
OUTER HWY 18 S

MUNI RD

KAMANA RD

SISKIYOU RD

MENAHKA RD

VIHO RD

NAKASH RD

ST MARY

HOSPITAL
CAMPUS

TUSCOLA RD

QUANTICO RD

KOKANEE RD
OUTER HWY 18 N

WIKA RD
EXHIBIT A: VICINITY MAP

KASOTA ROAD PEDESTRIAN CROSSING

APPLE VALLEY, CALIFORNIA

NOT TO SCALE
Drawing Name: P:\P\PROVSMMC0001\0400CAD\TT\EXHIBITS\Scope Agreement\Crosswalk\ Exhibit A.dwgLast Opened: Apr 15, 2024 - 4:26pm by: Tnm

PROJECT DRIVEWAY 2
PROJECT DRIVEWAY 1

EMPLOYEE

PARKING

KASOTA RD

ST MARY

HOSPITAL
CAMPUS

KOKANEE RD
OUTER HWY 18 N

NOT TO SCALE
Drawing Name: P:\P\PROVSMMC0001\0400CAD\TT\EXHIBITS\Scope Agreement\Crosswalk\ Exhibit B.dwgLast Opened: Apr 15, 2024 - 4:27pm by: Tnm EXHIBIT B: COUNT LOCATIONS

KASOTA ROAD PEDESTRIAN CROSSING

APPLE VALLEY, CALIFORNIA
1 2
1 2
LEGEND
#
# - VEHICLE COUNT LOCATION
- PEDESTRIAN COUNT ZONES

65' 30' 35' 18' 18' 65' 30' 35' 18' 18'

BUS STOP

PROPOSED CROSSWALK
100'
84' 20' 16' 12' 21'
R2-1(35) W11-2
W16-9P
W11-2
W16-9P

SPEED FEEDBACK
SIGN

PROPOSED

STREET LIGHT
20'
44' WIDE
EX.DRIVEWAY
34' WIDE
PROP. DRIVEWAY
W11-2
W16-9P 16'
PROPOSED RED CURB 65' 30' 35' 18' 18' 68' 33' 35' 18' 18'

PROPOSED RED CURB

NO PARKING (TYP)
R2-1(35)
SPEED

FEEDBACK
SIGN 14' 14' 20' 16'

PROPOSED CROSSWALK
W11-2
W16-9P
18' WIDE
PROP.

DRIVEWAY

A PUBLIC SERVICE BY UNDERGROUND SERVICE ALERT
DIAL
BEFORE

YOU DIG
TOLL FREE 1-800-227-2600

TWO WORKING

DAYS BEFORE

YOU DIG

ST MARY MEDICAL CENTER

KASOTA ROAD SAFETY IMPROVEMENTS
OF

CONCEPTUAL GEOMETRIC PLAN
KBK 1
RK
PROVSMMC0001
05/06/2024
2 KASOTA ROAD

KASOTA ROAD
HAPPY TRAILS HIGHWAY(SR18)
ROAD

KOKANEE

BUILDING

BUILDING
HAPPY TRAILS HIGHWAY(SR18) Plot Date: Save Date: 5/5/2024 5:40 PM 5/5/2024 5:21 PM By: Kbk \\deainc.com\files\PROJECT\P\PROVSMMC0001\0400CAD\EC\SHEETS\Conceptual\Site\Concept.dwg Kris Kleinow By: File:

SHEET NO.

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FILE NO.

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TWP:

RGE:

DATUM:

HOR:

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DESIGNED BY:

DRAWN BY:
® 18484 Outer Highway 18 North
Suite 225
Apple Valley, CA 92307
RK
( FEET )
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1 INCH = 30 FT.
30 0 15 30 60

PROPOSED PEDESTRIAN CROSSING SIGNAGE

ON BOTH SIDES
SEE DETAIL "A"
ON SHEET 2
- W 11-2
- RRFB'S
- W 16-7P
R1-5
R1-5
R1-5
R1-5
SEE DETAIL "B"
ON SHEET 2

EXISTING

SIDEWALK
- W 11-2
- W 16-7P

PROPOSED PEDESTRIAN CROSSING AHEAD

SIGNAGE
AHEAD

33' 35' 68' 14' 14' 20' 15' 21' 15'
20' 65' 30' 35' 18' 18'
BUS STOP 16' 12' 21'

PROPOSED

STREET LIGHT
20'
44' WIDE
EX.DRIVEWAY
34' WIDE
PROP. DRIVEWAY

A PUBLIC SERVICE BY UNDERGROUND SERVICE ALERT
DIAL
BEFORE

YOU DIG
TOLL FREE 1-800-227-2600

TWO WORKING

DAYS BEFORE

YOU DIG

ST MARY MEDICAL CENTER

KASOTA ROAD SAFETY IMPROVEMENTS
OF

CONCEPTUAL GEOMETRIC PLAN
KBK 2
RK
PROVSMMC0001
05/06/2024 2
EX. PP
EX. FH Plot Date: Save Date: 5/5/2024 5:40 PM 5/5/2024 5:21 PM By: Kbk \\deainc.com\files\PROJECT\P\PROVSMMC0001\0400CAD\EC\SHEETS\Conceptual\Site\Concept.dwg Kris Kleinow By: File:

SHEET NO.

REVIEWED BY: DATE:

NO. DATE REVISION BY CK
FILE NO.

SEC: PROJECT NO.

TWP:

RGE:

DATUM:

HOR:

VERT:

CHECKED BY:

DESIGNED BY:

DRAWN BY: ® 18484 Outer Highway 18 North
Suite 225
Apple Valley, CA 92307
RK

PROPOSED CROSSWALK

PROPOSED ADA RAMP

PROPOSED C&G

PROPOSED DRIVEWAY AND

ADA IMPROVEMENTS

PROPOSED

SIDEWALK

PROPOSED

SIDEWALK

PROPOSED

SIDEWALK

PROPOSED

PARKING ISLANDS

RECONSTRUCT EXISTING

ADA RAMP

PROPOSED STREET LIGHT

PROPOSED ADA RAMP
R1-5
R1-5

PROPOSED
ADA RAMP EX. PP
EX. PP

PROPOSED CROSSWALK

PROPOSED ADA RAMP

PROPOSED CURB

PROPOSED

SIDEWALK

PROPOSED

SIDEWALK
PROPOSED CURB R1-5
SCALE: 1" = 15'
DETAIL "B"
SCALE: 1" = 15'
DETAIL "A"
R1-5
W11-2
RRFB
W16-7P
W11-2
RRFB
W16-7P
W11-2
RRFB
W16-7P
W11-2
RRFB
W16-7P

EXISTING SIDEWALK

Attachment 1:Traffic Counts

TOTALS
76 52
36 23
19 14
7 1298
6:00 AM
7:00 AM
5:00 PM
6:00 PM
7:00 PM
8:00 PM
9:00 PM
10:00 PM
11:00 PM
9:00 AM
10:00 AM
11:00 AM
12:00 PM
1:00 PM
4 N
2 4
20 32
43 110
132
81 68
67 DIRECTION
12:00 AM
1:00 AM
2:00 AM
3:00 AM
4:00 AM
5:00 AM
108
80 67
56 40
29 13
1187
184
132
103
79 59
43 20
2,485
SUBJECT BY DATE JOB NO. SHEET OF
75 52
53 BI-DIRECTIONAL VOLUMES
17 8
9 26
35 69
141
175
S
13 6
5 6
3 4:00 PM 71 120 191
Victorville Office: 760.524.9100
OF 1
ROADWAY : KASOTA RD
APPROACH VOLUMES HEAY 29-Mar-23 PROVSMMC-0001 1
Los Angeles Office: 213.337.3680 ~ Ontario Office: 909.481.5750 ~ San Diego Office: 619.400.0600 Santa Clarita Office: 661.284.7400 ~ Temecula Office: 951.294.9300 ~ Tustin Office: 714.665.4500 70 142
109 184
84 136
ZONE : 1
SEGMENT : N/O OUTER HWY 18 N
100
89 85
2:00 PM
3:00 PM 185
134
54 73
72 62
122
140
151
26 31
43 8:00 AM

