Hanford City Council
March 4, 2025

City Council Meeting
Agenda
March 4, 2025
7:00 PM – Regular Meeting
Council Chambers
400 N. Douty St.

Council Members will meet in-person in the Council
Chambers. The meeting will also be lived streamed on the City’s website: http://livestream.hanford.city/

5:00 PM CALL TO ORDER STUDY SESSION:

ROLL CALL BY THE CITY CLERK:

PUBLIC COMMENT:

Study Sessions are considered Special Meetings under the Brown Act. Accordingly, comments from the public are limited to items listed on the agenda (GC 54954.3a). Public Comment will be accepted during each agenda item. A maximum of three minutes is allowed for each speaker. Please begin your comments by stating your name and providing your city of residence.

STUDY SESSION:

A. Council Review and Discussion of the 2025 Community Development Block Grant (CDBG) - Annual Action Plan
B. Presentation to Council regarding the City's CalPers Unfunded Accrued Liability and Pension Obligation Bonds update and challenges
C. Presentation to the City Council about potential changes to the City's social media platforms, including the ability for the public to comment on City posts under a 'Limited Public Forum' structure and discussion of the City's first Social Media Policy.

CALL TO ORDER REGULAR SESSION:

ROLL CALL:

INVOCATION:

Andrea Lott
FLAG SALUTE:

COUNCIL REPORTS/GENERAL REPORTS:

Brief information-only reports from City Council and/or Staff, including committee reports and reports by City Council related to meetings attended at City expenses (AB1234).

CONSENT CALENDAR:

Consent Calendar items are considered routine and will be enacted in one motion. There will be no separate discussion of these matters unless a request is made and then the item will be removed from the Consent Calendar to be discussed and voted upon by a separate motion.

A. Waive reading in full of resolutions and ordinances and approval and adoption of same by reading the title only.

B. IT: Authorization to purchase Implementation Services with Tyler Technologies for the Water Meter Replacement Project and appropriate $42,600 in the Water Fund to cover the cost of the services.

C. Parks and Community Services: Appropriation of $40,000 from the General Fund for the Century of Memories - Civic Auditorium's Centennial Celebration D. Utilities and Engineering: Adoption of Resolution No.25-06-R regarding the public transit needs within the City of Hanford, and approve the filing of a Notice of Exemption to certify that projects to be constructed with these funds are categorically exempt from the California Environmental Quality Act, and authorization for the City Manager to sign and submit a claim for TDA funds and any subsequent amended claims.

GENERAL BUSINESS:

A. Parks and Community Services: 2024/2025 Winter Wonderland Final Report and appropriation of $49,999 from the General Fund to allow for the payment of the two drone shows, which will be funded by the San Joaquin Valley Unified Air Control District for the Clean Alternatives to Fireworks Grant Program
B. Parks and Community Services: Adoption of the 2025 Active Transportation Plan ITEMS FOR FUTURE AGENDAS:

At this time, any Council Member may ask a question for clarification or may request a matter, which is not otherwise scheduled on a City Council agenda, to be placed on a future agenda. The Council Member referring the item shall provide sufficient information as to the nature of the item. The City Council, by concurrence of a majority, may direct the City Manager to put the item on a future agenda. (GOV. CODE SEC. 54954.2) A. Council Future Agenda Items
B. Upcoming Events and Important Dates:

March 18: Regular City Council Meeting
March 27: League of California Cities Policy Committee Meetings, Burbank April 1: Regular City Council Meeting
ADJOURNMENT:

Materials related to an item on this Agenda submitted to the City Council after distribution of the agenda packet are available to public inspection in the City Clerk’s Office located at 319 N. Douty Street, Hanford, California 93230, during normal business hours. Such agendas are also available at the city’s website, www.cityofhanfordca.com subject to staff’s ability to post the agenda before the meeting. If you need a disability-related modification or accommodation, including auxiliary aids or services, to participate in this meeting, please contact the City Clerk’s office, 559-585-2515, 319 N. Douty Street, Hanford, California 93230, at least 2 days prior to the meeting {28 CFR 35.102.35.104 ADA Title II}

4.A.

