South El Monte Neighborhood Revitalization Plan 2.4
Community Outreach
Question 1 asked respondents for their age to gather data on what age demographics were responding to the survey. As shown in Figure 2-1, the survey reached a diverse range of age groups. Most respondents (94.7%) were between the ages of 18 and 74. Persons 17 or younger only accounted for 3.4% of respondents and persons 75 or older only accounted for 1.9% of respondents.
Figure 2-1: Question 1 - What is your age?
Question 2 asked respondents to identify their gender. As shown in Figure 2-2, 150 (56.4%) of respondents identified as female, 102 (38.3%) of respondents identified as male, and 14 (5.3%) preferred not to say.
Question 3 asked respondents to identify how long they have lived in Dinuba. Out of the 266 respondents, the majority 224 (84.2%) responded that they have lived in Dinuba for over 10 years.
Figure 2-2: Question 2 - What is your gender?
Question 4 focused on street improvements and circulation and asked respondents how they would rate the condition of streets and sidewalks in the South El Monte Area on a scale of 0 to 10 with zero being inadequate conditions and ten being excellent. The average response to this question was a 4.2 out of 10. Of the 266 respondents, 57 (21.4%) rated the current street and sidewalk conditions a 5. Additionally, 133 (50%) respondents rated the conditions a 0 to 4 and 76 (28.6%) respondents rated current conditions a 6 to 10 (see Figure 2-3).
Figure 2-3: Question 4 - Street and Sidewalk Conditions Number of Responses
17 or younger
18 to 24
25 to 34
35 to 44
45 to 54
55 to 64
65 to 74
75 or older
0 20 40 60 80
What is your age?
102
150
Prefer not to say
5.3%
Female
56.4%
Male
38.3%
What is your gender?
Number of Responses
0 20
40 60
0 1 2 3 4 5 6 7 8 9 10
How would you rate the current condition of streets and sidewalks in the South East El Monte Area?
2.5 South El Monte Neighborhood Revitalization Plan
Community Outreach
Question 5 also asked respondents to select what qualities regarding streets and sidewalks require the most improvements. Respondents were allowed to select up to 3 answers from the following list of answers:
• Pavement Quality
• Pedestrian Safety
• Environmental Enhancements
• Traffic Flow Improvements
• Accessibility
Pavement Quality and Pedestrian Safety both accounted for
27.4% of responses, Traffic Flow Improvements and Environmental Enhancements both accounted for 16.9 of responses, and Accessibility accounted for 11.3% of responses (see Figure 2-4).
Figure 2-4: Question 5 - Streets and Sidewalks Improvement Areas Question 6 asked respondents what role landscaping plays in enhancing the aesthetic and overall quality of neighborhoods and communities. A majority of respondents, 158 (59.4%), identified that landscaping significantly improves the appearance and livability of neighborhoods fostering a sense of community and pride. Additionally, only 5 (1.9%) respondents selected that landscaping has no significant role in enhancing the aesthetic or overall quality of neighborhoods and communities.
Question 7 asked respondents to determine if homes in the South El Monte neighborhood are well maintained and if not, what areas need improvement. Respondents were allowed to select as many of the five answer choices that they felt were applicable. Of the 435 responses to this question, 19 (4.4%) of responses selected that the homes are very well maintained. All other responses acknowledged areas for home improvements pertaining to landscaping, upkeep and structural integrity. Figure 2-5 provides a breakdown of the responses to question
7. Figure 2-5: Question 7 - Housing Conditions
170
170
105
105
70 Accessibility
11.3%
Traffic Flow Improvements
16.9%
Environmental Enhancements
16.9%
Pavement Quality
27.4%
Pedestrian Safety
27.4%
What areas do you think need the most improvement regarding streets and sidewalks? (select up to 3) Number of Responses
The homes are poorly
maintained, with issues in
landscaping, exteriors, and
Exterior painting and repairs
are needed on several
homes.
Many homes need
significant upkeep,
especially in roofing and
There's room for
improvement in yard
landscaping.
Yes, the homes are very
well maintained.
0 25 50 75 100 125
Do you feel the homes in the South El Monte neighborhood are well maintained? If not, what areas could be improved?
South El Monte Neighborhood Revitalization Plan 2.6
Community Outreach
Question 8 asked respondents if they would utilize a Home Rehabilitation Grant Program that was established to help fund exterior improvements such as windows, doors, paint, and landscaping to their homes.
Respondents were allowed to respond yes or no to this question. The majority of respondents, 235 (88.3%), selected yes to utilizing a potential Home Rehabilitation Grant Program.
Question 9 asked respondents to rate the current lighting conditions in the south El Monte Neighborhood on a scale of 0 to 10 with zero being inadequate conditions and ten being excellent. The average answer to this question was a 4.1 out of 10. Of the 266 respondents, 50 (18.8%) rated the current lighting conditions a 5. Additionally, 146 (54.8%) respondents rated the conditions a 0 to 4 and 70 (26.4%) respondents rated current conditions a 6 to 10. A more detailed breakdown of the response to this question is provided in Figure 2-6.
Figure 2-6: Question 9 - Lighting Conditions
Question 10 asked respondents to acknowledge what public facilities require upgrades or improvements. Respondents were allowed to select all answer choices they felt were applicable. Recreation center improvements, open space in parks, and Sportsplex improvements accounted for the majority of the responses to this question (see Figure 2-7). As a follow-up to question 10, question 11 asked respondents to identify specific improvements they would like to see to the Dinuba Sportsplex and/or the Dinuba Recreation Center (see Figure 2-8).
Respondents were again allowed to select all applicable answers.
Figure 2-7: Question 10 - Public Facilities Needing Improvements Figure 2-8: Question 11 - Types of Public Facility Improvements Number of Responses
0 10
20 30
40 50
0 1 2 3 4 5 6 7 8 9 10
How would you rate the current lighting conditions in the South East El Monte neighborhood? 150
143
95 56
37 Other
7.7%
Relocate City Hall to Downtown
11.6%
Sportsplex Improvements
19.8%
Community Services "Rec Center" Improvements
31.2%
Open space in parks
29.7%
Which public facilities do you think most require upgrades or improvements? 174
136
108
36 Other
7.9%
Landscape
23.8%
Parking and facility access
30.0%
Heating and Cooling (Sportsplex)
38.3%
What types of improvements would you most like to see to the Dinuba Sportsplex and/or the Dinuba Recreation Center?
2.7 South El Monte Neighborhood Revitalization Plan
Community Outreach
Question 12 asked respondents how often they visit community parks.
Occasionally, maybe once or twice a month was the most chosen answer choice as 93 (35%) respondents selected it. As a follow-up to question 12, question 13 asked respondents what improvements would inspire them to visit public parks more regularly. Respondents were allowed to select up to three answers. Walking trails were the predominant choice from respondents accounting for 153 of total responses (see Figure 2-9). Lighting, restroom, sports amenity, park, and water feature improvements were also notable answers selected by respondents.
Figure 2-9: Question 13 - Park Improvements
Question 14 asked respondents to identify the biggest challenges and issues on their street. Respondents were allowed to select as many of the 9 answer choices as they would like. Lighting, dangerous intersections, sidewalk gaps, landscaping, crime, and condition of homes were identified as significant challenges by respondents as seen in Figure 2-10.
Figure 2-10: Question 14 - Challenges and Issues on Respondent’s Streets Number of Responses
Walking Trails
Lighting
Restrooms
Sports or Playground
Water Features
Exercise Equipment
Dog Park
Other
0 50 100 150 200
What improvements would inspire you to visit public parks more regularly? (select up to 3) Number of Responses
Lighting
Dangerous
Sidewalk Gaps
Landscaping
Crime
Condition of
Vacant Lots
Noise
Other
0 50 100 150 200
What is the biggest challenge/issue on your street? (Choose as many as you like)
3.1 South El Monte Neighborhood Revitalization Plan
3 Public Facilities Needs Assessment
Introduction
Public facilities play a crucial role in fostering a safe, healthy, and comfortable community. They provide essential spaces and services that contribute to the overall well-being of residents. The following section covers existing public facilities within the City of Dinuba.
Existing Public Facilities
Streets
Vehicular circulation within the City of Dinuba consists of a network of city streets and roads which include freeways, arterials, collectors, and local roads. There are no State Highways within the Dinuba city limits, and the closest regional roadway is State Route 201 located roughly one mile south of the City. Arterial roads are the primary network for traffic flow by connecting areas of major traffic generation within the urban areas and with important county roads and state highways. There are six major arterial and collector streets in the City of Dinuba, and the remainder are considered local streets. Table 3-1 outlines the arterial and collector streets within the study area that are the focus of this Public Facilities inventory.
Traffic operations may be quantified through the determination of “Level of Service” (LOS), which is a quantitative measure of traffic operating conditions by designating a grade of “A” through “F” to an intersection or roadway and represents worsening roadway conditions.
According to the City of Dinuba General Plan, existing traffic operations function at an LOS of “C” or better, meaning that there are “stable operations” and the “ability to maneuver and select operating speed affected”. For roadway conditions, the grade was an LOS of “D”, so the roadway conditions reflect “unstable flow (with) speeds and ability to maneuver restricted”.
Table 3-1 : Summary of Arterial and Collector Streets within the Study Area Street Type Street Name Direction
Arterial Roads El Monte Way East-West
Alta Avenue North-South
Kamm Avenue East-West
Crawford Avenue North-South
Collector Roads College Avenue North-South
Sierra Way East-West
H Street (Downtown) Northwest-Southeast
K Street (Downtown) Northwest-Southeast
L Street (Downtown) Northwest-Southeast
M Street (Downtown) Northwest-Southeast
Roadway Existing Conditions
In 2022, the City’s Engineering and Traffic Survey was developed, and contains pertinent information about the existing street conditions along several arterial roads that border the project area. This survey informed the observations about roadway conditions for streets within the study area. Based on the observations, cracks and potholes are present throughout the major arterial and collector streets in varying degrees along with inconsistent pedestrian and bicycle infrastructure.
Local roads tend to be in greater condition as a result of new residential development. Information about existing street lane and street parking inventories are included in Figure 3-1 and Figure 3-2.
South El Monte Neighborhood Revitalization Plan 3.2
Public Facilities Needs Assessment
East Kamm Avenue
• Undivided with one through lane in each direction with a two-way left turn lane
• Class II bike lanes start at intersection of Alta Ave, continues east until intersection of South College Ave
• Intersection crosswalk at S Johnson Ave, O Street, S Greene Ave, and Alta Ave
• Sidewalks inconsistent; only present near residential development and public schools
South Alta Avenue
• Divided roadway with two through lanes in each direction • Landscaped raised medians containing left-turn pockets with curbside parking on most of the street segment.
• Two-way turn lanes in places with no center medians
• Class II bike lanes on both sides of the street from the intersection of West Sierra Way and South Alta Ave to the intersection with East Kamm Ave
• Center medians start at intersection of Alta and El Monte Way, present throughout but irregularly spaced
Image 3-1: East Kamm Avenue Facing East Image 3-2: South Alta Avenue Bike Lanes
South El Monte Neighborhood Revitalization Plan 3.3
Public Facilities Needs Assessment
East El Monte Way
• Undivided roadway facility with two through lanes in each direction
• Contains two-way left turn lanes; presence of turn pockets depending on location
• No bike lanes
• Sidewalks only on the south side in the undeveloped portion, sidewalks on both sides in the developed portion
• Crosswalks present at the intersection of El Monte Way and Rd 88, South Palm Drive, North Hayes Avenue, North Whitney Avenue, North Perry Avenue, North H Street, North Nichols Avenue, and South Alta Avenue
• On the western half, starting at North Perry Avenue, transitions to one through lane each direction with a two-way left turn lane • Lacking consistent sidewalks on both sides of the roadway • Provides regional access to Dinuba from State Route 99 Crawford Avenue
• Undivided with two through lanes on the eastern portion of the roadway, one through lane on the western side.
• Sidewalks consistent along entire roadway section occurring within the study area
• Class II bike lane on western side of the roadway only starting at the intersection of Golden Way; Class II bike lanes on both sides starting at the intersection of Sierra Way, continues until El Monte Way intersection
Image 3-4: Crawford Avenue
Looking North
Image 3-5: Crawford Avenue
Bike Lanes
Image 3-3: El Monte Way Lacking Sidewalks
3.4 South El Monte Neighborhood Revitalization Plan
Public Facilities Needs Assessment
Project Area
1 Lane
2 Lanes
3 Lanes
4 Lanes
5 Lanes
6 Lanes
7 Lanes
Streets
Figure 3-1
Dinuba Street
Lanes Map
Legend
South El Monte Neighborhood Revitalization Plan 3.5
Public Facilities Needs Assessment
Legend
Figure 3-2
Dinuba Street
Parking Map
South El Monte Neighborhood Revitalization Plan 3.6
Public Facilities Needs Assessment
Alleys
Alleys are narrow passageways between or
behind buildings. The City’s Municipal Code
details the regulations regarding the allowable
driving direction through specific one-way
alleyways in the City. It is also unlawful to leave,
allow, or let a vehicle stand while loading or
unloading freight or passengers. In addition
to being a safety hazard for drivers and
pedestrians, the typical darkness of alleyways
at night and the lack of public visibility causes
these areas to be a common site for crime.
There are a number of alleyways located in
the Dowontown Dinuba corrdidor that have
the potential to be revitalized as part of this
study.
Sidewalks
Along the study area boundaries and
throughout the study area, sidewalks are
inconsistent. The pavement is uneven,
cracking and does not connect along
major roadways, discouraging pedestrian
use. Sufficient sidewalks are present along
collector streets in residential areas. A map
indicating sidewalks throughout the study
area are shown in Figure 3-3.
Image 3-6: Existing Bike Route on Alta Avenue
Image 3-7: Existing Alleyway in Downtown Dinuba
Bicycle and Pedestrian Facilities
The City does not have designated bicycle
routes, but Tulare County has designated
routes along El Monte Way and Alta Avenue.
Although there is bike route signage along
these arterial roads, there are not always bike
lanes or paths to accompany it. Class II bike
lanes are present along all the arterial roads
within the study area but are inconsistent,
preventing the connection of a consistent
bike route. Bicycling is most prevalent around
school sites but is generally an uncommon
mode of transportation for residents.
Pedestrian accommodations are generally
lacking, but there are sidewalks, crosswalks,
and pedestrian crossing lights and signage
on all major arterial and collector roads
within the study area. These features are
present to various degrees depending on
the level of development in that part of the
community. Curb cuts and access ramps
for ADA Compliance are required for new
construction, but ADA Accessibility is not
present throughout the community. Existing
bicycle facilties are shown in Figure 3-4.
South El Monte Neighborhood Revitalization Plan 3.7
Public Facilities Needs Assessment
Legend
Figure 3-3
Dinuba
Sidewalks Map
3.8 South El Monte Neighborhood Revitalization Plan
Public Facilities Needs Assessment
Legend
Figure 3.4
Dinuba Bike
Lanes Map
3.9 South El Monte Neighborhood Revitalization Plan
Public Facilities Needs Assessment
Water
The City of Dinuba is a member of the Kings
River East Groundwater Sustainability Agency
(KREGSA), and the primary water supply
source for residents is groundwater from Cityowned wells. According to the City’s Urban Water Management Plan, water demands
are expected to increase in proportion to
population growth and are projected to
total roughly 2,427 million gallons annually in
2040. In order to meet these expected future
demands, the City is planning to construct
additional public water supply wells and
groundwater recharge basins to maintain
groundwater levels. The KREGSA has adopted
its Final Groundwater Sustainability Plan
(GSP), which has identified management
actions and projects that will help maintain
groundwater resources in a sustainable
condition for the next 50 years. The GSP has
identified a Minimum Threshold level that
would allow City wells to meet City water
demands without compromising water quality
or causing chronic groundwater declines.
According to the most recent GSP, the groundwater levels are above Minimum Thresholds and are expected to be sufficient to meet the
City’s demands for the next 50 years. Figures
3-5 and 6 show existing water systems.
Sewer
The City utilizes a Collection System and
city-owned Wastewater Reclamation Facility
(WWRF) to service wastewater conveyance
and treatment needs. According to the City
of Dinuba Sanitary Sewer Management Plan,
the Collection System consists of roughly 71.7
miles of gravity sewer and is assisted by 11
sanitary sewer system lift or pump stations
that deliver wastewater to the WWRF. The
WWRF is located on the west side of Dinuba
between Sierra Way and Kamm Avenue and
is permitted for a capacity of 3.14 million
gallons of wastewater per day. The WWRF
currently processes approximately 1.9 to 2.3
million gallons of wastewater per day during
weekdays, and 1.5 to 1.6 million gallons per
day on the weekends. In the year 2020, the
WWRF received and treated approximately
746 million gallons of effluent, which were
treated to secondary treatment standards,
then delivered to retention ponds on-site that
eventually percolate into the shallow aquifer.
On the WWRF site there are eleven active
retention ponds, each with a capacity of 22
million gallons, with one emergency pond.
Figure 3-7 shows the existing sewer system
within the Study Area.
Storm Drain
The storm drain system for the City is
comprised of surface runoff to streets, then
entry into belowground pipelines that end
at pump stations discharging into surface
ditches or retention basins. Some areas of
development in the City contain on-site
retention ponds. Excess stormwater flows
are directed to irrigation canals. In addition,
the City manages a 28-acre groundwater
recharge basin and smaller basins totaling
up to approximately 29.5 acres. The network
of stormwater mains within the study area is
shown on Figure 3-8.
Image 3-8: Dinuba Centennial Water Tower
South El Monte Neighborhood Revitalization Plan 3.10
Public Facilities Needs Assessment
Figure 3-5: City of Dinuba, Existing Water System
3.11 South El Monte Neighborhood Revitalization Plan
Public Facilities Needs Assessment
Figure 3-6: Study Area, Existing Water System
3.12 South El Monte Neighborhood Revitalization Plan
Public Facilities Needs Assessment
Figure 3-7: Existing Sewer System
South El Monte Neighborhood Revitalization Plan 3.13
Public Facilities Needs Assessment
Figure 3-8: Existing Stormdrain System
3.14 South El Monte Neighborhood Revitalization Plan
Public Facilities Needs Assessment
Street & Park Lighting
According to the City of Dinuba Streetlight
Inventory, there is a total of 1,744 streetlights
within the City. The City’s Parks and Recreation
Master Plan rated all City Parks based on
their amenities which included the presence
of sports fields/courts, park structures,
vegetation, and site amenities such as lighting,
signage, parking, and drinking fountains. The
rating scale was from 1 to 3, 1 being ‘good
condition’, 2 being ‘fair’ and 3 being ‘poor’. A
park in “good condition” has amenities that
are in good condition, are fully functional and
do not need repairs. Park amenities in good
condition would contain most amenities
including park lighting and may only have
minor aesthetic issues. A rating of “fair”
indicates conditions that are largely functional
but need minor to moderate repairs. These
facilities have fixtures and safety features but
there are time periods where certain amenities
are unusable. Therefore, these facilities are
still important to the local neighborhood but
may discourage use of the park by residents.
A rating of “poor” indicates amenities that are
largely or completely unusable by residents
and need major repairs. None of the parks
within the study area were rated with a score
exceeding 2.
Of the six outdoor park/recreational
facilities within the study area, only three
had documented lighting facilities. Both
Felix Delgado Park and Roosevelt Park were
rated ‘fair’, and K/C Vista Park was rated
1.5, an intermediate between “good” and
“fair”. Entertainment Plaza, Gregory Park and
Muirfield Park had no documented lighting
ratings, indicating no park specific lighting
on site. The Sportsplex facility is indoors, so
it was excluded from this lighting inventory.
A streetlight inventory of the study area is
depicted in Figure 3-9.
Landscaping
The City faces several challenges preventing
visually appealing landscaping throughout
the community, mainly due to drought
conditions and State water conservation
mandates. However, the City seeks to
achieve landscaping that is drought tolerant,
environmentally sound, and aesthetically
appealing. The design standards are outlined
in the Dinuba Municipal Code and the City’s
Landscape Design Guidelines. The City’s
General Plan also states the overall goal of
making the major gateways into the City
more inviting to both travelers and residents
through attractive signage and landscaping.
The major gateways into the City are currently
lacking significant signage or landscaping,
representing an area not yet addressed by City
revitalization efforts. The main landscaped
areas in the City are areas with new
commercial and residential development.
Otherwise, uniform landscaping is generally
absent. Figure 3-10 indicates landscaped
areas that are publicly maintained, primarily
by the City. Although few landscaped areas
are maintained by the City, the map will show
landscaped areas within the public right-ofway as well. Parks and recreational sites will not be included on the landscaping map.
Image 3-9: Lighting and Play Structure at K/C Vista Park
3.15 South El Monte Neighborhood Revitalization Plan
Public Facilities Needs Assessment
Figure 3-9: Existing Streetlights
South El Monte Neighborhood Revitalization Plan 3.16
Public Facilities Needs Assessment
Figure 3-10: Existing Landscaping
South El Monte Neighborhood Revitalization Plan 3.17
Public Facilities Needs Assessment
Parks
The City of Dinuba currently contains fifteen parks and entertainment facilities totaling approximately 75 acres and includes neighborhood parks, community parks, a plaza, a linear park, and one entertainment plaza. In addition, the Dinuba Unified School District (DUSD) and the City have an agreement to allow Dinuba residents to have access to grounds and playing fields. There are also several regional park facilities, national parks such as Sequoia and Kings Canyon National Parks, and nature preserves such as the Kings River and Kaweah Oaks Nature Preserves within reasonable driving distance of the City. The current park and recreation inventory is depicted in Table 3-2.
One aspect of public safety and park adequacy is the condition of park infrastructure and amenities, which includes features such as walkways, parking lots, park furniture, drainage and irrigation, lighting systems, and landscaping. A lack of maintenance over long periods can result in unusable park and recreational facilities due to concerns over safety and undesirable conditions. According to the Dinuba Parks and Recreation Master Plan (2020) ranking system for park conditions, 60% of the parks were considered to have ‘fair’ conditions, and 40% were considered to be in ‘good condition’. The overall ranking for park conditions within the City was ‘Fair’, indicating that the park amenities are largely functional but need minor to moderate repairs. Figure 3-11 shows the exiting City parks within the Study Area.
Table 3-2: Current Parks and Recreation Inventory within Study Area Name Classification Acres
Felix Delgado Park Community 6.00 -2
K/C Vista Park Community 18.18-1.5
Roosevelt Park Community 4.20-2
Entertainment Plaza Neighborhood 3.00-none
Gregory Park Neighborhood 0.80-none
Muirfield Park Neighborhood 1.25-none
Skatepark at Sportsplex Special Use 1.17-n/a
Total Acres 34.60
Image 3-10: Felix Delgado Park
3.18 South El Monte Neighborhood Revitalization Plan
Public Facilities Needs Assessment
Figure 3-11: Existing City Parks within Study Area
4.1 South El Monte Neighborhood Revitalization Plan
4 Housing Needs Assessment
Introduction
The South El Monte Neighborhood faces unique housing challenges typical of many growing urban locales. The Housing Needs Assessment aims to comprehensively evaluate the current housing conditions and future demands within the neighborhood. This assessment serves as a critical tool for identifying key housing issues—such as gaps in housing quality, affordability, and availability—that directly affect the community’s resilience and growth.
By systematically analyzing these factors, the assessment will aid in the development of targeted actions that not only improve housing conditions but also contribute to broader community and economic development goals. The insights gained from this assessment are intended to guide strategic planning, ensuring that housing-related initiatives are wellaligned with the overall objectives of enhancing livability, economic stability, and social cohesion within the South El Monte Neighborhood (Figure 4-1).
The findings presented in this section are derived from the comprehensive Market Analysis Report provided by Economic & Planning Systems, Inc. (EPS). This report offers an indepth exploration of the dynamics shaping the South El Monte housing market, including demographic trends, economic factors, and the evolving needs of the community. By incorporating these findings into the Housing Needs Assessment, we ensure that our analysis is grounded in robust, current data that reflects the actual conditions and challenges faced by the neighborhood.
Understanding Housing Affordability:
A significant focus of this assessment is on housing affordability, particularly the economic burden it places on residents. Housing affordability is commonly measured by the percentage of income that households spend on housing costs. According to federal guidelines, households are considered cost-burdened when they spend more than 30% of their income on rent or mortgage payments. This threshold is used as it is generally accepted that spending above this limit can prevent households from affording other necessities such as food, healthcare, and transportation, thus impacting their overall quality of life. In the South El Monte Neighborhood, nearly 65% of renters exceed this threshold, indicating a critical need for affordable housing solutions that alleviate financial stress and promote economic stability among residents.
South El Monte Neighborhood Revitalization Plan 4.2
Housing Needs Assessment
Demographic And Economic Context
Population Trends and Projections
The South El Monte Neighborhood has experienced steady demographic shifts over the past decade, characterized by a growing and increasingly diverse population. As of the latest census, South El Monte is home to approximately 25,000 residents, with a significant percentage identifying as Hispanic or Latino.
This trend is expected to continue, with projections indicating a population increase of up to 30% over the next ten years. Such growth underscores the need for a housing strategy that accommodates an expanding population while addressing the diverse cultural and socioeconomic backgrounds of residents.
Economic Factors Influencing Housing
The economic landscape of South El Monte is heavily influenced by its agricultural roots, yet it has diversified to include sectors like manufacturing, retail, and service industries. Despite this diversification, the area contends with higherthan-average unemployment rates and a substantial portion of the population living at or below the poverty line. Figure 4-2 displays the median income for the study area. These economic conditions directly impact housing stability and affordability, creating a pressing need for housing solutions that are economically accessible to a broader range of residents.
Relevance of Demographic Changes to Housing Needs
The demographic evolution of South El Monte, particularly the increase in younger populations and families, calls for a reassessment of current housing policies.
Younger families and emerging professionals are looking for affordable, quality housing that supports a dynamic lifestyle. Furthermore, the aging population requires accessible living arrangements that promote independence and quality of life in later years. Addressing these needs through thoughtful planning and development strategies is crucial for fostering a community that can thrive economically and socially.
Figure 4-1: South El Monte Study Area Boundaries and Census Tract Boundaries
Figure 4-2: Median Income (2022)
4.3 South El Monte Neighborhood Revitalization Plan
Housing Needs Assessment
Current Housing Affordability and Accessibility
A significant challenge facing South El Monte is the mismatch between housing costs and resident incomes. The median household income remains below the state average, yet housing prices have been rising, driven by external market pressures and limited housing supply. This disparity has led to increased housing cost burdens for families and could potentially exacerbate issues like overcrowding and substandard living conditions if not addressed through targeted housing policies and development initiatives.
Impact of Economic Trends on Housing Demand
Economic trends such as job growth in specific sectors influence housing demand in terms of type, location, and price point. For example, the influx of jobs in retail and service sectors near residential areas increases the demand for nearby affordable housing. Conversely, areas with declining job opportunities may see a decrease in housing demand, affecting property values and investment. Understanding these economic drivers is essential for aligning housing development with economic realities, ensuring sustainable community growth.
Current Housing Stock
Overview of Housing Composition
The South El Monte area predominantly features detached single-family units, which constitute about 75% of the housing supply both in the study area and the city overall . This housing type aligns with the community’s preferences and lifestyle, but also highlights a concentration that may limit diverse housing options.
Growth and Development Trends
Over the past decade, the housing supply in both the South El Monte neighborhood and the city of Dinuba has expanded at a similar pace. The study area has added approximately 390 new housing units between 2011 and 2022, which accounts for 42% of Dinuba’s total housing growth during this period . This growth predominantly consisted of detached single-family units and about 40 duplexes, indicating a slight diversification in housing types.
Figure 4-3: Single-Family Housing Median Sale Price and Inventory: City of Dinuba and Tulare County (2012-2023) Figure 4-4: Multifamily Housing Market Summary: Study
Area and City of Dinuba (2012-2023)
South El Monte Neighborhood Revitalization Plan 4.4
Housing Needs Assessment
Housing Age and Conditions
Much of the housing stock within the South El Monte area is dated, with many structures reflecting the historical character of the area but also suggesting potential challenges related to aging infrastructure . The older age of these homes often means they may not meet modern standards for energy efficiency, safety, or amenities without significant updates or renovations.
Market Dynamics and Affordability
The housing market has experienced notable shifts in affordability, with the median rent in the study area increasing by approximately 48% from 2011 to 2022 . This increase has significantly outpaced income growth, leading to a larger share of the population experiencing housing cost burdens. Notably, about 65% of renters in the area now spend more than 30% of their income on housing .
Vacancy Rates and Market Fluidity
Residential vacancy rates in the City of Dinuba have consistently been lower than in Tulare County overall, suggesting a tight housing market with limited availability . This is compounded by very low vacancy rates in multifamily housing, which have decreased further in the past decade due to a lack of new inventory.
Market Analysis
The EPS Market Analysis highlights significant trends impacting the South El Monte neighborhood. Key findings indicate a robust demand for housing, driven by demographic shifts and economic conditions. The report underscores a growing need for affordable housing solutions, as median household incomes have not kept pace with escalating housing costs. Notably, the analysis reveals that nearly two-thirds of renters are cost-burdened, spending more than 30% of their income on housing, which significantly exceeds county and state averages.
Current and Projected Housing Demand
The current housing demand in South El Monte reflects a complex interplay of demographic shifts and economic forces. The area has seen a consistent increase in population, particularly among younger families and the Hispanic community, which has intensified the demand for diverse housing options. The EPS Market Analysis Report projects a significant population increase over the next decade, necessitating an estimated
4.5 South El Monte Neighborhood Revitalization Plan
Housing Needs Assessment
additional 416 housing units by 2034 to accommodate this growth. This projected demand underscores not only the need for more housing but also for varied types such as affordable multi-family units, senior living accommodations, and starter homes that cater to the needs of a diverse population. Additionally, the changing demographics, including an aging population and an increase in smaller households, necessitate the development of specialized housing solutions that address accessibility, affordability, and suitability to sustain long-term community growth.
Analysis of Housing Supply Factors
The supply of housing in South El Monte has struggled to keep pace with the growing demand, primarily due to a combination of limited land availability, stringent zoning regulations, and high development costs. The existing housing stock is largely dominated by singlefamily homes, and while there has been some addition of duplexes and small apartment complexes, these have not been sufficient to meet the diverse needs of the community. The EPS report points to several supply-side barriers that restrict the development of additional and affordable housing:
• Zoning Constraints: Current zoning laws in the area tend to favor low-density, singlefamily homes and pose significant restrictions on the construction of apartment buildings or mixed-use developments that could offer more affordable housing options. • Development Costs and Economic Feasibility: High costs associated with construction and land acquisition make it economically challenging for developers to invest in affordable housing projects without substantial financial incentives from the government.
• Infrastructure Limitations: Existing infrastructure may not support higher-density developments without significant upgrades, adding another layer of complexity and cost to potential development projects.
South El Monte Neighborhood Revitalization Plan 4.6
Housing Needs Assessment
Utilization of Available Land
The market analysis further explores land utilization patterns within the South El Monte area, noting that a significant portion of available land is currently underutilized or zoned for uses that do not align with the community’s pressing housing needs. Strategic rezoning and land reclamation efforts, such as converting underused commercial properties into residential developments, could provide new opportunities for expanding the housing stock. This approach would not only address the shortage of housing but also stimulate economic activity by integrating residential and commercial development.
Affordability Analysis
In the South El Monte neighborhood, housing affordability remains a critical challenge that directly impacts the economic stability and quality of life of its residents. The EPS Market Analysis Report indicates a substantial gap between income levels and housing costs, highlighting a community where housing expenses increasingly outpace earnings. This disparity has led to a growing percentage of the population, particularly renters, experiencing significant housing cost burdens.
Income Versus Housing Cost
The median household income in South El Monte has grown modestly over the past decade, but not at a pace sufficient to keep up with the escalating costs of housing.
This imbalance is exacerbated by limited wage growth in key employment sectors, such as agriculture and retail, which dominate the local economy. The result is that a large segment of the workforce finds suitable, affordable housing beyond their financial reach, forcing them into less desirable housing options or excessive commuting patterns.
Prevalence of Cost-Burdened Households
The EPS report details that nearly 65% of renters in the area now allocate more than 30% of their income towards rent, categorizing them as cost-burdened by federal housing affordability standards. Among homeowners, there is a slightly lower, yet significant, proportion facing similar financial strains due to rising property values and associated costs. These trends are particularly concerning as they limit economic mobility and increase vulnerability to financial shocks.
4.7 South El Monte Neighborhood Revitalization Plan
Housing Needs Assessment
Impact of Market Trends on Affordability
Recent market trends have shown a sharp increase in both rental and property sales prices in the South El Monte area, compounding the affordability crisis. The lack of diverse housing types and the dominance of single-family homes have driven up prices and limited options for affordable multi-family units. Moreover, speculative real estate investments and the influx of higher-income households have added upward pressure on housing values, further alienating lowerincome residents.
Special Housing Needs
Identification of Vulnerable Groups
In the South El Monte Neighborhood, several demographic groups exhibit unique housing needs that must be addressed to ensure equitable community development. These groups include seniors, individuals with disabilities, large families, and low-income households.
Each group faces distinct challenges that can limit their housing options and affect their quality of life.
Seniors
As the population ages, there is an increasing demand for housing that accommodates the physical and financial needs of seniors, such as single-level homes that are accessible without stairs, and features like wider doorways and walk-in showers. Affordable housing solutions that fit within limited budgets are crucial to help seniors maintain independence and reduce the need for costly institutional care.
Large Families
Large families often struggle with finding adequate housing that is affordable. The EPS report points out the overall housing supply issues disproportionately affect larger families seeking affordable and adequately sized accommodation. The prevalence of single-family homes, which may provide adequate living space for large families, does not necessarily meet the affordability criteria needed.
Individuals with Disabilities
The EPS Market Analysis highlights a significant shortage of accessible housing for people with disabilities in South El Monte. This includes not only physical accessibility but also the overall availability of housing units that meet specific needs, such as ramps, lifts, and customizable kitchen and bathroom fixtures designed for wheelchair access and use. Beyond physical modifications, it is also essential to consider the proximity of these housing options to essential services and public transportation to support the independence and integration of individuals with disabilities into the community.
Challenges and Barriers
Developing effective housing solutions in the South El Monte Neighborhood involves navigating a complex landscape of regulatory, economic, and physical hurdles. These challenges and barriers not only constrain the availability and diversity of housing but also impact the feasibility of projects aimed at improving affordability and accessibility for all residents. Understanding these obstacles is crucial for devising strategic interventions that can transform these challenges into opportunities for community growth and development.