159
4:00 PM 61 104 165
Victorville Office: 760.524.9100
OF 1

S/O KOKANEE RD
APPROACH VOLUMES HEAY 28-Mar-23 PROVSMMC-0001 1
Los Angeles Office: 213.337.3680 ~ Ontario Office: 909.481.5750 ~ San Diego Office: 619.400.0600 Santa Clarita Office: 661.284.7400 ~ Temecula Office: 951.294.9300 ~ Tustin Office: 714.665.4500 61 123
95 160
73 118
115
86 77
73 2:00 PM
3:00 PM
105
121
130
S
9 5
2 4
SUBJECT BY DATE JOB NO. SHEET OF
ROADWAY : KASOTA RD ZONE : 2
SEGMENT :

BI-DIRECTIONAL VOLUMES
12 6
6 20
31 59
123
153
3 22
26 37
94 69
58 48
34 65
45 45
46 63
62 53
24 10
1014
159
114
88 67
50 36
16 2,136
70 59
58 DIRECTION
12:00 AM
1:00 AM
2:00 AM
3:00 AM
4:00 AM
3 N
1 4
16 28
37 97
116
5:00 AM
6:00 AM
7:00 AM
5:00 PM
6:00 PM
7:00 PM
8:00 PM
9:00 PM
10:00 PM
8:00 AM
9:00 AM
10:00 AM
11:00 AM
12:00 PM
1:00 PM
11:00 PM
TOTALS
65 45
30 19
16 12
6 1122

SUBJECT BY DATE JOB NO. SHEET OF

AM PEAK HOUR

PERIOD COUNTS
PEDESTRIAN COUNTS HEAY 29-Mar-23 PROVSMMC-0001 1 OF 1
6:30-6:45 AM 11
6:45-7:00 AM 3 33

TOTAL FOR THIS HOUR
6:00-6:15 AM 4
6:15-6:30 AM 15
7:30-7:45 AM 20 47
7:45-8:00 AM 21 65
7:00-7:15 AM 6 35
7:15-7:30 AM 18 38
8:30-8:45 AM 14 62
8:45-9:00 AM 13 54
8:00-8:15 AM 16 75
8:15-8:30 AM 11 68
6:00-6:15 PM 26
6:15-6:30 PM 16
TOTALS 152

PM PEAK HOUR

PERIOD COUNTS TOTAL FOR THIS HOUR
38 7:00-7:15 PM 9 50
7:15-7:30 PM 9 43
6:30-6:45 PM 15
6:45-7:00 PM 10 67
TOTALS 160
Los Angeles Office: 213.337.3680 ~ Ontario Office: 909.481.5750 ~ San Diego Office: 619.400.0600 Santa Clarita Office: 661.284.7400 ~ Temecula Office: 951.294.9300 ~ Tustin Office: 714.665.4500 Victorville Office: 760.524.9100
8:30-8:45 PM 10 49
8:45-9:00 PM 12 55
8:00-8:15 PM 19 48
8:15-8:30 PM 14 53
7:30-7:45 PM 14 42
7:45-8:00 PM 6
SEGMENT : N/O OUTER HWY 18 N
ROADWAY : KASOTA RD ZONE : 1

SUBJECT BY DATE JOB NO. SHEET OF

AM PEAK HOUR

PERIOD COUNTS
PEDESTRIAN COUNTS HEAY 29-Mar-23 PROVSMMC-0001 1 OF 1
6:30-6:45 AM 2
6:45-7:00 AM 0 5

TOTAL FOR THIS HOUR
6:00-6:15 AM 0
6:15-6:30 AM 3
7:30-7:45 AM 0 14
7:45-8:00 AM 5 19
7:00-7:15 AM 8 13
7:15-7:30 AM 6 16
8:30-8:45 AM 6 27
8:45-9:00 AM 11 33
8:00-8:15 AM 10 21
8:15-8:30 AM 6 21
6:00-6:15 PM 8
6:15-6:30 PM 5
TOTALS 57

PM PEAK HOUR

PERIOD COUNTS TOTAL FOR THIS HOUR
33 7:00-7:15 PM 15 31
7:15-7:30 PM 9 35
6:30-6:45 PM 0
6:45-7:00 PM 11 24
TOTALS 90
Los Angeles Office: 213.337.3680 ~ Ontario Office: 909.481.5750 ~ San Diego Office: 619.400.0600 Santa Clarita Office: 661.284.7400 ~ Temecula Office: 951.294.9300 ~ Tustin Office: 714.665.4500 Victorville Office: 760.524.9100
8:30-8:45 PM 10 31
8:45-9:00 PM 6 33
8:00-8:15 PM 5 23
8:15-8:30 PM 12 26
7:30-7:45 PM 5 40
7:45-8:00 PM 4
SEGMENT : S/O KOKANEE RD
ROADWAY : KASOTA RD ZONE : 2

Attachment 2: CA MUTCD Crosswalk Marking Guidance Excerpt

California MUTCD 2014 Edition
(FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California) Chapter 3B – Pavement and Curb Markings November 7, 2014 Part 3 – Markings

Option:
16 Stop and yield lines may be staggered longitudinally on a lane-by-lane basis (see Drawing D of Figure 3B13).

Support:
17 Staggered stop lines and staggered yield lines can improve the driver’s view of pedestrians, provide better sight distance for turning vehicles, and increase the turning radius for left-turning vehicles. 18 Section 8B.28 contains information regarding the use of stop lines and yield lines at grade crossings.

Support:
19 As defined in CVC 377, a "limit line" is a solid white line not less than 12 inch nor more than 24 inch wide, extending across a roadway or any portion thereof to indicate the point at which traffic is required to stop in compliance with legal requirements.

Standard:
20 For all purposes, limit line(s) as defined per CVC 377shall mean stop line(s). See Paragraph 5.

Guidance:
21 If a sidewalk exists, the limit line should be placed in advance of an unmarked crosswalk area.

Option:
22 A limit line may be placed in advance of a crosswalk where vehicles are required to stop, in compliance with a STOP (R1-1) sign, traffic control signal or some other traffic control device.

Support:
23 If a marked crosswalk is in place, it would normally function as a limit line. 24 Typical limit line markings are shown in Figure 3B-103(CA).

Section 3B.17 Do Not Block Intersection Markings
Support:
00 Refer to CVC 22526 for entering intersection, rail crossing or marked crosswalk.

Option:
01 Do Not Block Intersection markings may be used to mark the edges of an intersection area that is in close proximity to a signalized intersection, railroad crossing, or other nearby traffic control that might cause vehicles to stop within the intersection and impede other traffic entering the intersection. If authorized by law, Do Not Block Intersection markings with appropriate signs may also be used at other locations.

Standard:
02 If used, Do Not Block Intersection markings (see Figure 3B-18 3B-18(CA)) shall consist of one of the following alternatives:

A. Wide solid white lines that outline the intersection area that vehicles must not block; B. Wide solid white lines that outline the intersection area that vehicles must not block and a white word message such as DO NOT BLOCK or KEEP CLEAR;
C. Wide solid white lines that outline the intersection area that vehicles must not block and white crosshatching within the intersection area; or D. A white word message, such as DO NOT BLOCK or KEEP CLEAR, within the intersection area that vehicles must not block.
03 Do Not Block Intersection markings shall be accompanied by one or more DO NOT BLOCK INTERSECTION (DRIVEWAY) (CROSSING) (R10-7) signs (see Section 2B.53), one or more DO NOT STOP ON TRACKS (R8-8) signs (see Section 8B.09), or one or more similar signs.