AGENDA

STAFF REPORT

MEETING DATE: 3/4/2025 AGENDA SECTION: STUDY SESSION

SUBJECT:

Council Review and Discussion of the 2025 Community Development Block Grant (CDBG) - Annual Action Plan

RECOMMENDATION

Informational Summary of the Allocation Process for the CDBG Annual Action Plan (APP) and Budget for Program Year 2025 (PY 2025)

BACKGROUND

The U.S. Department of Housing and Urban Development (HUD) annually allocates Community Development Block Grant (CDBG) funds to the City of Hanford. Although the PY 2025 federal appropriations are yet to be released, the estimated allocation is $569,484, which includes the City’s entitlement grant of $544,484 (based on the 2024 allocation) and estimated program income of $25,000 from loan repayments. These funds support various projects, as detailed in Attachment A.

HANFORD, CA CDBG PROCESS

Consolidated Plan:

In compliance with federal regulations, HUD requires the City to prepare a five-year Consolidated Plan. The City Council approved the current plan on May 7, 2024, covering the program years 2024- 2028.

Annual Action Plan:

Each year, the City must submit an Action Plan to HUD, detailing the specific uses for CDBG funds for that program year. The plan is submitted between January and May, depending on the timing of federal budget decisions. Public outreach is an integral part of the planning process.

Project Selection and Funding:

CDBG-funded activities must meet one of three national objectives:

1. Benefit low- and moderate-income (LMI) persons (70% of funds must meet this objective).

2. Aid in the prevention or elimination of slums and blight.

3. Address urgent needs that pose an immediate threat to community health or welfare.

The City of Hanford has received approximately $550,000 annually from CDBG since 2004. Eligible activities include:
• Public Services: Job training, childcare, crime prevention, and Fair Housing counseling (limited to 15% of annual allocation).
• Housing Activities: Homeownership assistance, rehabilitation, and lead-based paint abatement.
• Economic Development: Microenterprise assistance, commercial rehabilitation, and special economic development projects.
• Public Facilities & Improvements: Infrastructure improvements, such as water/sewer lines, streets, and public facilities.
• Other: Property acquisition, clearance, and rehabilitation of commercial or industrial buildings. • Planning and Administration: Program oversight and coordination (limited to 20% of the total allocation)

CDBG Funding Categories & Spending Limits:

The total allocation for PY 2025 will be distributed as follows:
• Public Services: $85,422 (15% of allocation)
• Program Administration: $113,896 (20% of the allocation) • Housing Rehabilitation: $170,166
• Public Improvements/Community Enhancement: $200,000

Summary of Proposed 2025 Action Plan Activities/Projects:

See Attachment A for the PY 2025 Project/Activity Summary and Attachment B for the funding recommendations.

PUBLIC COMMENTS
A public notice was published on February 21, 2024, in the Hanford Sentinel. As of the report’s preparation, no public comments have been received.

FISCAL IMPACT:

This action is a prerequisite to ensuring the City can receive its $544,484 CDBG entitlement funds.

ATTACHMENTS:

1. Program Year 2025 Project Descriptions

2. Summary of Funding Recommendations

ATT ACHMENT A

City of Hanford Program Year 2025 (PY 2025) Annual Action Plan Community Development Block Grant (CDBG)
While the U.S. Department of Housing and Urban Development (HUD) has not yet announced the FY 2025-26 CDBG allocations, the City of Hanford anticipates receiving approximately $544,484 in CDBG funds, alongside an estimated $25,000 in program income for planning purposes.

Based on these anticipated resources, the following activities are proposed:

1. Planning and Administration
Budget: $113,896
These funds will be allocated to effectively administer and oversee the City's CDBG program for PY 2025. Eligible expenses include staff time for administrative duties, training, materials, and advertising.

2. Affordable Housing
Housing Rehabilitation Program
Budget: $170,166
The City of Hanford will continue to offer the Emergency/Minor Repair Program, which provides qualifying residents with up to $24,999 in assistance for emergency home repairs.

Repairs covered include roof replacement, water meter replacement, HVAC system repair, exterior painting, and accessibility improvements. It is anticipated that seven households will benefit from this program.

3. Public Improvements
Kings Community Action Organization (KCAO) - Food Bank Service Center Budget: $200,000
This funding will support the development of a state-of-the-art Food Bank Service Center (FBSC) to address food insecurity and homelessness in Kings County. The FBSC will be located at the southwest corner of 10th Avenue and Hanford-Armona Road in Hanford, CA.

The project will be implemented in three phases:
• Phase 1: Construction of a low-barrier emergency shelter for up to 200 individuals, offering 24/7 support and emergency housing. The shelter will also provide mental health, substance use, and job training services to help residents transition toward stability.