Regulatory and Zoning Constraints
Regulatory and zoning constraints significantly impact housing development in South El Monte. The current zoning laws predominantly favor low-density, single-family homes, which limits the ability to
South El Monte Neighborhood Revitalization Plan 4.8
Housing Needs Assessment
develop multifamily units or mixed-use developments that are crucial for addressing the diverse housing needs of the community. These restrictions not only reduce the overall housing supply but also hinder the development of affordable housing options. Additionally, lengthy and complex approval processes can delay project timelines, discourage developers, and increase project costs, further complicating the housing shortage.
Economic Barriers to Affordable Housing Provision
Economic barriers play a critical role in the provision of affordable housing.
High land and construction costs are significant hurdles in developing affordable housing projects. Without sufficient financial incentives or subsidies, developers often opt for high-end projects that promise greater returns, neglecting the affordable segment of the market. The economic viability of housing projects is frequently challenged by fluctuating market conditions, which can deter investment in long-term affordable housing solutions. These economic constraints are exacerbated by limited funding at local and state levels, which restricts the community’s capacity to support housing affordability initiatives.
Infrastructure Challenges
In the South El Monte area of Dinuba, physical and infrastructure challenges significantly impact the feasibility of new housing projects.
A primary concern is the aging infrastructure, particularly the water mains, which are noted for being old and frequently failing. This situation necessitates reactive maintenance rather than proactive upgrades, which are essential to support community growth and development effectively. Upgrading these systems is crucial for accommodating increased residential densities without compromising service quality or environmental sustainability.
4.9 South El Monte Neighborhood Revitalization Plan
Housing Needs Assessment
Blighted And Substandard Housing
Introduction
Blighted and substandard housing refers to residential buildings that are in a state of disrepair or dilapidation. These properties often exhibit structural issues, lack essential services like water and electricity, and fail to meet local building codes. Such conditions not only pose severe health and safety risks to residents but also contribute to the degradation of the neighborhood’s overall aesthetic and economic value.
Substandard buildings are defined in Section 1001 of Uniform Housing Code as:
Any building or portion thereof that is determined to be an unsafe building in accordance with Section 102 of the Building Code, or any building or portion thereof, including any dwelling unit, guest room or suite of rooms, or the premises on which the same is located, in which there exists any of the conditions referenced in this section to an extent that endangers the life, limb, health, property, safety or welfare of the public or the occupants thereof, shall be deemed and hereby are declared to be substandard buildings.
Unlike substandard housing, urban blight lacks a universally defined or objectively measured set of criteria. While it’s generally understood as the disrepair and deterioration of previously functional urban and neighborhood areas, there’s no singular, official definition for urban blight. Despite its multifaceted causes, its symptoms are visually clear, such as streets and roadways in disrepair, graffiti, vandalism, dilapidated facades, broken windows, and overgrown lawns.
South El Monte Neighborhood Revitalization Plan 4.10
Housing Needs Assessment
Relevance To Neighborhood Revitalization
Addressing urban blight and substandard housing is crucial for the revitalization of the South El Monte neighborhood. Urban blight and substandard housing can have a significant impact on a community in several ways.
Public Health and Safety. Substandard housing and urban blight can profoundly affect individuals’ health, safety, and well-being. Substandard housing, by definition, lacks adequate sanitation and may pose hazards such as faulty plumbing, compromised structural support, and inadequate electrical wiring. These conditions can lead to serious health and safety risks, including pest infestations, mold growth, fire hazards, and structural collapse, posing significant threats to the inhabitants of such housing units.
Economic disinvestment.Economic disinvestment is a common consequence of substandard housing and urban blight. The visual impact of these issues often leads to decreased property values, which, in turn, hinders economic development in the area. This perpetual decline can create a cycle of poverty and limit residents’ access to essential amenities.
Aesthetics and Perception. Aesthetics and perception play a crucial role in neighborhoods affected by substandard housing and urban blight. These conditions often generate a negative perception of the area, fostering a sense of disconnect between residents and their community. This perception can contribute to increased crime rates, further economic disinvestment, and other social issues.
By improving housing conditions, we can enhance the quality of life for residents, attract investment, and foster a sense of community pride.
Revitalizing these properties can also reduce crime rates, increase property values, and stimulate local economic growth, thereby contributing to the broader objectives of the South El Monte Neighborhood Revitalization Plan.
4.11 South El Monte Neighborhood Revitalization Plan
Housing Needs Assessment
Housing Problems and CHAS Data
The U.S. Department of Housing and Urban Development
(HUD) receives customized tabulations of American
Community Survey (ACS) data to highlight housing
issues, particularly for low-income housing, across
four key categories or housing problems and severe
housing problems. This data, referred to as CHAS
(Comprehensive Housing Affordability Strategy), is
utilized by local governments for accessing available
HUD funding. The four primary housing problems
identified by CHAS are:
• Incomplete kitchen facilities
• Incomplete plumbing facilities
• Overcrowding, defined as more than one
person per room
• Cost burden exceeding 30% of the Household
Area Median Family Income (HAMFI)
Similarly, CHAS identifies four severe housing problems, which mirror the primary categories, but with a higher
threshold for cost burden, set at over 50% of the HAMFI.
Housing problems often signal substandard housing
and blight. Substandard housing, as previously
defined, includes incomplete kitchen and plumbing
facilities, both of which are captured in the CHAS
data. Additionally, CHAS includes metrics such as
overcrowding and cost burden. While overcrowding
and cost burden may not directly contribute to blight
on their own, households facing these challenges may struggle to maintain their homes adequately. Consequently, they may be more susceptible to falling into substandard conditions due to difficulties in keeping up with routine maintenance.
Table 4-1, below, summarizes that 1,100 out of 3,375 owner-occupied households (32.6%) and 1,815 out of 2,980 renter-occupied households (60.9%) experience housing problems.
In addition, 590 owner-occupied households (17.5%) and 1,245 renter-occupied households (41.8%) experienced severe housing problems. Although this data set does not provide statistics on each primary housing problem, certain trends can still be observed and concluded. Renter-occupied households are disproportionately affected by housing problems, with rental units with housing problems making up well over half the total rental housing inventory. Additionally, renter-occupied units are more likely to experience severe housing issues in comparison to owner-occupied counterparts.
Table 4-1 : Housing Problem Overview
Owner Renter Total
Housing Problems
Households has at least
1 0f 4 housing problems
1,100 1,815 2,915
Household has none of
4 Housing Problems
2,275 1,165 3,440
Total 3,375 2,980 6,355
Severe Housing Problems
Household has at least
1 of 4 Severe Housing
Problems
590 1,245 1,835
Household has none
of 4 Severe Housing
Problems
2,785 1,730 4,515
Total 3,375 2,980 6,355
South El Monte Neighborhood Revitalization Plan 4.12
Housing Needs Assessment
Substandard Housing
Substandard housing, as defined in Section 1001 of the Uniform Housing Code, encompasses units lacking complete kitchen and plumbing facilities. The 2020 American Community Survey (ACS) 5-year estimates offer customized data to estimate the number of units experiencing housing issues indicative of substandard conditions. Table 4-2 summarizes these tabulations for various location categories: the City of Dinuba, Tulare County, and the State of California. The data shows that Dinuba has a lower proportion of substandard housing units compared to the county and state, totaling 0.60%. Notably, renter-occupied units are more likely to encounter substandard housing conditions, despite constituting less than half of the total units across all location categories.
Table 4-2 : Substandard Housing Units by City, County, State Although the overall number of substandard housing
units is relatively low, Table 3 illustrates the prevalence of substandard housing conditions within Census
Tract 5.01, one of the two census tracts covering the
Plan Area. Census Block 5.02, the second census tract
in the Plan Area, does not have any substandard
housing units defined as missing kitchen or plumbing
facilities. Table 3 underscores that Census Block 5.01
is significantly affected by substandard housing,
with over half of the total number of substandard
units citywide (54.76%) within this single census tract.
Moreover, units with incomplete kitchen facilities in
Census Tract 5.01 account for 59.26% of the total
number of units with incomplete kitchen facilities
citywide.
Substandard
Housing Metric
City of
Dinuba
Percent Tulare
County
Percent California Percent
Total 6,354 139,044 13,103,1145
Owner Occupied 3,375 53.11% 79,353 57.07% 55.26%
Lacking Plumbing
Facilities
0 0% 138 0.17% 17,434 0.24%
Lacking Kitchen
Facilities
3 0.09% 281 0.35% 23,476 0.32%
Renter Occupied 2,979 46.88% 59,691 42.93% 5,861,796 44.74% Lacking Plumbing
Facilites
15 0.50% 343 0.60% 36,908 0.60%
Lacking Kitchen
Facalities
24 0.80% 690 1.10% 128,184 2.20%
Total Substandard 42 0.60% 1,452 1% 206,002 1.60%
4.13 South El Monte Neighborhood Revitalization Plan
Housing Needs Assessment
Age of Housing Stock
Lack of essential housing facilities such as kitchens and plumbing are not the sole indicator of substandard housing. The age of housing stock also offers insights into blighted and substandard units because, like any structure, housing undergoes gradual deterioration over time and needs semi-regular maintenance. Consequently, many state and federal programs use housing age as a metric to determine eligibility for rehabilitation initiatives.
Table 4-4 provides a summary of the age distribution of housing stock in Dinuba as of 2020.
Between 2000 and 2009, 13.49% of the total housing stock was constructed, preceding the Great Recession. Additionally, more than half (60.99%) of the City’s housing stock was built before 1989, while 32.68% was constructed before 1969. These figures suggest that over half of the housing stock is aged (over 30 years old), with nearly a third being substantially aged.
Table 4-3: Year Structure Built
Area # of
Substandard
Units
%
Substandard
Units
Dinuba
Lacking
Plumbing
15 100%
Lacking
Kitchen
27 100%
Total 42 100%
Census Block
5.01 Lacking
Plumbing
7 46.67%
Lacking
Kitchen
16 59.26%
Total 23 54.76%
Census Block
5.02 Lacking
Plumbing
0 0.00%
Lacking
Kitchen
0 0.00%
Total 0 0.00%
Table 4-4: Proposition of Substarted Units
City V. Census
Year Built Count Percent
Total: 6,552
Built 2014 or later 316 4.82%
Built 2010-2013 454 6.93%
Built 2000 - 2009 884 13.49%
Built 1990 - 1999 902 13.77%
Built 1980 - 1989 538 8.21%
Built 1970 - 1979 1,317 20.10%
Built 1960 - 1969 527 8.04%
Built 1950 - 1959 691 10.55%
Built 1940 - 1949 470 7.17%
Built 1939 or Earlier 453 6.91%
At least 30 years old 60.99%
At least 50 years old 32.68%
South El Monte Neighborhood Revitalization Plan 4.14
Housing Needs Assessment
2008 Housing Condition Survey
The data obtained from the American Community Survey (ACS) offers valuable insights into trends and overarching issues regarding housing conditions. However, it serves only as an estimate for the needed rehabilitation and should be supplemented with local assessments.
These assessments can be conducted through methods such as windshield sampling and surveying, code enforcement and building department violations, and insights from knowledgeable community members, builders, and non-profit organizations.
As part of Dinuba’s 5th Cycle Housing Element (2015-2023), the City engaged Self Help Enterprises to conduct a windshield sample survey to evaluate the condition of its current housing stock.
This survey utilized standards and definitions set by the California Department of Housing and Community Development (HCD) at the time. The survey categorized housing conditions as follows:
• Sound: No significant repairs required.
• Minor: 2-3 repairs needed, such as patching, painting, or door replacement. • Moderate: Major repairs needed (e.g., new foundation or re-roofing) in addition to minor repairs.
• Substantial: More than two major repairs needed along with minor repairs. • Dilapidated: Extensive major and minor repairs required to the extent that rehabilitation is generally not feasible.
As shown in Table 4-5, the survey findings revealed that over half (56.94%) of Dinuba’s housing stock is considered substandard. Among the substandard units, 23.16% require minor repairs,
56.23% require major repairs, and 12.47% require substantial repairs. Additionally, 237 units sampled, representing 8.1% of the total, were deemed dilapidated to the point where rehabilitation is not feasible.
When the 5th Cycle Housing Element was circulated in 2014, the City affirmed that the survey conducted in 2008 still accurately represented housing conditions at that time. However, an updated survey will be necessary to obtain an accurate understanding of the current housing conditions within the city.
Category Units Percentage
Total Units 5,111
Sound Units 2,201 43.06%
Substandard
Units
2,910 56.94%
Substandard
Units
2,910 56.94%
Minor 674 23.16%
Moderate 1,636 56.22%
Substantial 363 12.47%
Dilapidated 237 8.14%
Table 4-5: 2008 Housing Condition Survey
4.15 South El Monte Neighborhood Revitalization Plan
Housing Needs Assessment
Existing Blight Mitigation Measures
The City of Dinuba currently has a Housing Rehabilitation Program in partnership with Self-Help Enterprises. The program offers financial assistance in the form of 0% interest, deferred payment loans and grants that do not require repayment. The program is funded by the California Department of Housing and Community Development (HCD) and is designed to provide financial assistance to income-eligible, owner-occupied homes for essential health and safety repairs. Common repairs include roofing, plumbing, electrical, heating, cooling, insulation, foundation, windows, and handicap-accessible modifications. To enhance the effectiveness of the program, the City could conduct annual outreach campaigns targeting specific areas within the Plan Area to inform residents about available assistance. Additionally, the City could maintain its partnership with SelfHelp Enterprises to offer in-person informational and educational workshops for homeowners in the Plan Area. These workshops would aim to promote awareness of the program and assist residents in identifying their eligibility.
5.1 South El Monte Neighborhood Revitalization Plan
5 Public Safety Needs Assessment
Introduction
In the effort to revitalize the South El Monte
Neighborhood of Dinuba, public safety stands
as a cornerstone, essential not only for the
well-being of its residents but also as a
pivotal factor in fostering a thriving, vibrant
community. The safety of neighborhoods
profoundly influences the quality of life,
impacting everything from property values
to the attractiveness of the area for business
investments and new residents. Recognizing
this, the Safety Needs Assessment forms
a critical part of our comprehensive
Neighborhood Revitalization Plan.
This assessment seeks to holistically
understand and address the multifaceted
aspects of public safety in Dinuba. This section
will evaluate the following:
• Analysis of recent crime rates and trends.
• Overview of existing public safety
resources and Infrastructure.
• Identification of High Risk Areas and
Populations.
Crime Rates and Trends
The fabric of any community is deeply
interwoven with the security and well-being
of its residents. In the context of the South El
Monte Neighborhood Revitalization Study,
understanding the dynamics of crime rates
and trends stands as a cornerstone for
fostering a safe and vibrant community. The
City of Dinuba’s crime statistics from 2018 to
2022 (Figure 5-1) offer a quantitative reflection
of the community’s safety over time, which is
crucial for understanding the present context
and future needs.
Figure 5-1: Change In Crime Rates (2018-2022)
An examination of the data reveals an
overarching decrease in the number of arrests
across a variety of crime categories. Notably,
there has been a significant reduction in the
arrests for “All other offences (not including
traffic).” This category, which encapsulates
a wide range of minor offenses, has seen the
number of arrests more than halve over the
five-year period.
Arrests for “Driving Under the Influence”
have varied, with a notable decrease from
the numbers seen in 2018. The figures for
“Drug Abuse Violations” similarly suggest a
reduction over the years, with lower arrest
counts recorded in 2022 compared to 2018.
South El Monte Neighborhood Revitalization Plan 5.2
Public Safety Needs Assessment
Such trends in the data provide a numerical
backdrop against which the efficacy of public
safety efforts can be evaluated.
A similar pattern of reduction is observed
in the arrests for “Aggravated Assault” and
“Burglary,” both of which show a downward
trend in the period under review (Figure 5-2).
The occurrences of “Simple Assault” arrests
have not followed the general trend, with
the numbers showing an increase from 2018
to 2022. In contrast, property-related crimes
such as “Motor Vehicle Theft” and “Robbery”
have displayed fluctuations across the years,
with no definitive directional trend discernible
from the arrest counts alone.
The data on “Vandalism” and “Weapons:
Carrying, Possessing, Etc.” arrests indicate
minor variations year over year. These figures
provide an insight into the prevalence of these
crimes within the city.
It is important to note that the data presented
herein strictly represent the number of arrests
made and do not necessarily reflect the overall
crime rates or the total number of criminal
incidents that occurred. Arrest statistics are
influenced by various operational factors
within law enforcement agencies and may
not capture the full spectrum of criminal
activity, including incidents that did not result
in an arrest or crimes that went unreported.
Existing Public Safety Resources and
Infrastructure
Law Enforcement
The Dinuba Police Department is committed
to reducing crime and enhancing the quality
Figure 5-2: Notable Types of Crime Rates (2018-2022)
of life in Dinuba. It offers a range of services
including processing payments for citations,
providing records and fees services like reports
and fingerprints/Life Scan services, and
maintaining an anonymous tip line for crime
reporting all out of the Main Office (Figure
5-3). The department actively engages with
the community through its Neighborhood
Watch Program, which is part of their
Community Oriented Policing and Problem
Solving Philosophy. This program fosters
communication and relationship-building
with the community. Additionally, they offer
volunteer opportunities such as the Chaplain
Program, Volunteer/Citizen’s Academy, and
the Explorers program. The department also
handles animal control, ensuring the safety
5.3 South El Monte Neighborhood Revitalization Plan
Public Safety Needs Assessment
and well-being of animals in the community.
They have a comprehensive community
resource guide, available in English and
Spanish, which provides valuable information
and contacts for various matters.
Neighborhood Watch Program
The City’s police department has established
a citywide Neighborhood Watch Program,
which was put in place as a relationship
building activity between front line law
enforcement officers and the community.
The Dinuba Police Department and City has
emphasized community-oriented policing
and problem-solving approach, which
according to the Dinuba PD, has been effective
in identifying problems and approaches in
dealing with safety or crime related issues in
the City. The Dinuba Police Department Policy
Manual (2022) states that the responsibility
to organize and assist with neighborhood
watch and crime prevention programs falls
on the community relations coordinator, who
is member of the police department and
designated to this role by the Chief of Police.
Although the City has outlined goals and
policies to carry out a neighborhood watch
program within the city, there is only one
community-led Neighborhood Watch
Association. The only registered NWA in Dinuba
is located in the Dinuba Downs Mobile Home
Community, which is on the northwest corner
of East North Way and North Crawford Avenue.
This mobile home community is a retirement
community for those aged 55 and older. This
community is, however, outside of the project
area for revitalization efforts. Therefore, the
project area does not contain any registered
Neighborhood Watch Associations.
Fire Protection Services
The Dinuba Fire Department, an all-risk
agency, provides comprehensive fire
and rescue services, emergency medical
treatment and transport, fire prevention, and
hazardous materials response to Dinuba’s
citizens, businesses, and visitors (Figure
5-4). In addition to emergency response,
the department is actively involved in
community safety programs, including fire
safety education and disaster preparedness.
Their commitment extends to offering
an emergency ambulance membership
program, highlighting their role in ensuring
both immediate and long-term safety and
well-being within the Dinuba area.
Figure 5-4: City of Dinuba Fire Department.
Emergency Services
City of Dinuba Emergency Operations Plan
The City of Dinuba Emergency Operations Plan
(EOP) provides a comprehensive framework
for managing emergency situations in the
city. It establishes policies, procedures, and
an emergency management organization
to ensure effective management of
emergency operations. The plan integrates
with California’s Standardized Emergency
Management System (SEMS) and the National
Figure 5-3: City of Dinuba Police Department.
South El Monte Neighborhood Revitalization Plan 5.4
Public Safety Needs Assessment
Incident Management System (NIMS) for
coordinated response across agencies. It
outlines roles and responsibilities for city
staff, procedures for protecting residents
and property, operational concepts for the
Emergency Operations Center, and the
process for emergency recovery. The EOP
emphasizes the importance of multi-agency
and multi-jurisdiction coordination, and is
designed to be both an operational guide and
a reference document for pre-emergency
planning and emergency operations. The
plan also includes provisions for mutual aid
and addresses the needs of populations with
access and functional needs.
County and State Emergency Services
In Tulare County, the Office of Emergency
Services (OES) plays a crucial role in
coordinating responses to various
emergencies at the county level. This office is
responsible for preparing for, responding to,
and recovering from natural and man-made
disasters. The OES works closely with local, state,
and federal agencies to ensure a coordinated
and effective response to emergencies,
including wildfires, earthquakes, floods, and
public health crises. They also engage in
community education and preparedness
initiatives, helping residents and businesses
to develop plans to cope with potential
disasters. Additionally, the OES manages
the County’s Emergency Operations Center
(EOC), which serves as the central command
and control facility responsible for carrying
out emergency management and ensuring
the continuity of government operations
during a major emergency or disaster. State
emergency services in California, managed
by the California Office of Emergency Services
(Cal OES), provide similar functions on a larger
scale, overseeing statewide preparedness,
response, recovery, and mitigation activities,
and working in conjunction with local and
federal agencies.
Local Hospitals and Clinics
In the vicinity of Dinuba, residents have access
to several medical facilities for emergency
and urgent care needs. While there are no
urgent care facilities within the South El Monte
Neighborhood itself, residents have access to
several urgent care clinics within the City of
Dinuba. These include United Health Centers
– Dinuba on Westgate Way, Narayan Medical
Clinic at 317 W El Monte Way, Valley Health
Team – Dinuba Community Health Center at
888 N Alta Ave, and Family HealthCare Network
at 324 N Vermont Ave. These clinics generally
operate during standard business hours from
Monday to Friday. However, the Valley Health
Team at Dinuba Community Health Center
also provides services on Saturdays.
For emergency medical situations, the
Adventist Medical Center-Selma offers 24-
hour emergency room services and stands as
the closest emergency room facility. Located
approximately 13 miles from Dinuba at 1141
Rose Ave, Selma, CA, this center is a crucial
resource for addressing more critical health
emergencies.
While primary healthcare services are
available within the neighborhood at facilities
like the Aria Community Health Center and
the Dinuba Rural Medical Center, the absence
of urgent care centers in the South El Monte
Neighborhood Planning Area and the location
of the nearest emergency room in Selma are
significant factors in the healthcare access
landscape.
Public Alarms & Emergency Response
Systems
City of Dinuba Emergency Operations
Plan includes comprehensive systems for
public alarms and emergency response. It
utilizes various emergency communication
systems, such as analog, digital, and cellular
telephones, land-mobile radios, microwave,
5.5 South El Monte Neighborhood Revitalization Plan
Public Safety Needs Assessment
cellular and satellite data connectivity,
automated notification systems, and local
and internet-based information systems.
These systems are crucial for linking local
emergency responders with each other and
with state and federal response levels for
coordination. The plan specifies that mass
alerting and warning of the public will primarily
be initiated through the Tulare County Office
of Emergency Services (OES) via AlertTC,
which interfaces with FEMA’s Integrated Public
Alert and Warning System (IPAWS) to initiate
messages through the Commercial Mobile
Alert System (CMAS) and the traditional
Emergency Alert System (EAS). Press releases,
social media, and special media broadcasts
will also be used for public alerts.
Street lighting
The street and park lighting in the City of Dinuba
directly impacts public safety. Adequate
lighting in streets and parks is crucial for
ensuring visibility, which helps in preventing
accidents and deterring crime. Well-lit areas
are perceived as safer, encouraging more
community engagement, especially during
evening hours. In parks, lighting conditions
vary. While Felix Delgado Park and Roosevelt
Park have ‘fair’ lighting, indicating some need
for repairs, K/C Vista Park’s slightly better
rating suggests more reliable lighting. Parks
like Entertainment Plaza, Gregory Park, and
Muirfield Park, lacking specific lighting, may
be less secure and less frequented during
evening hours, limiting their usability and
potentially affecting neighborhood safety.
Therefore, improving park lighting can be a
significant factor in enhancing public safety
and community well-being.
Pedestrian and Bicyclist Safety
The safety of non-vehicular modes of
transportation can directly impact the
wellbeing of communities. The availability
of continuous pedestrian and bicyclist
infrastructure reduces the amount of
pedestrian or bicyclist collisions occurring
at or near intersections and on roadways.
The implementation of such infrastructure
encourages biking and walking, which in
turn can reduce greenhouse gas emissions
from vehicle usage as well as positively
impact physical and mental health outcomes
within the community. Examples of safetyenhancing pedestrian infrastructure includes curb extensions, raised crosswalks, shortened
crossings, separated walkways, rectangular
rapid flashing beacons, landscaped medians,
and pedestrian hybrid beacons. Examples
Figure 5-5: Crosswalk at Crawford & Terrace
South El Monte Neighborhood Revitalization Plan 5.6
Public Safety Needs Assessment
of safety-enhancing bicycle infrastructure
include road diets (roadway reconfiguration)
and Class I, II, and IV bike lanes. Additionally,
signage for pedestrian and bicyclist features
can improve visibility, further reducing the
incidence of bicycle and pedestrian collisions.
The City of Dinuba currently lacks continuous
and safe bicycle and pedestrian infrastructure.
The current bicycle infrastructure consists
of a discontinuous network of Class III bike
lanes, which are not fully protected from
vehicles, even along arterial roadways
within the City. Sidewalks are not continuous
throughout the Project area, including within
school zones. Most crosswalks throughout
the Project area have low visibility due to Figure 5-6: Intersection at Crawford & Terrace faded striping (Figure 5-5), are not designed
with additional features such as flashing
beacons, signage, curb extensions, vertical
elements, or other components that enhance
safety. On September 22nd, 2023, unsafe
pedestrian conditions at the intersection of
Crawford Avenue and Terrace Drive led to a
fatal accident involving two pedestrians and
a vehicle. The two pedestrians involved were
walking home from Jefferson Elementary at
approximately 11:30 A.M. when the collision
occurred.
Safe Routes to School
Safe routes to school (SRTS) is an approach
that promotes walking and bicycling to
school through infrastructure improvements,
enforcement, safety education, and incentives
that encourage walking and biking to school
(U.S. Department of Transportation, 2015). SRTS
programs and initiatives can have positive
impacts on safety and physical activity levels
for students. The fatal collision in September
2023, involving two pedestrians and a vehicle
at the intersection of Crawford Avenue and
Terrace Drive (Figure 5-6), demonstrates
the need for safe and accessible pedestrian
infrastructure. Additionally, one of the
individuals involved in the collision is a
student at Jefferson Elementary, which is
approximately 0.15 miles from the site of the
collision.
The City of Dinuba has received funding
through the Active Transportation Program
(ATP), administered by the U.S. Department of
Transportation. A comprehensive Safe Routes
to School initiative has been proposed as part
of this funding, which will provide pedestrian
infrastructure near school sites in Dinuba.
5.7 South El Monte Neighborhood Revitalization Plan
Public Safety Needs Assessment
Within the Project area there are five school
sites, which include Dinuba High School,
Jefferson Elementary, Wilson Elementary,
Union High School, and Dinuba Junior
Academy Christian School. These school sites
are primarily surrounded by single-family
residential homes, outlining the importance
of safe and accessible routes throughout the
community.
Maps outlining potential safe routes to various
school sites in the Project area are shown in
Figure 5-7, Figure 5-8, and Figure 5-9 on the
following pages.
High Risk Areas and Populations
A high-risk community in regard to public
safety can be defined as a group within
a geographic area that experiences a
significantly higher incidence of crime than
surrounding areas or national average.
High crime rates can be attributed to social,
economic, and environmental challenges
within a community. High unemployment rates,
poverty, low levels of educational attainment,
poor housing conditions, high population
density, inadequate public infrastructure,
limited access to social services, and weak
community cohesion are all conditions that
promote higher crime rates.
Dinuba can be considered a “high-risk
community” due to several social and
economic factors. The City of Dinuba is
recognized as a low-income community, with
an unemployment rate of 6.7% compared
to the national average of 4.7%, potentially
contributing to higher crime rates due to
economic insecurity. Additionally, population
density and education level may be
contributing factors, as the community has
a significantly higher population density and
a lower percentage of residents achieving at
least a high school diploma compared to the
national average.
High-Risk Areas in Dinuba
Particular portions of the City of Dinuba can be
considered “high-risk” due to the prevalence
of factors that may support higher crime
rates. This would include features such as poor
outdoor lighting and areas with low visibility to
the public such as alleyways. Creating public
spaces with open concepts and abundant
street lighting at night are two strategies that
may reduce the prevalence of crime in these
locations.
According to the feedback provided by Dinuba
residents in the survey(s) and community
engagement events, the areas perceived as
having the highest crime rates were alleyways,
parks and the downtown area. These areas
were also noted by community members as
having poor lighting at night, exacerbating
the safety risks further. For a detailed image
of the lighting conditions in Dinuba, see Figure
3-9 in the Public Infrastructure section of this
report.
Existing Conditions Summary
The Safety Needs Assessment section has
identified the existing safety conditions in
regards to traffic/pedestrian safety, crime,
and emergency services infrastructure.
Through comprehensive analysis of crime
rates and trends, an overview of existing
public safety resources, and identification of
high-risk neighborhoods and populations,
this assessment provides a framework for
targeted interventions that will strengthen the
community.
It highlights the City’s current approach to
enhance community safety and sets forth a
roadmap for advancing revitalization efforts.
Ultimately, these initiatives aim to both
mitigate crime and enhance the quality of life
for the residents of Dinuba.
South El Monte Neighborhood Revitalization Plan 5.8
Public Safety Needs Assessment
Figure 5-7: Potential Safe Routes to Wilson Elementary School.
South El Monte Neighborhood Revitalization Plan 5.9
Public Safety Needs Assessment
Figure 5-8: Potential Safe Routes to Jefferson Elementary School.
South El Monte Neighborhood Revitalization Plan 5.10
Public Safety Needs Assessment
Figure 5-9: Potential Safe Routes to Dinuba High School.
6.1 South El Monte Neighborhood Revitalization Plan
6 Revitalization Strategies
Introduction to Revitalization Strategies
In line with the comprehensive approach adopted in the South El Monte Neighborhood Revitalization Study, this section presents a detailed overview of the Proposed Projects, which are central to the transformation and enhancement of the South El Monte Neighborhood in Dinuba. Drawing upon the foundational analysis conducted in earlier sections, these proposals are carefully tailored to address the specific needs and aspirations identified for the area.
Reflective of our commitment to sustainable and community-centric development, the projects proposed in this section are born from a synergistic blend of technical analysis, community feedback, and strategic visioning. They represent a balanced mix of infrastructure improvements, community development initiatives, and environmental enhancements, each underpinned by the goal of fostering a vibrant, inclusive, and resilient neighborhood.
This section is designed to present a cohesive and multifaceted plan, with projects categorized under six primary themes: Parkspace and Landscaping, Housing, Street Improvements and Circulation, Building Improvements, Public Safety, and Utilities. This categorization not only allows for a focused approach towards each developmental aspect but also facilitates a comprehensive understanding of how these elements collectively contribute to the overarching goal of neighborhood revitalization.
• Parkspace and Landscaping: Enhancing green spaces and beautifying the neighborhood to create a more aesthetically pleasing and environmentally sustainable community.
• Housing: Addressing the residential needs of the community with a focus on affordability, diversity, and quality to foster a vibrant and inclusive neighborhood.
• Street Improvements and Circulation: Upgrading transportation infrastructure to improve safety, efficiency, and connectivity for both pedestrians and vehicles.
• Building Improvements: Revitalizing existing structures and advocating for new developments that align with the community’s character and needs.
• Public Safety: Implementing initiatives to enhance the safety and well-being of residents, reducing crime, and fostering a secure living environment.
• Utilities: Upgrading essential services such as water, sewage, and electrical systems to ensure reliable and sustainable utility provision for the neighborhood.
Each category encompasses a series of projects, detailed with specific objectives, scopes, and strategic implementation plans. These projects are not merely responses to immediate needs but are visionary steps towards preparing the South El Monte Neighborhood for future challenges and opportunities.
The revitalization strategies aim to combine practicality with vision, with the ultimate goal to transform these proposals into tangible benefits for the South El Monte Neighborhood.
South El Monte Neighborhood Revitalization Plan 6.2
Parkspace and Landscaping
Downtown Landscape Plan
Background
The Downtown Landscape Plan is intended to guide the City of Dinuba in landscaping features for the central downtown corridor. This plan is part of the overall South El Monte Neighborhood Revitalization Study. The Landscape Plan will include various elements to accentuate and elevate current landscaping within Downtown Dinuba’s commercial corridor and residential neighborhoods.
The City of Dinuba Landscape Guidelines states the City’s goal being to foster a community-wide visual aesthetic that is inviting, drought tolerant, and environmentally sound. The goals for the Downtown Dinuba Landscape Plan include the following:
Foster community-wide
visual aesthetic
Plan Goals
Improve existing
landscaping features
within Downtown Dinuba
Create a sense of place
within Downtown Dinuba
Plan spaces that
include drought tolerant
landscaping
6.3 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Parkspace and Landscaping
Focus Areas
The Downtown Landscape
Plan includes four focus
areas, all of which are
included within either the
commercial corridor or a
residential neighborhood.
The commercial corridor is
bounded by I Street and M
Street and stretches along
Tulare and Kern Streets,
as seen in Focus Area A in
Figure 6-1.
Included in this plan are three
residential neighborhood
within Downtown Dinuba, as
shown by Focus Areas B-D
in Figure 6-1.
Figure 6-1: Focus Areas
B
D
A
C
South El Monte Neighborhood Revitalization Plan 6.4
Parkspace and Landscaping Revitalization Strategies
Trees
Plant Palette
Trees should be selected which provide 50% coverage in 10-15 years. Drought tolerant, low water, low maintenance, (Sunset) Zone 8-9 trees are encouraged.
Trees should provide adequate shade and trees with invasive or destructive root structures should be avoided (Dinuba Landscape Design Guidelines, 2022).
Shrubs should be selected which provide a variety of color and texture. Shrubs should be perennial and require little to no maintenance. Shrubs should compliment surrounding landscape, and should not be the primary focal point unless required by zoning code (Dinuba Landscape Design Guidelines, 2022).
Shrubs/Groundcover
Chinese Elm
Razzleberry
Chinese Pistache Mexican Redbud California Fan Palm
Crape Myrtle Dianellas
Sycamore Tree
Salvia Bush Blue Grama Grass Germander
Crape Myrtle
Lagerstroemia indica
Nepeta x faassenii Lagerstroemia indica Dianella caerulea Loropetalum chinense Salvia leucantha Bouteloua gracilis Salvia leucantha Ulmus parvifolia Platanus occidentalis Pistachia chinensis Cercis mexicana Washingtonia filifera Catmint Bush
6.5 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Parkspace and Landscaping
Example Images
South El Monte Neighborhood Revitalization Plan 6.6
Parkspace and Landscaping Revitilization Strategies
The commercial corridor focus
area includes a Pilot Project at the
intersection of Tulare and L Streets.