Section 3B.18 Crosswalk Markings
Support:

California MUTCD 2014 Edition
(FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California) Chapter 3B – Pavement and Curb Markings November 7, 2014 Part 3 – Markings

01 Crosswalk markings provide guidance for pedestrians who are crossing roadways by defining and delineating paths on approaches to and within signalized intersections, and on approaches to other intersections where traffic stops.
02 In conjunction with signs and other measures, crosswalk markings help to alert road users of a designated pedestrian crossing point across roadways at locations that are not controlled by traffic control signals or STOP or YIELD signs.
03 At non-intersection locations, crosswalk markings legally establish the crosswalk.

Standard:
04 When crosswalk lines are used, they shall consist of solid white lines that mark the crosswalk. They shall not be less than 6 12 inches or greater than 24 inches in width.

Guidance:
05 If transverse lines are used to mark a crosswalk, the gap between the lines should not be less than 6 feet. If diagonal or longitudinal lines are used without transverse lines to mark a crosswalk, the crosswalk should be not less than 6 feet wide.
06 Crosswalk lines, if used on both sides of the crosswalk, should extend across the full width of pavement or to the edge of the intersecting crosswalk to discourage diagonal walking between crosswalks (see Figures 3B-17 and 3B-19).
07 At locations controlled by traffic control signals or on approaches controlled by STOP or YIELD signs, crosswalk lines should be installed where engineering judgment indicates they are needed to direct pedestrians to the proper crossing path(s).
08 Crosswalk lines should not be used indiscriminately. An engineering study should be performed before a marked crosswalk is installed at a location away from a traffic control signal or an approach controlled by a STOP or YIELD sign. The engineering study should consider the number of lanes, the presence of a median, the distance from adjacent signalized intersections, the pedestrian volumes and delays, the average daily traffic (ADT), the posted or statutory speed limit or 85th-percentile speed, the geometry of the location, the possible consolidation of multiple crossing points, the availability of street lighting, and other appropriate factors. 09 New marked crosswalks across uncontrolled roadways should include alone, without other measures designed to reduce traffic speeds, shorten crossing distances, enhance driver awareness of the crossing, and/or provide active warning of pedestrian presence, should not be installed across uncontrolled roadways where the speed limit exceeds 40 mph and either:

A. The roadway has four or more lanes of travel without a raised median or pedestrian refuge island and an ADT of 12,000 vehicles per day or greater; or
B. The roadway has four or more lanes of travel with a raised median or pedestrian refuge island and an ADT of 15,000 vehicles per day or greater.
09a If a marked crosswalk exists across an uncontrolled roadway where the speed limit exceeds 40 mph and the roadway has four or more lanes of travel and an ADT of 12,000 vehicles per day or greater, advanced yield lines with associated Yield Here to Pedestrians (R1-5, R1-5a) signs should be placed 20 to 50 ft in advance of the crosswalk, adequate visibility should be provided by parking prohibitions, pedestrian crossing (W11-2) warning signs with diagonal downward pointing arrow (W16- 7p) plaques should be installed at the crosswalk, and a high-visibility crosswalk marking pattern should be used (See Figure 3B-17(CA)).

Support:
10 Chapter 4F contains information on Pedestrian Hybrid Beacons. Section 4L.03 contains information regarding Warning Beacons to provide active warning of a pedestrian’s presence. Section 4N.02 contains information regarding In-Roadway Warning Lights at crosswalks. Chapter 7D contains information regarding school crossing supervision.

Guidance:
11 Because non-intersection pedestrian crossings are generally unexpected by the road user, warning signs (see Section 2C.50) should be installed for all marked crosswalks at non-intersection locations and adequate visibility should be provided by parking prohibitions.

Support:

Revised December 9, 2015

California MUTCD 2014 Edition
(FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California) Chapter 3B – Pavement and Curb Markings November 7, 2014 Part 3 – Markings

12 Section 3B.16 contains information regarding placement of stop line markings near crosswalk markings.

Option:
13 For added visibility, the area of the crosswalk may be marked with white diagonal lines at a 45-degree angle to the line of the crosswalk or with white longitudinal lines parallel to traffic flow as shown in Figure 3B-19. 14 When diagonal or longitudinal lines are used to mark a crosswalk, the transverse crosswalk lines may be omitted
Guidance:
14a This type of marking should be used at locations where substantial numbers of pedestrians cross without any other traffic control device, at locations where physical conditions are such that added visibility of the crosswalk is desired, or at places where a pedestrian crosswalk might not be expected. 15 If used, the diagonal or longitudinal lines should be 12 to 24 inches wide and separated by gaps of 12 to 60 inches. The design of the lines and gaps should avoid the wheel paths if possible, and the gap between the lines should not exceed 2.5 times the width of the diagonal or longitudinal lines.

Option:
16 When an exclusive pedestrian phase that permits diagonal crossing of an intersection is provided at a traffic control signal, a marking as shown in Figure 3B-20 may be used for the crosswalk.

Guidance:
17 Crosswalk markings should be located so that the curb ramps are within the extension of the crosswalk markings.

Support:
18 Detectable warning surfaces mark boundaries between pedestrian and vehicular ways where there is no raised curb. Detectable warning surfaces are required by 49 CFR, Part 37 and by the Americans with Disabilities Act (ADA) where curb ramps are constructed at the junction of sidewalks and the roadway, for marked and unmarked crosswalks. Detectable warning surfaces contrast visually with adjacent walking surfaces, either light-on-dark, or dark-on-light. The “Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)” (see Section 1A.11) contains specifications for design and placement of detectable warning surfaces.

Standard:
19 Crosswalk markings near schools shall be yellow as provided in CVC 21368. See Part 7.

Option:
20 Pedestrian crosswalk markings may be placed at intersections, representing extensions of the sidewalk lines, or on any portion of the roadway distinctly indicated for pedestrian crossing. Refer to CVC 275.

Guidance:
21 In general, crosswalks should not be marked at intersections unless they are intended to channelize pedestrians.

Emphasis is placed on the use of marked crosswalks as a channelization device. 22 The following factors may be considered in determining whether a marked crosswalk should be used:

A. Vehicular approach speeds from both directions.

B. Vehicular volume and density.

C. Vehicular turning movements.

D. Pedestrian volumes.

E. Roadway width.

F. Day and night visibility by both pedestrians and road users.

G. Channelization is desirable to clarify pedestrian routes for sighted or sight impaired pedestrians.

H. Discouragement of pedestrian use of undesirable routes.

I. Consistency with markings at adjacent intersections or within the same intersection.

Option:
23 Crosswalk markings may be established between intersections (mid-block) in accordance with CVC 21106(a).

Guidance:
24 Mid-block pedestrian crossings are generally unexpected by the motorist and should be discouraged unless, in the opinion of the engineer, there is strong justification in favor of such installation. Particular attention should be given to roadways with two or more traffic lanes in one direction as a pedestrian may be hidden from view by a vehicle yielding the right-of-way to a pedestrian.

Option:
25 When diagonal or longitudinal lines are used to mark a crosswalk, the transverse crosswalk lines may be omitted.

California MUTCD 2014 Edition
(FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California) Chapter 3B – Pavement and Curb Markings November 7, 2014 Part 3 – Markings

Standard:
26 However, when the factor that determined the need to mark a crosswalk is the clarification of pedestrian routes for sight-impaired pedestrians, the transverse crosswalk lines shall be marked.

Option:
27 At controlled approaches, limit lines (stop lines) help to define pedestrian paths and are therefore a factor the engineer may consider in deciding whether or not to mark the crosswalk. 28 Where it is desirable to remove a marked crosswalk, the removal may be accomplished by repaving or surface treatment.

Guidance:
29 A marked crosswalk should not be eliminated by allowing it to fade out or be worn away.

Support:
30 The worn or faded crosswalk retains its prominent appearance to the pedestrian at the curb, but is less visible to the approaching road user.

Standard:
31 Notification to the public shall be given at least 30 days prior to the scheduled removal of an existing marked crosswalk. The notice of proposed removal shall inform the public how to provide input related to the scheduled removal and shall be posted at the crosswalk identified for removal. Refer to CVC 21950.5 Option:
32 Signs may be installed at or adjacent to an intersection directing that pedestrians shall not cross in a crosswalk indicated at the intersection in accordance with CVC 21106(b).
33 White PED XING pavement markings may be placed in each approach lane to a marked crosswalk, except at intersections controlled by traffic signals or STOP or YIELD signs.

Section 3B.19 Parking Space Markings
Support:
01 Marking of parking space boundaries encourages more orderly and efficient use of parking spaces where parking turnover is substantial. Parking space markings tend to prevent encroachment into fire hydrant zones, bus stops, loading zones, approaches to intersections, curb ramps, and clearance spaces for islands and other zones where parking is restricted. Examples of parking space markings are shown in Figure 3B-21 3B-21(CA).

Standard:
02 Parking space markings shall be white.

Option:
03 Blue lines may supplement white parking space markings of each parking space designated for use only by persons with disabilities.

Support:
04 Additional parking space markings for the purpose of designating spaces for use only by persons with disabilities are discussed in Section 3B.20 and illustrated in Figure 3B-22 3B-22(CA). The design and layout of accessible parking spaces for persons with disabilities is provided in the “Americans with Disabilities Act Accessibility Guidelines (ADAAG)” (see Section 1A.11).

Support:
05 Refer to CVC 22500 through 22522 for parking space markings. 06 Refer to Section 2B.39 for Parking Regulations.

Policy on Parking Restrictions
Option:
07 Local authorities may, by ordinance, provide for the establishment of parking meter zones and cause streets and highways to be marked with white lines designating parking spaces. Refer to CVC Section 22508.

Standard:
08 Where the proposed zones are on State highways, the ordinances shall be approved by Caltrans. 09 Local authorities shall furnish a sketch or map showing the definite location of all parking meter stalls on State highways before Caltrans approval is given.

Support:
10 The District Directors have been delegated the authority to approve such ordinances. 11 The desirable dimensions of parking meter stalls are 8 feet by 24 feet with a minimum length of 20 feet.

Attachment 3: City of Stockton Pedestrian Safety and Crosswalk Installation Guidelines Excerpt

City of Stockton
November 2003
City of Stockton
Public Works Department
Engineering Division
425 N. El Dorado Street
Stockton, CA 95202
Pedestrian Safety and
Crosswalk Installation Guidelines
Pedestrian Safety and
Crosswalk Installation Guidelines

Pedestrian Safety and Crosswalk Installation Guidelines Special Treatments for Uncontrolled Locations
Where marking a crosswalk is deemed appropriate at an uncontrolled crossing location on either a multi-lane street (three or more lanes) or on two-lane streets with ADT greater than 12,000 or where the posted speed limit exceeds 30 miles per hour then the crossing should be a high-visibility style.

One type of high-visibility crosswalk
is the “triple-four,” which is shown
at right and below. Other high
visibility crosswalks include the
textured pavement crosswalk, the
“ladder,” and the “broken ladder.”
The use of textured crosswalks
should be selective due to higher
maintenance costs.

Photo by Marty Hanneman
“Triple Four” crosswalk

RECOMMENDED TREATMENT IS PAINT (NOT THERMOPLASTIC)
City of Stockton
Fehr & Peers
14

Pedestrian Safety and Crosswalk Installation Guidelines

CR OSS W A L K PL AC EM E N T FL O W C H AR T F O R U N C O N T R O L L E D L O CA TI O N S No
No Location
crosses a
4-lane
street with
a median
Category
C
Yes Yes
Category
D
Location
crosses a
4-lane
street
without a
median
City staff receives a
request for a crosswalk at
an uncontrolled location
Staff visits the site to
gather data
Ye Yes s
Yes
Yes
Yes
Location No
crosses a
three-lane
street
No Location
crosses a
two-lane
street
No Unsafe location for
a marked
crosswalk
Pedestrians
can be easily
seen (from
distance 10x
speed limit)
Direct pedestrians
to the nearest
marked crosswalk
Nearest
marked
crosswalk is at
least 300 feet
away
No No
Insufficient need
to justify a
marked
crosswalk
20 pedestrians
per hour or 60
in four hours
cross at the
location
Location is near
a pedestrian
destination such
as a school,
park, or hospital
Yes
Category
A
Category
B
City of Stockton
Fehr & Peers
20

Pedestrian Safety and Crosswalk Installation Guidelines The following charts summarize the type of crossing treatments appropriate for uncontrolled crossing locations withineach category. CATEGORY A: TW O LANE STREETS N UM BE R OF C AR S P OSTED S PEED(average daily traffic) 30 miles per hour or less 35 miles per hour 40 miles per hour or more 9,000 cars or fewer per day 9,000-12,000 cars per day Standard crosswalk
12,000-15,000 cars per day
High visibility crosswalk (see p. 14)
High visibility crosswalk (see p. 14) plus a pedestrianrefuge, overhead flashing beacons, or other Level 1 and 2 devices (see p. 15-17) 15,000 cars or more per day
High visibility crosswalk (see p. 14)
High visibility crosswalk (see p. 14) plus a pedestrian refuge,overhead flashing beacons, or other Level 1 and 2 devices(see p. 15-17) Pedestrian signal (Level 3device, p. 18) or bridge
City of Stockton
Fehr & Peers
21

65' 30' 35' 18' 18' 65' 30' 35' 18' 18'

BUS STOP

PROPOSED CROSSWALK
100'
84' 20' 16' 12' 21'
R2-1(35) W11-2
W16-9P
W11-2
W16-9P

SPEED FEEDBACK
SIGN

PROPOSED

STREET LIGHT
20'
44' WIDE
EX.DRIVEWAY
34' WIDE
PROP. DRIVEWAY
W11-2
W16-9P 16'
PROPOSED RED CURB 65' 30' 35' 18' 18' 68' 33' 35' 18' 18'

PROPOSED RED CURB

NO PARKING (TYP)
R2-1(35)
SPEED

FEEDBACK
SIGN 14' 14' 20' 16'

PROPOSED CROSSWALK
W11-2
W16-9P
18' WIDE
PROP.

DRIVEWAY

A PUBLIC SERVICE BY UNDERGROUND SERVICE ALERT
DIAL
BEFORE

YOU DIG
TOLL FREE 1-800-227-2600

TWO WORKING

DAYS BEFORE

YOU DIG

ST MARY MEDICAL CENTER

KASOTA ROAD SAFETY IMPROVEMENTS
OF

CONCEPTUAL GEOMETRIC PLAN
KBK 1
RK
PROVSMMC0001
05/06/2024
2 KASOTA ROAD

KASOTA ROAD
HAPPY TRAILS HIGHWAY(SR18)
ROAD

KOKANEE

BUILDING

BUILDING
HAPPY TRAILS HIGHWAY(SR18) Plot Date: Save Date: 5/5/2024 5:40 PM 5/5/2024 5:21 PM By: Kbk \\deainc.com\files\PROJECT\P\PROVSMMC0001\0400CAD\EC\SHEETS\Conceptual\Site\Concept.dwg Kris Kleinow By: File:

SHEET NO.

REVIEWED BY: DATE:

NO. DATE REVISION BY CK
FILE NO.

SEC: PROJECT NO.