The Pilot Project serves as aexample
for potential improvements that
could be implemented within
other intersections in Focus Area A.
Improvements include:
• Drought resistant plants
• Landscaped benches on three
out of four corners
• Shade trees
• Planter boxes every 10 feet
• Trash receptacles on all four
corners
• Landscaped curb extensions
• Upgrade existing water mains
due to old piping & add
irrigation lines for landscaping
Commercial
Corridor
Pilot Project
Intersection
K St
Tulare St
Kern St
J St
L St
Focus Area A -
Commercial Corridor
Figure 6-2: Commercial Corridor
6.7 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Parkspace and Landscaping
Landscaped Corners
Existing Conditions
Street Landscaping
South El Monte Neighborhood Revitalization Plan 6.8
Parkspace and Landscaping Revitalization Strategies
TULARE STREET
L STREET
Pilot Project Intersection - Tulare & L
Proposed Improvements
Planter box
every 10 feet
Bus Stop
Trash receptacle
on all four corners
Drought resistant plants
Shade trees
Upgrade to existing water
mains, add irrgation lines
for landscaping
Landscaped benches on
3/4 corners
Iron fence around
planter boxes Landscaped curb
extensions
VIEW A
Figure 6-3: Tulare & L Improvements
6.9 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Parkspace and Landscaping
VIEW A
CATMINT BUSH
RAISED
PLANTER BOX
IRON
FENCE
DANIELLAS
CHINESE ELM
CRAPE MYRTLE
Figure 6-4: Tulare & L, View A
South El Monte Neighborhood Revitalization Plan 6.10
Parkspace and Landscaping Revitalization Strategies
Pilot Project Intersection - Tulare & L
BEFORE
BEFORE
AFTER
AFTER
South El Monte Neighborhood Revitalization Plan 6.11
Parkspace and Landscaping Revitalization Strategies
Downtown Entrance Signage
Project Location: Intersection of Alta Ave and L Street The goal of this project is to revitalize the “Welcome to Downtown Dinuba” signage, creating a more inviting and aesthetically pleasing entrance to the city. The improvements will include the installation of a new sign, updated logo, and a beautifully landscaped area featuring a variety of plants and decorative elements.
Plant Selection:
Catmint Bush: Low-maintenance, drought-tolerant plants that provide a burst of color with their purple-blue flowers. Oak Trees: Majestic and sturdy, offering shade and a sense of permanence to the landscape. Palm Trees: Adding a touch of elegance and a tropical feel to the area.
Crape Myrtle: Known for its vibrant blooms and attractive bark, enhancing the visual appeal.
Decorative Flowers: Seasonal flowers that add color and charm throughout the year.
Project Benefits:
Enhanced Aesthetics: A visually appealing entrance that welcomes residents and visitors.
Community Pride: Reflecting the unique character and pride of Dinuba through updated signage and thoughtful landscaping.
Environmental Sustainability: Utilizing drought-tolerant plants and efficient landscaping practices to conserve water and reduce maintenance needs.
BEFORE
AFTER
South El Monte Neighborhood Revitalization Plan 6.12
Parkspace and Landscaping Revitalization Strategies
Focus Areas B-D:
Residential Areas
The residential neighborhood
portion of the Downtown
Landscape Plan includes
three focus areas (B-D)for
implementation, as shown in
Figure 6-5.
The Pilot Project Area for
the residential streetscape
guidelines stretches along K
Street from Merced to Mariposa
Streets.
Figure 6-5: Residential Areas
B
C
D
6.13 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Parkspace and Landscaping
MERCED STREET
K STREET
MARIPOSA STREET
Proposed Improvements
A single portion of the Area B was chosen as the “Pilot Project” for the residential streetscape guidelines. The pilot project area is located on K Street between Merced and Mariposa Streets (Figure 6-6). The Pilot project
area serves as a small-scale example of potential
improvements that could be implemented throughout
all residential focus areas.
Proposed K Street improvements include:
• Large shade trees Every 25 feet
• Ground cover in front of every home
• Bright colored shrubs throughout residential
neighborhoods
• Landscaped curb extensions and bulb outs
• Chinese Elm on street corners
Figure 6-6: K Street Pilot Program Area
Pilot Project Area - K Street
Large shade tree
every 25 feet
Chinese Elm on
street corners
Chinese Elm on
street corners
Ground cover
in front of every
home
Bright colored
shrubs throughout
Landscaped
curb extension
and bulb out
South El Monte Neighborhood Revitalization Plan 6.14
Parkspace and Landscaping Revitalization Strategies
Chinese Elm on
street corners
Salvia or
Germander Bush Crape Myrtle
Sycamore Tree
Blue Gramma
Grass
Daniellas
Large Shade Tree
Every 25 ft
Landscaping Details
Figure 6-7: K Street Pilot Program
South El Monte Neighborhood Revitalization Plan 6.15
Parkspace and Landscaping Revitalization Strategies
7
7
7
7
7 7 !%&'(!)(( +,7
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-
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Large shade tree
every 25 feet
Groundcover in front
of every home
BEFORE
AFTER
6.16 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Parkspace and Landscaping
BEFORE
AFTER
Colored shrubs
throughout Landscaped Curb
Extension
Large shade tree
every 25 feet
South El Monte Neighborhood Revitalization Plan 6.17
Parkspace and Landscaping Revitalization Strategies
Entertainment Plaza Master Plan
Located at 289 S. L Street just south west of downtown Dinuba. The revitalization of the 2.0-acre Entertainment Plaza in Dinuba marks a significant milestone in the city’s ongoing efforts to enhance community spaces. The comprehensive renovation project, which will include the creation of five distinct zones; entertainment, leisure (Figure 6.-8), kid/family (Figure 6-9), monument, and citizen row.
Each zone transforming the plaza into a more dynamic and inviting destination for residents and visitors alike.
Through the integration of both infrastructure and non-infrastructure elements, such as shade structures, benches, shade trees, picnic tables, and vibrant art murals, the plaza shall offer a more comfortable and visually appealing environment. These improvements aim to create a vibrant cultural space that reflects the diversity and spirit of the community.
Key features of the updated plaza will include; play equipment such as a giant chess board and corn hole in the kid/family zone (Figure 6-9), a band stage and dance floor in the entertainment zone, art and seating in the leisure and monument zones, and the addition of mist poles to the existing splash pad (Figure 6-8). In the southeastern section of the Entertainment Plaza, within the Kid/Family zone, a 260 square foot restroom facility is currently under construction. This facility will include restrooms of varying sizes to accommodate the needs of the community, as well as exterior water fountains. Renovations to the public restroom facilities in the ensure that visitors can enjoy their time in the plaza with convenience and comfort.
Figure 6-8: Leizure Zone
Figure 6-9: Family / Kid Zone
6.18 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Parkspace and Landscaping
Figure 6-10: Site Plan
South El Monte Neighborhood Revitalization Plan 6.19
Parkspace and Landscaping Revitalization Strategies
Felix Delgado Park Plan
Felix Delgado Park is a six-acre park located at the intersection of E Vassar Ave and S Greene Ave. A variety of improvements are being proposed within the park intended to enhance amenities available to the community. Focus areas for improvements were identified in the Park & Facility Condition Assessment Matrix from the Dinuba Parks & Recreation Master Plan (see Figure 6-11), which evaluates the current state of park infrastructure and amenities to prioritize necessary upgrades. Existing conditions are rated on a scale from 1 to 3, with 1 indicating good condition, 2 indicating fair condition needing minor or moderate repairs, and 3 indicating poor condition requiring major repairs.
Key improvements to include:
• Additional shade structures, benches, and picnic tables. • Construction of a bathroom in the southern portion of the park. • Installation of lighting along the existing walking path to improve safety and usability during evening hours.
• Creation of a small dog park in the northwest corner of the park • Construction of a splash pad adjacent to the existing play structure to offer more recreational options for children.
• Closure of the alleyway in the northeast portion of the park to prevent public access, enhancing overall safety.
These proposed improvements address areas of concerns identified by the Dinuba Parks & Recreation Master Plan. Implementation of this plan is designed to make Felix Delgado Park a safer and more versatile space for the community. Figure 6-12 provides a detailed site plan of proposed improvements.
Figure 6-11: Condition Assessment Matrix
6.20 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Parkspace and Landscaping
Figure 6-12: Site Plan
South El Monte Neighborhood Revitalization Plan 6.21
Housing Revitalization Strategies
Proposed Blight Abatement Strategies
In addition to the continual efforts on the Housing Rehabilitation Program, the City of Dinuba can implement several other strategies to mitigate the impacts of blight in the Plan Area and citywide.
Housing Conditions Survey
The City should apply for funding to conduct an updated Housing Conditions Survey. Such a survey would serve as a baseline, offering valuable insights for future blight abatement strategies by assessing current conditions. Through this updated survey, the City can identify trends and patterns to better focus its blight abatement efforts.
Additionally, the survey could inform planning and policy decisions, while also assessing the quality of housing stock and identifying health and safety issues.
Code Enforcement
The City can utilize existing Code Enforcement personnel to provide helpful and proactive code enforcement that supports neighborhood preservation in the Plan Area. As part of this program, regular training sessions with Code Enforcement officers would be implemented to monitor existing housing conditions and provide any available incentives and assistance. Additionally, the City could implement regular rental housing inspections to ensure any potential substandard housing conditions are remedied in renter-occupied units.
6.22 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Housing
Beautification Projects
The City can implement beautification projects in and around the Plan Area to deter blight. These projects may involve planting additional landscaping, installing public art installations, creating art murals, and various other initiatives.
Partnerships
Utilize existing partnerships and create new ones with community organizations, businesses, and other key stakeholders to collectively mitigate blight. Blight Abatement Strategy. To create a safer environment and thoroughly assess the benefits of each recommended program, the City should consider adopting a formal blight abatement strategy. This strategy document can outline the various programs and strategies the City wishes to adopt and implement in greater detail, including responsible departments, funding sources, processes, and timelines for each program.
Blight Abatement Strategy
To create a safer environment and thoroughly assess the benefits of each recommended program, the City should consider adopting a formal blight abatement strategy. This strategy document can outline the various programs and strategies the City wishes to adopt and implement in greater detail, including responsible departments, funding sources, processes, and timelines for each program.
South El Monte Neighborhood Revitalization Plan 6.23
Street Improvements and Circulation Revitalization Strategies Crosswalk Improvements at Crawford and Terrace
The three-way intersection located at South Crawford Avenue and East Terrace Drive is within the eastern portion of the City of Dinuba.
East Terrace Drive is an east-west local street, and Crawford Avenue is a north-south arterial road that extends to the southern and northernmost city limits. The intersection is often used by pedestrians, as it is located approximately 0.1 miles from Jefferson Elementary School, 0.3 miles from Dinuba Junior Academy Christian School, and is within a primarily residential area.
The site lacks pedestrian infrastructure despite the proximity to schools and residences. In order to ensure the safety of pedestrians, the proposed improvements involve the addition of two rectangular rapid flashing beacons (RRFB), a raised crosswalk, repainting of the current crosswalk, as well as curb extensions and the improvement of curb ramps on the east side of Crawford Avenue. The RRFB’s will be activated by a button, which will illuminate the rectangular LED beacons to notify drivers. The project proposes to not only raise the crosswalk to increase visibility, but also implement high-visibility crosswalk markings according to the City of Dinuba Public Improvement Standards (2023).
This will include yellow vertical striping in accordance with the City’s standard for school zones.
In order to improve street sign visibility, it will also be necessary to remove vegetation on nearby properties in order to install the RFFBs.
The intersection hopes to improve pedestrian safety and better serve the needs of the local community by putting these improvements into place.
Figure 6-13: South Crawford Avenue & East Terrace Drive Looking South Figure 6-14: South Crawford Avenue & East Terrace Drive Looking North
6.24 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Street Improvements and Circulation Jefferson Elementary School Pick-Up Redesign
In an effort to improve the safety, efficiency, and convenience of the Crawford Ave and Sierra Way near Jefferson Elementary school, the following projects are being proposed:
1. Dedicated Right-Hand Turn Lane
To combat the challenge of peak-hour congestion, a dedicated right-hand turn lane from Crawford Avenue onto Sierra Way is being proposed. This addition, detailed in Figure 6-15, is designed to reduce wait times and facilitate smoother vehicular movement, thereby enhancing the overall traffic flow at this intersection.
2. Pick-Up/Drop-Off Zone
To address congestion during school drop-off and pick-up times, a conversion of the existing Jefferson Elementary parking area along Crawford Ave (see Figure 6-16) into an extended drop-off/pick-up zone is proposed. This extended drop-off/pick-up zone, highlighted in Figure 6.11, aims to enhance the efficiency of the drop-off and pick-up process, significantly improving traffic flow and safety for parents and students alike.
3. Crosswalk Improvements for Enhanced Pedestrian Safety To promote pedestrian safety, the project proposes the installation of striped crosswalks and rectangular rapid flashing beacons (RRFB).
These additions would be added at the Crawford Ave/Sierra Way intersection, and at the crosswalk in front of the bus drop-off zone along Sierra Way (see Figure 6-15). These measures are designed to enhance visibility at the intersections, ensuring safer pedestrian crossings.
Figure 6-15: Proposed Right Turn Lane Crawford Ave Looking South Figure 6-16: Proposed Drop-Off Zone Along Crawford Ave Looking South in Front of Jefferson Elementary School
VIEW A
VIEW B
JEFFERSON ELEMENTARY
JEFFERSON ELEMENTARY
South El Monte Neighborhood Revitalization Plan 6.25
Street Improvements and Circulation Revitalization Strategies Jefferson Elementary School Pick-Up Redesign
Figure 6-17: Existing Conditions
PARKING AREA
EXISTING CROSSWALK
EXISTING CROSSWALK
BUS DROP-OFF
JEFFERSON ELEMENTARY
Crawford Ave
Sierra Way
6.26 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Street Improvements and Circulation Jefferson Elementary School Pick-Up Redesign
0 50’ 100’ 200’ 400’
Figure 6-18: Proposed Site Plan
VIEW A
VIEW B
RIGHT TURN LANE
FLASHING BEACONS
PROPOSED PICK-UP/
DROP-OFF LANE
LANDSCAPING
IMPROVEMENTS
FLASHING BEACONS
JEFFERSON ELEMENTARY
South El Monte Neighborhood Revitalization Plan 6.27
Street Improvements and Circulation Revitalization Strategies Randle Avenue Connection to Mercantile Row
Pedestrian Pathway
Located in the eastern portion of the City of Dinuba, at the intersection of East Olive Way and Randle Avenue, this project improves pedestrian connectivity in the residential area. Randle Avenue is a north-south collector road,
linking residences to East El Monte Way. The eastern side of Randle Avenue from Sierra Way to East Franzen Way
currently remains undeveloped, however, future residential development is anticipated.
In response to current and projected residential growth, a pedestrian pathway is proposed, connecting the intersection of East Olive Way and Randle Avenue to Mercantile Row
(see Figure 6-19). This pathway acts as an important link, facilitating pedestrian and cyclist movement between the residential neighborhood and the commercial anchor.
Furthermore, proposed improvements include the installation of crosswalks and stop signs to enhance pedestrian safety between the residential and commercial areas (see Figure 6-20 & 6-21).
Additionally, plans include the incorporation of droughtresistant trees, native plants, and fencing along the pathway, adding aesthetic appeal and adequate shading. Through
these proposed measures, the project aims to improve
connectivity, encourage active transportation, and enhance overall livability within the community.
Pedestrian
Pathway
Crosswalk
Improvements
Mini
Roundabout
LEGEND
MERCANTILE ROW
COMMERCIAL
FUTURE RESIDENTIAL
RANDLE AVE
EL MONTE WAY
OLIVE
PARK
FRANZEN
Figure 6-19: Site Plan
Figure 6-20: Randle Avenue & East Olive Way Looking East
6.28 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Street Improvements and Circulation Figure 6-21: Randle Avenue & East Olive Way Looking North (Aerial)
MERCANTILE ROW
PROPOSED PATH
BASIN
RANDLE AVE
OLIVE WAY
South El Monte Neighborhood Revitalization Plan 6.29
Street Improvements and Circulation Revitalization Strategies Figure 6-22: Randle Avenue & Terrace Drive Looking West Figure 6-23: Randle Avenue & Park Way Looking West
Randle Avenue Mini Roundabouts
The City of Dinuba is proposing the installation of two mini roundabouts along Randle Avenue to enhance traffic safety and reduce speeding.
The targeted intersections include Terrace Drive and Park Way.
The primary goal of these mini roundabouts is to address the issue of speeding along Randle Avenue. This long, straight stretch of road has become a hotspot for speeding and occasional racing, posing significant risks to pedestrians and other road users.
Key Features:
• Truck Apron: Each roundabout will include a truck apron to accommodate larger vehicles.
• Raised Median Island with Landscaping: The center of each roundabout will feature a raised median island, beautifully landscaped to enhance aesthetic appeal and serve as a
visual cue for drivers to slow down.
• Splitter Islands: Splitter islands will be incorporated to provide additional traffic calming measures, improving
safety for both drivers and pedestrians.
Benefits of Roundabouts:
• Traffic Calming: Drivers will be required to slow down, reducing overall traffic speed along Randle Avenue.
• Enhanced Pedestrian Safety: The introduction of roundabouts, along with a planned traffic calming crosswalk at Olive Way, will create a safer environment for pedestrians.
• Aesthetic Improvement: The landscaped median island will serve a functional purpose, while enhancing visual appeal and contributing to the community’s overall quality of life.
RANDLE ROAD
Proposed Roundabout
Proposed Splitter Island
E PARK WAY
RANDLE ROAD
Proposed Roundabout
Proposed Splitter Island
E TERRACE DRIVE
6.30 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Street Improvements and Circulation Vassar Avenue Roundabout
The current three-way intersection located at E Vassar Ave and intersects with W Mono St. as well as S P St. The project site is within the southern portion of the City of Dinuba. East E Vassar Ave is an eastwest local street. The intersection is often used by pedestrians, as it is located directly adjacent north to Felix Delgado Park, 0.10 miles from Wilson Elementary School and is within a primarily residential area.
The site lacks pedestrian infrastructure despite the proximity to schools and residences. In order to ensure the safety of pedestrians, the proposed improvements involve the addition of a roundabout, crosswalks with pedestrian islands, landscaping, as well as curb extensions and the improvement of curb ramps. Roundabouts generally are safer for pedestrians than traditional intersections and especially safer than the current non controlled intersection. In a roundabout, pedestrians walk on sidewalks around the perimeter of the circulatory roadway. If it is necessary for pedestrians to cross the roadway, they cross only one direction of traffic at a time. In addition, crossing distances are relatively short and the design for this roundabout has pedestrian islands for pedestrians to be able to wait in the middle safely if they were not able to fully cross the street at once. In addition to this traffic speeds are lower than at traditional intersections. Studies in Europe indicate that, on average, converting conventional intersections to roundabouts can reduce pedestrian crashes by about 75 percent.
Single-lane roundabouts like the one proposed here, in particular, have been reported to involve substantially lower pedestrian crash rates than comparable intersections with traffic signals.
The roundabout will continue to allow for smooth traffic flow and will actually increase traffic flow, it’s estimated that the use of roundabouts instead of traffic signals at intersections can reduce vehicle delays by 62-74 percent.
The added roundabout at Vassar Avenue hopes to improve pedestrian safety and better serve the needs of the local community by putting these improvements into place. See Figure 6-24.
Figure 6-24: Three-way Intersection at E Vassar Ave, W Mono St., and S P St. Looking West
South El Monte Neighborhood Revitalization Plan 6.31
Street Improvements and Circulation Revitalization Strategies Vassar Avenue Redesign
Figure 6-25: Conceptual Vassar Roundabout
YIELD
YIELD
YIELD
YIELD
FELIX DELGADO PARK
E VASSAR AVE
W MONO ST
S P ST
S
1’’= 60’
6.32 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Street Improvements and Circulation College Avenue Roundabout
The current intersection is located at S College Ave and intersects with S K St, E Sierra Way, and E Mono St. The project site is within the central portion of the City of Dinuba. The intersection often sees high volumes of traffic by both vehicles and pedestrians, as it is located directly adjacent south of Dinuba High School.
The site lacks vehicular safety infrastructure despite the proximity to schools and residences. In order to ensure the safety of drivers and pedestrians, the proposed improvements involve the addition of a roundabout, landscaping, as well as curb extensions.
The roundabout will continue to allow for smooth traffic flow and will actually increase traffic flow, it’s estimated that the use of roundabouts instead of traffic signals at intersections can reduce vehicle delays by 62-74 percent. In regards of capacity by yielding at the entry rather than stopping and waiting for a green light, the delay is significantly reduced, which is something that can help mitigate the congestion that occurs due to the proximity of the High School especially during peak hours during the school year from 7-9 am and 3-5 pm. The roundabout at College Avenue also aims to help mitigate current emissions at this intersection due to the amount of idling that occurs currently. Because roundabouts improve the efficiency of traffic flow, they also reduce vehicle emissions and fuel consumption. In one study, replacing a signalized intersection with a roundabout reduced carbon monoxide emissions by 29 percent and nitrous oxide emissions by 21 percent. Constructing roundabouts in place of traffic signals can reduce fuel consumption by about 30 percent.
The added roundabout at College Avenue hopes to improve vehicular and pedestrian safety and better serve the needs of the local community by putting these improvements into place. See Figure 6-25.
Figure 6-26: Intersection at E Sierra Way Where is Intersects with S K St. looking West
Figure 6-27: Intersection at E Sierra Way and S
College St. Looking East
6.33 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Street Improvements and Circulation College Avenue Roundabout
1”=50’
YIELD
YIELD
YIELD
YIELD
Bike
Lane
School Dropoff
Dinuba High School
E SIERRA WAY
S COLLEGE AVE
S COLLEGE AVE
E MONO ST
S K ST
Figure 6-28: Conceptual College Ave Roundabout
South El Monte Neighborhood Revitalization Plan 6.34
Street Improvements and Circulation Revitalization Strategies Alleyway Revitalization Pilot Program
Background
The South El Monte Neighborhood, covering around 800 acres in the southern central part of The City of Dinuba, is bounded by East El Monte Way to the north, Kamm Avenue to the south, Randle Avenue to the east, and Alta Avenue to the west. This area, about 1.25 square miles, is where most of the city’s residential and commercial activities are concentrated.
The Downtown Alleyway Revitalization pilot program is a component of the South El Monte Neighborhood Revitalization Plan, designed to enhance the community through projects like the alleyway revitalization effort. Alleyways, typically narrow passages nestled between or behind buildings, are subject to the City’s Municipal Code, which imposes specific rules for navigation. These regulations encompass the management of traffic flow in one-way alleyways and the prohibition of vehicles pausing for loading or unloading activities.
However, the significance of these alleyways extends beyond traffic control.
In the Downtown Dinuba area, their often dimly lit and secluded nature raises safety concerns, turning them into potential hotspots for criminal activities. The identification of several alleyways as candidates for revitalization presents an opportunity to transform these areas.
Through this pilot study, the aim is to make these spaces not only safer but also vibrant and active additions to the community.
Focus Area
The Alleyway Revitalization Program is concentrated within the Downtown Dinuba area, particularly along the commercial corridor.
This corridor, which extends from I Street to M Street, and along Tulare to Figure 6-29: Pilot and Potential Alleyways
Kern Streets, is the main area of downtown commerce and community activity. Within this area, a series of alleyways have been identified as prime candidates for revitalization, as detailed in the accompanying figure 6-26.
Case Studies
Los Angeles, California East
Cahuenga Alley
In 2013, the East Cahuenga
“EaCa” Alley underwent
a transformative project
spearheaded by the Hollywood
Business Improvement District,
evolving into a vibrant pedestrian zone featuring outdoor dining options and a Sunday Artist’s Market. This initiative began when a local restaurant owner, seeing the potential for expansion, began to refurbish the alley for
6.35 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Street Improvements and Circulation additional seating. This caught the attention of the Hollywood Property Owners Alliance, which proposed the concept of converting the alley into a public space.
The redesign of the alley, carried out by the city’s Bureau of Engineers, was a significant investment of $800,000. This budget covered extensive enhancements, including regarding, the installation of new pavers, and the implementation of essential stormwater and drainage systems. In this newly invigorated space, businesses now can extend their seating by up to 10 feet into the alley, with the option to apply for permits to serve alcohol. In the future, the alley is set to become a canvas for creativity, with plans to introduce art installations that will enrich the cultural tapestry of the area.
Fort Collins, Colorado
In 2008, inspired by the successful
renovation of two alleyways,
the Downtown Development
Authority of Fort Collins initiated a
comprehensive alley master plan.
The objectives of this project are to
ensure safe pedestrian pathways,
enhance the visual appeal of these spaces, and ignite economic growth within the community.
To date, five alleyways have undergone transformations, with each renovation costing approximately $900,000. These upgrades have introduced new trash enclosures and benches, alongside the launch of an Art in Public Places program. This program has notably adorned the area with 40 granite pavers, each intricately engraved with children’s artwork, adding a touch of whimsy and creativity to the urban landscape.
Oroville Miners Alley, California
In 2021, the Downtown Oroville
business association began
an initiative to revitalize Miners
Alley, a historic two-block
stretch in downtown Oroville,
fueled by a $55,000 grant from
the Oroville Supplemental
Benefits Fund. This project aimed to enhance the alleyway between Downer and Huntoon streets, with renovation efforts commencing in the summer of 2021. The project reactivated the area by improving walkability, augmenting the aesthetic qualities of the space, and bolstering economic development and public safety.
Significant enhancements include the application of fresh paint to adjacent Gold Rush-era buildings and the installation of new gooseneck lighting fixtures. The initiative also includes plans for new Miners Alley archways to complement the existing architecture and the installation of hardware for mounting removable art installations, reviving the alley’s historical role as a venue for outdoor art exhibitions. The project’s intent is to re-establish Miners Alley as a cultural and community hub.
The addition of picnics and standing cocktail tables supports the vision of transforming the alley into a vibrant space for art shows, live music, history lectures, and temporary outdoor dining and marketplace setups.
Existing Conditions
Revitalizing Downtown Dinuba’s alleyways, currently serving for vehicular access, reveals a path towards creating thriving public areas. This vision was shaped by community feedback during the South El Monte Way Revitalization Plan outreach events, where safety in alleys emerged
South El Monte Neighborhood Revitalization Plan 6.36
Street Improvements and Circulation Revitalization Strategies as a concern. The idea is to enhance not only downtown connectivity but also create safe, expansive spaces for community engagement and leisure. By leveraging design principles that encourage active, welcoming environments without significant infrastructure overhaul, these areas are poised to bloom into vibrant public spaces.
The current state of alleys in Downtown Dinuba, characterized by the absence of designated pedestrian and cyclist paths, limited greenery, inadequate lighting, and a scarcity of spots for community gatherings, shows the need for targeted enhancements. By directly responding to these existing conditions and the community’s voiced priorities, the transformation can foster a safer, more connected, and aesthetically pleasing downtown area.
Proposed Improvements
Transforming Downtown Dinuba’s alleyways from underutilized spaces into functional public areas stands out as a key initiative. Aimed at stimulating economic activity, enhancing connectivity, walkability, sustainability, and safety, this effort seeks to turn alleyways into pedestrian and bike pathways and inviting social spaces.
The improvements begin with a cleanup operation to clear trash and debris. Subsequently, a suite of improvements will be enacted:
introducing greenery through landscaping that adheres to the City of Dinuba Landscaping Guidelines, installing permeable surfaces, implementing lighting to ensure safety and create ambiance, installing street furniture for comfort, and introducing artwork to enrich the visual appeal of these spaces. Community engagement in art creation, particularly murals, will further create a sense of identity and belonging.
To increase aesthetics and functionality, trash bins and dumpsters will be relocated. The addition of greenery, through hanging planters, planter boxes, and green walls, will enhance the space with life, in line with the City of Dinuba’s landscaping directives, ensuring that these installations are both beautiful and environmentally sustainable.
Art installations and enhanced lighting are designed to create inviting, safe spaces conducive to nighttime activity. Accommodation for cyclists with bicycle racks and street furniture will invite community interaction and leisure, effectively extending the alleyways into public gathering spots.
Ongoing maintenance is important to the alleyways, to ensure that these alleyway improvements remain vibrant, appealing, and an integral part of the urban landscape. By adhering to the City of Dinuba Landscaping Guidelines and focusing on comprehensive improvements, this initiative not only aligns with the community’s aspirations for safety, connectivity, and sustainability but also transforms Dinuba’s alleyways into thriving public spaces that foster a strong sense of community engagement .
Pilot Project Alleyway
For this pilot project in Downtown Dinuba, the chosen location is an alleyway at 239 E. Tulare Street, situated in the commercial district near restaurants and bakeries. Currently designed for vehicle use, including trash pickup and parking access, this alley extends one-way from E.
Tulare Street to E. Fresno Street.
This initiative proposes a partial modification to reduce car access and introduce a pedestrian and bicyclist-friendly segment. About 80 feet of the alley, beginning directly off E. Tulare Street, will be transformed to support non-motorized activities. This strategy aims to balance vehicle needs while fostering a vibrant, accessible space for the community, enriching the urban landscape of Downtown Dinuba as seen in Figure 6-27.
6.37 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Street Improvements and Circulation Feasibility / Potential Affects
To revitalize the segment of the alley off E. Tulare Street in Downtown Dinuba, the plan incorporates temporary planters to restrict vehicle access from the identified section of the alleyway. This approach necessitates a redesign of existing layouts for parking and garbage collection services, as the targeted section currently facilitates access to these essential amenities. The program proposes relocating entrances for parking and garbage collection to N. K Street and exiting onto E. Fresno Street, leveraging its existing twoway access. This may require reconfiguring parking spaces to ensure all minimum requirements are met while creating a new designated area for garbage pickup, but the plan guarantees the preservation of the necessary parking and access.
The enhancement project aims to elevate both the functionality and aesthetic appeal of the area. Key features include the introduction of green spaces and bike and pedestrian amenities. The design will incorporate seating integrated into planters, alongside the planting of bushes, flowers, and trees that align with the Dinuba Landscape Plan. To ensure the alleyway remains safe and inviting throughout the day, string lighting will be installed. As this area is not in a residential zone, these design measures will not disturb nearby homes.
Additional cyclist-friendly facilities, such as bicycle racks, will be installed to encourage downtown visits, fostering a secure environment for all modes of transportation. Artistic elements, including murals and sculptures, are planned to further beautify the space.
The project anticipates that local businesses will benefit from the alleyway’s beautification, potentially attracting more visitors to the area. This enhancement is expected to create a welcoming atmosphere that not only supports local commerce but also enriches the overall experience in Downtown Dinuba.
Figure 6-30: Existing Conditions of Pilot Alleyway at 135 E Tulare St.
Figure 6-30: Conceptual Design of Pilot Alleyway at 135 E Tulare St.
BEFORE
AFTER
South El Monte Neighborhood Revitalization Plan 6.38
Street Improvements and Circulation Revitalization Strategies Additional Circulation
Projects
Figure 6-32: Additional Circulation Improvements Map
6.39 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Street Improvements and Circulation Project Description & Purpose
These circulation projects are designed to enhance safety and improve traffic flow for all residents, regardless of their mode of transit whether by vehicle, bicycle, or on foot. The improvements outlined in this document include the: Ventura Rail Crossing upgrade, the installation of red curbs on Wilson Street, the enhancement of the traffic signal at Tulare and L Street, and the Dinuba Active Transportation Plan (ATP) Project.
Ventura Rail Crossing
Presently, there is a vehicular crossing on W Mono Street, but this access point is scheduled for closure because the roadway section is private property. The objective of the recirculation plan is to eliminate access to W. Mono Street between S. M Street and S. Uruapan Way, redirecting traffic to W. Ventura Street. W. Ventura Street will become the new crossing segment between S. M Street and S. Uruapan Way, ensuring that traffic is properly redirected and maintaining effective circulation in the area.
S Wilson St Congestion Improvements
There is a current congestion issue on S. Wilson St between E. Park Way and E. Magnolia Way due to the road segment being too narrow to allow for two-way traffic and parking on either side. Currently, the roadway allows bidirectional traffic and parking on both sides of the street. The current width of this segment of S. Wilson St is approximately 25 ft in width. Considering a typical road lane for a car is 10’ this would leave only 5’ remaining feet for clearance. The typical width for a parallel parking space is 8’. Currently, if two cars are parked on both sides of the street this would only leave 9’ of roadway clearance for the bidirectional traffic to flow.
After accounting for parking, the remaining space for travel lanes is very narrow, significantly less than the ideal width for safe traffic flow.
This restriction makes it challenging for vehicles to pass each other, increasing the risk of side swipe collisions and making it difficult for larger vehicles like trucks, buses, or emergency vehicles to navigate the road safely. Parked cars obstruct the driver’s view of oncoming traffic and pedestrians, which can lead to accidents. Pedestrians and cyclists are also vulnerable as the narrow lanes leave little room for them, increasing the likelihood of collisions. Emergency response efficiency is also compromised as emergency vehicles may find it hard to navigate or may be blocked by other vehicles due to the lack of maneuvering space. The design idea to help make the roadway safer and more accessible would be to red curb both sides of the road to not allow for parallel street parking on S Wilson St between E Park Way and E Magnolia Way.
Another potential design solution could be to make on S Wilson St between E Park Way and E Magnolia Way a one-way roadway which after accounting for a 10’ travel lane and a 8’ parking lane on one side of the road would have an remaining 8’ of roadway clearance.
By converting the roadway to one way traffic, you would allocate a single 10-foot travel lane and an 8’ parking lane on one side, leaving an additional 7’ of roadway clearance. This remaining space could be used for various purposes, such as creating a buffer zone, a dedicated bicycle lane, or even enhancing pedestrian pathways. This design reduces the likelihood of conflicts between vehicles moving in opposite directions, minimizes the risk of collisions, and improves overall traffic flow. This proposed design solution of converting S Wilson St to a oneway roadway could be controversial if the remaining 8 feet of clearance is insufficient to accommodate the passage of emergency vehicles such as fire trucks.
South El Monte Neighborhood Revitalization Plan 6.40
Street Improvements and Circulation Revitalization Strategies Tulare St/L St Intersection Safety Improvements
The intersection at W Tulare St and L St in Dinuba is currently served by outdated and insufficient stop lights that blend into the background, making them difficult for drivers and pedestrians to notice. These old signals not only lack the vibrancy needed to catch the attention of those at the intersection but also fail to provide the high visibility ensuring effective compliance with traffic rules. Replacing these outdated lights with modern, larger, and more vibrant stop lights would significantly enhance the safety of this busy intersection.