TWP:

RGE:

DATUM:

HOR:

VERT:

CHECKED BY:

DESIGNED BY:

DRAWN BY:
® 18484 Outer Highway 18 North
Suite 225
Apple Valley, CA 92307
RK
( FEET )
SCALE
1 INCH = 30 FT.
30 0 15 30 60

PROPOSED PEDESTRIAN CROSSING SIGNAGE

ON BOTH SIDES
SEE DETAIL "A"
ON SHEET 2
- W 11-2
- RRFB'S
- W 16-7P
R1-5
R1-5
R1-5
R1-5
SEE DETAIL "B"
ON SHEET 2

EXISTING

SIDEWALK
- W 11-2
- W 16-7P

PROPOSED PEDESTRIAN CROSSING AHEAD

SIGNAGE
AHEAD

33' 35' 68' 14' 14' 20' 15' 21' 15'
20' 65' 30' 35' 18' 18'
BUS STOP 16' 12' 21'

PROPOSED

STREET LIGHT
20'
44' WIDE
EX.DRIVEWAY
34' WIDE
PROP. DRIVEWAY

A PUBLIC SERVICE BY UNDERGROUND SERVICE ALERT
DIAL
BEFORE

YOU DIG
TOLL FREE 1-800-227-2600

TWO WORKING

DAYS BEFORE

YOU DIG

ST MARY MEDICAL CENTER

KASOTA ROAD SAFETY IMPROVEMENTS
OF

CONCEPTUAL GEOMETRIC PLAN
KBK 2
RK
PROVSMMC0001
05/06/2024 2
EX. PP
EX. FH Plot Date: Save Date: 5/5/2024 5:40 PM 5/5/2024 5:21 PM By: Kbk \\deainc.com\files\PROJECT\P\PROVSMMC0001\0400CAD\EC\SHEETS\Conceptual\Site\Concept.dwg Kris Kleinow By: File:

SHEET NO.

REVIEWED BY: DATE:

NO. DATE REVISION BY CK
FILE NO.

SEC: PROJECT NO.

TWP:

RGE:

DATUM:

HOR:

VERT:

CHECKED BY:

DESIGNED BY:

DRAWN BY: ® 18484 Outer Highway 18 North
Suite 225
Apple Valley, CA 92307
RK

PROPOSED CROSSWALK

PROPOSED ADA RAMP

PROPOSED C&G

PROPOSED DRIVEWAY AND

ADA IMPROVEMENTS

PROPOSED

SIDEWALK

PROPOSED

SIDEWALK

PROPOSED

SIDEWALK

PROPOSED

PARKING ISLANDS

RECONSTRUCT EXISTING

ADA RAMP

PROPOSED STREET LIGHT

PROPOSED ADA RAMP
R1-5
R1-5

PROPOSED
ADA RAMP EX. PP
EX. PP

PROPOSED CROSSWALK

PROPOSED ADA RAMP

PROPOSED CURB

PROPOSED

SIDEWALK

PROPOSED

SIDEWALK
PROPOSED CURB R1-5
SCALE: 1" = 15'
DETAIL "B"
SCALE: 1" = 15'
DETAIL "A"
R1-5
W11-2
RRFB
W16-7P
W11-2
RRFB
W16-7P
W11-2
RRFB
W16-7P
W11-2
RRFB
W16-7P

EXISTING SIDEWALK

65'
30' 35'
18' 18'
65'
30' 35'
18' 18'

BUS STOP

PROPOSED CROSSWALK
100'
84'
20'
16'
12' 21'
R2-1(35) W11-2
W16-9P
W11-2
W16-9P

SPEED FEEDBACK
SIGN

PROPOSED

STREET LIGHT
20'
44' WIDE
EX.DRIVEWAY
34' WIDE
PROP. DRIVEWAY
..\..\..\SUPPORT\DETAILS\Signs\SPEED FEEDBACK SIGN.jpg
W11-2
W16-9P
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EMPLOYEE PARKING

EXISTING GATE

EMPLOYEE PARKING

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HOSPITAL

EMPLOYEE

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EMPLOYEE PARKING EXIT
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30' 35'
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PROPOSED RED CURB

NO PARKING (TYP)
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SPEED

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PROPOSED CROSSWALK
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EMPLOYEE PARKING

A PUBLIC SERVICE BY UNDERGROUND SERVICE ALERT
DIAL
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TOLL FREE 1-800-227-2600

TWO WORKING

DAYS BEFORE

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ST MARY MEDICAL CENTER

KASOTA ROAD SAFETY IMPROVEMENTS
OF

PEDESTRIAN PATH OF TRAVEL EXHIBIT
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1 KASOTA ROAD

KASOTA ROAD
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18484 Outer Highway 18 North
Suite 225
Apple Valley, CA 92307
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PEDESTRIAN PATH OF TRAVEL

18484 Outer Highway 18 North Suite 225 Apple Valley California 92307 Telephone: 760.524.9100 Facsimile: 760.524.9101 April 30, 2024 Job No. PROVSMMC-0001

MEMORANDUM
To: Eugene Gutierrez
Providence St. Mary Medical Center
18300 Highway 18
Apple Valley, CA 92307
From: Robert Kilpatrick, PE/TE
Senior Project Manager / Senior Associate
RE: Speed Zone Survey
Kasota Road, Outer Highway 18 North to Kokanee Road
Apple Valley, California
David Evans and Associates, Inc. is pleased to submit this Speed Zone Survey Analysis for the roadway segment of Kasota Road from Outer Highway 18 North to Kokanee Road, in the Town of Apple Valley.

A. INTRODUCTION
This report will satisfy the Town of Apple Valley’s Traffic Advisory Committee requirement for establishing a speed limit on the roadway segment of Kasota Road from Outer Highway 18 North to Kokanee Road.

This memorandum presents the results of a speed survey conducted completed on March 7, 2023. The data from the survey is provided in Attachment 1. Speed limits are generally established at or near the 85th percentile speed. The 85th percentile speed, also referred to as the critical speed, is defined as the speed at or below which 85 percent of traffic is moving in free flow conditions. Speed limits established on this basis conform to the consensus of those who drive on the roadways as to what speed is reasonable and safe under normal driving conditions.

Many factors influence drivers and their perception of the safe speed at which to operate a vehicle. The design and physical characteristics of the roadway place limitations on the safe operating speed of vehicles. These characteristics include:
• Roadway geometrics, shoulder condition, grade, alignment, and sight distance • Roadside development, zoning, and environment
• Parking practices, bicycle and pedestrian activity
• Driveway density
• Signalized or stop-controlled intersections
• Rural, residential or developed areas

Mr. Eugene Gutierrez, April 30, 2024
2 B. CALIFORNIA VEHICLE CODE
The California State Legislature sets in place the regulations for California speed limits and the California Vehicle Code (CVC) places these regulations into language used primarily for enforcement purposes.

Various jurisdictions have responsibility for roadways throughout California, including the responsibility to set speed limits on these roadways according to the standards and procedures established by Caltrans.

The guidelines from the 2020 California Manual for Setting Speed Limits published by Caltrans (February 2020) are used in this study. These guidelines help in establishing speed limits that are uniform throughout the state.

Division 11, Chapter 7, of the California Vehicle Code (CVC) defines the California speed Laws (also known as Sections 22348-22413). Relevant sections of the CVC are used to determine speed limits in local jurisdiction.

C. ENGINEERING AND TRAFFIC SURVEY
In order for the court systems and the public to accept and respect the posting and enforcement, by radar, of posted speed limits, an Engineering and Traffic Survey must incorporate sound, repeatable methods conforming to the CVC and engineering principles.

Section 22357(a) stipulates that local authorities may set speed limits greater than 25 mph if an Engineering and Traffic Survey, such as this, determines that speeds greater than 25 mph would facilitate the orderly movement of vehicular traffic and would be reasonable and safe upon any street excluding those subject to a prima facie limit of 25 miles per hour. Based on the Engineering and Traffic Survey, the local authority may, by ordinance, determine and declare a speed limit of 30, 35, 40, 45, 50, 55, or 60 miles per hour or a maximum speed limit of 65 miles per hour, whichever is found most appropriate to facilitate the orderly movement of traffic, and is reasonable and safe.

An Engineering and Traffic Study shall include the consideration of all the following as defined in Section 627 of the CVC:
• Prevailing speeds as determined by the traffic engineering measurements, • Accident records, and
• Highway, traffic, and roadside conditions not readily apparent to the driver.

In addition to the metrics identified above, local authorities may consider the following:
• Pedestrian and bicycle safety.