New stop lights come with improved technology, including brighter LED lights and larger signal heads that are more visible even in adverse weather conditions or during high sunlight glare. These upgrades would ensure that the traffic signals are unmistakable, reducing the likelihood of drivers missing a light change and subsequently decreasing the risk of accidents. Modern stop lights often come equipped with features like countdown timers for pedestrians and advanced signal controllers that can better manage traffic flow, reducing congestion and the potential for collisions. By upgrading the stop lights at this intersection, The City Of Dinuba can provide a safer environment for both motorists and pedestrians.
Awaiting Collision Data From The Intersection
Dinuba Active Transportation Plan (ATP)
The Dinuba ATP Improvement Project aims to improve bicycle and pedestrian safety to six road segments within the City of Dinuba. The Project improvement details are listed below in Table 6-1.
All facilities in the table below will be established in accordance with the City of Dinuba Public Improvement Standards. No specific disposal or borrow sites have been identified. Construction activities will include demolition of existing asphalt, sidewalk, and curbs where needed, adding aggregate base and pavement placement, beacon installation, shortened crossing installation, crossing surface improvements.
Roadway detours and/or lane closures may be used to control traffic during construction.
Table 6-1 - Project Improvement Details
Class II Bike Lane / Routes 21,700 ft
Class IV Bike Lane / Routes 100 ft
Green Pavement Enhancements Locations 6
Resurface and Restriping of Bike Lane Locations 4
Sidewalk Installation 24,525 ft
Curb Ramp Installation 117
Reconstructed Ramps to
Standard 126
Ped-Head Installation 46
Shortened Crossing Installation 40
Flashing Beacon Installation 8
Crossing Surface Improvement Installation 5
Flush Median Installation 9
Red Curb Installation Intersection Approaches
Project Location
The proposed Project Site covers an area of approximately 85 acres (7.5 miles of road segments). Adjacent land uses to these segments primarily consist of General Commercial, Residential, Resource Conservation and Office zoned districts. The projects segments and associated rows are listed in Table 6-2.
Table 6-2 - Project Segments and Associated Roads
Segment Name Associated Road
Alta Avenue E. Nebraska to Kamm Avenues
E. El Monte Way Alta Avenue to Road 92
E. Kamm Way Alta to College Avenues
E. Tulare Street M to I Streets
Crawford Avenue E. Kamm Avenue to E. Nebraska Avenue
Euclid Avenue El Monte Way to College
Nebraska Avenue
South El Monte Neighborhood Revitalization Plan 6.41
Building Improvements Revitalization Strategies
Downtown Facade Improvements
110 L Street - Nutricion Maria
Downtown facade improvements will include the building located at 110 L Street, home to Nutrition Maria. The renovations aim to enhance the building’s aesthetic appeal, functionality, and alignment with the surrounding architecture. The key components of the project include:
• Lighting upgrades
• Storefront modifications
• New signage per City standard
• Preservation and painting of existing architectural features • Installation of a new awning
• Window Replacements
• New single swing door
Figure 6-33: 110 L Street - Nutricion Maria Building
BEFORE AFTER
6.42 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Building Improvements
133 L Street - Thrift Store
This project includes the planned improvements for the
building located at 133 L Street, home to Open Gate Thrift Store. The renovations aim to enhance the building’s
aesthetic appeal, functionality, and alignment with the city standards.
The key components of the project include:
• Lighting upgrades
• Hardware replacements
• Window trim repairs
• New signage
• Installation of planters to enhance the facade
The proposed improvements to 133 L Street aim to
modernize and enhance the building’s exterior while
preserving its historical charm. These upgrades
will not only improve the aesthetic appeal and
functionality of Open Gate Thrift Store’s storefront but also contribute positively to the overall streetscape.
The careful selection of materials and design
elements ensures that the building remains a
valuable and attractive asset within the community.
BEFORE
AFTER
6.43 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Building Improvements
101 L Street - Don’s Shoes
This project includes the details of the planned improvements for the building located at 101 L Street, home to Don’s Shoes. The renovations aim to enhance the building’s aesthetic appeal and functionality while preserving its architectural integrity.
The key components of the project include:
• Preservation of Existing Brick
• Lighting upgrades
• Window and door replacements
• New signage
• Awning Installations
BEFORE AFTER
South El Monte Neighborhood Revitalization Plan 6.44
Building Improvements Revitalization Strategies
Background
The Dinuba Sportsplex provides a hub for athletic activities, community gatherings, and recreational events. However, as the facility has aged, it has become evident that significant renovations and upgrades are necessary to maintain its status as a premier community center. The Dinuba Revitalization Study outlines a comprehensive improvement plan designed to modernize the Sportsplex and enhance its utility and appeal for the community.
Renovation Needs
The Dinuba Sportsplex requires several key renovations to address current deficiencies and meet the growing needs of the community.
These include:
• Community Event Accommodations
• Facility Upgrades
• Building and Site Improvements
Figure 6-34: Conceptual Rendering of the
Dinuba Sportsplex Improvements
Dinuba Sportsplex Improvement Plan
6.45 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Building Improvements
Community Event Accommodations:
• Additional Restrooms: To better serve large gatherings and events, we propose the construction of additional restrooms throughout the facility.
• Arcade Style Games: Installing arcade games will provide entertainment for youth and families, making the Sportsplex a more attractive destination for leisure activities.
• Ropes and Rocks Climbing Walls and Features: Adding these features will promote physical activity and attract a wider range of visitors, particularly those interested in adventure sports. • Indoor Enclosed Playground Equipment: Creating a safe and enclosed play area will cater to younger children, allowing parents to engage in other activities within the Sportsplex.
Building and Site Improvements:
• Exterior Site Flow and Parking Lot Use: A redesign of the exterior layout will improve traffic flow, parking efficiency, and overall accessibility. • Airflow and Circulation Enhancements: Upgrading the building’s air conditioning system, improving insulation, and considering new roof treatments will ensure better air quality and comfort for all visitors.
• Solar Panels: Installing solar panels will reduce the Sportsplex’s carbon footprint and lower energy costs, making the facility more sustainable and environmentally friendly.
• Site Upgrades: General site improvements, including landscaping and signage, will enhance the aesthetic appeal and functionality of the Sportsplex.
Facility Upgrades:
• Batting Cage Upgrades: Enhancing the existing batting cages with new equipment and better safety features will benefit the local baseball and softball community.
• Free Guest Wi-Fi and Workstations: Providing free Wi-Fi and guest workstations will make the Sportsplex a more versatile space, allowing visitors to work or study while enjoying the facilities. • TV Monitors, Video Projectors, and Screens: These additions will support community events, presentations, and sports viewing, making the Sportsplex a more dynamic and multifunctional venue.
Figure 6-35: Existing Dinuba Sportsplex
South El Monte Neighborhood Revitalization Plan 6.46
Public Safety Revitalization Strategies
Street Lighting
The street and park lighting in the City of Dinuba directly impacts public safety. Adequate lighting in streets and parks is crucial for ensuring visibility, which helps in preventing accidents and deterring crime.
Well-lit areas are perceived as safer, encouraging more community engagement, especially during evening hours. In parks, lighting conditions vary. While Felix Delgado Park and Roosevelt Park have ‘fair’ lighting, indicating some need for repairs, K/C Vista Park’s slightly better rating suggests more reliable lighting. Parks like Entertainment Plaza, Gregory Park, and Muirfield Park, lacking specific lighting, may be less secure and less frequented during evening hours, limiting their usability and potentially affecting neighborhood safety. Therefore, improving park lighting can be a significant factor in enhancing public safety and community well-being. According to the feedback provided by Dinuba residents in the survey(s) and community engagement events, the areas perceived as having the highest crime rates were alleyways, parks and the downtown area. These areas were also noted by community members as having poor lighting at night, exacerbating the safety risks further. For a detailed image of the lighting conditions in Dinuba, see Figure 3-10 in the Public Facilities section of this report.
6.47 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Public Safety
Safe Routes to School
Safe routes to school (SRTS) is an approach that promotes walking and bicycling to school through infrastructure improvements, enforcement, safety education, and incentives that encourage walking and biking to school (U.S. Department of Transportation, 2015). SRTS programs and initiatives can have positive impacts on safety and physical activity levels for students. The fatal collision in September 2023, involving two pedestrians and a vehicle at the intersection of Crawford Avenue and Terrace Drive (Figure 5-6) in the safety needs assesment report, demonstrates the need for safe and accessible pedestrian infrastructure. Additionally, one of the individuals involved in the collision is a student at Jefferson Elementary, which is approximately 0.15 miles from the site of the collision.
The City of Dinuba has received funding through the Active Transportation Program (ATP), administered by the U.S. Department of Transportation. A comprehensive Safe Routes to School initiative has been proposed as part of this funding, which will provide pedestrian infrastructure near school sites in Dinuba. Within the Project area there are five school sites, which include Dinuba High School, Jefferson Elementary, Wilson Elementary, Union High School, and Dinuba Junior Academy Christian School. These school sites are primarily surrounded by single-family residential homes, outlining the importance of safe and accessible routes throughout the community.
Maps outlining potential safe routes to various school sites in the Project area are shown in Figure 6-33, Figure 6-34, and Figure 6-35 on the following pages.
South El Monte Neighborhood Revitalization Plan 6.48
Public Safety Revitalization Strategies
Figure 6-36: Potential Safe Routes to Wilson Elementary School.
6.49 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Public Safety
Figure 6-37: Potential Safe Routes to Jefferson Elementary School.
South El Monte Neighborhood Revitalization Plan 6.50
Public Safety Revitalization Strategies
Figure 6-38: Potential Safe Routes to Dinuba High School.
6.51 South El Monte Neighborhood Revitalization Plan
Revitalization Strategies Public Safety
DUI Information Campaign
The “Drive Safe, Stay Sober” campaign is an initiative designed to prevent driving under the influence (DUI) of alcohol. By combining proactive planning, education, and community engagement, the campaign aims to ensure everyone gets home safely. Here’s how the campaign is structured:
Campaign Components:
Plan Ahead: Before heading out for the evening, make arrangements for a designated sober driver. Ensuring a safe ride home by coordinating with a friend, family member, or booking a ride share service in advance can prevent impaired driving decisions.
Message: “Before you grab a drink, plan your safe ride home.” Share a Ride: If you’ve been drinking and don’t have a ride home, use ride share services such as Lyft or Uber to ensure a safe trip back.
Message: “No ride? No problem! Use rideshare services like Lyft or Uber to get home safely.”
Keep Your Friends Safe: Encourage friends to follow the “Drive Safe, Stay Sober” plan and prevent them from driving impaired.
Message: “Stick together. Don’t let your friends drive impaired.” Utilizaiton:
Social Media: Public agencies can leverage platforms like Facebook, Instagram, and Twitter to share scheduled reminders about planning a safe ride home before drinking. Engaging graphics can highlight the risks of impaired driving and the benefits of having a designated driver.
Posters: Display posters in high traffic areas such as bars, restaurants, event venues, public restrooms, bus stops, train stations, community centers, schools, workplaces, and recreational areas. These posters should have clear visuals and messages that encourage people to plan their transportation in advance and remind them to keep their friends safe.
Billboards: Place billboards along major roads and highways leading into and out of Dinuba, and near nightlife areas and main thoroughfares.
Use simple, bold text and imagery that can be quickly understood by drivers to promote planning ahead, alternative transportation options.
Digital Road Signs: Deploy digital road signs around the city, especially near entertainment districts and popular nightspots. Use short, impactful messages like “Drive Safe Stay Sober” and “Friends Don’t Let Friends Drive Drunk” to capture attention. Position digital signs near busy intersections and nightlife areas.
Educational Initiatives: The “Drive Safe, Stay Sober” campaign includes two main educational components designed to inform the public about the dangers of DUI and the importance of understanding blood alcohol content (BAC). These initiatives will be implemented through interactive sessions, public education, and targeted information distribution, both in schools and at local events.
The “Know Your Limit” Program
Interactive Sessions: During specific hours (e.g., 8 p.m. to 2 a.m.), officers will invite volunteers to take a breathalyzer test to see if they can accurately guess their BAC. Participants will learn how factors such as height, weight, food intake, and the amount of alcohol consumed affect BAC levels.
Message: Understand your limits. Make smart choices about how you get home after drinking.”
South El Monte Neighborhood Revitalization Plan 6.52
Public Safety Revitalization Strategies
Public Education Opportunities
Dinuba Schools: Organize sessions in high schools to educate students about BAC and the effects of alcohol on driving. Interactive demonstrations and testimonials will be used to make the message more impactful.
Local Events: Set up booths at local festivals, fairs, and community gatherings where attendees can participate in the “Know Your Limit” program. Provide informational pamphlets and have officers available to answer questions.
Public Education: Officers will educate participants on the effects of alcohol on driving abilities and the severe consequences of DUI, including legal repercussions and safety risks.
Message: “Understand your limits. Make smart choices about how you get home after drinking.”
Youth Education: Incorporate BAC education into health classes and driver’s education courses using interactive tools such as BAC calculators and role playing scenarios.
Local Events: Distribute educational materials at community events and public spaces. Partner with local businesses and organizations to spread the message through workshops and informational sessions.
Understanding BAC
Information Distrubution: Provide clear information on how BAC is calculated and the legal limits. For example, it takes two drinks in one hour for a 120-pound woman and four drinks for a 180-pound man to reach the legal limit. The body metabolizes alcohol at a rate of .015% per hour.
Message: “Learn how different factors affect your BAC and know when not to drive.”
Cost and Consequences
Finnancial Impact: Educate the public on the average cost of a DUI arrest, approximately $13,500, which includes vehicle impound fees, fines, attorney fees, and auto insurance hikes.
Message: “Avoid the high costs of a DUI. Plan ahead and designate a sober driver.”
Safety Slogan Awareness
Utilize effective slogans to reinforce the message, such as “Drive Safe, Stay Sober,” “Buzzed Driving is Drunk Driving,” and “Friends Don’t Let Friends Drive Drunk.”
Social Media: Share these slogans across platforms like Facebook, Instagram, and Twitter. Create engaging posts with visuals and hashtags to increase reach and engagement.
Posters and Flyers: Display posters and distribute flyers with these slogans in high-traffic areas such as schools, community centers, bars, and restaurants.
Billboards: Place billboards with these slogans in strategic locations throughout the city, including major roads and highways.
Digital Road SIgns: Use digital signs to display these slogans, especially near nightlife areas and busy intersections.
Local Events: Promote slogans at local festivals, fairs, and community gatherings through banners, announcements, and informational booths.
7.1 South El Monte Neighborhood Revitalization Plan
7 Action Plan and Implementation Strategies
Introduction To Action Plan and Implementation Strategies In alignment with the revitalization strategies of the South El Monte Neighborhood Revitalization Study, this section provides a detailed overview of the action plan and implementation strategies. The study has identified key areas for intervention, set clear objectives, and proposed initiatives to transform the community. These efforts focus on enhancing residents’ quality of life, promoting sustainable development, and stimulating economic growth.
The action plan results from research, community engagement, and collaborative planning. It addresses issues such as infrastructure improvement, housing development, public safety, and environmental sustainability, ensuring a well rounded approach to community development.
Infrastructure improvements will upgrade roads, sidewalks, and public transportation to enhance connectivity and accessibility. Housing development aims to create affordable options to meet diverse needs and reduce housing insecurity. Public safety measures will enhance security through better lighting, increased police presence, and community policing. Environmental sustainability efforts will promote green spaces, sustainable practices, and conservation to create a healthier environment. Economic development initiatives will support local businesses, attract new investments, and create job opportunities.
This section provides detailed cost estimates for each project, based on current market conditions, historical data, and expert consultations, offering a realistic financial assessment.
Additionally, various funding opportunities are explored, including federal and state grants. By identifying diverse funding streams, the plan aims to minimize financial barriers and ensure project sustainability.
South El Monte Neighborhood Revitalization Plan 7.2
Action Plan and Implementation Strategies
Funding Opportunities
State Level Grant Funding
Infrastructure State Revolving Fund (ISRF) Program
IBank’s ISRF Loan Fund program provides low-cost, direct loans to local governments and nonprofits sponsored by public agencies for a wide variety of public infrastructure and economic expansion projects (excluding housing) that improve and sustain communities, helping individuals and families thrive.
ISRF loans can fund a wide variety of projects – including water and wastewater treatment plant upgrades or construction, venue or airport construction, or street repair and upgrades.
Eligible Recipients: Cities, Counties, Special Districts, Assessment Districts, Joint Powers Authorities, and Nonprofit Organizations sponsored by a government entity.
Total Funds: ISRF financing is available in amounts ranging from $1 million to $65 million with loan terms for the useful life of the project up to 30 years.
No closing date listed.
Manufactured Housing Opportunity and Revitalization (MORE) The MORE program was established to replace the state’s underutilized Mobile home Park Rehabilitation and Resident Ownership Program (MPPROP). Under the new MORE Program, the types of eligible applicants were expanded to include local public entities, qualified nonprofit housing sponsors and in some cases private mobile home Park owners.
The changes to this section of the HSC also allow for mobile home Parks that do not have a permit to operate or whose permit has been suspended to utilize MORE program funds.
Eligible Activities:
• Acquisition, conversion, rehabilitation, reconstruction, or replacement of a mobile home park;
• Remediation of mobile home park health and safety deficiencies; • Financing of individual interest in a mobile home park; • Rehabilitation or replacement of individual mobile homes; • Acquisition and construction of a new mobile home park as a response to a natural disaster.
Eligible Applicants: Typically, must be a resident organization, qualified nonprofit housing sponsor, or local public entity. Private mobile home park owners and nonprofit corporations are eligible to apply under limited circumstances outlined in the current NOFA.
Funding Total: $65,000,000
Closing date: 06/30/24
Active Transportation Program
The Active Transportation Plan include, but are not limited to, increasing the proportion of trips accomplished by walking and biking, increasing the safety and mobility of non-motorized users, advancing efforts of regional agencies to achieve greenhouse gas reduction goals, enhancing public health, and providing a broad spectrum of projects to benefit many types of users including disadvantaged communities.
Eligible Activities:
• Increase the proportion of trips accomplished by walking and biking. • Increase the safety and mobility for non-motorized users.
7.3 South El Monte Neighborhood Revitalization Plan
Action Plan and Implementation Strategies
Advance the active transportation efforts established pursuant to Senate Bill 375 (Chapter 728, Statutes of 2008) and Senate Bill 391 (Chapter 585, Statutes of 2009).
• Enhance public health, including, but not limited to, projects eligible for Safe Routes to School Program Funding.
• Ensure that disadvantaged communities fully share in the benefits of the program.
• Provide a broad spectrum of projects to benefit many types of active transportation users.
Eligible Applicants: Typically, must be a Nonprofit Organization, Public Agency or Tribal Government.
Funding Total: Dependent
Closing date: Dependent
2021 HOME NOFA Amendment (City, County, Developer Only) The HOME Program is intended to fund a variety of projects and programs.
Applicants can include Cities, Counties, Tribal Entities or Tribally Designated Housing Authorities, Community Housing Development Organizations, and other Developers.
The intended outcomes from this grant opportunity are as follows:
Create approximately 150 new units of affordable rental housing, create approximately 25 new affordable single-family homes for purchase, assist with the purchase or rehabilitation of approximately 250 affordable single-family residences, provide approximately 24 months of rental assistance to 300 low-income households.
Total Funding: $72,000,000
Award Amount: Dependent
No closing date listed.
Permanent Local Housing Allocation/ 2023 PLHA NOFA
Grantor: Department of Housing and Community Development Purpose:
The principal goal of this program is to make funding available to eligible Local Governments in California for housing-related projects and programs that assist in addressing the unmet housing needs of their local communities. Permanent Local Housing Allocation/ 2023 PLHA NOFA (State Funding Source)
Eligible Applicants:
• Public Agency
• An Applicant must be an Entitlement Local Government, a NonEntitlement Local Government, or a Local or Regional Housing Trust Fund delegated by the Local Government pursuant to Guidelines Section 300.
Eligible Geographies:
See Appendix A in the 2023 PLHA Program Entitlement and NonEntitlement Local Government Formula Component Notice of Funding Availability for a list of eligible Applicants.
Matching Funding Requirement: N/A
Closing Date: 6/30/24
Expected Award Announcement: April 2025
Period of Performance: 5 years
Total Estimated Funding Available: $296,000,000
South El Monte Neighborhood Revitalization Plan 7.4
Action Plan and Implementation Strategies
Federal Level Grant Funding
Local Highway Safety Improvement Program (HSIP)
Grantor: Department of Transportation
Purpose: Achieving a significant reduction in fatalities and serious injuries on all local public roads.
Description: The Highway Safety Improvement Program (HSIP), codified as Section 148 of Title 23, United States Code (23 U.S.C §148), is a core federal-aid program to States for the purpose of achieving a significant reduction in fatalities and serious injuries on all public roads. The Division of Local Assistance (DLA) manages California’s local agency share of HSIP funds. California’s Local HSIP focuses on infrastructure projects with nationally recognized crash reduction factors (CRFs). Local HSIP projects must be identified on the basis of crash experience, crash potential, crash rate, or other data-supported means.
Eligible Applicants:
• Public Agency
• Tribal Government
• Any California local agency that owns, operates, and maintains the public roadways can apply
Estimated amount per award: $100,000 – $10,000,000
Funding Source Notes: The HSIP funding source is Federal. In the meantime, state funds may be available from time to time for HSIP projects by funding exchange.
Funding Method: Reimbursement(s)Funding Method Notes: If the application is selected for funding, the agency will enter into an agreement with Caltrans. The agency uses their own funding to implement the project and invoice Caltrans for reimbursements.
Closing Date: 9/9/24
Period of Performance: 3 to 5 years.
Expected Award Announcement: 1/1/25
US Department of Housing and Urban Development Choice
Neighborhoods Program
The Choice Neighborhoods program leverages significant public and private dollars to support locally driven strategies that address struggling neighborhoods with distressed public or HUD-assisted housing through a comprehensive approach to neighborhood transformation.
Choice Neighborhoods has two grant types – Planning and Implementation. Planning grants support the development of comprehensive neighborhood revitalization plans which focus on directing resources to address three core goals: Housing, People and Neighborhoods. Implementation grants support those communities that have undergone a comprehensive local planning process and are ready to implement their “Transformation Plan” to redevelop the neighborhood.
Total Funding: $359 million
Maximum Award: $50 million
Eligible Recipients: local agencies, public housing authorities, Indian housing authorities, and tribal entities.
No closing date listed – potentially not available currently.
7.5 South El Monte Neighborhood Revitalization Plan
Action Plan and Implementation Strategies
Preservation and Reinvestment Initiative for Community Enhancement (PRICE) Competition Grant
(Department of Housing and Urban Development- Federal)
Description: HUD is issuing a Notice of Funding Opportunity (NOFO) which appropriates $225 million in competitive grant funding for the preservation and revitalization of manufactured housing and eligible manufactured housing communities. Congress has directed HUD to undertake a competition using the Community Development Block Grant (CDBG) statutory and regulatory framework for this first-of-its-kind initiative. The Preservation and Reinvestment Initiative for Community Enhancement supports communities in their efforts to maintain, protect, and stabilize manufactured housing and manufactured housing communities (MHCs).
Manufactured housing is a critical piece of the nation’s affordable housing stock that provides a home to over 22 million Americans.
Manufactured housing and manufactured housing communities (MHCs) face significant challenges to affordability, resilience, infrastructure, and maintenance that are exacerbated by state titling and local zoning laws, financial pressures from landowners or investors, and extreme weather, natural hazards, and disaster events. Of the $225 million available in PRICE funding, $200 million is reserved for the main PRICE competition (PRICE Main), of which at least $10 million is intended for Indian tribes or Tribally Designated Housing Entities and Tribal organizations, and $25 million is reserved for a pilot program (PRICE Replacement Pilot) to assist in the redevelopment of manufactured housing communities as replacement housing that is affordable. The PRICE Main funding will support low- and moderate-income homeowners with manufactured housing units and manufactured housing communities with critical investments such as repairs, infrastructure improvements, upgrades to increase resilience, services like eviction prevention and housing counseling, and planning activities such as those needed to transition to resident-managed communities. The PRICE Replacement Pilot will enable the replacement of manufactured housing units, especially those in disrepair, with up to four units of affordable housing – gently increasing density and ensuring affordability for years to come.
HUD will be accepting applications for PRICE grants to preserve and revitalize manufactured housing and eligible manufactured housing communities. Eligible applicants include local and state governments, Indian Tribes or their Tribally Designated Housing Entities (TDHEs), multi-jurisdictional entities, resident-controlled MHCs, cooperatives, non-profit entities (including consortia of non-profit entities), Tribal non-profits, community development finance institutions (CDFIs), and Native CDFIs. Entities that partner with one or several residents of eligible manufactured housing communities or that propose to implement a grant program that would assist residents of eligible MHCs are also eligible.
Closing Date: June 5, 2024
Award Amount: $500,000-$75,000,000
Cost-sharing or matching required: Yes
Funding Opportunity Number: FR-6700-N-99
South El Monte Neighborhood Revitalization Plan 7.6
Action Plan and Implementation Strategies
Cost Estimates
7.7 South El Monte Neighborhood Revitalization Plan
Action Plan and Implementation Strategies
South El Monte Neighborhood Revitalization Plan 7.8
Action Plan and Implementation Strategies
7.9 South El Monte Neighborhood Revitalization Plan
Action Plan and Implementation Strategies
South El Monte Neighborhood Revitalization Plan 7.10
Action Plan and Implementation Strategies
7.11 South El Monte Neighborhood Revitalization Plan
Action Plan and Implementation Strategies
South El Monte Neighborhood Revitalization Plan 7.12
Action Plan and Implementation Strategies
2025 ADA
REPORT
DOWNTOWN
DINUBA
JASON WATTS, PE
CITY OF DINUBA CITY ENGINEER
4CREEKS, INC.
1
TABLE OF CONTENTS
1.1 Purpose
1.INTRODUCTION
03 04
05 06
2 2. Curb Ramps
2.2 Compliance/Requirements
2.3 City Preference
2.4 Common Violations
2.5 Construction Standards
3. ADA Accessible Parking
3.1 Parking
3.2 Location
3.3 Access Aisles
07 3.4 Parking Requirements/Compliance
09 4. ADA Inventory- Downtown Dinuba
4.1 Downtown Curb Ramps
11 4.2 ADA Curb Ramp Cost
13 4.3 Compliant/Non-Compliant Curb Ramps
14 4.4 Curb Ramp Exhibit
20 6. Conclusion
15 5. Local Accessible Parking Stalls
5.1 Compliant/Non-Compliant Stalls
1617
5.2 ADA Parking Stall Exhibit
18 6. Project History & Recent Projects
6.1 Internal ADA History
19 6.2 Completed ADA Projects
21 Appendix : City of Dinuba Public Improvements
Standards, Sample Curb Ramp ADA Compliance
Inspection Report, PROWAG Guidelines, 2022
Yamabe & Horn Downtown Parking Survey
1.INTRODUCTION 1.1 PURPOSE A curb ramp is a short ramp cutting through a curb or built up to it. If designed and constructed to be accessible, this ramp provides an accessible route that those with disabilities can use to safely transition from a roadway to a curbed sidewalk and vice versa. The most common type of curb ramp is the
perpendicular curb ramp. The ramp, or ramp run, is the sloped section that individuals that use wheelchairs or other mobility devices use to travel up and down when transitioning from the street to the sidewalk. Transitions between the ramp and the sidewalk, gutter and the street are located at the top and bottom of the ramp run. Flared sides, or flares, bring the curb itself to the level of the street. The gutter is the roadway surface immediately next to the curb ramp that runs along the curb.
2.1 CURB RAMPS
According to Title II of the Americans with Disabilities Act (ADA), it states that the ADA requires state and local governments to make pedestrian crossings accessible to those with disabilities by providing an accessibility feature or accessible route. Curb ramps specifically are designed to provide access for people with disabilities, specifically those with limited mobility and other various mobility devices to help navigate between streets and sidewalks. These accessible features ensure accessibility by providing a sloped surface that permits smooth transitions across curbs. These ramps are a small but vital part of making sidewalks, street crossings, and other pedestrian routes that make public walkways accessible to those with disabilities. This applies if your state of local government has responsibility of authority over highways, streets, roads, pedestrian crossings, or walkways. To allow people with disabilities to cross streets safely, state and local governments must provide curb ramps at pedestrian crossings and public transportation stops where walkways intersect a curb.
3
To comply with ADA requirements, the
curb ramps must meet specific
standards for width, slope, cross slope,
placement, and other features.
Requirements to curb ramps apply to
ramps that cut through curbs or are
built up to them. DOJ’s 2010 ADA
standards require curb ramps at newly
constructed or altered streets,
highways, and street level pedestrian
walkways to provide an accessible
route for pedestrians to intersections.
While the ADA provides federal
guidelines for curb ramps, California
has implemented additional state
specific requirements to further
enhance accessibility for its diverse
population.
California’s standards consider factors
like terrain, climate, and urban design
ensuring that both public and private
properties meet the highest standards
of accessibility.
Notable California ADA curb ramp
specifications:
-Maximum slope of 1:12 (8.33%) for
ramps
-Minimum width of 48 inches
-Level landing areas at top & bottom of
ramps
-Detectable warning surfaces with
contrasting colors
-Smooth transitions between ramp
surfaces and adjacent pavements
It is essential to point out that lately, many cities are showing a preference towards PROWAG when it comes to ramp compliance. The difference between the two is that PROWAG provides more technical details and guidelines for the ADA guidelines specifically for public rightsof-way such as transit stops, sidewalks, and streets while the ADA is more of a broad civil rights law outlining general accessibility protections. It is believed that PROWAG makes cities more accessible, more detailed and has a specialized set of guidelines that further expands on the ADA’s specifications. For example, an ADA guideline requires ramps where accessible routes cross curbs with slope ≤1:12 min and 36 inches wide whereas PROWAG
2.3 CITY PREFERENCE
2.2 COMPLIANCE/REQUIREMENTS
4
2.5 CONSTRUCTION
STANDARDS
In constructing facilities such as walkways
and pedestrian crossings, state and local
governments can choose between two sets
of standards: the ADA standards for
accessible design and the Uniform Federal
Accessibility Standards (UFAS). Both
standards are deemed to comply with the
requirements of Title II. However, state and
local governments cannot pick and choose
between particular portions of the ADA
standards and UFAS as they construct and
alter the pedestrian crossing on a street and
the curb ramps that provide access to
adjacent sidewalks. Only one of these two
standards may be used for a particular
facility. In construction or alteration of
roadways and walkways, this usually means
that only one standard may be used for a
particular construction or alteration project,
and all features of that project typically must
comply with the chosen standard. As mentioned previously, PROWAG is favored more by cities, and the
City of Dinuba is prioritizing
PROWAG standards over ADA. The
reason why that is is because of
benefits such as greater mobility
and independence for those
individuals with disabilities. This
aids the creation of safer and more
walkable communities and also
gives the opportunity for enhanced
access to opportunities such as
employment and education and
helps with fewer accidents and
injuries.
2.4 COMMON VIOLATIONS
RECOGNIZING COMMON ADA CURBS AND RAMP VIOLATIONS IS CRUCIAL FOR BOTH BUSINESS AND PROPERTY OWNERS WHO WANT TO REMAIN COMPLIANT AND AVOID EXPENSIVE FINES.
FREQUENT ISSUES SUCH AS OVERLY STEEP RAMP SLOPES, IMPROPER CURB HEIGHTS, AND
INADEQUATE LANDING AREAS NOT ONLY POSE SAFETY RISKS BUT ALSO FAIL TO MEET ACCESSIBILITY STANDARDS POTENTIALLY LEADING TO FINES, DELAYS, OR REQUIRED REWORK.
HERE ARE THE MOST COMMON ADA CURB AND RAMP INFRACTIONS OBSERVED DURING INSPECTIONS:
-EXCESSIVE SLOPE ANGLES
-INSUFFICIENT RAMP WIDTH
-LACK OF HEAVY HANDLING AREAS
-MISSING OR INADEQUATE HANDRAILS
-ABSENCE OF DETECTABLE WARNING SURFACES
-POOR SURFACE CONDITIONS (CRACKS, GAPS, UNEVEN SURFACES) -IMPROPER PLACEMENT OF UTILITY STRUCTURES OBSTRUCTING ACCESS -INADEQUTE CROSS SLOPE DRAINAGE
-NON-COMPLIANT CURB RAMP FLARES
-FAILURE TO PROVIDE CURB RAMPS AT ALL PEDESTRIAN CROSSINGS
5
3. ACCESSIBLE PARKING When state or local governments,
businesses, or nonprofit organizations
provide parking facilities—such as lots or
garages—they are required to include
accessible parking spaces in compliance
with the Americans with Disabilities Act
(ADA). These accessible spaces differ from
standard parking spaces, as they include
specific features designed to improve
access for individuals with disabilities to
programs, goods, and services.
All accessible parking spaces must have
access aisles. These aisles provide an
appointed area for those who use
wheelchairs or other mobility devices to
enter/exit their vehicle.
Access aisles must be:
-Marked (to discourage drivers from parking
in them)
-The same length as the space
-Level with parking space
Two accessible parking spaces can share an
access aisle between the two parking spaces
(except in angled parking spaces, then it
must be located on the passenger side of the
parking space)
An access aisle can be placed on either side
of the parking space if it is not angled.
Two accessible parking spaces can share an access aisle between the two parking spaces (except in angled parking spaces, then it must be located on the passenger side of the parking space)
An access aisle can be placed on either side of the parking space if it is not angled. 6 3.1 Accessible Parking 3.2 Location
In parking lots or garages, accessible parking
spaces must be located on the shortest
accessible route to the accessible entrance. An
accessible route is the oath a person with a
disability takes to enter and move through a
building or facility.
3.3 Access Aisles
3.4 PARKING SPACES
-Space: 132 inches wide
-Access aisle: 60 inches wide
-Slope: No steeper than 1.48 (2.08%)
-Space: 96 inches wide
-Access aisle: 96 inches wide
-Slope: No steeper than 1.49
(2.04%)
Both options must have:
-At least 98 inches of vertical clearance (for space, aisle, and route) -A firm, stable, and slip resistant surface
-Have two signs, mounted at least 60 inches above the ground (measured to the bottom of the sign) · First sign: international symbol of accessibility
· Second sign: stating that the space is van accessible
VAN ACCESSIBLE SPACES HAVE
TWO OPTIONS
OPTION 1: OPTION 2
7 Accessible parking spaces must be provided for cars and vans.
Car accessible spaces must be:
-At least 96 inches wide
-Have an access aisle at least 60 inches wide
-Have no more than a 1.48 (2.08%) slope in all directions -Have a surface that is firm, stable, and slip resistant -Have a sign with the international symbol of accessibility on it, mounted at least 60 inches above the ground (measured from the bottom of the sign)
The number of accessible parking spaces must be considered separately for each parking structure (lot or parking garage), not based on the total number of parking spaces provided on a site.
If you have less than 100 total parking
spaces in your lot, then you are required to
have 1 handicapped space for each 25
spaces. If there are 100-150 spaces in the
lot, you are required to have 6
handicapped spaces. If there is 151-200
spaces, then you must have 6 ADA
compliant spaces. If there are 201-300
spaces, you must have 7 handicapped
spaces. If you have 300+ spaces, one of
every 8 spaces is required to be ADA
compliant.
Regardless of how many accessible
parking spaces are required, the first space
must meet California’s ADA van-accessible
requirements and to be properly labeled.
This is essential for compliance during
asphalt maintenance. The total number of
ADA compliant spaces required depends
on the overall number of parking spaces in
the lot.
When addressing ADA violations, it is
essential to prioritize corrective actions
based on their severity and impact on
accessibility. Start with immediate safety
concerns such as steep curb ramps or
missing detectable warning surfaces as
these pose the greatest risk and are crucial
for compliance.
First time ADA violations can result in fines
up to $75,000
When planning improvements consider:
-Safety issues that pose immediate danger
-Violations that seriously limit access
-High traffic of commonly used entrances
and paths
-Opportunities to align fixes with upcoming
constructions or renovations
It is important to note that the most
common difficulties that come with
building ADA compliant parking in the
downtown area of a city are spatial
constraints, achieving proper slope and
surface grade, and creating an accessible
route to the building. These difficulties are
particularly severe in areas that have dense
urban environments and for older building
that are undergoing renovations.
8
4.1 DOWNTOWN CURB RAMPS
In the downtown Dinuba area, there are a total of 559 curbs ramps that provide connections between sidewalks, crosswalks, and roadways. These ramps are located throughout the downtown area and serve as a vital link for pedestrians with mobility needs.
To provide a clear visual, a picture has been provided to illustrate all the curb ramps in the specific area mentioned. This attachment shows the current number of curb ramps and their locations thus creating a baseline reference for future ADA planning and improvement projects.
Of these ramps, we believe that 82 curb ramps may not be fully compliant with current accessibility standards. It is also important to note that this report does not include any formal filed investigations or detailed inspections in the downtown Dinuba area. Instead, this assessment reflects our best understanding based on past projects and knowledge of ongoing and recently completed projects.
4. LOCAL ADA INFRASTURCTURE
INVENTORY-DOWNTOWN DINUBA
9
10 The image below shows two different zones of the area mentioned in this report. The residential zone and the commercial zone.
11 The image below shows the delineated areas as well as the curb ramps in the downtown Dinuba area that are compliant, missing, non-compliant, not surveyed, and curb ramp projects in progress.
12 4.2 ADA Curb Ramp Cost
Here are some examples of detailed ADA ramp cost
estimates, accompanied by relevant information.
13
14 4.3 Compliant/Non-Compliant Curb Ramps
Compliant
Non-Compliant
15 4.4 Curb Ramp Exhibit
15 5. Local accessible parking stalls
Currently, The City of Dinuba maintains 159 parking stalls across downtown parking lots and facilities. These spaces are distributed to ensure proximity to essential civic buildings, businesses, and community destinations. Photographic documentation of these stalls is attached below for visual representation illustrated in the red dots in the image below. Based on historical records and the lack of a current survey, the 159 ADA stalls in this area are presumed to be non-compliant. Efforts to bring these stalls into compliance are planned for the near future.
17 5.1 Compliant/Non-Compliant Parking Stalls
Compliant
Non-Compliant
18 5.2 ADA Parking Stall Exhibit
19 6. Project history & recent projects
6.1 Internal ADA project history
Over time, the City of Dinuba has carried out various projects to improve accessibility in the downtown area. These efforts represent the city’s longterm commitment to compliance with the ADA and to create a more inclusive and accessible public environment.
These projects have included the following that are outlined in the yellow dots and circled areas:
20 6.2 Completed ADA Projects
During recent years, the City of Dinuba has invested in ADA accessibility improvements within the downtown area. These projects include reconstructing ADA ramps and creating ADA ramps to ensure that the projects or new infrastructure are compliant with the ADA handbook.
Please note the following:
Viscaya park improvements projects (2025)
Whitney Water Main (2025)
Entertainment Plaza (2025)
HSIP projects phases I-III (2026)
Dinuba ATP pedestrian walkway improvements project (2026) 2025 corridor imrovement project
2026 corridor improvement project
El Monte Way & Perry Ave/Tulare St. Roundabout Project (2026) Kamm & Green Safety Improvements Project (2020)
El Monte Way at Mercantile Row Shopping Center ADA Improvements
21 7. Conclusion and Next Steps
The City of Dinuba has installed 559 curb ramps and 149 accessible parking stalls within the downtown area. Additionally, multiple internal ADA projects have been completed to improve pedestrian crossings, curb ramps, and parking access points as seen above.
Several current projects are also in progress to further expand accessibility to be ADA complaint and aid those with limited mobility
This report establishes a reference inventory of ADA related infrastructure in Downtown Dinuba by recording existing curbs ramps, accessible stalls, and project history through photographic documentation. While the attachments above provided an important foundation, a formal compliance evaluation will be required in a future phase to determine full congruence with ADA standards.
The City of Dinuba remains committed to incorporating accessibility improvements with roadway and infrastructure projects, organizing upgrades in busy pedestrian areas, and maintaining accurate records of ADA related work for long term planning and future reporting.
CITY OF DINUBA
1088 KAMM AVE.
DINUBA, CA 93618
(559) 591-5921
PUBLIC IMPROVEMENT STANDARDS
2023
PLANNING & DEVELOPMENT
1 TABLE OF CONTENTS
SECTION
CITY IMPROVEMENTS
DRAWING NO. TITLE
C - 1 VALLEY GUTTER - CURB RETURN
C - 2 ALLEY - VALLEY GUTTER
C - 3 CURB RAMP (1 OF 2)
C - 4 CURB RAMP (2 OF 2)
C - 5 MEDIAN CURB
C - 6 DECORATIVE CURB, GUTTER & SIDEWALK
C - 7 SIDEWALK UNDERDRAIN PIPE - EXISTING CURB AND GUTTER C - 8 SIDEWALK UNDERDRAIN PIPE
C - 9 CURB, GUTTER & SIDEWALK
C - 10 ROLL TYPE CURB & GUTTER
C - 11 RESIDENTIAL DRIVE APPROACH
C - 12 COMMERCIAL DRIVE APPROACH
C - 13 TYPICAL DRIVE APPROACH LOCATION
C - 14 EXISTING CURB REMOVAL
ELECTRICAL IMPROVEMENTS
LANDSCAPE IMPROVEMENTS
DRAWING NO. TITLE
L - 1 LANDSCAPE DESIGN & CONSTRUCTION STANDARDS
L - 2 LANDSCAPE DESIGN & CONSTRUCTION STANDARDS
L - 3 LANDSCAPE DESIGN & CONSTRUCTION STANDARDS
L - 4 WALL MOUNTED CONTROLLER
L - 5 WALL MOUNTED CONTROLLER - INTERIOR
L - 6 DRIP FLUSH INDICATOR
L - 7 MAINLINE POINT OF CONNECTION (POC) FILTER
L - 8 1" BASKET DRIP FILTER/PRESSURE REGULATOR
L - 9 GROUNDING PLATE AND LIGHTNING ARRESTOR
L - 10 BUBBLER/EMITTER ON ROOT BALL LAYOUT
1 2
3 DRAWING NO. TITLE
E - 1 STREETLIGHT
E - 2 DECORATIVE STREETLIGHT
E - 3 SOLAR STREETLIGHT
E - 4 STREETLIGHT CONCRETE PULL BOXES
E - 5 STREETLIGHT POLE NUMBERING
E - 6 STREETLIGHT PLACEMENT - CUL-DE-SACS
E - 7 STREETLIGHT PLACEMENT - LOCAL STREET
E - 8 STREETLIGHT PLACEMENT - COLLECTOR STREET
E - 9 STREETLIGHT PLACEMENT - DIVIDED ARTERIAL STREETS
2 DRAWING NO. TITLE
L - 11 BUBBLERS/EMITTERS ON ROOT BALL
L - 12 POP UP SPRAY HEAD ON SLOPE
L - 13 ROTOR SPRAY HEAD ON SLOPE
L - 14 POP UP SPRAY HEAD
L - 15 ROTOR SPRAY HEAD
L - 16 IRRIGATION TRENCHING
L - 17 PIPE AT PAVEMENT
L - 18 VALVE BOX LAYOUT
L - 19 SPLICE BOX
L - 20 WATER HAMMER ARRESTOR
L - 21 MAINLINE STUB OUT
L - 22 HYDROMETER
L - 23 MASTER VALVE
L - 24 QUICK COUPLER VALVE
L - 25 MASTER VALVE & FLOW SENSOR LAYOUT
L - 26 FLOW SENSOR
L - 27 GATE VALVE AND ANCHOR
L - 28 2-WIRE IRRIGATION CONNECTIONS
L - 29 2-WIRE REMOTE CONTROL VALVE
L - 30 HYDROMETER LAYOUT
L - 31 1" AIR RELEASE VALVE
L - 32 8" CONCRETE MOW STRIP
L - 33 ROOT BALL SHAVING
L - 34 CROWN OBSERVATION - MULTI
L - 35 CROWN OBSERVATION - HIGH BRANCHED
L - 36 ROOT OBSERVATION - CONTAINER
L - 37 GROUNDCOVER
L - 38 SHRUB - UNMODIFIED SOIL
L - 39 SHRUB ON SLOPE (5% TO 50%)
L - 40 TREE WITH BERM
L - 41 TREE ON SLOPE (5% TO 50%)
L - 42 VINE - UNMODIFIED SOIL
L - 43 TREE STAKING - SINGLE METAL STAKE
L - 44 TREE PROTECTION
L - 45 WATERING MATURE TREES
L - 46 LINEAR ROOT BARRIERS - PARKING LOT ISLANDS
L - 47 LINEAR ROOT BARRIERS
TABLE OF CONTENTS
SECTION
LANDSCAPE IMPROVEMENTS 3
3 TABLE OF CONTENTS
DRAWING NO. TITLE
P - 1 PARKING LOT PAVEMENT STANDARDS
P - 2 STREET CROSS-SECTION
P - 3 STREET WITH MEDIAN CROSS-SECTION
P - 4 TYPICAL COMMERCIAL, INDUSTRIAL, AND RESIDENTIAL CUL-DE-SAC P - 5 STREET KNUCKLE CONNECTIONS
P - 6 CROSSWALK MARKINGS
P - 7 STOP BAR MARKING AND STOP SIGNS LOCATION
P - 8 STREET SIGN STANDARD (1 OF 2)
P - 9 STREET SIGN INSTALLATION (2 OF 2)
P - 10 TYPE-A STREET INTERSECTION & CURVE RADIUS SURVEY MONUMENT P - 11 TIMBER BARRICADE
P - 12 STREET NAME SIGN LOCATION
P - 13 DECORATIVE CONCRETE MEDIAN
SECTION
STREET IMPROVEMENTS 5
SECTION
MISCELLANEOUS IMPROVEMENTS
DRAWING NO. TITLE
M - 1 GALVANIZED STEEL BOLLARD
M - 2 TYPICAL FIRE HYDRANT BOLLARD LOCATION
M - 3 TRASH BIN BLOCK ENCLOSURE
M - 4 TRASH ENCLOSURE GATE DETAIL
M - 5 CHAIN LINK FENCE DETAIL
M - 6 ELEVATION BENCHMARK DETAILS
M - 7 PROPERTY MONUMENT DETAILS
M - 8 TYPICAL PARKING LOT DESIGN & LANDSCAPE
M - 9 ACCESSIBLE PARKING
M - 10 ACCESSIBLE PARKING SIGN
M - 11 INTERNATIONAL SYMBOL OF ACCESSIBILITY (ISA) INSTALLATION M - 12 MASONRY BLOCK WALL/FENCE
M - 13 PIPE SUPPORTS ACROSS TRENCHES
M - 14 SHALLOW PIPE BACKFILL
M - 15 TYPICAL LOT DRAINAGE WITH PARK STRIPS SHOWN
M - 16 SATELLITE ASSEMBLY (CONTROLLER)
M - 17 LOT LINE GRADING STANDARD
M - 18 WHEEL STOP
4
4 SANITARY SEWER SYSTEM
DRAWING NO. TITLE
SS - 1 SEWER AND WATER SERVICE PROPERTY LOCATIONS
SS - 2 WATER MAIN AND SANITARY SEWER MAIN SEPARATION (SHEET 1 OF 2) SS - 3 WATER MAIN AND SANITARY SEWER MAIN SEPARATION (SHEET 2 OF 2) SS - 4 INVERT PLANS OF STANDARD MANHOLES
SS - 5 SANITARY SEWER MANHOLE
SS - 6 SANITARY SEWER DROP MANHOLE
SS - 7 SANITARY SEWER DROP MANHOLE - CLAMPING BRACKET
SS - 8 SEWER LATERALS
SS - 9 MANHOLE FRAME AND COVER
SS - 10 SEWER CLEANOUT
SS - 11 ECCENTRIC MANHOLE
SS - 12 COMMERCIAL AND INDUSTRIAL GREASE TRAP
SS - 13 SEWER LATERAL SERVICE CONNECTION INTO EXISTING SEWER MAIN
TABLE OF CONTENTS
SECTION
7 SECTION
STORM DRAIN SYSTEM 6
DRAWING NO. TITLE
SD - 1 TYPE 'A' CATCH BASIN 42" CURB INLET AND 42" BASIN SD - 2 TYPE 'B' CATCH BASIN 48" CURB INLET AND 48" X 36" BASIN SD - 3 TYPE 'C' CATCH BASIN 24" DIAMETER INLET DRAIN PIPE SD - 4 TYPE 'D' CATCH BASIN STANDARD FLAT GRATE
SD - 5 DOUBLE TYPE 'D' INLET (SHEET 1 OF 2)
SD - 6 DOUBLE TYPE 'D' INLET (SHEET 2 OF 2)
SD - 7 TYPE 'E' INLET - TEMPORARY WITH CURB FACE OPENING SD - 8 TYPE 'E' & 'G' 7' CURB INLET
SD - 9 TYPE 'E' & 'G' INLET OPENING DETAIL
SD - 10 MANHOLE FRAME AND COVER FOR TYPE 'E' & 'G' INLET SD - 11 STORM DRAIN MANHOLE
SD - 12 CATCH BASIN GRATE
SD - 13 "CHRISTY" U SERIES CATCH BASINS
SD - 14 TOP EDGE CHOICES FOR CATCH BASIN AND/OR GRATE RING SD - 15 OUTFALL STRUCTURE TYPE 'A'
SD - 16 FENCE CAGE FOR OUTFALL STRUCTURE TYPE 'A'
SD - 17 DESIGN TABLE FOR OUTFALL STRUCTURE TYPE 'A'
SD - 18 OUTFALL STRUCTURE TYPE 'B'
SD - 19 OUTFALL STRUCTURE TYPE 'B' REINFORCEMENT DETAILS SD - 20 FENCE CAGE FOR OUTFALL STRUCTURE TYPE 'B'
SD - 21 DESIGN TABLE FOR OUTFALL STRUCTURE TYPE 'B'
5 DRAWING NO. TITLE
W - 1 EXISTING WELL ABANDONMENT
W - 2 WATER BLOW-OFF
W - 3 THRUST BLOCK
W - 4 BACKFLOW DEVICE AND FIRE DEPARTMENT CONNECTION
W - 5 FIRE HYDRANT INSTALLATION
W - 6 FIRE HYDRANT PAVEMENT MARKER LOCATION
W - 7 FIRE HYDRANT LOCATION - SIDEWALK
W - 8 WATER VALVE, WELL, AND COVER
W - 9 1" RESIDENTIAL WATER SERVICE
W - 10 1.5" & 2" RESIDENTIAL WATER SERVICE
W - 11 COMMERCIAL 3-MANIFOLD WATER SERVICE
W - 12 2" COMMERCIAL WATER SERVICE
W - 13 4" TURBO WATER SERVICE
W - 14 6" TURBO WATER SERVICE
W - 15 3/4" TO 2" REDUCED PRESSURE PRINCIPAL BACKFLOW PREVENTERS W - 16 WATER VALVE
W - 17 TRENCH DETAIL
W - 18 WATER SAMPLE STATION (SHEET 1 OF 2)
W - 19 WATER SAMPLE STATION (SHEET 2 OF 2)
W - 20 PRESSURE VACUUM BREAKER BACKFLOW PREVENTER INSTALLATION W - 21 COMPOUND OR TURBINE METER SETTING WITH REDUCED PRESSURE DEVICE W - 22 DOUBLE CHECK VALVE
W - 23 APPROVED PORTABLE WATER TRANSPORT BACKFLOW PROTECTION W - 24 EQUIPMENT COVERS
W - 25 WATER MAIN INTERSECTION CONNECTIONS
W - 26 LOCATIONS OF UTILITY MAINS
W - 27 LOCATIONS FOR UNDERGROUND CONDUITS & PIPES IN RESIDENTIAL AREA CITY STREETS
TABLE OF CONTENTS
SECTION
WATER SYSTEM 8
1. VALLEY GUTTER SHALL BE CLASS "3" CONCRETE (6 SACK MINIMUM).
2. COMPACT SUBGRADE TO 95% RELATIVE COMPACTION, PER ASTM D1557 AND TEST METHOD CAL216.
3. WIDER CROSS GUTTER MAY BE REQUIRED, AS DIRECTED BY THE CITY ENGINEER.
4. THE VALLEY GUTTER SHALL HAVE A MINIMUM SLOPE OF 0.003 IN THE DIRECTION OF FLOW.
5. ALL WORK SHALL CONFORM TO THE APPLICABLE SECTIONS OF THE SPECIFICATIONS ENTITLED "STANDARD SPECIFICATIONS STATE OF CALIFORNIA, DEPARTMENT OF TRANSPORTATION", APPROVED CURRENT EDITION.
6. EXPANSION JOINTS SHALL BE CONSTRUCTED AT EVERY 30' OR AS DIRECTED BY THE CITY ENGINEER.
7. AN ENCROACHMENT PERMIT IS REQUIRED FOR ALL WORK DONE WITHIN THE CITY OF DINUBA RIGHT OF WAY.8. BEARING SOIL SHALL BE COMPACTED TO 95% RELATIVE COMPACTION AS DETERMINED BY A.S.T.M. D-1557 TO A DEPTH OF 1.0 BELOW CROSS GUTTERS.
9. ALL CROSS GUTTER LOCATIONS AND SIZES ARE TO BE APPROVED BY THE CITY ENGINEER.
PLAN VIEW
3' 3'
1/4" ABOVE
GUTTER LIP, MAX.
COMPACTED SUBGRADE
(SEE NOTE 2)
#4 REBAR @ 24" O.C. (TYP.)
8"9"
SECTION A-A
R=20' (TYP.)
CURB RAMP SEE
CITY STD. C-3
CURB ANDGUTTER
WARP SURFACE TO
MEET GUTTER
FLOWLINE GRADES
GUTTER FLOWLINE TO
EXTEND INTO INTERSECTION
AA
EXISTING SURFACE
SAWCUT EDGE PRIOR
TO REPAVING
#4 REBAR @ 45° (TYP.)
#4 REBAR HORIZ. 18" O.C. CONSTRUCT DEEP JOINT AND INSTALL BREAK REBAR AND INSTALL SMOOTH DOWELS
1.5"
2" CLR. (TYP.)
#4 REBAR VERT. 24" O.C.
#4 REBAR @ 18" O.C. (TYP.)
NOTES:
PARK STRIP
(IF USED)
PARK STRIP
(IF USED) FLOW
CITY COUNCIL APPROVAL:
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
C-1
PUBLIC IMPROVEMENT STANDARDS
VALLEY GUTTER -
CURB RETURN
01/24/2023
1. CONCRETE SHALL BE TYPE "A" (6 SACK MINIMUM)
2. REBAR SHALL HAVE A MINIMUM OF 2" OF CLEAR COVERAGE
1'-6"
1-1/2"
NOTES:
VALLEY GUTTER CROSS -SECTION
8" THICK AGG. BASE (CLASS 2)
@ 95% MIN. RELATIVE
COMPACTION
3 - #4 REBAR CONT. TOOL EDGE
#4 REBAR 24" O.C.
6"
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
C-2
PUBLIC IMPROVEMENT STANDARDS
ALLEY - VALLEY GUTTER
A
A
B
B
5' MIN.
1.5%
MAX.
1.5%
MAX.
8%
MAX.
8%
MAX.
6" MIN. HEIGHT
RETAINING CURB
CROSSWALK
(WHERE PRESENT)
BC
BC
1.5%
MAX.
4.5%
MAX.
6" 5' MIN. 4' MIN.
6"
6" MIN.
RETAINING CURB
3-1/2" NO LIP FLUSH
W/GUTTER
NO LIP
FLUSH WITH GUTTER
1.5%
MAX. 8%
MAX.
4.5%
MAX.
4' MIN. 8' MIN. 4' MIN.
3-1/2"
1.5%
MAX.
1.5%
8%
MAX.
4.5%
MAX.
8'
INSTALLATION OF
TRUNCATED
DOMES SHALL
FOLLOW CITY
STD. C-4
24" MIN.
8%
MAX.
CROSSWALK
(WHERE PRESENT)
CROSSWALK
(WHERE PRESENT)
MAX. 8%
CROSSWALK
(WHERE PRESENT
BW
EC
5' MIN.
0.5'
VARIES
36"
SECTION B-B
TYPE I
SECTION A-A
TYPE II
EC
BW
4' MIN.
4' MIN.
4' MIN.
4.5%
MAX.
4' MIN.
1.5%
MAX.
INSTALLATION OF
TRUNCATED DOMES
SHALL FOLLOW
CITY STD. C-4
4' MIN.
36"
DEEP JOINT
MAX.
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
C-3
PUBLIC IMPROVEMENT STANDARDS
CURB RAMP (1 OF 2)
1. RAMP SHALL BE A MINIMUM OF 4' WIDE AND SHALL LIE, GENERALLY, IN A SINGLE SLOPED PLANE WITH A MINIMUM OF SURFACE WARPING AND CROSS SLOPE.
2. RAMP SLOPE SHALL NOT EXCEED 8%. FOR TYPE l RAMPS, THE SLOPE OF THE FLARED SIDES SHALL NOT EXCEED 8%.
3. TRANSITIONS FROM RAMPS AND LANDINGS TO SIDEWALKS, GUTTERS OR STREETS SHALL BE FLUSH AND FREE OF ABRUPT CHANGES.
4. THE SLOPE OF ADJOINING GUTTERS, ROAD SURFACE OR ACCESSIBLE ROUTE WITHIN 4' OF THE BOTTOM OF THE RAMP SHALL NOT EXCEED 4.5% SLOPE. THIS LANDING AREA SHALL BE THE FULL WIDTH OF THE RAMP. GUTTER PAN TRANSITIONING SHALL OCCUR OUTSIDE OF THIS LANDING AREA.
5. THE 4' CLEAR SPACE AT THE BOTTOM OF THE RAMP SHALL TERMINATE WITHIN THE INSIDE EDGE OF MARKED CROSSWALKS.
6. PROVIDE A LANDING AREA AT THE UPPER END OF THE RAMP OF AT LEAST 4' DEEP BY THE FULL WIDTH OF THE RAMP. THE UPPER LANDING AREA SHALL NOT EXCEED 1.5% SLOPE IN ANY DIRECTION.
7. SURFACE OF CURB RAMP AND FLARED SIDES SHALL HAVE A BROM FINISH TRANSVERSE TO THE CONTRASTING FINISH TO THAT OF ADJACENT SIDEWALK.
8. FOR TYPE I RAMPS, THERE SHALL BE A SEGMENT OF FULL-HEIGHT CURB AT LEAST 24" LONG ON EACH SIDE OF THE CURB RAMP AND WITHIN THE MARKED CROSSWALK.
NOTES:
TYPICAL SECTION A-A
0.2" HT.
2.3" MIN., 1.4"
MAX. (TYP)
2.3" MIN. -
2.4" MAX.
(TYP.)
2.3" MIN. -
2.4" MAX.
(TYP.)
1. RAMP SHALL HAVE A DETECTABLE WARNING THAT EXTENDS
36" IN THE DIRECTION OF TRAVEL AND EXTENDS THE FULL
WIDTH OF THE RAMP, EXCLUDING FLARED SIDES, INSIDE THE
RAMP BORDER.
2. DETECTABLE WARNINGS SHALL COMPLY WITH THE CURRENT
EDITION OF THE CALIFORNIA BUILDING CODE.
3. DETECTABLE WARNINGS SHALL BE SLIP-RESISTANT AND
CONSIST OF RAISED TRUNCATED DOMES.
4. THE DETECTABLE WARNING SHALL CONTRAST VISUALLY WITH
ADJOINING SURFACES, EITHER LIGHT-ON-DARK OR
DARK-ON-LIGHT. THE MATERIAL USED TO PROVIDE CONTRAST
SHALL BE AN INTEGRAL PART OF THE WALKING SURFACE.
DETECTABLE WARNING SURFACES SHALL BE YELLOW AND
APPROXIMATE 33538 OF SAE AMS-STD-595A.
5. THE TRUNCATED DOMES MAY BE CONSTRUCTED IN A VARIETY
OF METHODS, INCLUDING CAST-IN-PLACE OR STAMPED, OR
MAY BE A PART OF A PREFABRICATED SURFACE TREATMENT.
6. DETECTABLE WARNING SURFACES AT LOCATIONS OTHER
THAN CURB RAMPS, ISLANDS, OR CUT-THROUGH MEDIANS
SHALL DIFFER FROM ADJOINING SURFACES IN RESILIENCY OR
SOUND-ON-CANE CONTACT
7. WHERE INSTALLED IN A RADIAL PATTERN, TRUNCATED DOMES DETECTABLE WARNING DETAIL SHALL HAVE A CENTER-TO-CENTER SPACING OF 1.6"-2.4".
0.90" MIN., 0.92" MAX
AT BASE
0.45" MIN., 0.47" MAX
AT TOP
TAPERED EDGES
WHERE EXPOSED
0.65" MIN.
DETECTABLE WARNING NOTES
A A
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
C-4
PUBLIC IMPROVEMENT STANDARDS
CURB RAMP (2 OF 2)
5"
B B
* MEDIAN CURBS SHALL
HAVE 4" TOTAL BATTER
PLAN
2-#4 X 20" SMOOTH
REINFORCING BARS A
EXPANSION JOINTS A
AT 30' INTERVALS,
SEE NOTE 3
WEAKENED PLANE
JOINTS AT 10'
INTERVALS, SEE NOTE 4
12"
3"
10"
6"
R1/2"
#4 REBAR
R1/2"
14"
4"
9"
8"
6"
#4
REBAR
R1/2"
1/2" PRE-FORMED
EXPANSION JOINT
1/2" X 20" SMOOTH
REINFORCING BARS
ONE END OF SMOOTH REINFORCING
STEEL TO BUILDING PAPER,
GREASED OR 10" P.V.C. OR METAL
SLEEVE TO PERMIT MOVEMENT,
OR APPROVED EQUAL.
SECTION B-B
LANDSCAPE CURB STATE STANDARD B-1 FOR
CITY MEDIAN CURB
1. ALL CONCRETE WORK SHALL BE OF CLASS 'A' CONCRETE (6 SACK MIN.).
2. ALL CONCRETE SHALL HAVE A LIGHT BROOM FINISH.
3. EXPANSION JOINTS 1/2" WIDE SHALL BE INSTALLED IN CURB AT 30' INTERVALS, EXPANSION JOINTS FILLED SHALL
BE SHAPED TO THE CROSS SECTION OF THE CURB, JOINTS SHALL BE CONSTRUCTED AT RIGHT ANGLES TO BACK OF CURB.
4. WEAKENED PLANE JOINTS SHALL BE A MINIMUM DEPTH OF 1-1/2" TO 2" MIN. WITH A SCORING TOOL LEAVING THE EDGES ROUNDED.
NOTES:
SECTION A-A SECTION A-A
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
C-5
PUBLIC IMPROVEMENT STANDARDS
MEDIAN CURB
3-1/2"
4' MIN.
12"
SIDEWALK 1/2" (TYP.)
1-7/8"
1'-1"
SIDEWALK WIDTH AS DIRECTED BY
THE CITY ENGINEER
12" X 12" X 1-5/8"
PAVER TILE
EXAMPLE OF SIDEWALK MARKINGS
5' 5'
45°
1. ALL DECORATIVE CURB, GUTTER AND SIDEWALK SHALL BE CLASS "A" CONCRETE (6 SACK MIN.) COLOR: SAN DIEGO BUFF, DAVIS BRAND COLOR, BUILDERS CONCRETE BATCH NO. NK60170, OR APPROVED EQUAL.
2. MARKINGS ARE 5' X 5', "SALT" WITH MEDIUM "BROOM" FINISH. SQUARE MARKINGS TO BE AT 45° ANGLES.
3. PAVER TILE COLOR: STEP STONE, CLASSIC WALKS, CUSTOM COLOR NO. 1144, FORM FINISH, OR APPROVED EQUAL.
4. PAVER MORTAR COLOR: NATURAL COLOR, OR APPROVED EQUAL.
5. CONCRETE SHALL CONFORM TO THE PROJECT PLANS AND SPECIFICATIONS AND TO THE STATE SPECIFICATIONS.
NOTES:
12" X 12" X 1-5/8"
PAVER TILE
INSTALLATION OF CURB
AND GUTTER SHALL
FOLLOW CITY STD. C-9
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
C-6
PUBLIC IMPROVEMENT STANDARDS
DECORATIVE CURB,
GUTTER & SIDEWALK
6"
6"
D D
6"
6"
A
4" TYPICAL
1. PIPE SHALL BE ONE CONTINUOUS LENGTH WITH NO JOINTS FROM PROPERTY LINE TO CURB LINE.
2. MULTIPLE PIPES TO BE SET A MINIMUM DISTANCE OF D/2 APART. (SEE DETAIL ABOVE)
3. CONCRETE SHALL BE CLASS "A" CONCRETE (6 SACK MIN.)
4. PIPE SHALL BE SCH. 80 PVC.
5. WIRE MESH TO BE INSTALLED IN CONCRETE ABOVE DRAIN LINE.
6. PERMITTED SIZE AND NUMBER OF PIPES/TUBING TO BE BASED ON DRAINAGE AREA AND SHALL BE DETERMINE BY THE ENGINEER OF RECORD.
7. NO DRAIN ALL BE PERMITTED IN DRIVE APPROACH AREAS.
8. DRAINS SHALL BE ANGLED THROUGH SIDEWALK IN DIRECTION OF GUTTER FLOW.
NOTES:
4" SQUARE WIRE MESH
SHALL BE CENTERED ABOVE
PIPE AND EXTEND 15"
BEYOND SIDES OF PIPE
EXISTING CURB
SAWCUT TOP AND FACE OF
CURB 3" DEEP MIN.-TYPICAL COLD JOINT
(TYPICAL)
BREAK OUT CURBING 2"
BELOW FLOW LINE
EXISTING CURB/GUTTER
SIDEWALK OR PARK STRIP
ALL EXPOSED SEAMS TO BE WELDED.
(TOP AND CURB FACE)
DETAIL "B"
CURB FACE (SEE SHEET C-8)
TOP OF CURB
DUAL PIPE INSTALLATION
DRAINLINE INSTALLATION FOR EXISTING CURB AND GUTTER
PIPE
O.D
A = DIA. OF PIPE
2 3/8"
1/2"
ROUND CONCRETE TO
FORM OUTLET OF PIPE
1 5
PROVIDE CLEANOUT AND
CONNECT TO OUTSIDE
FACILITIES WHERE USED
BACK OF SIDEWALK
BACK OF CURB
FACE OF CURB
LIP OF GUTTER
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
C-7
PUBLIC IMPROVEMENT STANDARDS
SIDEWALK UNDERDRAIN PIPE -
EXISTING CURB AND GUTTER
SCHEDULE
3"
4"
6" 8" TO 10"
6" TO 8"
8"
6"
6"
6" TO 8"
2% SLOPE
3"
15"
MIN.
PL
SECTION A-A
BLOCK CORNER
SECTION B-B
DETAIL A
DRAINLINE INSTALLATION FOR NEW CONSTRUCTION
1. FOR INSTALLATION ON EXISTING CURB AND GUTTER
REFER TO CITY STD. C-7.
2. SCHEDULE 80 PVC.
3. CHANNEL MATERIAL TO BE PVC UNLESS OTHERWISE
APPROVED BY THE CITY ENGINEER.
COLD JOINT
PIPE DIA. HEIGHT WIDTH
DETAIL B
DRAIN PIPE
(SEE SCHEDULE)
6"
4" SQUARE WIRE MESH
SHALL BE CENTERED ABOVE
PIPE AND EXTEND 15"
FLUSH WITH TOP OF CURB
INSTALLATION OF CURB
AND GUTTER SHALL
FOLLOW CITY STD. C-8
WEAKENED PLANE JOINT
3.5" MIN.
1.5"
SIDEWALK
2"
TAPER CHANNEL FLUSH
WITH FACE OF CURB
VARIES - LOCATION ON
CENTER AS SHOWN 1/2" MIN. ABOVE
GUTTER
FLOWLINE
FLUSH WITH
FACE OF CURB
PROPERTY LINE
CURB LINE 32'
32'
DRAIN SHALL NOT OCCUPY THE HATCH AREA
A
A
DETAIL A
NOTES:
CL
B
B
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
C-8
PUBLIC IMPROVEMENT STANDARDS
SIDEWALK UNDERDRAIN PIPE
MONOLITHIC
25-1/2"
7-1/2"
2"
4"
12"
1. AREA BETWEEN CURB AND SIDEWALK SHALL BE FILLED LEVEL WITH CLEAN TOPSOIL FREE OF DEBRIS.
2. IF BICYCLE/PEDESTRIAN PATH REQUIRED, MINIMUM SIDEWALK WIDTH.CONTRACTOR SHALL FILL AREA BETWEEN NEW GUTTER AND EXISTING STREET SURFACE WITH MIN 5" ASPHALT CONCRETE.
3. SIDEWALKS, CURBS AND GUTTERS TO BE CLASS 3 CONCRETE; EXTRUDED CURB SHALL BE CLASS 2.
4. APPLY TACK COAT TO GUTTER PAN FACE AND EXISTING AC PRIOR TO PAVING.
5. BROOM FINISH ON CURB AND GUTTER AND SIDEWALK MED, SWEAT FINISH ON SIDEWALK IS OPTIONAL OR AS DIRECTED BY THE CIT ENGINEER.