D. EXISTING CONDITIONS
Currently, the roadway segment of Kasota Road north of Outer Highway 18 North and south of Kokanee Road is a two lane, one in each direction, with curb and gutter improvements along both sides. The St Mary Medical Center (SMMC) campus is located to the east of Kasota Road. The St Mary Medical Center (SMMC) campus employee parking is located to the west of Kasota Road. Currently the employee parking has two driveway access points. Along the east side of Kasota Road, the curb is striped red from Outer Highway 18 North to Kokanee Road. Along the west side of Kasota Road, the curb is stripped red from Outer Highway North 18 to approximately 425 feet south of Kokanee Road. The curb along this 425 foot segment of Kasota Road to Kokanee Road is unmarked and allows for on-street parking.

Mr. Eugene Gutierrez, April 30, 2024
3 An existing Victor Valley Transit Agency (VVTA) bus stop (20111) is located on the east side of Kasota Road approximately 375 feet north of Outer Highway 18 North. This Bus Stop provides service to Victor Valley Transit Routes 15, 41 and 42.

Exhibit A shows the vicinity map. Exhibit B shows the location of the Kasota Road study segment and speed radar survey location.

Currently there is not a posted speed limit on Kasoata Road in the study area. A speed zone survey was completed on March 7, 2023, with a recorded 85th percentile speed of 38 mph.

Newport Traffic Studies (NTS) conducted a speed radar study on March 7, 2023. The radar speed survey is provided in Attachment 1.

E. EXISTING COLLISION DATA
Existing collision data was obtained through the California Highway Patrol (CHP) Statewide Integrated Traffic Records System (SWITRS) online database application tool. Collisions data was obtained for a fiveyear period from March 1, 2018 to February 28, 2023, for the Town of Apple Valley including collisions that occurred on private property and the roadway. The collision data was further sorted to provide a list of collisions that occurred on that segment of Kasota Road extending from Outer Highway 18 North to Kokanee Road. The SWITRS data reports provide physical damage only, injury, and fatal collisions.

The SWITRS data reported not a single collision during the five-year period from March 1, 2018 to February 28, 2023 within the study area.

The SWITRS data identified a single collision that occurred directly south of the study area. The identified collision was a physical damage only (PDO) collision, occurring at night. The collision was classified as a broadside with a primary collision factor of automobile right of way (ROW AUTO). This collision consisted of two vehicles.

F. SPEED LIMIT RECOMMENDATION
In the segment of Kasota Road, approximately 1,000 feet, between Kokanee Rd and Outer Highway 18 North there are 10 driveways fronting Kasota Road. In accordance with CVC Section 627 and Section 22358.6(b), the Town has the authority to establish the speed limit at five miles per hour below the limit established by the 85th percentile speed.
• This section of Kasota Road has limited sidewalks consisting of landscaping on the east side and dirt path on the west side.
• An existing victor valley transit bus stop (20111) is located on the east side of Kasota Road approximately 375 feet north of Outer Highway 18 North. This Bus Stop provides service to Victor Valley Transit Routes 15, 41 and 42.
• On-street parking is allowed along a segment 425 foot segment of Kasota Road to Kokanee Road. • The St Mary Medical Center (SMMC) campus Employee Parking is located on the west side of Kasota Road with the St Mary Medical Center (SMMC) campus located on the east side of Kasota Road.

Based on the segment properties explained above and in accordance with CVC Section 627 and Section 22358.6(b), the Town has the authority to establish the speed limit at five miles per hour below the limit established by the observed 85th percentile speeds. Therefore, due to the pedestrian activity along this segment of Kasota Road and lack of pedestrian facilities, we recommend that the speed limit be posted at 35 mph.

Mr. Eugene Gutierrez, April 30, 2024
4 G. RECOMMENDED TRAFFIC IMPROVEMENTS
The following recommendations are proposed for the segment of Kasota Road, between Kokanee Rd and Outer Highway 18 North.
• Post speed limit signs, with speed feedback signs, on Kasota Road between Highway 18 North and Kokanee Road. The recommended speed limit is 35 mph.

If you have any questions or comments, please feel free to contact us.

Exhibits and Attachments:

Exhibit A: Vicinity Map
Exhibit B: Speed Radar Survey Location
Attachment 1:Radar Speed Survey

SPEED
ZONE

KASOTA RD

TUSCOLA RD
OUTER HWY 18 S

MUNI RD

KAMANA RD

SISKIYOU RD

MENAHKA RD

VIHO RD

NAKASH RD

ST MARY

HOSPITAL
CAMPUS

TUSCOLA RD

QUANTICO RD

KOKANEE RD
OUTER HWY 18 N

WIKA RD
EXHIBIT A: VICINITY MAP

KASOTA ROAD

APPLE VALLEY, CALIFORNIA

NOT TO SCALE
Drawing Name: P:\P\PROVSMMC0001\0400CAD\TT\EXHIBITS\Scope Agreement\Speed Survey\ Exhibit A.dwgLast Opened: Apr 15, 2024 - 2:41pm by: Tnm

KASOTA RD
PROJECT DRIVEWAY 2
PROJECT DRIVEWAY 1

EMPLOYEE

PARKING

ST MARY

HOSPITAL
CAMPUS

KOKANEE RD
OUTER HWY 18 N

NOT TO SCALE
Drawing Name: P:\P\PROVSMMC0001\0400CAD\TT\EXHIBITS\Scope Agreement\Speed Survey\ Exhibit B.dwgLast Opened: Apr 15, 2024 - 2:09pm by: Tnm EXHIBIT B: SPEED RADAR SURVEY LOCATION

KASOTA ROAD

APPLE VALLEY, CALIFORNIA
LEGEND

SS - SPEED RADAR SURVEY LOCATION
SS

Attachment 1: Radar Speed Survey

Town Council Agenda Report
Date: October 14, 2025
To: Honorable Mayor and Town Council
Subject: APPOINTMENT OF TODD S. BODEM AS TOWN MANAGER AND

APPROVAL OF TOWN MANAGER EMPLOYMENT AGREEMENT
From: Thomas A. Rice, Town Attorney
Submitted by: Thomas A. Rice, Town Attorney
Budgeted Item: Yes No N/A

RECOMMENDED ACTION
It is recommended that the Town Council appoint Todd S. Bodem as Town Manager and authorize the Mayor to execute the Town Manager Employment Agreement.

BACKGROUND
On December 30, 2025, Douglas Robertson will retire from his position as Town Manager.

Douglas Robertson has served as Town Manager since January 2, 2018, having been appointed on November 28, 2017. During his tenure, Mr. Robertson navigated the Town through numerous challenges, including the COVID-19 pandemic and the adoption of Measure P.

Earlier this year, Mr. Robertson informed the Town Council that he intended to retire at the end of the year. On April 8, 2025, the Town entered into a professional services agreement with Bob Murray and Associates to coordinate the recruitment and selection of a new Town Manager. Over the last several months, the Town has conducted a nationwide search for a new Town Manager. After a comprehensive search and review of candidates, the Town Council interviewed a number of candidates. Following the interviews, the Town Council directed its negotiators to work with its preferred candidate, Todd S. Bodem, on a proposed agreement to be drafted by the Town Attorney’s Office.

DISCUSSION
The Candidate
Mr. Bodem currently serves as the City Administrator for the City of Guadalupe – a position he has occupied since October 2019. He has spent over 20 years working as a city administrator, county administrator, and consultant for several agencies in California and Minnesota. He also has over four years of experience as a project manager for the development of large residential and commercial projects. He has a Bachelor’s degree in Local and Urban Affairs and a Master’s in Urban and Regional Studies.

During his time with the City of Guadalupe, he improved the City’s financial stability, reestablished recreation and parks, revitalized downtown, helped develop over 800 housing units, and procured over $30 million in grants to fund projects. Prior to that, during his time with the City of Sand City, California, he helped coordinate the commencement of a $250 million mixed use development and an $800 million hotel.

The Proposed Employment Agreement
The proposed Employment Agreement with Todd S. Bodem is attached to this report.