6. BROOM FINISH SHALL BE PERPENDICULAR TO THE PATH OF TRAVEL ON SIDEWALK, AND PARALLEL TO THE PATH OF TRAVEL ON CURB AND GUTTER.
7. CURB AND GUTTER SUBGRADE, COMPACT TO 95% SIDEWALK SUBGRADE COMPACT TO 90% BEHIND DROVE APPROACH, 95%.
8. EXPANSION JOINT MATERIAL SHALL CONSIST OF 1/4" THICK PREMOLDED JOINT MATERIAL MEETING ASTM DESIGNATION D-1751.
9. ALL WORK CONSTRUCTED BY THIS STANDARD SHALL BE COMPLETED IN COMPLIANCE WITH CURRENT ADA REGULATIONS.
10. FINISH OF CONCRETE SHOULD MATCH ADJACENT PRE-EXISTING CONCRETE.
11. ANY UTILITY BOXES THAT ENCROACH THE SIDEWALK SHALL BE BORDERED BY A 12" CONCRETE COLLAR A MINIMUM OF 3 1 2 " THICK.
12. ALL SIDEWALK REPLACEMENT OR REPAIRS SHALL INSTALL #4 DOWEL BARS, 12" IN LENGTH AND TIE-IN EXISTING CONCRETE IMPROVEMENT AT 18" O.C. OR AS DIRECTED BY THE CITY ENGINEER. 6" VARIES(5' MIN.) VARIES
6"
VARIES ('5' MIN.) 6"
COMPACT TO 95%
REL. COMP.
AC SURFACE
R1/2" R1/2" R1"
CONCRETE SIDEWALK
COMPACT TO 90% REL. COMP.
1% MIN, 1.5% MAX SLOPE 1% MIN, 1.5% MAX SLOPE
3 1/2"
P/L
NOTES:
PLANS OF SIDEWALK, CURB & GUTTER, AND SCRIBE LINE DETAILS
SECTION OF CURB & GUTTER CURB
SECTION OF SIDEWALK & CURB
6" 6"
6" R1/2" 6"
6"
6"
30"
28" 30"
28"
27" 28"
27"
27"
27"
30"
30"
30"
EQ. EQ.
30" (TYP.) EQ. EQ.
1" WEAKENED PLAIN JOINT AT 15' O.C. (TYP.)
5" TO 7" CURB
PATTERN
8" CURB
PATTERN
10" CURB
PATTERN 12" CURB
PATTERN
DIRECTIONAL
BROOM FINISHED
* CURB PATTERN
MEASURED FROM FOC
EXPANSION JOINT 45' O.C. (TYP.)
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
C-9
PUBLIC IMPROVEMENT STANDARDS
CURB, GUTTER AND SIDEWALK
ROLL TYPE CURB AND GUTTER
(PLANNED UNIT DEVELOPMENTS ONLY)
4"
10" 6" 4"
2"
2"
12"
24"
1. ALL WORK SHALL CONFORM TO THE APPLICABLE SECTIONS OF THE CURRENT STATE STANDARD SPECIFICATIONS.
2. SUBGRADE PREPARATION FOR ROLL TYPE CURBS AND GUTTERS SHALL BE CONSTRUCTED TRUE TO GRADE AND CROSS SECTION WITH MINIMUM RELATIVE COMPACTION OF 95% TO A MIN. DEPTH OF 6" BELOW THE SUBGRADE.
3. CONCRETE FOR CURB AND GUTTER SHALL BE CLASS "A" (6 SACK MIN.) AND SHALL BE WITHIN 2.5" TO 5.5" SLUMP.
4. TIMBER FORMS SHALL BE SURFACED ON THE SIDE PLACED NEXT TO THE CONCRETE AND SHALL NOT BE LESS THAN 1.5" THICK AFTER BEING SURFACED.
5. TOP AND FACE SHALL BE TROWELED SMOOTH, THEN GIVEN A FINAL MEDIUM BRUSH FINISH.
6. WHERE EXISTING CURB AND GUTTERS ARE TO BE REPLACED, NEW CONSTRUCTION SHALL MATCH EXISTING CONSTRUCTION UNLESS OTHERWISE DIRECTED BY THE CITY ENGINEER.
7. CONCRETE SHALL CONTAIN NO ADDITIVES UNLESS PRIOR APPROVAL IS OBTAINED FROM THE CITY ENGINEER.
8. EXISTING SECTIONS OF CURB AND GUTTER SHALL BE SAWCUT AT THE LIMITS OF THE AREA TO BE RECONSTRUCTED.
9. WEAKENED PLANE JOINTS OR COLD JOINTS SHALL BE CONSTRUCTED AT 15' INTERVALS. EXPANSION JOINTS SHALL BE AT EACH SIDE OF STRUCTURES AND AT END OF CURB RETURNS.
10. ROLL TYPE CURB AND GUTTER SHALL BE APPROVED BY THE CITY PRIOR TO PERMIT ISSUANCE.
11. PERMIT FOR CURB AND GUTTER CONSTRUCTION SHALL ACCOMPANY ACTUAL WORK.
12. WHEN CONSTRUCTING NEW CURB AND GUTTER, THE EXISTING PAVEMENT SHALL BE SAWCUT A MINIMUM OF 2.0' FROM THE LIP OF THE GUTTER OR AS DIRECTED BY THE CITY ENGINEER.
NOTES:
R1/2" R10"
R1/2"
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
C-10
PUBLIC IMPROVEMENT STANDARDS
ROLL TYPE CURB AND GUTTER
1. ENTIRE WIDTH OF DRIVE APRON TO PL SHALL HAVE A MIN. THICKNESS OF 6" OF CONCRETE.
2. DRIVE OPENINGS SHALL BE A MIN. OF 14' MEASURED FROM OUT SIDE THROAT TO OUTSIDE THROAT APART WHEN LOCATED ON SAME PROPERTY. NOT MORE THAN 40% OF THE BUILDING SITE FRONTAGE SHALL BE USED FOR VEHICULAR ACCESS.
3. THERE SHALL BE 25' MIN. SETBACK FROM CURB AND GUTTER RADIUS END TO DRIVE APPROACH. THIS DISTANCE MAY BE INCRE AT THE DISCRETION OF THE CITY ENGINEER.
4. ALL CONCRETE SHALL BE CLASS "A" (6 SACK MINIMUM) AND TEST TO A MIN. OF 2,500 P.S.I. IN 28 DAYS.
5. DRIVEWAYS SHALL BE FORMED TO FULL DEPTH OF POUR.
6. SUBGRADE UNDER DRIVEWAY APPROACH SHALL BE COMPACTED TO 95% MIN. RELATIVE COMPACTION.
7. THE DRIVEWAY SURFACE SHALL HAVE A HEAVY BROOM FINISH.
8. THE BOTTOM FRONT LIP OF THE DRIVEWAY ENTRANCE SHALL HAVE A 45 DEG. BEVEL.
9. 22' MINIMUM DISTANCE BETWEEN DOUBLE APPROACH FROM EDGE OF FLARE TO EDGE OF FLARE.
NOTES:
CL
1.5%
MAX
1.5%
MAX
3' 3'
WEAKENED PLANE JOINT WEAKENED PLANE JOINT
4' MIN. 4' MIN.
PL
A
A
4' MIN. 5.5' MIN. 6"
2'
3/4" LIP
1.5%
MAX
9.5' MIN. BACK OF APPROACHEXPANSION JOINT
TOP OF CURB
6"
GUTTER FLOW LINE
6"
3/4"
SECTION A-A
SECTION B-B
B B
6"
PARK STRIP DRIVE APPROACH PARK STRIP
25' MIN. 24' MIN. 4'
PROPERTY LINE
DRIVE APPROACH DISTANCE SLOPE VARIES
4'
MIN.
5.5'
MIN.
18' MIN.
3'
1.5%
MAX
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
C-11
PUBLIC IMPROVEMENT STANDARDS
RESIDENTIAL DRIVE APPROACH
1. ENTIRE WIDTH OF DRIVE APRON TO PL SHALL HAVE A MIN. THICKNESS OF 8" OF CONCRETE.
2. DRIVE OPENINGS SHALL BE A MIN. OF 24' APART WHEN LOCATED ON THE SAME PROPERTY. NOT MORE THAN 70% OF THE BUILDING FRONTAGE SHALL BE USED FOR VEHICULAR ACCESS.
3. THERE SHALL BE 35' MIN. SETBACK FROM CURB AND GUTTER RADIUS END TO DRIVE APPROACH. THIS DISTANCE MAY BE INCREAS THE DISCRETION OF THE CITY ENGINEER.
4. ALL CONCRETE SHALL BE CLASS "A" (6 SACK MINIMUM) AND TEST TO A MIN. OF 3,000 P.S.I. IN 28 DAYS.
5. DRIVE APPROACHES SHALL BE FORMED TO FULL DEPTH OF POUR.
6. SUBGRADE UNDER THE DRIVE APPROACH SHALL BE COMPACTED TO 95% MIN. REL. COMP.
7. THE DRIVE APPROACH SURFACE SHALL HAVE A HEAVY "BROOM" FINISH.
8. THE BOTTOM FRONT LIP OF THE DRIVE APPROACH ENTRANCE SHALL HAVE A 45 DEG. BEVEL.
NOTES:
4' MIN
3'
1.5%
MAX
1.5%
MAX
18' MIN.
4' MIN.
5.5' MIN.
#4 REBAR HORIZ. 12" O.C.
WITHIN THE CURB AND GUTTER
DEPRESSED CURB AND
GUTTER SECTION
PROPOSED CURB
AND GUTTER
#4 REBAR VERT. 18" O.C. WITHIN
THE CURB AND GUTTER
4' MIN. 5.5' MIN. 6"
2'
3/4" LIP
1.5%
MAX
9.5' MIN.
BACK OF APPROACH
EXPANSION JOINT
TOP OF CURB
6"
3'
GUTTER FLOW LINE
6"
SECTION A-A
SECTION B-B
#4 REBAR @ 18" O.C. BOTH WAYS
WITHIN THE DRIVE APPROACH
MAX
1.5%
MAX
8.3 %
SEE
TABLE A 35' MAX
PARK STRIP DRIVE APPROACH
TABLE A
TYPE OF STREET DISTANCE
ARTERIAL STREET 100'-0"
COLLECTOR STREET 50'-0"
LOCAL STREET 35'-0"
DRIVR APPROACH LOCATION
B B
A
A
2'
WEAKENED PLANE JOINT @
CENTERLINE OF APPROACH - 1-1/2" MIN.
2'
3/4" LIP
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
C-12
PUBLIC IMPROVEMENT STANDARDS
COMMERCIAL DRIVE APPROACH
1. THE SIDEWALK BEHIND THE DRIVE APPROACH SHALL BE 6" THICK.
2. SIDEWALK SUB-GRADE BEHIND THE DRIVE APPROACH SHALL BE 95% MINIMUM RELATIVE COMPACTED.
NOTES:
GARAGE GARAGE
GARAGE GARAGE
DRIVE
APPROACH
DRIVE
APPROACH
DRIVE
APPROACH
DRIVE
APPROACH
7' 7'
4' MIN.
5.5'
3" 3' 4' 4' 3' 1.5%
1.5%
CURB AND GUTTER
SIDEWALK
VARIES (SEE CITY STD C-11) VARIES (SEE CITY STD C-11) 3'
PROPERTY
LINE
PROPERTY
LINE
3" VARIES (SEE CITY STD C-10) 3' 3' VARIES (SEE CITY STD C-10) 3' 4' MIN
5'-5" MIN. 5'-5" MIN.
4' MIN.
DRIVEWAY APPROACH WITH PLANTER
DRIVEWAY APPROACH WITHOUT PLANTER
4' 4'
7' 7'
1.5%
1.5%
45° 45° 1.5% 1.5%
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
C-13
PUBLIC IMPROVEMENT STANDARDS
TYPICAL DRIVE APPROACH
LOCATION
REMOVE EXISTING CURB LIP SHALL BE 3/4" DEPTH AT
APPROACHES FLUSH AT CURB
RETURN RAMPS
SAW CUT ALONG
GUTTER FOR REMOVAL
SCORE LINE
ACROSS APPROACH
NEW APPROACH
6"
1' 6" 6"
EXISTING GUTTER
TO REMAIN
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
C-14
PUBLIC IMPROVEMENT STANDARDS
EXISTING CURB REMOVAL
BASE PLATE DETAIL
ORIENT PEC
TO THE NORTH
A
SLIM, LOW PROFILE
HOUSING OF EXTRUDED
ALUMINUM & CAST
ALUMINUM COMPONENTS
SINGLE ARM
B
C
D
6"
TWO # 10 COPPER
CONDUCTORS STRANDED
(THHN) TO FIXTURE
CAST IRON OR STEEL
CAP WITH SETSCREWS
10'
24" 4'-6"
NON-ADJACENT WALK
FUSE FOR FIXTURE
5A W/IRON TYPE
FUSE HOLDER
12"
POLE DIA.
+ 1/16"
11" MIN. BOLT CIRCLE
#4 CU 20' MIN.
GROUND
5'
2'-6"
1" DIA. X36" GALV. ANCHOR BOLTS
1-1/2" RIGID CONDUIT
WITH 18" RADIUS BEND
5'
ADJACENT WALK
COMPACT BACKFILL TO 90%
RELATIVE COMPACTION
FIELDCAST FOUNDATION
SIX-SACK MIX CONCRETE POUR
AGAINST UNDISTURBED OR
COMPACTED NATIVE SOIL
6'-6"
18"
12"
PL
1-1/2" RIGID CONDUIT.
THREE #6 COPPER
CONDUCTORS (THHN)
1. IN ACCORDANCE TO THE DEPARTMENT OF
TRANSPORTATION AND THE NATIONAL ELECTRICAL
CODE, AND THESE SPECIAL PROVISIONS.
2. LUMINARIES SHALL BE LIGHT EMITTING DIODE TYPE,
LEDWAY STREETLIGHT TYPE III MEDIUM, AS
MANUFACTURED BY BETALED, OR APPROVED EQUAL.
3. ALL STREET LIGHTS SHALL BE NUMBERED.
NUMERICAL SEQUENCE TO BE OBTAINED FROM
P.G.&E. NUMBERS TO BE 1-1/2" HIGH AND INSTALLED
NINE FEET ABOVE FINISHED GRADE, FACING STREET.
4. A PULL BOX WILL BE REQUIRED WHEREVER
CONDUIT CHANGES DIRECTION AND WHERE
MULTIPLE LIGHTS ARE INSTALLED ON A SINGLE
SERVICE. PULL BOX SPACING SHALL NOT EXCEED
200'.
6. NUMBERING SEQUENCE SHALL BE OBTAINED FROM
THE PUBLIC WORKS DEPARTMENT
NOTES:
STREET LIGHT DIMENSION
A B C D
LOCAL STREET 8' 2' 28' 26'-6"
COLLECTOR STREET 12' 4'-3" 33'-9" 30'
STREET LIGHT PULL
BOX SEE CITY STD E-4
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
E-1
PUBLIC IMPROVEMENT STANDARDS
STREETLIGHT
NOTES:
FOUNDATION DETAIL
1. ALL WORK ALL CONFORM TO THE LATEST
VERSION OF THE NATIONAL ELECTRIC
CODE.
2. DECORATIVE STREETLIGHTS SHALL BE
HOLOPHANE AWDE3 OR OTHER WISED
APPROVED BY THE CITY ENGINEER.
3. STREETS LIGHTS SHALL BE 18" BEHIND
SIDEWALK WHEN SIDEWALK IS ADJACENT
TO CURB. WHEN NON-ADJACENT SIDE
WALK LIGHTS SHALL BE 24" BEHIND FACE
OF CURB.
4. PRIOR TO INSTALLATION A STREET LIGHT
PLAN SHALL BE SUBMITTED FOR
APPROVAL TO THE CITY ENGINEER.
5. ORIENTATED PHOTO CELL PEC TO NORTH.
6. NUMBERING SEQUENCE SHALL BE
OBTAINED FROM THE PUBLIC WORKS
DEPARTMENT
4'-6"
2'
30"X30" HOUSE KEEPING PAD
(CENTERED ON POLE)
R1/2"
ANCHOR BOLT
CONDUIT TO EXTEND 2"
MAX. ABOVE BASE PLATE
2" MAX
1-1/2" RIGID
CONDUIT TO
PULL BOX
3/4" DIA. X 18" GALV.
ANCHOR BOLT
6"
1/2" T0 1"
FINISH GRADE
FIELDCAST FOUNDATION
SIX-SACK CONCRETE
POURED AGAINST
UNDISTURBED OR
COMPACTED NATIVE SOIL
CURB AND GUTTER
18" RADIUS BEND
1 1/2" RIGID CONDUIT
WITH THREE #6 COPPER
CONDUCTORS (THHN)
STREET LIGHT PULL
BOX SEE CITY STD E-4
5" DIA. FLUTED ALUMINUM POLE
& CAST ALUMINUM BASE.
#4 CU, MIN. 20' GROUND
FUSE FOR FIXTURE 5A WITH
TRON TYPE FUSE HOLDER
TWO 10" COPPER CONDUCTORS
STRANDED (THHN) TO FIXTURE
X
X
X
X
STREETLIGHT NUMBER
LED LUMINAIRE
12'
SEE NOTE 3
ADJACENT WALK
COMPACT BACKFILL TO 90%
RELATIVE COMPACTION
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
E-2
PUBLIC IMPROVEMENT STANDARDS
DECORATIVE STREETLIGHT
BASE PLATE DETAIL
ORIENT PEC
TO THE NORTH 6' TAPERED
60W LED SINGLE ARM
PL
28' MOUNTING
HEIGHT
26'
CAST IRON OR STEEL
CAP WITH SETSCREWS
10'
24" 4'-6"
NON-ADJACENT WALK
6'
2'-6"
1" DIA. X18" GALV. ANCHOR BOLTS
5'
ADJACENT WALK
COMPACT BACKFILL TO 90%
RELATIVE COMPACTION
FIELD CAST FOUNDATION
SIX-SACK MIX CONCRETE POUR
AGAINST UNDISTURBED OR
COMPACTED NATIVE SOIL
1. IN ACCORDANCE TO THE DEPARTMENT OF
TRANSPORTATION AND THE NATIONAL ELECTRICAL
CODE, AND THESE SPECIAL PROVISIONS.
2. STREETLIGHT SHALL BE VALMOUT STRUCTURE
POWERED BY CLEARWORLD OR APPROVED EQUAL . 3. ALL STREET LIGHTS SHALL BE NUMBERED. NUMBER
SEQUENCE SHALL BE OBTAINED FROM THE PUBLIC
WORKS DEPARTMENT.
NOTES:
13'-8"
VALMOUT STRUCTURE
POWERED BY CLEARWORLD
OR APPROVED EQUAL
4 - #5 REBAR
24" VINTAGE BASE
2.03"
1.125"
4.49"
13.25" DIA. 5" DIA.
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
E-3
PUBLIC IMPROVEMENT STANDARDS
SOLAR STREETLIGHT
1. PULL BOXES SHALL BE #3-1/2 AS PER CAL-TRANS STANDARD SPECIFICATION OR CHRISTY N-9 OR APPROVED EQUAL.
LIDS SHALL HAVE HOLD DOWN BOLTS.
2. PULL BOXES SHALL BE GROUTED PRIOR TO INSTALLATION OF CONDUCTORS, SLOPED TOWARD THE DRAIN HOLE. PLACE A LAYER OF ROOFING PAPER BETWEEN THE CRUSHING ROCK AND THE GROUT.
3. PULL LIDS BEFORE POURING CONCRETE AROUND PULL BOXES.
4. WRAP PULL BOX WITH ROOFING PAPER BEFORE BACKFILLING.
5. FUSE AT POINT OF SERVICE SHALL BE 60A IF #6 CONDUCTOR AND 40A IF #8 CONDUCTOR AND SHALL HAVE A TRON TYPE FUSE HOLDER. (SINGLE POLE)
6. INSTALL A ONE-FOOT RING OF CONCRETE, FOUR INCHES DEEP, AROUND THE WRAPPED PULL BOXES INSTALLED IN DIRT AREAS. SLOPED TO DRAIN AWAY FROM THE PULL BOX.
7. WHEN PULL BOXES ARE LOCATED ADJACENT TO STREET LIGHT, EXTEND CONCRETE RING TO INCLUDE 12" CIRCUMFERENCE AROUND POLE.
8. PULL BOXES TO BE INSTALLED PARALLEL TO STREET AND/OR CURB OR GUTTER.
9. EACH PULL BOX WILL HAVE A LOCKABLE CAST IRON CHRISTY BOX LID.
CURB GRADE OR FLUSH IN WALK
PRECAST
REINFORCED
CONCRETE BOX
THREADED GROUNDED BUSHING WITH
COPPER LUG (FOR GRC ONLY)
SEAL AROUND CONDUIT, BOX AND
EXTENSION JUNCTION W/ MORTAR
PRECAST REINFORCED EXTENSION
BONDING JUMPER SHALL BE #8
BARE SOLID COPPER FOR
PVC-GREEN #8 AWG
THROUGHOUT THE SYSTEM.
#15 ROOFING PAPER BETWEEN
GROUT AND CRUSHED ROCK
5/8" X 8' COPPER CLAD GROUND ROD
WITH GROUNDING CLAMP "AT PULL BOX
WITH SERVICE FUSE"
GROUT
1" DIA. DRAIN
HOLE
TYPE "LFNC" FLEX
CONDUIT RATED
FOR DIRECT
BURIAL (NOT TO
EXCEED 6')
NOTES:
STREET
LIGHTING
TO POLE
19"
15"
12" 9-7/8"
4"
2"
12" 12"
22"
6"
6"
2" MAX.
4"
2"
MAX.
CONCRETE SLURRY 1" BELOW LID
3/4" CRUSHED ROCK
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
E-4
PUBLIC IMPROVEMENT STANDARDS
STREETLIGHT CONCRETE PULL BOX
NOTES:
1. FOR METAL POLES, APPLY TO CLEAN SURFACE.
2. BACKING PLATE SHALL BE ALMETEK EMP-2.5V5 OR APPROVED EQUAL ON CITY APPROVED POLES.
3. FOR WOOD POLES, USE EMBOSSED ALUMINUM BACKING PLATE SECURED W/ 1-1/2" ALUMINUM ROOFING NAILS.
4. NUMERALS SHALL BE ALMETEK PS-2.5 SERIES OR APPROVED EQUAL
5. PRESSURE SENSITIVE MARKERS OF REFLECTIVE SCOTCHLITE BLACK ON WHITE BACKGROUND.
6. PG&E SHALL ASSIGN A POLE NUMBER.
7. DEVELOPER/CONTRACTOR SHALL INSTALL CITY CITY APPROVED NUMBERS ON ALL STREET LIGHT POLES.
9' FROM GRADE/SIDEWALK ELEVATION.
ADJUST AS NEEDED TO CLEAR HARDWARE
OF APPURTENANCES
STREET LIGHT STANDARD
TOWARD CENTER
OF INTERSECTION
TOWARD STREET
2 2
2-1/2"
NUMBERING
ORIENTATION
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
E-5
PUBLIC IMPROVEMENT STANDARDS
STREETLIGHT POLE NUMBERING
100' TO 149' 246' TO 375'
135' MAX
150' TO 245'
135' MAX
100' MAX
100' MAX
1. PRIOR IS INSTALLATION A LIGHTING PLAN SHALL BE SUBMITTED TO THE CITY ENGINEER FOR APPROVAL AND SHALL BE INSTALLED PER APPROVED PLAN.
2. STREETLIGHT SHALL BE INSTALLED AT EVERY INTERSECTION, IF THE SPACING EXCEEDS 360 FEET BETWEEN INTERSECTION AND STREETLIGHT SHALL BE INSTALLED BETWEEN THE INTERSECTION WITH THE MINIMUM SPACING OF 180 FEET AND MAXIMUM OF 240 FEET BETWEEN STREETLIGHTS.
3. A PULL BOX WILL BE REQUIRED WHEREVER CONDUIT CHANGES DIRECTION AND WHERE MULTIPLE LIGHTS ARE INSTALLED ON A SINGLE SERVICE. PULL BOX SPACING SHALL NOT EXCEED 200'.
4. A MINIMUM SEPARATION OF 30 FEET SHALL BE REQUIRED BETWEEN THE STREETLIGHT POLES AND ANY TREE.
NOTES:
LOCAL STREET
LOCAL STREET
LOCAL STREET
LOCAL STREET
LOCAL STREET
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
E-6
PUBLIC IMPROVEMENT STANDARDS
STREETLIGHT PLACEMENT -
CUL-DE-SACS
150' MAX.
135'
MAX.
135'
MAX.
135'
MAX.
200'
MAX.
135'
MAX.
MAJOR STREET
135'
MAX.
135'
MAX.
1. ALL STREET LIGHTS SHALL BE
INSTALLED PER THE LATEST
VERSION OF THE NATIONAL
ELECTRICAL CODE.
2. STREETLIGHT SHALL BE
INSTALLED AT EVERY
INTERSECTION, IF THE SPACING
EXCEEDS 360 FEET BETWEEN
INTERSECTION AND STREETLIGHT
SHALL BE INSTALLED BETWEEN
THE INTERSECTION WITH THE
MINIMUM SPACING OF 180 FEET
AND MAXIMUM OF 275 FEET
SPACING BETWEEN UNITS TO
UNIT ROADWAY WIDTH GREATER
THAN 50.
3. A PULL BOX WILL BE REQUIRED
WHEREVER CONDUIT CHANGES
DIRECTION AND WHERE
MULTIPLE LIGHTS ARE INSTALLED
ON A SINGLE SERVICE. PULL BOX
SPACING SHALL NOT EXCEED
200'.
NOTES:
D1
D2
D7
D5
D3
D4
LOCAL STREET
LOCAL STREET
LOCAL STREET
LOCAL STREET LOCAL STREET
LOCAL STREET
LEGEND
Dn = DISTANCE TO BE DIVIDED FOR
MID-BLOCK LIGHTING
D6
135'
MAX.
DESIGN CONTROL STREET LIGHTS
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
E-7
PUBLIC IMPROVEMENT STANDARDS
STREETLIGHT PLACEMENT -
LOCAL STREET
LEGEND
Dn = DISTANCE TO BE DIVIDED FOR
MID-BLOCK LIGHTING
COLLECTOR STREET
LOCAL STREET LOCAL STREET
MAJOR STREET
LOCAL STREET
LOCAL STREET
MAJOR STREET
MAJOR STREET MAJOR STREET COLLECTOR STREET
D4
D3
D2
D1
DESIGN CONTROL STREETLIGHTS
NOTES:
STAGGER OR ALL ON ONE SIDE MAX,
SPACING UNIT TO UNIT 150'
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
E-8
PUBLIC IMPROVEMENT STANDARDS
STREETLIGHT PLACEMENT -
COLLECTOR STREET
LEGEND
Dn = DISTANCE TO BE DIVIDED FOR
MID-BLOCK LIGHTING
LOCAL STREET
LOCAL STREET
LOCAL STREET
MAJOR STREET MAJOR STREET
83'
D6
DIVIDED ARTERIAL STREET DIVIDED ARTERIAL STREET
D5
D4
D3
83'
83'
D2
D1
83'
DIVIDED ARTERIAL STREET DIVIDED ARTERIAL STREET
DESIGN CONTROL STREETLIGHTS
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
E-9
PUBLIC IMPROVEMENT STANDARDS
STREETLIGHT PLACEMENT -
DIVIDED ARTERIAL STREETS
CITY OF DINUBA LANDSCAPE DESIGN & CONSTRUCTION STANDARDS
SOIL MODIFICATION
1. Soil samples shall be taken by the Contractor and recommendations from the laboratory shall be provided to the City for their approval & records.
2. Certified compost shall be installed to a depth of 12".
3. The finished grade of all planting areas shall be between 1-2" below the adjacent pavement after settlement.
4. The Contractor shall provide all product delivery receipts of the amendments for their records.
IRRIGATION
1. The backflow prevention device shall be a Zurn 375 XLB or approved equal and located in a green strong box low profile expanded metal cage or approved equal with a freeze blanket. Backflow prevention device shall be installed on a 4” thick concrete pad. Galvanized/metal pipe shall be wrapped with a 10 mil pipe wrap to prevent corrosion.
2. The booster pump (if required) shall be single phase 230 power.
3. A water hammer arrestor shall be located between the backflow prevention device and master valve or booster pump and master valve whichever is applicable.
4. The master valve shall be a Hunter ICV normally open irrigation valve or approved equal.
5. The flow sensor shall be a CST T Series or approved equal.
6. Hydrometers (flow sensor/master valve) shall be normally open. Confirm with the controller manufacturer regarding the register output (photo diode vs. reed switch).
7. Irrigation systems with more than 12 zones shall have a Amiad disk filter with a minimum 200 mesh screen installed after the backflow prevention device and before the flow sensor and master valve.
8. The irrigation mainline shall be Sch. 40 PVC for all pipes less than 2.5" in size. For pipes larger than 2.5" it shall be Class 200 bell gasketed. 1-1/4” pipe is excluded on all projects.
9. Lateral line pipes shall be Class 200 for all sizes. 1-1/4” pipe is excluded on all projects.
10. Irrigation locator tape shall be placed six inches (6)" directly above the mainline for its entire run.
11. All irrigation wire shall be located in 1.5” Sch. 40 PVC electrical conduit.
12. Irrigation wire shall be 2-wire that is compatible with the irrigation controller manufacturer.
13. All irrigation wire connections shall be made with 3M DBR/Y-6 grease packs or approved equal.
14. Irrigation mainline and main lateral line headers shall be located no further than two feet (2') from the adjacent pavement. If the planting area is less than six feet (6') the mainline and main lateral line header shall be located no further than one foot (1') from adjacent pavement.
15. All mainline changes in direction shall be reinforced with thrust blocks.
16. All irrigation piping located under pavement shall be placed in Sch. 40 PVC two times the diameter of the pipe being sleeved. Sleeving under vehicular paving shall be to a depth of two feet (2') below the top of pavement and sleeving under pedestrian paving shall be to a depth of one foot (1') below the top of pavement. All sleeving shall extend one foot (1') past the edge of pavement.
17.Resilient wedge cast iron gate valves with a square operating nut shall be located on the mainline system where there is a tee in the irrigation mainline or prior to the mainline crossing vehicular pavement.
18.Hunter 1" locking quick coupler valves or approved equal shall be located every five hundred feet (500') on the mainline eighteen inches (18") off of the mainline,
19.Remote control irrigation valves shall be Hunter 1" ICV's or approved equal with a Sch. 80 tru-union ball valve on the inflow side and a Sch. 80 union on the outflow side.
20. All non-overhead remote control irrigation valves shall have a Rainbird XCZ-PRB-200-COM pressure regulator and filter or approved equal installed on the outflow side of the remote control irrigation valve. If a mainline disk filter is installed only a 30 psi pressure regulator shall be installed on each non overhead irrigation valve.
21. All irrigation valves, surge arrestors, quick couplers, gate valves, flow sensors, master valves, filter/pressure regulators, pull boxes and mainline stub outs shall be located in tan valve boxes. Quick couplers and pull boxes shall be located in circular valve boxes. All other equipment shall be located in rectangular valve boxes. The boxes shall be located on four (4) bricks and have 1/4" welded wire mesh placed at the bottom with 2" of pea gravel or approved equal installed. All valve boxes shall be branded.
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-1
PUBLIC IMPROVEMENT STANDARDS
LANDSCAPE DESIGN &
CONSTRUCTION STANDARDS
CITY OF DINUBA LANDSCAPE DESIGN & CONSTRUCTION STANDARDS
22. Trees between 5 gallons and 24” box shall be installed with one (1) Rainbird 1400 series PCB .25 gallon per minute flood bubbler. 36” box trees shall be installed with shall be irrigation with two (2) Rainbird 1400 series PCB .25 gallon per minute flood bubbler or approved equal.
23. Shrubs and vines shall be irrigated with one (1) Salco 2GPH emitter or approved equal for one (1) and five (5) gallon plants. Two (2) Salco 2GPH emitters or approved equal for shrubs 15 gallon and larger. Emitters shall be installed on Hunter 1/2" x 12" swing joints or approved equal.
24. Active turf play areas shall be irrigated with Hunter MP rotators on PRS 40 bodies or Hunter I-20's on Hunter 12" swing joints or an approved equal.
25. All vine and shrub irrigation zones shall have one (1) GPH flush/indicator valve on a Rainbird six inch (6") pop up or approved equal installed on either end of the irrigation zone.
26. The irrigation controller shall be a Hunter stainless steel wall mounted ACC2 2-wire decoder controller or approved equal. Pedestal options are acceptable only in the event a wall mounting is not available.
27. The irrigation controller shall be grounded according to the controller manufacturer's specifications and recommendations.
28. The irrigation controller shall be certified after installation by the controller manufacturer or distributor indicating the controller set up meets the following minimum: · Flows for each irrigation zone has been learned. · Like zones have been placed in the same program. · Irrigation schedule has been programmed to run multiple zones based on the design parameters. · Flow management has been set up to turn off the system an notify the City and installing Contractor of an unexpected flow or high flow. · Communication to the controller manufacturer's online management platform has been set up and both the City and installing Contractor have access (if applicable).
PLANTING
1. 80% of all plants shall on the plans shall considered low or very low under the most current WUCOLS water use for the City of Dinuba. 20% of the plant material may be medium water use.
2. Shrubs shall be designed to have a density of 20 plants per 1,000 sq. feet.
3. All trees shall be a minimum of 15 gallon in size, vines shall be 5 gallon in size and shrubs 1 gallon in size. The maximum size for trees shall be 36” box and 15 gallon for shrubs.
4. Plant substitutions are allowed based on availability with written approval from the City and Architect of Record.
5. All plant material shall be reviewed and accepted by the City.
6. All trees located within ten feet (10') of paving, curb or wall shall have a 12" root barrier by Deep Root or approved equal installed five feet (5') in either direction.
7. All trees shall be staked with one (1) 10' Reddy Stake and secured with rubber strap.
8. Active play turf shall be Black Jack Bermuda from seed or approved equal.
9. All planting areas shall be mulched with a five (5") thick layer of 'Screened Orchard' mulch.
10. All City maintained landscape areas shall be separated with an 8" concrete mow curbs delineating different landscape & lighting districts, phases of landscape lighting districts and/or City and Non-City owner property.
11. The Contractor shall provide to the City copies for their records of the plant material invoices and delivery receipts of the mulch.