The term of the Agreement is five years, with automatic one-year extensions. Other terms of the employment include the following:
 Monthly salary of $24,167.00.
 The effective date of the employment agreement will be December 1, 2025.  Employee benefits will generally be the same as provided to regular full time employees of the Town, including retirement and health benefits, administrative leave, and sick leave.
 Starting balances for administrative leave and sick leave shall each be 40 hours.

The accrual rate for vacation, administrative leave, and sick leave shall be at the rate provided for employees with fifteen years of service.  Vehicle allowance of $700 per month.
 Relocation reimbursement of up to $10,000 to cover the costs of moving.  Reimbursement for any reasonable and necessary travel and business expenses.  Six months’ base salary severance payment for termination without cause and other, limited, circumstances.

CONCLUSION
It is recommended that the Town Council appoint Todd S. Bodem as Town Manager and authorize the Mayor to execute the Town Manager Employment Agreement.

FISCAL IMPACT
The position of Town Manager is a budgeted position, and the proposed salary and benefits are within budget. The start date of December 1 will result in there being two Town Managers during the month of December. However, this is considered useful for a smooth transition.

ATTACHMENTS
A. Proposed Employment Agreement between the Town of Apple Valley and Todd S. Bodem

28314.00013\44240661.3
1 EMPLOYMENT AGREEMENT BETWEEN
THE TOWN OF APPLE VALLEY AND TODD S. BODEM
This EMPLOYMENT AGREEMENT (“Agreement”) is made by and between Todd S.

Bodem (“Employee”) and the Town of Apple Valley, a California Municipal Corporation, (“Town”). The Parties hereto agree as follows:

Section 1. Employment.

1.1 The Town agrees to employ Employee as Town Manager and he agrees to enter into employment as Town Manager upon the terms and conditions set forth herein.

1.2 Employee agrees to perform the functions and duties of Town Manager as set forth in the Municipal Code of the Town of Apple Valley and such other functions and duties as may be established or directed by the Town Council. Employee agrees to perform all such functions and duties to the best of his ability and in a lawful, efficient and competent manner.

1.3 Employee agrees that his employment with the Town is at the will and pleasure of the Town Council and that Employee’s employment and this Agreement may be terminated by the Town Council, with or without cause, and without right of appeal or hearing (except as provided in Section 3.4 of this Agreement), at any time.

1.4 (a) The Council agrees that Municipal Code Section 2.08.070 governs its relations with Employee and it agrees to be bound thereby for purposes of this Agreement.

Accordingly, said Section 2.08.070 is set forth below and is incorporated into this Agreement.

Relations with Council. The Town Council and its members shall deal with the administrative services of the Town only through the Town Manager, except for the purpose of inquiry, and neither the Town Council nor any member thereof shall give orders to any subordinates of the Town Manager. For purposes hereof, "inquiry" means any and all communications short of giving orders, directions or instructions to any member of the administrative staff. Such members shall give all information reasonably requested by any councilmember. The Town Manager shall take his orders and instructions from the Town Council only when sitting in a duly convened meeting of the Town Council and no individual councilman shall give any orders or instructions to the Town Manager. The Town Council shall instruct the Town Manager in matters of policy. Any action, determination or omission of the Town Manager shall be subject to review by the Town Council.

The Town Council may not overrule, change or modify any such action, determination or omission except by the affirmative vote of at least three members of the Town Council.
(b) Town agrees that upon breach of Section 2.08.070 by the Council or an individual Council member that materially interferes with Employee’s performance of his duties under this Agreement, Employee may resign his employment and, subject to the conditions set forth herein and Section (c), below, shall receive severance pay as if he was terminated by the

28314.00013\44240661.3
2 Town without cause under Section 3.2 of this Agreement. Prior to giving notice of resignation under this Section, Employee shall give written notice to the Council of the alleged breach hereunder within ten (10) days, and give the Council fourteen (14) days to cure said alleged breach. If Council cures the alleged breach, Employee shall have no entitlement to receive severance pay based on his resignation under this Section. If employee resigns, he shall provide the Town sixty (60) days’ written notice in advance, unless the Parties agree otherwise. Payment of severance pay under this Section, if any, shall be subject to the requirement in Section 3.2 of this Agreement that Employee execute a release and waiver of any and all claims against Town, it’s officers, Town Council Members, employees, and agents, arising out of his employment with Town, and the termination/resignation therefrom, in such form as may reasonably be required by Town.
(c) In the event that the Town disputes Employee’s allegation of a breach of Section 2.08.070 or it maintains it has cured any alleged breach of Section 2.08.070, and refuses to pay severance pay upon Employee’s resignation, Employee may submit the dispute to binding arbitration. An arbitration claim must be submitted to the Town Clerk within 30 days of the date that the Council notifies Employee of its denial of severance pay under this Section, otherwise the claim is waived. Said arbitration shall be conducted under the Expedited Labor Arbitration Procedures of the American Arbitration Association. The Town shall bear the cost of the arbitrator and related administrative expenses charged by the American Arbitration Association and each party shall be responsible for its own attorneys’ fees and other costs. The sole issues before the Arbitrator shall be: (1) whether the Council or an individual Council member breached Section 2.08.070 in a way that materially interfered with Employee’s performance of his duties under this Agreement and, if so, the Council, upon having been given timely notice of the alleged breach, failed to cure the breach; and, (2) whether said breach was the sole cause of Employee’s resignation. An affirmative determination by the arbitrator on both issues shall entitle Employee to severance pay as if he was terminated by the Town without cause under Section 3.2 of this Agreement. A negative determination by the arbitrator on one or both issues shall result in denial of said severance pay. Employee agrees that this arbitration provision shall be Employee’s sole and exclusive remedy in the case of a claim that the Town denied severance pay as provided in this Section.

1.5 Except as provided hereinafter, Employee shall not seek or accept employment elsewhere during the Term of this Agreement. Employee may seek and accept employment elsewhere upon being given notice of Termination under the terms of this Agreement or if authorized to do so by the Council.

Section 2. Term of the Agreement.

2.1 This Agreement shall be for a term of five (5) years, beginning December 1, 2025 and ending November 30, 2030. Subject to the Town’s right to terminate this Agreement and Employee’s employment at any time pursuant to Section 3 of this Agreement, this Agreement shall automatically be extended for subsequent one (1) year periods unless the Town Council provides written notice to the Employee no less than twelve (12) months prior to the expiration of the current term or an extended term that the Agreement will be terminated. Unless otherwise provided for by a subsequent written agreement between the Parties, the terms and conditions of this Agreement shall apply to any extended term of this Agreement.

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3 2.2 Nothing in this Agreement shall prevent, limit or otherwise interfere with the right of the Town Council to terminate the services of Employee and this Agreement, at any time, subject only to the provisions set forth in this Agreement.

2.3 Nothing in this Agreement shall prevent, limit or otherwise interfere with the right of the Employee to resign at any time from his position with the Town, subject only to the provisions set forth in this Agreement.

2.4 Employee agrees to remain in the exclusive employment of the Town during the term of this Agreement, and he shall neither accept other employment nor become employed by any other person, business, or organization during the term of this Agreement without the written approval of the Town Council. As used in this section, the term “employed” shall not be construed to include occasional teaching, writing, or consulting on Employee’s time off, which may be undertaken by the Employee, provided they are conducted with persons, businesses, or organizations not within the Town limits. Under no circumstances, however, may Employee engage in outside employment or other activities that present a real or potential conflict of interest with Employee’s employment with the Town.

Section 3. Termination and Severance Pay.

3.1 Employee serves at the will and pleasure of the Town Council and may be terminated with or without cause, and without right of appeal or hearing (except as provided in Section 3.4 of this Agreement), at any time. Consequently, nothing in this Agreement shall in any way affect or limit the Town Council’s right to terminate the employment of Employee and this Agreement on an at-will basis, with or without cause, and without right of appeal or hearing (except as provided in Section 3.4 of this Agreement), at any time.

3.2 In the event that Employee and this Agreement are terminated without cause, Town agrees to provide Employee with severance pay in a lump sum cash payment equal to six (6) months’ base salary, less any deductions required by law. Further, Town shall pay employee’s health insurance continuation coverage premium, provided Employee timely applies for COBRA continuation coverage upon termination of his employment, which payment may be continued for the same duration as his severance payment or until Employee finds other employment, whichever occurs first. Payment of severance pay and health insurance continuation premium payments shall be conditioned upon Employee executing a release and waiver of any and all claims against Town, its officers, employees and agents, arising out of his employment with Town, and the termination thereof, in such form as may reasonably be required by Town. Severance pay and health insurance continuation premium payments shall not be payable unless and until Employee executes such release and waiver and until expiration of all waiver and revocation rights as provided by law at the time of termination of Employee’s employment and this Agreement.

3.3 In the event Employee and this Agreement are terminated for cause, Employee shall not be entitled to any severance pay. Termination for cause is defined as follows:
(a) A willful breach of this Agreement.
(b) Habitual neglect of duties required to be performed under this Agreement.

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4 (c) Any acts of dishonesty, fraud, misrepresentation or other acts of moral turpitude.
(d) Refusal or failure to act in accordance with any directive or order of the Town Council.

3.4 In the event that Employee and this Agreement are terminated for cause, Employee will be presented with written notice of the basis for said cause. Upon receipt of said written notice, Employee, within five (5) business days, may request a hearing before the Town Council. The issue at the hearing shall be limited solely to whether or not there is sufficient evidence to support a finding of termination for cause such that the Employee would not be entitled to any severance pay. Under no circumstances shall the Employee be entitled to reinstatement as a result of such hearing.

3.5 Nothing in this Agreement shall prevent, limit or otherwise interfere with the right of Employee to resign at any time from his position with Town, subject only to the provisions set forth in this Agreement. In the event the Employee resigns from his position with the Town, then the Employee shall provide the Town sixty (60) days’ notice in advance, unless the Parties agree otherwise. In the event the Employee resigns, except as otherwise provided in Section

1.4(b), above, he shall not be entitled to any severance pay, but the Town shall pay the Employee for accrued vacation benefits.

3.6 Notwithstanding any other provision herein, in accordance with Government Code Sections 3511.2 and 53260, the cash payment that Employee may receive in the event of the termination of this Agreement, as set forth in Sections 1.4(b) and 3.2, above, shall not exceed an amount equal to the monthly base salary of Employee multiplied by the number of months left on the unexpired term of this Agreement.

3.7 Pursuant to Government Code Sections 53243, 53243.1 and 53243.2, which became effective on January 1, 2012, if Employee is convicted of a crime involving an abuse of his office or position, all of the following shall apply: (1) if Employee is provided with administrative leave pay pending an investigation, Employee shall be required to fully reimburse the Town such amounts paid; (2) if the Town pays for the criminal legal defense of Employee (which would be in its sole discretion, as it is generally not obligated to pay for a criminal defense), Employee shall be required to fully reimburse the Town such amounts paid; and (3) if this Agreement is terminated, any cash settlement related to the termination that Employee may receive from the Town shall be fully reimbursed to the Town or void if not yet paid to Employee.

For this Section, abuse of office or position means either: (1) an abuse of public authority, including waste, fraud, and violation of the law under color of authority; or (2) A crime against public justice, including, but not limited to, a crime described in Title 7 (commencing with Section 92) of Part 1 of the Penal Code.

Section 4. Salary and Automobile Allowance.

4.1 Town agrees to pay Employee for his services rendered a base salary of Twenty Four Thousand One Hundred Sixty Seven Dollars ($24,167.00) per month, less required and

28314.00013\44240661.3
5 authorized deductions, in installments at the same time as other employees of the Town are paid.

The Town Council, in its sole discretion, may grant merit increases to Employee’s base salary.

4.2 Employee shall receive an automobile allowance of Seven Hundred Dollars ($700.00) per month for use of his automobile in connection with Town business. Employee shall be responsible for all expenses associated with the purchase, operation, maintenance and repair of his vehicle.

Section 5. Benefits.

5.1 Except as otherwise stated in this Agreement, Employee shall be eligible for the same employee benefits and accruals (including, for example, retirement and health benefits, administrative leave, and sick leave) as regular full time executive employees of the Town as said benefits exist from time to time.

5.2 To the extent the Town’s approved annual budget designates sufficient funds for the purposes identified in this section, the Town agrees to pay for the professional dues and subscriptions necessary for the Employee’s continued and full participation in national, state, regional and local associations and organizations necessary and/or desirable for his continued professional participation, growth and advancement, and for the good of the Town.

5.3 To the extent the Town’s approved annual budget designates sufficient funds for the following purposes, the Town agrees to pay registration fees and travel subsistence expenses of the Employee for professional and official travel, meetings, and occasions adequate to continue the professional development of the Employee and to adequately pursue necessary and/or appropriate official business and other functions for the Town. Upon the prior approval of the Town Council, the Town also agrees to pay for related tuition, fees, and travel and subsistence expenses of the Employee for educational degree programs, short courses, institutes, and seminars that are necessary for his professional development and the good of the Town.

5.4 Employee shall accrue vacation, administrative leave, and sick leave at the same rate as an employee with fifteen (15) years of service. The employee shall be granted starting balances of 40 hours of sick leave and 40 hours of administrative leave upon his first day of employment.

5.5 Reserved.

5.6 Employee shall receive a monthly cellular phone allowance of One Hundred Dollars ($100). This allowance shall be in lieu of a cellular phone provided by the Town.

5.7 The Town shall not be obligated to make deferred compensation contributions on Employee’s behalf under Section 5.2.C.3 of the Town of Apple Valley Personnel Policy and Procedure Manual.

5.8 Employee shall receive a one-time relocation benefit of up to $10,000 to cover the costs associated with relocating to work for the Town. Such relocation benefit shall be payable to Employee upon presentation of receipts showing expenses related to Town Manager’s relocation.

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6 Section 6. Performance Evaluation.

The Town shall review and evaluate the performance of the Employee at least annually.

Said review and evaluation shall be conducted by the Town Council. Evaluation criteria shall be developed and adopted by the Town Council after consultation with Employee.

Section 7. Bonding.

The Town shall bear the full costs of any fidelity or other bonds required of the Employee under any law or ordinance.

Section 8. General Provisions.

8.1 This Agreement supersedes any and all other agreements, either oral or written, between the parties hereto with respect to the employment of Employee by Town, and contains all of the covenants and agreements between the parties with respect to the employment of Employee by Town.

8.2 Each party agrees and acknowledges that no representations, inducements, promises, or agreements, orally or otherwise, have been made by any party, or anyone acting on behalf of any party, which are not embodied herein and that any agreement, statement, or promise not contained in this Agreement shall not be valid or binding on either party.

8.3 Any modification of this Agreement will be effective only if made in writing and signed by both Employee and Town.

8.4 If any provision of this Agreement is held by a court of competent jurisdiction to be invalid, void or unenforceable, the remaining provisions shall nevertheless continue in full force and effect without being impaired or invalidated in any way.

8.5 This Agreement shall be governed by and construed in accordance with the law of the State of California.

8.6 This Agreement shall be construed as a whole, according to its fair meaning, and not in favor or against any party. By way of example and not in limitation, this Agreement shall not be construed in favor of the party receiving a benefit nor against the party responsible for any particular language in this Agreement.

8.7 Employee acknowledges that he has had the opportunity to consult legal counsel in regard to this Agreement, that he has read and understands this Agreement, that he is fully aware of its legal effect, and that he has entered into it freely and voluntarily and based on his own judgment and not on any representations or promises other than those contained in this Agreement.

28314.00013\44240661.3
7 By:

Todd S. Bodem
Employee
By:

Scott Nassif
Mayor
Town of Apple Valley