SPECIALTY ITEMS
1. All playground material shall have twelve inches (12") of certified playground mulch installed after settling.
2. All playground equipment installed shall be certified by a 3rd party.
3. Copies of the 3rd party certification shall be provided to the City for their records.
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-2
PUBLIC IMPROVEMENT STANDARDS
LANDSCAPE DESIGN &
CONSTRUCTION STANDARDS
CITY OF DINUBA LANDSCAPE DESIGN & CONSTRUCTION STANDARDS
CITY REQUIRED INSPECTIONS
1. Mainline & lateral line sleeving.
2. Mainline and lateral line installation.
3. Mainline pressure test shall be performed to 150 psi over an 8 hour period with a loss no more of 5psi.
4. Plant material.
5. Irrigation system operation prior to mulching.
6. Project completion to enter into the maintenance period.
7. Project completion at the end of the maintenance period.
8. The City shall provide a letter in writing to the Contractor indicating the entrance into the maintenance period and a letter in writing showing a completion of the maintenance period.
CITY REQUIRED MAINTENANCE PERIOD
1. The City's maintenance period for landscape and lighting districts shall be one (1) year from the date of receiving a notice of completion in writing from the City.
2. The Contractor is required to inspect the site a minimum of one (1) time each week for the duration of the maintenance period.
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-3
PUBLIC IMPROVEMENT STANDARDS
LANDSCAPE DESIGN &
CONSTRUCTION STANDARDS
WALL, FENCE OR BUILDING
WALL MOUNTED CONTROLLER. INSTALL PER
MANUFACTURE'S SPECIFICATIONS AND
RECOMMENDATIONS (SEE IRRIGATION LEGEND
FOR CONTROLLER MAKE AND MODEL)
NOTES:
1. COMMON AND CONTROLLER WIRE TO BE BUNDLED USING ELECTRICAL TAPE AT 10'-0" ON CENTER.
2. GROUNDING RODS SHALL BE LOCATED BETWEEN 8"- 0" TO 12'- 0" AWAY FROM THE CONTROLLER. GROUNDING RODS SHALL BE 3/8" IN DIAMETER X 8' IN LENGTH. CONNECT THE GROUNDING ROD TO THE CONTROLLER USING 6 GAUGE BARE COPPER WIRE OR PER THE MANUFACTURER'S SPECIFICATIONS.SEE GROUNDING ROD DETAIL.
3. GROUNDING ROD SHALL NOT BE LOCATED WITHIN THE SAME TRENCH AS THE IRRIGATION WIRE.
4. ET STATION SHALL BE INSTALLED NO FURTHER THAN 90' AWAY FROM THE CONTROLLER AND A MINIMUM OF 15'
OFF OF THE GROUND, OUT FROM UNDER ANY OVERHEAD OBSTRUCTIONS SUCH AS, BUT NOT LIMITED TO, BUILDING OVERHANGS, TREES, OR UTILITIES.
3/4" KNOCKOUT FOR EARTH
GROUND WIRE
2" PVC ELECTRICAL CONDUIT FOR IRRIGATION
VALVES, MASTER VALVE, AND FLOW SENSOR
WIRES. OPTIONAL 3" KNOCKOUT IF MORE
WIRES ARE NEEDED. SECURE CONDUIT TO
WALL USING STAINLESS STEEL CLAMP
1" PVC ELECTRICAL CONDUIT
FOR ELECTRICAL POWER PER
LOCAL AND NATIONAL
ELECTRICAL CODES
GALVANIZED CONDUIT CLAMP
WITH TWO (2) STAINLESS STEEL
SCREWS AND ANCHORS
SECTION VIEW SIDE VIEW
1" PVC ELECTRICAL CONDUIT
FOR ET SENSOR (OPTIONAL)
FINISHED GRADE
5'-0"
18" (MIN.)
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-4
PUBLIC IMPROVEMENT STANDARDS
WALL MOUNTED CONTROLLER
NOTES:
1. COMMON AND CONTROLLER WIRE TO BE BUNDLED USING ELECTRICAL TAPE AT 10'-0" ON CENTER.
2. CONTROLLER SHALL BE GROUNDED TO EITHER THE BUILDING OR EXTERIOR PLANTING AREA PER ALL LOCAL, STATE AND NATIONAL ELECTRIC CODES.
3. EXTERIOR GROUNDING SHALL BE GROUNDING RODS. GROUNDING RODS SHALL BE LOCATED BETWEEN 8"- 0" TO 12'- 0" AWAY FROM THE CONTROLLER. GROUNDING RODS SHALL BE 3 8" IN DIAMETER X 8' IN LENGTH.
CONNECT THE GROUNDING ROD TO THE CONTROLLER USING 6 GAUGE BARE COPPER WIRE OR PER THE MANUFACTURER'S SPECIFICATIONS. SEE GROUNDING ROD DETAIL.
4. GROUNDING ROD SHALL NOT BE LOCATED WITHIN THE SAME TRENCH AS THE IRRIGATION WIRE.
5. ALL CONDUIT ABOVE GRADE SHALL BE STEEL.
6. EACH CONDUIT REQUIRES A J-BOX ON THE INTERIOR AND EXTERIOR OF THE BUILDING.
7. ALL INTERIOR CONDUIT AND J-BOXES SHALL BE STEEL.
8. ALL EXTERIOR J-BOXES SHALL BE WEATHER PROOF.
9. ET STATION SHALL BE INSTALLED NO FURTHER THAN 90' AWAY FROM THE CONTROLLER AND A MINIMUM OF 15' OFF OF THE GROUND, OUT FROM UNDER ANY OVERHEAD OBSTRUCTIONS SUCH AS, BUT NOT LIMITED TO, BUILDING OVERHANGS, TREES, OR UTILITIES.
BUILDING WALL BY OTHERS
WALL MOUNTED CONTROLLER. INSTALL PER
MANUFACTURE'S SPECIFICATIONS AND
RECOMMENDATIONS (SEE IRRIGATION LEGEND
FOR CONTROLLER MAKE AND MODEL)
1" ELECTRICAL CONDUIT FOR ET/RAIN
SENSOR (OPTIONAL)
1" ELECTRICAL CONDUIT FOR ADDITIONAL
IRRIGATION WIRE LEG, ETHERNET
CONNECTION OR SENSOR
GFI POWER SWITCH AND RECEPTACLE
1" ELECTRICAL CONDUIT AND SWEEP TO
POWER SUPPLY PER LOCAL AND NATIONAL
CODES CONDUIT SUPPORTS AT 12" O.C.
2" PVC ELECTRICAL CONDUIT FOR IRRIGATION
VALVES, MASTER VALVE, AND FLOW SENSOR
WIRES. OPTIONAL 3" KNOCKOUT IF MORE WIRES
ARE NEEDED.
JUNCTION BOXES. SIZE PER
ELECTRICAL CONDUIT
FLOOR OF BUILDING BY OTHERS
SECTION VIEW
SIDE VIEW
FINISHED
GRADE
4'-0"
1'-0"
18"
(MIN.)
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-5
PUBLIC IMPROVEMENT STANDARDS
WALL MOUNTED
CONTROLLER-INTERIOR
NOTES:
1. INSTALL 12" OFF ANY ADJACENT PAVEMENT IN PLANTING AREAS.
2. CONTRACTOR SHALL SETTLE SOIL AROUND THE POP UP AFTER INSTALLATION.
3. ALL POP UP SPRAY HEADS SHALL HAVE CHECK VALVES.
4. ALL SCH. 40 PVC TO SCH. 80 PVC CONNECTIONS SHALL BE MADE USING TEFLON TAPE.
POP-UP DRIP INDICATOR HEAD WITH AN
ORANGE GPH IRRIGATION DRIP FLUSH
NOZZLE. MODEL #GDFN. NOZZLE TO REMAIN
IN THE CLOSED POSITION DURING SYSTEM
OPERATION AND OPENED FOR FLUSHING OF
THE SYSTEM. FLUSHING SHALL BE DIRECTED
INTO PLANTING AREAS.
TOP OF POP UP SET AT FINISHED GRADE
RAINBIRD 12" POP UP SPRAY HEAD. MODEL
#1812-SAM-PRS
FINISHED GRADE
LATERAL IRRIGATION
LINE (SEE IRRIGATION
PLANS FOR SIZE AND
TYPE)
HUNTER 1
2 " X 12" SWING JOINT
SCH. 40 PVC TEE OR ELBOW
SUBSURFACE DRIP
TUBING. SEE DETAIL
DRIP CONNECTION
ASSEMBLY. SEE DRIP
TUBING CONNECTION DETAIL
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-6
PUBLIC IMPROVEMENT STANDARDS
DRIP FLUSH INDICATOR
NOTES:
1. ALL ASSEMBLY PARTS (THREADED NIPPLES, FITTINGS, ETC.) SHALL BE GALVANIZED OR BRASS PER LOCAL CODES AND REQUIREMENTS.
2. GALVANIZED NIPPLE SHALL EXTEND 12" PAST THE EDGE OF THE CONCRETE FOOTING.
3. SCH. 80 PVC MALE ADAPTER SHALL BE USED IN CONNECTION FROM GALVANIZE TO THE MAINLINE.
4. MAINLINE POINT OF CONNECTION (POC) FILTER SHALL BE LOCATED IN PLANTING AREA UNLESS APPROVED BY OWNER'S REPRESENTATIVE.
5. SEE IRRIGATION LEGEND FOR MAINLINE POC FILTER CAGE MAKE AND MODEL. SEE BACKFLOW CAGE DETAIL FOR INSTALLATION.
6. ALL GALVANIZED CONNECTIONS SHALL TO BE MADE USING PIPE THREAD SEALANT. ALL SCH. 80 PVC TO GALVANIZED CONNECTIONS TO BE MADE USING TEFLON TAPE.
FLOW
MAINLINE POC FILTER (SEE THE IRRIGATION
PLANS FOR MAKE AND MODEL). INSTALL THE
DEVICE PER THE LOCAL WATER PURVEYOR'S
STANDARDS AND SPECIFICATIONS
GALVANIZED NIPPLE
4" THICK CONCRETE PAD, 1"
ABOVE FINISHED GRADE (SEE
EQUIPMENT COVER DETAIL W-24)
THREADED GALVANIZED NIPPLE
GALVANIZED NINETY DEGREE (90°)
ELBOW
4" SCH. 40 PVC
3/4" CRUSHED ROCK
GALVANIZED UNION
WRAP 20 MIL TAPE TWICE
AROUND ALL GALVANIZED PIPE
UNDER FINISHED GRADE AND
THROUGH THE CONCRETE
GALVANIZED NIPPLE
GALVANIZED
COUPLING
SCH. 80 PVC MALE
ADAPTER
CONCRETE THRUST
BLOCKS REQUIRED ON
BACKFLOW DEVICES 2.5"
AND LARGER
BRASS BALL VALVE
12" MIN. OR PER LOCAL CODES
12"
4"
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-7
PUBLIC IMPROVEMENT STANDARDS
MAINLINE POINT OF CONNECTION
(POC) FILTER
NOTES:
1. CONTRACTOR SHALL THREADED FITTINGS WITH NO MORE THAN TWO (2) WRAPS OF TEFLON TAPE OR MONSTER TAPE.
2. PRIOR TO THE INSTALLATION OF THE DRIP FILTER/PRESSURE REGULATOR, THE CONTRACTOR SHALL FLUSH THE LINES A MINIMUM OF TWO (2) TIMES TO REMOVE ALL GLUE, TAPE AND/OR DEBRIS FROM THE MAINLINE AND LATERAL LINES.
3. AFTER THE INSTALLATION OF THE DRIP FILTER/PRESSURE REGULATOR, THE CONTRACTOR SHALL CAP ALL
LATERAL LINES DOWNSTREAM OF THE FILTER AND PRESSURIZE THE IRRIGATION SYSTEM AND VERIFY THERE ARE NO LEAKS OR BREAKS.
ROUND LOCKING VALVE BOX
1" BASKET FILTER/PRESSURE
REGULATOR (SEE IRRIGATION
LEGEND FOR MAKE AND MODEL)
FINISHED GRADE
1" SCH. 80 THREADED
UNION
1" SCH. 80 MALE ADAPTER
LATERAL LINE PIPE TO
THE REMOTE CONTROL
IRRIGATION VALVE (SEE
IRRIGATION PLANS FOR
PIPE SIZE)
4" X 8" BRICKS
THREE INCH THICK
(3") PEA GRAVEL
1/4" STAINLESS
STEEL MESH
3" - 4" (TYP.)
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-8
PUBLIC IMPROVEMENT STANDARDS
1" BASKET DRIP FILTER/PRESSURE
REGULATOR
NOTES:
1. DECODER SYSTEM GROUNDING SHALL BE PER THE CONTROLLER MANUFACTURER'S SPECIFICATIONS AND RECOMMENDATIONS OR AT A MINIMUM OF EVERY FIVE HUNDRED FEET (500') OF THE IRRIGATION 2-WIRE PATH RUN AND IRRIGATION 2-WIRE PATH SPURS OF FIFTY FEET (50') OR GREATER.
2. ALL SCH. 40 ELECTRICAL CONDUIT OPENINGS SHALL BE FILLED WITH A FOAM SEALANT AFTER GROUNDING INSTALLATION PRIOR TO BACKFILLING.
3. ACCEPTABLE EARTH GROUND SHALL NOT EXCEED 10 OHMS.
4. GROUNDING TESTING SHALL BE PERFORMED BY A CERTIFIED 3RD PARTY AND DOCUMENTATION OF
GROUNDING CERTIFICATION SHALL BE PROVIDED TO THE OWNER AND OWNER'S REPRESENTATIVE PRIOR TO PROJECT ACCEPTANCE AND BEGINNING OF THE MAINTENANCE PERIOD.
5. SEE 2-WIRE IRRIGATION CONNECTION DETAIL FOR FURTHER INFORMATION.
6. SEE 2-WIRE REMOTE CONTROL IRRIGATION VALVE DETAIL FOR FURTHER INFORMATION.
7. CONTRACTOR SHALL INCLUDE IN THEIR BID THE ADDITION OF ONE (1) COPPER GROUNDING PLATE AND #6 AWG BARE COPPER WIRE FOR CONTROLLER GROUNDING AS NECESSARY.
PAIGE ELECTRIC 4" X 36" COPPER GROUNDING
PLATE, PRE-CONNECTED TO TEN FEET (10') OF #6
AWG BARE COPPER WIRE. INSTALL GROUNDING
PLATE PERPENDICULAR TO THE WIRE RUN AND A
MINIMUM OF EIGHT (8') FROM THE WIRE PATH.
2-WIRE IRRIGATION PATH
DBR/Y-6 WATERPROOF
GREASE PACKS
LIGHTNING ARRESTOR
PAIGE ELECTRIC 'POWER SET'
CONTACT ENHANCEMENT
MATERIAL. APPLY FIFTY POUNDS
(50 LBS.) TO THE IMMEDIATE
AREA SURROUNDING ALL SIDES
OF THE GROUNDING PLATE.
GROUNDWIRE PRE-CONNECTED TO THE
GROUNDING PLATE OR USE CAD WELD
TO CONNECT TO THE PLATE
#6 AWG BARE COPPER WIRE
CONTROLLER DECODER
1-1/2" SCH. 40 ELECTRICAL CONDUIT
DBR/Y-6 WATERPROOF
GREASE PACKS
FINISHED GRADE CONTROLLER DECODER
8' (MIN.)
8' (MIN.)
24"
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-9
PUBLIC IMPROVEMENT STANDARDS
GROUNDING PLATE AND LIGHTNING
ARRESTOR
NOTES:
1. ALL IRRIGATION FITTINGS SHALL BE SCH. 40 PVC UNLESS SPECIFIED OTHERWISE.
2. ALL THREADED CONNECTIONS FROM SCH. 40 TO SCH. 80 PVC SHALL BE MADE USING TEFLON TAPE.
3. CONTRACTOR SHALL SETTLE THE AREA AROUND THE BUBBLER AND EDGE OF THE ROOT BALL SO THAT ALL IRRIGATION FLOWS THROUGH THE ROOT BALL.
PLAN VIEW
SECTION VIEW
PRESSURE COMPENSATING BUBBLER/EMITTER
SHALL BE SET 1" ABOVE FINISHED GRADE (SEE
IRRIGATION LEGEND FOR MAKE AND MODEL)
HUNTER 12" X 1
2 " SWING JOINT
SCH. 40 PVC 90° ELBOW SLIP TO THREAD
LATERAL LINE IRRIGATION (SEE IRRIGATION
PLANS FOR SIZING)
EDGE OF ROOT BALL. SETTLE BACKFILL SO
THAT IRRIGATION FLOWS THROUGH THE ROOT
BALL
EDGE OF ROOT BALL
EXISTING OR MODIFIED SOIL (SEE
SPECIFICATIONS FOR SOIL MODIFICATION)
HUNTER 12" X 1
2 " SWING JOINT
SCH. 40 PVC 90° ELBOW SLIP TO THREAD
SCH. 40 PVC TEE OR 90° ELBOW
LATERAL LINE IRRIGATION (SEE IRRIGATION
PLANS FOR SIZING)
18" (MIN.)
FINISHED GRADE
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-10
PUBLIC IMPROVEMENT STANDARDS
BUBBLER/EMITTER ON ROOT BALL
LAYOUT
SECTION VIEW
PRESSURE COMPENSATING BUBBLER/EMITTER
SHALL BE SET 1" ABOVE FINISHED GRADE (SEE
IRRIGATION LEGEND FOR MAKE AND MODEL)
HUNTER 12" X 1
2 " SWING JOINT
SCH. 40 PVC 90° ELBOW SLIP TO THREAD
LATERAL LINE IRRIGATION (SEE IRRIGATION
PLANS FOR SIZING)
EDGE OF ROOT BALL.
SETTLE BACKFILL SO
THAT IRRIGATION
FLOWS THROUGH
THE ROOT BALL
EDGE OF ROOT BALL
HUNTER 12" X 1
2 " SWING JOINT
SCH. 40 PVC 90° ELBOW SLIP TO THREAD
EXISTING OR MODIFIED SOIL (SEE
SPECIFICATIONS FOR SOIL MODIFICATION)
SCH. 40 PVC TEE OR 90° ELBOW
LATERAL LINE IRRIGATION (SEE IRRIGATION
PLANS FOR SIZING)
PLAN VIEW
NOTES:
1. ALL IRRIGATION FITTINGS SHALL BE SCH. 40 PVC UNLESS SPECIFIED OTHERWISE.
2. ALL THREADED CONNECTIONS FROM SCH. 40 TO SCH. 80 PVC SHALL BE MADE USING TEFLON TAPE.
3. CONTRACTOR SHALL SETTLE THE AREA AROUND THE BUBBLER AND EDGE OF THE ROOT BALL SO THAT ALL IRRIGATION FLOWS THROUGH THE ROOT BALL.
FINISHED GRADE
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-11
PUBLIC IMPROVEMENT STANDARDS
BUBBLERS/EMITTERS ON ROOT
BALL
NOTES:
1. ALL IRRIGATION FITTINGS UNLESS SPECIFIED OTHERWISE SHALL BE SCH. 40 PVC.
2. ALL POP-UP SPRAY BODIES SHALL BE INSTALLED WITH CHECK VALVES.
3. ELEVATION CHANGES GREATER THAN SEVEN (7') BETWEEN EACH HEAD SHALL HAVE AN ADDITIONAL CHECK VALVE OF THE SAME MANUF. AS THE POP-UP SPRAY BODY INSTALLED BETWEEN THE SWING JOINT AND POP-UP SPRAY BODY TO REDUCE RUNOFF.
4. PRIOR TO MULCHING THE CONTRACTOR SHALL SETTLE ALL OF THE SOIL IN THE IRRIGATION TRENCHES AND AROUND EACH EMITTER SO WATER FLOWS EVENLY THROUGH THE SOIL.
5. THE CONTRACTOR SHALL THOROUGHLY FLUSH THE LINES A MINIMUM OF THREE (3) TIMES PRIOR TO INSTALLING THE NOZZLE.
SPRAY NOZZLE OR BUBBLE (SEE IRRIGATION LEGEND
FOR NOZZLE MAKE, MODEL AND MANUFACTURER)
TOP OF SPRAY BODY SHALL BE FLUSHED
WITH FINISHED GRADE AFTER SETTLING
POP-UP SPRAY BODY WITH CHECK VALVE (SEE IRRIGATION
LEGEND FOR MAKE, MODEL AND MANUFACTURER)
FINISHED GRADE
EXISTING SOIL
12" X 1/2" HUNTER SWING JOINT
SCH. 40 PVC TEE OR ELBOW
LATERAL LINE (SEE
IRRIGATION PLANS
FOR SIZE AND TYPE)
SCH. 40 PVC TEE,
ELBOW OR CROSS
BACKFILLED SOIL
SECTION VIEW
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-12
PUBLIC IMPROVEMENT STANDARDS
POP UP SPRAY HEAD ON SLOPE
NOTES:
1. ALL IRRIGATION FITTINGS UNLESS SPECIFIED OTHERWISE SHALL BE SCH. 40 PVC.
2. A SCH. 80 NIPPLE SHALL BE INSTALLED BETWEEN THE SWING JOINT AND CHECK VALVE SO THE TOP OF THE ROTOR IS FLUSH WITH FINISHED GRADE AS NEEDED.
3. ALL POP-UP ROTOR BODIES SHALL BE INSTALLED WITH CHECK VALVES.
4. ELEVATION CHANGES GREATER THAN SEVEN (7') BETWEEN EACH HEAD SHALL HAVE AN ADDITIONAL CHECK VALVE OF THE SAME MANUF. AS THE ROTOR SPRAY BODY INSTALLED BETWEEN THE SWING JOINT AND POP-UP SPRAY BODY TO REDUCE RUNOFF.
5. PRIOR TO MULCHING THE CONTRACTOR SHALL SETTLE ALL OF THE SOIL IN THE IRRIGATION TRENCHES AND AROUND EACH EMITTER SO WATER FLOWS EVENLY THROUGH THE SOIL.
SECTION VIEW
ROTOR NOZZLE (SEE IRRIGATION
LEGEND FOR MAKE AND MODEL)
6" PR 12" POP UP ROTOR (SEE IRRIGATION
LEGEND FOR MAKE AND MODEL)
3/4" - 1 - 1/2" INLET
FINISHED GRADE
12" X 3/4" HUNTER
SWING JOINT
SCH. 40 PVC
TEE OR ELBOW
LATERAL LINE (SEE IRRIGATION
PLANS FOR SIZE AND TYPE)
SCH. 40 PVC TEE,
ELBOW OR CROSS
BACKFILLED SOIL
CHECK VALVE, IF SPECIFIED
EXISTING SOIL
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-13
PUBLIC IMPROVEMENT STANDARDS
ROTOR SPRAY HEAD ON SLOPE
NOTES:
1. ALL IRRIGATION FITTINGS UNLESS SPECIFIED OTHERWISE SHALL BE SCH. 40 PVC.
2. ALL POP-UP SPRAY BODIES SHALL BE INSTALLED WITH CHECK VALVES.
3. PRIOR TO INSTALLING THE NOZZLE, THE CONTRACTOR SHALL BLEED EACH NOZZLE TO REMOVE ANY DIRT, DEBRIS, GLUE OR TEFLON TAPE FROM THE IRRIGATION LINES.
4. PRIOR TO MULCHING THE CONTRACTOR SHALL SETTLE ALL OF THE SOIL IN THE IRRIGATION TRENCHES AND AROUND EACH EMITTER SO WATER FLOWS EVENLY THROUGH THE SOIL.
5. THE CONTRACTOR SHALL THOROUGHLY FLUSH THE LINES A MINIMUM OF THREE (3) TIMES PRIOR TO INSTALLING THE NOZZLE.
SECTION VIEW
SPRAY NOZZLE OR BUBBLE (SEE
IRRIGATION LEGEND FOR NOZZLE
MAKE, MODEL AND MANUFACTURER)
TOP OF SPRAY BODY SHALL BE FLUSHED
WITH FINISHED GRADE AFTER SETTLING
POP-UP SPRAY BODY WITH CHECK
VALVE (SEE IRRIGATION LEGEND FOR
MAKE, MODEL AND MANUFACTURER) FINISHED GRADE
12" X 1/2" HUNTER SWING JOINT
SCH. 40 PVC
TEE OR ELBOW
LATERAL LINE (SEE IRRIGATION
PLANS FOR SIZE AND TYPE)
SCH. 40 PVC TEE,
ELBOW OR CROSS
BACKFILLED SOIL
EXISTING SOIL
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-14
PUBLIC IMPROVEMENT STANDARDS
POP UP SPRAY HEAD
NOTES:
1. ALL IRRIGATION FITTINGS UNLESS SPECIFIED OTHERWISE SHALL BE SCH. 40 PVC.
2. A SCH. 80 NIPPLE SHALL BE INSTALLED BETWEEN THE SWING JOINT AND CHECK VALVE SO THE TOP OF THE ROTOR IS FLUSH WITH FINISHED GRADE AS NEEDED.
3. PRIOR TO MULCHING THE CONTRACTOR SHALL SETTLE ALL OF THE SOIL IN THE IRRIGATION TRENCHES AND AROUND EACH EMITTER SO WATER FLOWS EVENLY THROUGH THE SOIL.
4. THE CONTRACTOR SHALL THOROUGHLY FLUSH THE LINES A MINIMUM OF THREE (3) TIMES PRIOR TO INSTALLING THE NOZZLE.
SECTION VIEW
ROTOR NOZZLE (SEE IRRIGATION
LEGEND FOR MAKE AND MODEL)
6" PR 12" POP UP ROTOR (SEE IRRIGATION
LEGEND FOR MAKE AND MODEL)
3/4" - 1 - 1/2" INLET
FINISHED GRADE
12" X 3/4"
HUNTER SWING
JOINT
SCH. 40 PVC
TEE OR ELBOW
LATERAL LINE (SEE
IRRIGATION PLANS
FOR SIZE AND TYPE)
SCH. 40 PVC TEE,
ELBOW OR CROSS
BACKFILLED SOIL
EXISTING SOIL
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-15
PUBLIC IMPROVEMENT STANDARDS
ROTOR SPRAY HEAD
NOTES:
1. SEE IRRIGATION LEGEND FOR MAINLINE AND LATERAL LINE PIPE SIZE AND TYPE.
2. 2-WIRE IRRIGATION WIRE SHALL BE INSTALLED IN 1-1/2" SCH. 40 PVC ELECTRICAL CONDUIT.
3. DETECTABLE LOCATOR TAPE SHALL BE LOCATED SIX INCHES (6") ABOVE THE ENTIRE MAINLINE RUN.
4. IN PLANTING AREAS LESS THAN SIX FEET (6') WIDE THE MAINLINES AND LATERAL LINE HEADERS SHALL BE LOCATED NO FURTHER THAN 12" FROM THE ADJACENT PAVEMENT.
FINISHED GRADE
PAVEMENT
NON-PRESSURIZED LINE (LATERAL LINE)
DETECTABLE LOCATOR TAPE
PRESSURIZED LINE (MAINLINE) DIRECT BURIAL LOW
VOLTAGE CONTROL WIRES 1'-6" IN PLANTING AREA 3'-0" UNDERNEATH PAVEMENT 6"
1'-0"
IN PLANTING AREA
24" (MIN.)
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-16
PUBLIC IMPROVEMENT STANDARDS
IRRIGATION TRENCHING
NOTES:
1. SEE IRRIGATION LEGEND FOR MAINLINE SIZE AND TYPE.
2. ALL SLEEVES SHALL BE SCH. 40 PVC PIPE.
3. ALL SLEEVES SHALL EXTEND 12" BEYOND THE EDGE OF PAVEMENT.
4. END OF SLEEVES SHALL BE LOCATED WITH A WOODEN STAKE OR PVC PIPE. LOCATORS SHALL RUN CONTINUOUSLY FROM THE END OF THE SLEEVE TO FINISHED GRADE.
NON-PRESSURIZED LINE, SLEEVE
UNDER PAVING TO BE TWO TIMES
THE DIA. OF THE LATERAL LINE
MAINLINE, SLEEVE UNDER PAVING TO BE TWO
TIMES THE DIA. OF THE PRESSURIZED MAINLINE
PIPE
CONTROL WIRES, SLEEVE UNDER PAVING.
INSTALL ADJACENT TO PRESSURIZED
MAINLINE. BUNDLE SHALL BE NO MORE
THAN 50% OF PIPE DIA.
CLEAN BACKFILL, 95% REL. COMP. UNDER
PAVING OR PER CIVIL ENGINEER'S PLANS
PAVEMENT
BASE ROCK
3'
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-17
PUBLIC IMPROVEMENT STANDARDS
PIPE AT PAVEMENT
NOTES:
PLAN
1. VALVE BOX # 1 THRU # 4 SHALL HAVE STAINLESS
STEEL LOCKING HARDWARE.
2. VALVE BOXES SHALL BE LABELED BY HOT IRON
BRANDING OR ALUMINUM ASPHALTIC BASE WATER
PROOF PAINT.
3. LOCATE VALVE ASSEMBLIES IN PLANTING AREA.
4. VALVE LOCATIONS SHALL BE APPROVED BY THE
OWNER'S REPRESENTATIVE PRIOR TO INSTALLATION.
5. VALVE BOXES SHALL BE CENTERED ABOVE VALVE
ASSEMBLIES TO FACILITATE ACCESS AND
MAINTENANCE.
6. VALVE BOXES SHALL BE FLUSH WITH FINISHED GRADE.
7. VALVE BOXES SHALL BE SET PARALLEL TO EACH
OTHER AND PERPENDICULAR TO THE EDGE OF
PAVEMENT.
8. SEE OTHER IRRIGATION DETAILS FOR FURTHER
INFORMATION.
BV
ICV
SA
QCV
GR
WATER
TYPE CONTROLLER DESIGNATION BOXSIZE
LID
COLOR I.D. GUIDE
PW A MV #2 GREEN MASTER
VALVE
PW A FS #2 GREEN FLOW
SENSOR
PW A HM #2 GREEN HYDROMETE
R
PW A BV #2 GREEN BALL VALVE
3" OR LESS
PW A BV #1 GREEN BALL VALVE
4" OR MORE
PW A GV #2 GREEN GATE VALVE
PW A ARV #2 GREEN AIR RELEASE
VALVE
PW A QCV #4 GREEN
QUICK
COUPLER
VALVE
PW A RCV #2 GREEN
REMOTE
CONTROL
VALVE
PW A MS #2 GREEN MOISTURE
SENSOR
PW A GR #5 GREEN GROUNDING
ROD
PW A SB #4 GREEN SPLICE BOX
PW A FC #2 GREEN FUTURE
CONNECTION
PW A SA #3 GREEN SURGE
ARRESTOR
#1 #2 #3 #4 #5
JUMBO RECTANGULAR VALVE BOX
(22" X 16" X 12")
STANDARD RECTANGULAR
VALVE BOX
(18" X 12" X 12")
CIRCULAR VALVE BOX
(10" DIA.)
STANDARD RECTANGULAR
VALVE BOX
(18" X 12" X 24")
CIRCULAR VALVE BOX
(6" DIA.)
EXAMPLE:
POTABLE WATER SYSTEM ON CONTROLLER 'A',
REMOTE CONTROL VALVE STATION # 3.
PAVEMENT, WALL, OR BUILDING
1' 1' 1' 1'
1'
(TYP.)
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-18
PUBLIC IMPROVEMENT STANDARDS
VALVE BOX LAYOUT
NOTES:
1. VALVE BOXES SHALL BE LOCATED IN PLANTING AREAS.
2. SPLICES SHALL ONLY BE MADE AT ELECTRICAL PULL BOXES.
3. LOW VOLTAGE WIRES UNDER ROADWAYS MUST BE IN CONTINUOUS CONDUIT WITH 90° SCH. 40 PVC SWEEPS TERMINATING IN PULL BOXES.
4. ALL WIRE CONNECTIONS SHALL BE MADE USING DBR/Y-6 CONNECTORS OR APPROVED EQUAL.
5. VALVE BOX SHALL BE WRAPPED WITH MINIMUM 3 MIL. THICK PLASTIC AND SECURE IT USING DUCT TAPE OR ELECTRICAL TAPE.
PAVEMENT
CIRCULAR BOX WITH LOCKING LID
WATER PROOF CONNECTORS
CONTROLLER WIRES WITH
FINISH GRADE 24" MIN. EXPANSION CURLS
3/8" WELDED
WIRE MESH FOUR (4) 4" X 8" BRICKS
DIRECT BURIAL (LOW VOLTAGE)
IRRIGATION CONTROLLER
WIRES
24" MIN.
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-19
PUBLIC IMPROVEMENT STANDARDS
SPLICE BOX
NOTES:
PLAN VIEW - OPTION A
1. LOCATE VALVE BOXES IN PLANTING AREAS.
2. WRAP VALVE BOXES WITH A MINIMUM OF 3 MIL PLASTIC AND SECURE IT USING DUCT TAPE OR ELECTRICAL TAPE.
3. PLACE ONE (1) BRICK AT EACH CORNER OF THE VALVE BOX FOR STABILIZATION.
4. ALL THREADED CONNECTIONS ARE TO BE MADE WITH PIPE DOPE OR TEFLON TAPE.
5. 3" OF WASHED PEA GRAVEL SHALL BE PLACED AT THE BOTTOM OF THE VALVE BOX.
VALVE BOX WITH LOCKING
LID (SEE CITY STD. L-18)
WATER HAMMER ARRESTOR.
SEE IRRIGATION LEGEND FOR
FURTHER INFORMATION
SCH. 80 TRUE UNION
BALL VALVE
1" X 10" SCH. 40 GALV.
THREADED NIPPLE
1" X 'S' SCH. 40 GALV.
THREADED REDUCER
(SEE IRRIGATION PLANS
FOR MAINLINE SIZE)
MASTER VALVE OR
HYDROMETER (SEE
IRRIGATION LEGEND FOR
FURTHER INFORMATION)
MAINLINE PIPE
DOWNSTREAM
TO VALVES
BACKFLOW PREVENTION DEVICE
2' 2'
8"
2' 2'
8"
PLAN VIEW - OPTION B
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-20
PUBLIC IMPROVEMENT STANDARDS
WATER HAMMER ARRESTOR
NOTES:
1. THE CONTRACTOR SHALL LOCATE THE MAINLINE SHUT OFF VALVE IN A RECTANGULAR LOCKING VALVE BOX.
2. PRIOR TO INSTALLING THE CAP ON THE MAINLINE THE CONTRACTOR SHALL BLOW OUT THE MAINLINE OF ANY AND ALL DEBRIS INSIDE THE MAINLINE THAT MAY HAVE COLLECTED DURING CONSTRUCTION.
3. THE CONTRACTOR SHALL MARK THE CAP OF THE PIPE WITH A 12" #4 REBAR PLACED 4" - 6" BELOW FINISH GRADE FOR EASE OF LOCATING.
VALVE BOX (SEE CITY STD. L-18)
5' OF ADDITIONAL 2-WIRE PULLED & COILED IN
A 1' COIL AND SECURED WITH BLACK ZIP TIES
IN THE BOTTOM OF THE VALVE BOX
DBR/Y-6 GREASE PACK
GATE VALVE. SEE IRRIGATION LEGEND
FOR MAKE AND MODEL. (SEE STD. L-29)
1" - 2" THICK LAYER OF
WASHED PEA GRAVEL
1-1/2" SCH. 40 ELECTRICAL CONDUIT.
PLACE EXPANSION FOAM IN THE
CONDUIT AFTER THE 2-WIRE
IRRIGATION HAS BEEN PULLED
THROUGH THE CONDUIT
1/4" POWDER COATED
WELDED WIRE MESH
THRUST BLOCK (SEE CITY STD. W-3)
1-1/2" SCH. 40 ELECTRICAL CONDUIT. PLACE
EXPANSION FOAM IN THE CONDUIT AFTER THE
2-WIRE IRRIGATION HAS BEEN PULLED THROUGH
THE CONDUIT
5' OF ADDITIONAL 2-WIRE PULLED & COILED
IN A 1' COIL AND SECURED WITH BLACK ZIP
TIES IN THE BOTTOM OF THE VALVE BOX
GATE VALVE. SEE IRRIGATION
LEGEND FOR MAKE AND
MODEL. (SEE CITY STD. L-27)
1" - 2" THICK LAYER OF
WASHED PEA GRAVEL
VALVE BOX
(SEE STD. L-20)
5'
MAINLINE STUB OUT. THE
CONTRACTOR SHALL MARK THE
LOCATION ON THE AS-BUILTS
DRAWINGS FOR FUTURE USE
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-21
PUBLIC IMPROVEMENT STANDARDS
MAINLINE STUB OUT
NOTES:
1. HYDROMETER SHALL BE REED SWITCH (RS) REGISTER OR PHOTO DIODE HIGH FREQUENCY (PDH) REGISTER.
2. CHECK WITH CONTROLLER MANUFACTURER AND INSTALL PER THEIR SPECIFICATIONS AND RECOMMENDATIONS.
3. HYDROMETER SHALL BE INSTALLED PER MANUFACTURE'S SPECIFICATIONS AND RECOMMENDATIONS.
4. HYDROMETER WIRE SHALL BE PER THE IRRIGATION CONTROLLER MANUFACTURER'S SPECIFICATIONS.
5. ALL WIRE RUNS SHALL BE CONTINUOUS WITHOUT ANY SPLICES. WIRE CONNECTIONS SHALL BE MADE USING DBR-Y/6 OR APPROVED EQUAL.
6. VALVE BOX SHALL BE WRAPPED WITH A MINIMUM 3 MIL. THICK PLASTIC AND SECURE IT TO THE VALVE BOX USING DUCT TAPE OR ELECTRICAL TAPE.
7. VALVE BOX SHALL BE LOCATED IN PLANTING AREA.
RECTANGULAR VALVE BOX
WITH LOCKING LID
HYDROMETER (SEE IRRIGATION
LEGEND FOR MAKE AND MODEL)
CONTROLLER WIRES WITH
12" MIN. EXPANSION COILS
SCH. 80 PVC THREADED
COUPLING
SCH. 80 PVC
MALE ADAPTER
4" - 8"
SCH. 80 PVC THREADED UNION
FINISH GRADE
SCH. 40 PVC
45° ELBOWS
IRRIGATION MAINLINE
(SEE IRRIGATION PLANS
FOR MAKE AND SIZE)
FOUR (4) 4" X 8" BRICKS 3/8" WELDED WIRE MESH
FLOW
3" THICK LAYER
OF PEA GRAVEL
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-22
PUBLIC IMPROVEMENT STANDARDS
HYDROMETER
NOTES:
1. MASTER VALVE SHALL BE MAKE AND MODEL NUMBER AS PRESCRIBED PER THE CONTROLLER MANUFACTURER'S SPECIFICATIONS
2. INSTALL MASTER VALVE PER MANUFACTURER'S SPECIFICATIONS AND RECOMMENDATIONS.
3. MASTER VALVE WIRE SHALL BE 14 AWG OR LARGER. COLOR: BLACK.
4. ALL WIRE RUNS SHALL BE CONTINUOUS WITHOUT ANY SPLICES. WIRE CONNECTIONS SHALL BE MADE USING DBR-Y/6 CONNECTO OR APPROVED EQUAL.
5. WRAP VALVE BOX WITH MIN. 3 MIL. THICK PLASTIC AND SECURE IT TO THE VALVE BOX USING DUCT TAPE OR ELECTRICAL TAPE.
6. SEE MASTER VALVE/ FLOW SENSOR DETAIL FOR LINEAR DIMENSIONS.
7. VALVE BOXES SHALL BE LOCATED IN PLANTING AREAS.
6" - 8"
SCH. 80 PVC UNION
FINISH GRADE
SCH. 40 PVC 45° ELBOW
IRRIGATION MAINLINE
(SEE IRRIGATION LEGEND
FOR SIZE AND CLASS)
SCH. 80 PVC MALE ADAPTER 3" THICK LAYER OF PEA
GRAVEL OR APPROVED EQUAL
3/8" WELDED WIRE MESH
FOUR (4) 4" X 8" BRICKS
MAINLINE FLOW SENSOR
CONTROL WIRES WITH
12" MIN. EXPANSION COIL
RECTANGULAR VALVE BOX
WITH LOCKING LID
FLOW
MASTER VALVE ( SEE IRRIGATION
LEGEND FOR MAKE AND MODEL)
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-23
PUBLIC IMPROVEMENT STANDARDS
MASTER VALVE
NOTES:
1. ALL THREADED CONNECTIONS SHALL BE INSTALLED USING TEFLON TAPE.
2. VALVE BOX SHALL BE WRAPPED WITH A MINIMUM 3 MIL THICK PLASTIC AND SECURED TO THE VALVE BOX USING DUCT TAPE OR ELECTRICAL TAPE.
3. ALL QUICK COUPLERS SHALL BE INSTALLED A MINIMUM OF 18" OFF OF THE MAINLINE.
4. VALVE BOXES SHALL BE LOCATED IN PLANTING AREAS.
ROUND VALVE BOX WITH LOCKING LID
FINISH GRADE
PAVEMENT
QUICK COUPLER VALVE (SEE
IRRIGATION LEGEND FOR
MAKE AND MODEL NO.)
SCH. 80 PVC NIPPLE
THREE (3) 4" X 8" BRICKS
SCH. 80 PVC SWING JOINT
MAINLINE (SEE IRRIGATION
PLANS FOR SIZING)
SCH. 80 PVC TEE OR ELBOW
#6 X 48" REBAR
STAINLESS STEEL
SCREW CLAMP
4" - 8"
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-24
PUBLIC IMPROVEMENT STANDARDS
QUICK COUPLER VALVE
NOTES:
1. FLOW SENSOR SHALL BE OF MAKE AND MODEL AS RECOMMENDED BY THE CONTROLLER MANUFACTURER.
2. FLOW SENSOR WIRE SHALL BE PER MANUFACTURER'S SPECIFICATIONS.
3. MASTER VALVE WIRE SHALL BE DIRECT BURIAL 14 AWG WIRE (OR LARGER). COLOR: BLACK.
4. ALL WIRE RUNS SHALL BE CONTINUOUS WITHOUT ANY SPLICES.
5. SEE MASTER VALVE DETAIL AND FLOW SENSOR DETAIL FOR FURTHER INFORMATION.
6. FLOW RUN PIPE SHALL BE REDUCED DOWN ONE (1) PIPE SIZE AS INDICATED.
EXAMPLE
3" MAINLINE = 2-1/2" FLOW RUN
2-1/2" MAINLINE = 2" FLOW RUN
2" MAINLINE = 1-1/2" FLOW RUN
MASTER VALVE
MAINLINE PIPE FROM BACKFLOW
PREVENTION DEVICE
FLOW
SCH. 40 PVC REDUCER
SCH. 40 PVC COUPLING
MAINLINE PIPE TO
IRRIGATION SYSTEM
FLOW SENSOR FLOW RUN
10 X DIA.
OF PIPE
5 X DIA.
OF PIPE
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-25
PUBLIC IMPROVEMENT STANDARDS
MASTER VALVE & FLOW SENSOR
LAYOUT
NOTES:
1. FLOW SENSOR MAKE AND MODEL NUMBER SHALL BE PER CONTROLLER MANUFACTURER'S SPECIFICATIONS AND RECOMMENDATIONS (SEE IRRIGATION PLANS).
2. FLOW SENSOR WIRE SHALL BE PER THE CONTROLLER MANUFACTURER'S SPECIFICATIONS.
3. INSTALL FLOW SENSOR PER MANUFACTURER'S SPECIFICATIONS AND RECOMMENDATIONS.
4. ALL WIRE RUNS SHALL BE CONTINUOUS WITHOUT ANY SPLICES. WIRE CONNECTIONS SHALL BE MADE USING DBR/Y-6 CONNECTORS OR APPROVED EQUAL.
5. VALVE BOX SHALL BE WRAPPED WITH A MIN. OF THREE (3) MIL THICK PLASTIC AND SECURE IT TO THE VALVE BOX USING DUCT TAPE OR ELECTRICAL TAPE.
6. SEE CITY STD. L-27 FOR LINEAR DIMENSIONS.
FLOW
FOUR (4) 4" X 8" BRICKS
MAINLINE PIPE FROM MASTER
VALVE (FOR MAINLINE PIPE
SIZE SEE CITY STD. L-25)
3/8" WELDED WIRE MESH
FLOW SENSOR (SEE IRRIGATION
PLANS FOR MAKE AND MODEL)
3" THICK LAYER OF PEA GRAVEL
OR APPROVED EQUAL
FINISH GRADE
RECTANGULAR VALVE BOX
WITH LOCKING LID
IRRIGATION VALVE
WIRES WITH A 12" MIN.
EXPANSION COIL
SCH. 40 PVC REDUCER
BUSHING
SCH. 40 PVC
45° ELBOW
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-26
PUBLIC IMPROVEMENT STANDARDS
FLOW SENSOR
NOTES:
1. INSTALL GATE VALVE PER MANUFACTURER'S SPECIFICATIONS AND RECOMMENDATIONS.
2. VALVE BOX SHALL BE WRAPPED WITH MINIMUM 3 MIL. THICK PLASTIC AND SECURE IT TO VALVE BOX USING DUCT TAPE OR ELECTRICAL TAPE.
3. VALVE BOX SHALL BE LOCATED IN PLANTING AREA.
6"
MIN.
RECTANGULAR VALVE BOX WITH LOCKING LID
FINISHED GRADE
2' SQUARE OPERATING NUT
RESILIENT WEDGE GATE VALVE (SEE
IRRIGATION LEGEND FOR MAKE AND MODEL)
FOUR (4) 4"
X 8" BRICKS
3/8" STEEL
TIES
IRRIGATION MAINLINE
EXISTING SOIL
12" X 12" X 8" CONCRETE ANCHOR
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-27
PUBLIC IMPROVEMENT STANDARDS
GATE VALVE AND ANCHOR
SECTION VIEW
NOTES:
1. CONTRACTOR SHALL PROVIDE FIVE (5') ADDITIONAL FEET OF 2-WIRE AT EACH VALVE LOCATION AND COIL IT UNDERNEATH THE IRRIGATION VALVE AND SECURE IT WITH BLACK ZIP TIES.
SEE DETAIL FOR IRRIGATION VALVE. SEE IRRIGATION PLANS
FOR PIPING.
WATERPROOF CONNECTIONS TO VALVE. 3M DBR-Y/6 GREASE
PACKS OR APPROVED EQUAL . WATERPROOF CONNECTIONS FOR COMMON WIRE TO VALVE. 3M DBR-Y/6 GREASE PACKS OR APPROVED EQUAL.
TWO-WIRE IRRIGATION WIRE. (SEE SPECIFICATIONS FOR
FURTHER INFORMATION).
IRRIGATION MAINLINE, SEE IRRIGATION PLANS FOR FURTHER
INFORMATION.
TWO-WIRE RED WIRE TO RED BICODER WIRE WITH A
WATERPROOF CONNECTOR 3M DBR-Y/6 GREASE PACKS OR
APPROVED EQUAL.
BLACK TWO-WIRE IRRIGATION WIRE TO WATERPROOF
CONNECTOR 3M DBR-Y/6 GREASE PACKS OR APPROVED
EQUAL.
TWO-WIRE IRRIGATION DECODER. SEE IRRIGATION PLANS FOR
MAKE AND MODEL. ATTACH TO THE VALVE BOX USING A
STAINLESS STEAL SELF TAPPING SCREW.
1-1/2" SCH. 40 ELECTRICAL CONDUIT.
1 2
3 4
5 6
7 8
9 5
1 8
5 2 3 2
3 8 6
9 4
7 1
9 4
SECTION VIEW
PLAN VIEW
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-28
PUBLIC IMPROVEMENT STANDARDS
2-WIRE IRRIGATION CONNECTIONS
NOTES:
1. COMMON WIRE AND CONTROLLER WIRE SHALL BE DIRECT BURIAL 14 AWG OR LARGER CONTROLLER MANUFACTURER APPROVED 2-WIRE IRRIGATION WIRE .
2. ALL WIRE RUNS SHALL BE CONTINUOUS WITHOUT ANY SPLICES UNLESS APPROVED BY THE OWNER'S REPRESENTATIVE. SEE SPLICE BOX DETAIL. WIRE CONNECTIONS SHALL BE MADE USING DBR/Y-6 CONNECTORS OR APPROVED EQUAL.
3. CONTRACTOR SHALL COIL AND ADDITIONAL FIVE FEET (5') OF 2-WIRE IRRIGATION WIRE AT EACH VALVE FOR FUTURE USE AND SECURE IT BELOW THE VALVE USING BLACK ZIP TIES.
4. VALVE BOX SHALL BE WRAPPED WITH MIN. 3 MIL THICK PLASTIC AND SECURED USING DUCT TAPE OR ELECTRICAL TAPE.
5. MAINLINES 4" OR LARGER SHALL USE SADDLES AT THE CONNECTION POINTS TO THE IRRIGATION VALVE. (SEE SPECIFICATIONS FOR IRRIGATIONS SADDLES).
6. ALL SCH. 80 PVC TO SCH. 40 PVC THREADED CONNECTIONS SHALL BE MADE USING TEFLON TAPE.
7. VALVE BOXES SHALL BE LOCATED IN PLANTING AREAS.
RECTANGULAR VALVE
BOX WITH LOCKING LID
FINISH GRADE
2-WIRE IRRIGATION WIRES
(SEE CITY STD. L-30)
REMOTE CONTROL IRRIGATION VALVE
(SEE IRRIGATION PLANS FOR SIZE AND MODEL)
SCH. 80 PVC MALE ADAPTER
PLASTIC TAG WITH VALVE
STATION NUMBER ID
SCH. 80 PVC TRU-UNION
BALL VALVE
PAVEMENT
3/8" WELDED WIRE MESH
SCH. 40 OR 80 PVC TEE OR ELBOW
(SEE IRRIGATION PLAN MAINLINE SIZE AND TYPE)
3" THICK LAYER OF PEA GRAVEL
SCH. 40 PVC 90° ELBOW
SCH. 40 PVC PIPE
FOUR (4) 4" X 8" BRICKS
SCH. 80 PVC MALE UNION
MAINLINE (SEE IRRIGATION
PLANS FOR SIZE AND TYPE)
4" - 8"
24" MIN.
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-29
PUBLIC IMPROVEMENT STANDARDS
2-WIRE REMOTE CONTROL VALVE
NOTES:
1. HYDROMETER SHALL BE OF MAKE AND MODEL AS RECOMMENDED BY THE CONTROLLER MANUFACTURER.
2. HYDROMETER WIRE SHALL BE PER MANUFACTURER'S SPECIFICATIONS.
3. ALL WIRE RUNS SHALL BE CONTINUOUS WITHOUT ANY SPLICES.
4. ALL WIRE SHALL BE PLACED IN 1-1/2" SCH. 40 ELECTRICAL CONDUIT.
5. SEE CITY STD. L-24 FOR FURTHER INFORMATION.
6. FLOW RUN PIPE SHALL BE REDUCED DOWN ONE (1) PIPE SIZE AS INDICATED.
EXAMPLE
3" MAINLINE = 2-1/2" FLOW RUN
2-1/2" MAINLINE = 2" FLOW RUN
2" MAINLINE = 1-1/2" FLOW RUN
FLOW
MAINLINE PIPE FROM
BACKFLOW PREVENTION
DEVICE
5 X DIA. OF PIPE 5 X DIA. OF PIPE
SCH. 40 PVC REDUCER
SCH. 40 PVC COUPLING
FLOW RUN. PIPE SIZE
SHALL BE ONE SIZE LESS
THAN THE MAINLINE
MAINLINE PIPE TO
IRRIGATION SYSTEM
HYDROMETER
(SEE IRRIGATION PLANS FOR
MAKE, MODEL, AND SIZE)
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-30
PUBLIC IMPROVEMENT STANDARDS
HYDROMETER LAYOUT
NOTES:
1. LOCATE VALVE BOXES IN PLANTING AREAS.
2. WRAP VALVE BOX WITH A MINIMUM OF 3 MIL THICK PLASTIC AND SECURE IT USING DUCT TAPE OR ELECTRICAL TAPE.
3. ALL THREADED CONNECTION TO BE MADE USING TEFLON TAPE OR PIPE DOPE. 6" - 12"
RECTANGULAR VALVE
BOX WITH LOCKING LID
FINISH GRADE
PAVEMENT
AIR RELEASE VALVE (SEE
IRRIGATION LEGEND FOR
MAKE AND MODEL)
1" BRASS BALL VALVE
1" SCH. 80 NIPPLE
SCH. 80 TEE OR SADDLE
MAINLINE
FOUR (4) 4"
X 8" BRICKS
3/8" WELDED WIRE MESH
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-31
PUBLIC IMPROVEMENT STANDARDS
1" AIR RELEASE VALVE
NOTES:
1. PROVIDE SCORE JOINTS AT 10'-0" O.C.
2. CONCRETE SHALL BE CLASS B, 5 SACK MIX.
3. EXPANSION JOINTS SHALL BE PROVIDED AT CORNERS OR WALLS AND EVERY 30'-0" O.C. MAXIMUM.
PLANTING SHALL BE 2"
BELOW TOP OF CURB
8" CONCRETE MOW STRIP
1/2" TOOLED RADIUS
TURF AREA
SUBGRADE COMPACTED TO 90%
8"
8"
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-32
PUBLIC IMPROVEMENT STANDARDS
8" CONCRETE MOW STRIP
NOTES:
1. SHAVING TO BE CONDUCTED USING A SHARP BLADE OR
HAND SAW ELIMINATING NO MORE THAN NEEDED TO REMOVE
ALL ROOTS ON THE PERIPHERY OF ROOT BALL.
2. SHAVING CAN BE PERFORMED JUST PRIOR TO PLANTING OR
AFTER PLACING IN THE HOLE.
BEFORE SHAVING
SHAVE ROOT BALL HERE
TO REMOVE ALL ROOTS
GROWING ON PERIPHERY
2" MAX
SHAVE OUTER
PERIPHERY OF
THE ROOT BALL A
MAX. OF 2" THICK
SHAVING PROCESS
SHAVING COMPLETE
ROOTS TIPS EXPOSED AT PERIPHERY
OF ROOT BALL. ALL RODS GROWING
AROUND PERIPHERY ARE REMOVED
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-33
PUBLIC IMPROVEMENT STANDARDS
ROOT BALL SHAVING
NOTES:
1. ASPECT RATIO SHALL BE LESS THAN 0.66 ON ALL BRANCH UNIONS. ASPECT RATIO
IS THE DIAMETER OF BRANCH (B) DIVIDED BY THE DIAMETER OF THE TRUNK (A) AS MEASURED 1" ABOVE THE TOP OF THE BRANCH UNION.
2. ANY TREE NOT MEETING THE CROWN OBSERVATIONS DETAIL MAY BE REJECTED.
EXAMPLE
A B
ASPECT
RATIO
1.50" 0.50" 0.33
2.50" 0.09" 0.36
2.00" 1.00" 0.50
2.50" 1.60: 0.64
ASPECT RATIO IS
LESS THAN 0.65
ACCEPTABLE
ASPECT RATIO OF B:A LESS
THAN 0.66 AS MEASURED 1"
ABOVE THE TOP OF THE
BRANCH UNION
A
B
B
A
A
B
ASPECT RATIO IS
GREATER THAN 0.66
ASPECT RATIO OF B:A GREATER
THAN OR EQUAL TO 0.66 AS
MEASURED 1" ABOVE THE TOP
OF THE BRANCH UNION
EXAMPLE
A B
ASPECT
RATIO
2.50" 1.80" 0.72
2.0" 2.0" 1.0
2.5" 2.0" 0.80
4.0" 3.0" 0.75
A
B B
A
B
REJECTABLE
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-34
PUBLIC IMPROVEMENT STANDARDS
CROWN OBSERVATION - MULTI
NOTES:
1. ASPECT RATIO SHALL BE LESS THAN 0.66 ON ALL BRANCH UNIONS. ASPECT RATIO IS THE DIAMETER OF BRANCH (B) DIVIDED BY THE DIAMETER OF THE TRUNK (A) AS MEASURED 1" ABOVE THE TOP OF THE BRANCH UNION.
2. ANY TREE NOT MEETING THE CROWN OBSERVATIONS DETAIL MAY BE REJECTED.
ASPECT RATIO IS
LESS THAN 0.66
EXAMPLE
A B
ASPECT
RATIO
1.50" 0.50" 0.33
2.50" 0.09" 0.36
2.00" 1.00" 0.50
2.50" 1.60: 0.64
A
B
B
A
B A
ASPECT RATIO OF B:A LESS THAN 0.66 AS MEASURED
1" ABOVE THE TOP OF THE BRANCH UNION
ACCEPTABLE
ONE CENTRAL LEADER
(NO CODOMINANT LEADER)
ASPECT RATIO IS
GREATER THAN 0.66
MULTIPLE LEADERS
(SEVERAL CODOMINANT
LEADERS)
EXAMPLE
A B
ASPECT
RATIO
2.50" 1.80" 0.72
2.0" 2.0" 1.0
2.5" 2.0" 0.80
4.0" 3.0" 0.75
ASPECT RATIO OF B:A GREATER THAN OR EQUAL TO 0.66 AS
MEASURED 1" ABOVE THE TOP OF THE BRANCH UNION.
REJECTABLE
A
B
A
B
B
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-35
PUBLIC IMPROVEMENT STANDARDS
CROWN OBSERVATION - HIGH
BRANCHED
NOTES:
ACCEPTABLE
1. OBSERVATIONS OF ROOTS SHALL OCCUR PRIOR TO ACCEPTANCE. ROOTS AND SUBSTRATE MAY BE REMOVED DURING THE OBSERVATION PROCESS; SUBSTRATE/SOIL SHALL BE REPLACED AFTER OBSERVATION HAS BEEN COMPLETED.
2. SMALL ROOTS ( 1
4" OR LESS) THAT GROW AROUND, UP, OR DOWN THE ROOT BALL PERIPHERY ARE CONSIDERED A NORMAL CONDIT IN CONTAINER PRODUCTION AND ARE ACCEPTABLE HOWEVER THEY SHOULD BE ELIMINATED AT THE TIME OF PLANTING. ROOTS THE PERIPHERY CAN BE REMOVED AT THE TIME OF PLANTING. (SEE ROOT BALL SHAVING CONTAINER DETAIL).
3. SEE SPECIFICATIONS FOR OBSERVATION PROCESS AND REQUIREMENTS.
TOP OF
ROOT BALL
ROOT COLLAR
POINT WHERE TOP
MOST ROOT EMERGES
FROM TRUNK
THE POINT WHERE TOP-MOST ROOT(S) EMERGES FROM THE
TRUNK (ROOT COLLAR) SHOULD BE WITHIN THE TOP 2" OF
SUBSTRATE. THE ROOT COLLAR AND THE ROOT BALL INTERIOR
SHOULD BE FREE OF DEFECTS INCLUDING CIRCLING, KINKED,
ASCENDING, AND STEM GIRDLING ROOTS. STRUCTURAL ROOTS
SHALL REACH THE PERIPHERY NEAR THE TOP OF THE ROOT BALL.
ROOT BALL PERIPHERY
STRUCTURAL ROOT
ROOTS RADIATE FROM TRUNK AND REACH SIDE OF
ROOT BALL WITHOUT DEFLECTING DOWN OR AROUND.
ABSORBING
ROOTS
STRUCTURAL
ROOTS
STRUCTURAL ROOTS CIRCLE
INTERIOR OF ROOT BALL. NO
STRUCTURAL ROOTS ARE
HORIZONTAL AND REACH THE
ROOT BALL PERIPHERY NEAR
THE TOP OF THE ROOT BALL.
ONLY ABSORBING ROOTS
REACH THE PERIPHERY NEAR
THE TOP OF THE ROOT BALL.
STRUCTURAL ROOTS MOSTLY
WRAP OR ARE DEFLECTED ON
THE ROOT BALL INTERIOR.
STRUCTURAL ROOTS DESCEND
INTO ROOT BALL INTERIOR. NO
STRUCTURAL ROOTS ARE
HORIZONTAL AND REACH THE
ROOT BALL PERIPHERY NEAR
THE TOP OF THE ROOT BALL.
STRUCTURAL ROOTS
CIRCLE AND DO NOT
RADIATE FROM THE TRUNK.
STRUCTURAL ROOTS
PRIMARILY GROW TO
ONE SIDE.
STRUCTURAL ROOTS MISSING
FROM ONE SIDE, AND/OR
GROW TANGENT TO TRUNK.
ROOTS GROWING
TANGENT TO TRUNK
REJECTABLE
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-36
PUBLIC IMPROVEMENT STANDARDS
ROOT OBSERVATION - CONTAINER
NOTES:
SECTION VIEW
1. SEE PLANTING LEGEND FOR GROUNDCOVER SPECIES, SIZE, AND SPACING DIMENSION.
2. SMALL ROOTS (1/4" OR LESS) THAT GROW AROUND, UP, OR DOWN THE ROOT BALL PERIPHERY ARE CONSIDERED A
NORMAL CONDITION IN CONTAINER PRODUCTION AND ARE ACCEPTABLE HOWEVER THEY SHOULD BE ELIMINATED AT THE TIME OF PLANTING. ROOTS ON THE PERIPERHY CAN BE REMOVED AT THE TIME OF PLANTING. (SEE ROOT BALL SHAVING CONTAINER DETAIL).
3. SETTLE SOIL AROUND ROOT BALL OF EACH GROUNDCOVER PRIOR TO MULCHING. 2-3" THICK LAYER
OF MULCH
FINISH GRADE
EXISTING SOIL
MODIFIED SOIL. DEPTH
VARIES. (SEE SPECIFICATION
FOR SOIL MODIFICATION)
GROUND PLANT TO BE
TRIANGULARLY SPACED
MULCH
PAVEMENT
PLAN VIEW
EQ. EQ.
6"
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-37
PUBLIC IMPROVEMENT STANDARDS
GROUNDCOVER
NOTES:
SECTION VIEW
1. SHRUBS SHALL BE OF QUALITY PRESCRIBED IN THE ROOT OBSERVATIONS DETAIL AND SPECIFICATIONS.
2. SEE SPECIFICATIONS FOR FURTHER REQUIREMENTS RELATED TO THIS DETAIL.
SHRUB
ROOTBALL
4" LAYER OF MULCH. NO MORE
THAN 1" OF MULCH ON TOP OF
ROOT BALL. (SEE SPECIFICATION
FOR MULCH)
FINISH GRADE
3X'S WIDEST DIMENSION OF ROOT BALL
LOOSEN SOIL. DIG AND
TURN THE SOIL TO REDUCE
THE COMPACTION TO THE
AREA AND DEPTH SHOWN
SLOPE SIDES OF
LOOSENED SOIL
4" HIGH X 8" WIDE ROUND - TOPPED
SOIL BERM ABOVE ROOT BALL
SURFACE SHALL BE CONSTRUCTED
AROUND THE ROOT BALL. BERM SHALL
BEGIN AT ROOT BALL PERIPHERY
ROOT BALL RESTS ON EXISTING
OR RECOMPACTED SOIL
PRIOR TO MULCHING,
LIGHTLY TAMP SOIL AROUND
THE ROOT BALL IN 6" LIFTS
TO BRACE SHRUB. DO NOT
OVER COMPACT. WHEN THE
PLANTING HOLE HAS BEEN
BACKFILLED, POUR WATER
AROUND THE ROOT BALL TO
SETTLE THE SHRUB.
EXISTING SOIL
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-38
PUBLIC IMPROVEMENT STANDARDS
SHRUB - UNMODIFIED SOIL
NOTES:
1. SHRUBS SHALL BE OF QUALITY AS PRESCRIBED IN THE
ROOT OBSERVATIONS DETAIL AND SPECIFICATION.
2. SEE SPECIFICATIONS FOR FURTHER REQUIREMENTS
RELATED TO THIS DETAIL.
SHRUB
ROOT BALL
ROUND - TOPPED SOIL BERM 4" HIGH AND
8" WIDE ABOVE ROOT BALL SURFACE
SHALL BE CENTERED ON THE DOWNHILL
SIDE OF THE ROOT BALL FOR 240°. BERM
SHALL BEGIN AT ROOT BALL PERIPHERY
PRIOR TO MULCHING, LIGHTLY TAMP SOIL AROUND THE
ROOT BALL IN 6" LIFTS TO BRACE SHRUB. DO NOT OVER
COMPACT. WHEN PLANTING HOLE HAS BEEN BACKFILLED,
POUR WATER AROUND THE ROOT BALL TO SETTLE SOIL
4" LAYER OF MULCH. NO
MORE THAN 1" OF MULCH
ON TOP OF ROOT BALL
ORIGINAL SLOPE SHOULD
PASS THROUGH THE POINT
WHERE THE TRUNK MEETS
SUBSTRATE/SOIL
SLOPE SIDES OF
LOOSENED SOIL BOTTOM OF ROOT BALL
RESTS ON EXISTING OR
RECOMPACTED SOIL
EXISTING SOIL
LOOSENED THE SOIL. DIG AND TURN THE
SOIL TO REDUCE THE COMPACTION TO THE
AREA AND DEPTH SHOWN
3X'S WIDEST DIMENSION OF ROOT BALL
SECTION VIEW
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-39
PUBLIC IMPROVEMENT STANDARDS
SHRUB ON SLOPE (5% TO 50%)
NOTES:
1. TREES SHALL BE OF QUALITY PRESCRIBED IN
CROWN OBSERVATIONS AND ROOT
OBSERVATIONS DETAILS AND SPECIFICATIONS.
2. SEE SPECIFICATIONS FOR FURTHER
REQUIREMENTS RELATED TO THIS DETAIL.
CENTRAL LEADER (SEE
CROWN OBSERVATION DETAIL)
TRUNK CALIPER SHALL
MEET ANSI Z60 CURRENT
EDITION FOR ROOT BALL SIZE
ROOT BALL MODIFIED AS
REQUIRED
ROUND-TOPPED SOIL BERM 4" HIGH X
8" WIDE ABOVE ROOT BALL SURFACE
SHALL BE CONSTRUCTED AROUND
THE ROOT BALL. BERM SHALL BEGIN
AT ROOT BALL PERIPHERY
EXISTING
SOIL
SLOPE SIDES OF
LOOSENED SOIL
BOTTOM OF ROOT BALL
RESTS ON EXISTING OR
RECOMPACTED SOIL
4" LAYER OF MULCH. NO
MORE THAN 1" OF MULCH ON
TOP OF ROOT BALL. (SEE
SPECIFICATIONS FOR MULCH)
LOOSENED SOIL. DIG AND TURN THE
SOIL TO REDUCE COMPACTION TO THE
AREA AND DEPTH SHOWN
PRIOR TO MULCHING, LIGHTLY TAMP SOIL AROUND
THE ROOT BALL IN 6" LIFTS TO BRACE TREE. DO
NOT OVER COMPACT. WHEN THE PLANTING HOLE
HAS BEEN BACKFILLED, POUR WATER AROUND
THE ROOT BALL TO SETTLE THE SOIL
FINISH
GRADE
SECTION VIEW
3X'S WIDEST DIMENSION OF ROOT BALL
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-40
PUBLIC IMPROVEMENT STANDARDS
TREE WITH BERM
NOTES:
SECTION VIEW
1. TREES SHALL BE OF QUALITY PRESCRIBED IN
CROWN OBSERVATIONS AND ROOT
OBSERVATIONS DETAILS AND SPECIFICATIONS.
2. SEE SPECIFICATIONS FOR FURTHER
REQUIREMENTS RELATED TO THIS DETAIL.
4" LAYER OF MULCH. NO
MORE THAN 1" OF MULCH
ON TOP OF ROOT BALL
(SEE SPECIFICATION FOR
MULCH)
ROUND-TOPPED SOIL BERM 4" HIGHX 8" WIDE
ABOVE ROOT BALL SURFACE SHALL BE
CENTERED ON THE DOWNHILL SIDE OF THE
ROOT BALL FOR 240° BERM SHALL BEGIN AT
ROOT BALL PERIPHERY
ROOT BALL
MODIFIED AS
REQUIRED
TRUNK CALIPER SHALL
MEET ANSI Z60 CURRENT
EDITION FOR ROOT BALL SIZE
CENTRAL LEADER (SEE CROWN
OBSERVATIONS DETAIL)
ORIGINAL SLOPE SHOULD
PASS THROUGH THE POINT
WHERE THE TRUNK BASE
MEETS SUBSTRATE/SOIL
LOOSENED SOIL. DIG AND TURN THE SOIL TO REDUCE
THE COMPACTION TO THE AREA AND DEPTH SHOWN
PRIOR TO MULCHING, LIGHTLY TAMP SOIL AROUND THE
ROOT BALL IN 6"LIFTS TO BRACE TREE. DO NOT OVER
COMPACT. WHEN THE PLANTING HOLE HAS BEEN
BACKFILLED, POUR WATER AROUND THE ROOT BALL TO
SETTLE THE SOIL
3X'S WIDEST DIMENSION OF ROOT BALL
SLOPE SIDES OF
LOOSENED SOIL
CITY COUNCIL APPROVAL: 01/24/2023
APPROVED BY CITY ENGINEER
APPROVED BY PUBLIC WORKS DIRECTOR
REVISIONS
NAME BY DATE
L-41
PUBLIC IMPROVEMENT STANDARDS
TREE ON SLOPE (5% TO 50%)