The City has committed up to $1,000,000 over five years (2023-2025), contingent on annual allocations.

4. Public Services
• King Tulare Homeless Alliance (KTHA) - Continuum of Care (COC) Support Budget: $10,000
KTHA partners with agencies across Kings and Tulare Counties to address homelessness. CDBG funds will assist with activities like the Point in Time census, which provides a snapshot of homelessness trends and supports agencies in planning and securing funding for services.
• Community Services and Employment Training Inc. (CSET) - Fair Housing Education
Budget: $15,000
In collaboration with CSET , the City will educate renters and landlords on fair housing rights, ensuring protection against housing discrimination and promoting equal housing opportunities.

• Kings Commission on Aging - Senior Meals Program
Budget: $40,000
This funding will support the delivery of meals to seniors and help local community kitchens and food pantries manage the increased demand for food services. It will cover operating costs such as staffing, supplies, utilities, maintenance, and insurance. • Kings Community Action Organization (KCAO) - Overnight Shelters Budget: $20,000
KCAO will use these funds to support overnight shelters for unhoused individuals in Hanford, providing essential services and safe spaces during nighttime hours.

5. Alternate Projects
These projects may be funded if additional funds become available or if any projects are canceled or delayed. The selection process will consider project priority, available funding caps (e.g., Public Service Cap), eligibility, and the project’s completion timeline. • Additional Funding for Public Service Subrecipients (subject to 15% cap) • Additional Funding for Administration and Planning (subject to 20% cap) • First-Time Homebuyers Program: $200,000
• Housing Rehabilitation: $200,000

Resources:
2025 Estimated Entitlement Allocation 544,484.00$
2025 Estimated Program Income 25,000.00$
Prior Year Resources -$
Total FY 2025/26 CDBG Resources 569,484.00$
Expenditures:

Planning & Administration (20% cap= $113,896)
Total Administration 113,896.00$
Public Services:

Kings Tulare Homeless Alliance - Continuum of Care/Point-In-Time Count/LINC 10,000.00$ Kings Commission on Aging 40,000.00$
Fair Housing 15,000.00$
Kings Community Action Organization- Overnight Shelters 20,422.00$ Public Services (15% Cap = $85,422)
85,422.00$
Affordable Housing:

City of Hanford - Emergency/Minor Home Repair Program 170,166.00$ Total Affordable Housing 170,166.00$
Public Facility Improvements:

King Community Action - Food Bank Service Center 200,000.00$ Total Public Facility Improvements 200,000.00$
Total FY 2025/26 CDBG Expenditures 569,484.00$
Table 1: Program Year 2025-2026 DRAFT CDBG Annual Action Plan Administration and Planning:

Summary of Funding Recommendations
*Any increase or decrease of FY 24/25 CDBG annual allocation and/or program income will be directed to the CDBG Emergency Repair Program. *
Attachment B

4.B.

AGENDA

STAFF REPORT

MEETING DATE: 3/4/2025 AGENDA SECTION: STUDY SESSION

SUBJECT:

Presentation to Council regarding the City's CalPers Unfunded Accrued Liability and Pension Obligation Bonds update and challenges

RECOMMENDATION:

That the City Council receive this staff report and corresponding presentation on the City’s CalPERS unfunded accrued liability and pension obligation bond.

Recommended Motion: Informational item, no motion required.

BACKGROUND:

The City of Hanford (the “City”), like most cities in California, has an unfunded accrued liability (“UAL”) associated with its CalPERS pension plans for Miscellaneous & Safety employees. The UAL represents the shortfall between what is needed to pay retiree benefits versus how much in current assets the City maintains with CalPERS. The UAL is not required to be repaid all at once but is amortized over a period (20 years, currently) at an interest rate of 6.80%. Pension costs are one of the largest financial challenges facing most cities throughout California and are primarily due to factors outside of the City’s control, namely CalPERS’ assumption changes and investment performance.

In addition to the UAL, the City also pays debt service on its Pension Obligation Bond (“POB”), which was issued in May 2022 after a thorough education and risk evaluation process. The 2022 POB has an interest rate of 4.39% (2.41% lower than CalPERS’ interest rate of 6.80%) and is currently outstanding in the amount of $27.9 million. When issued in May 2022, the POB was designed to pay off about 60% of the City’s projected UAL at the time, converting that portion of the UAL debt to a lower interest rate and leveling out payments, especially in the near term when the City was facing a peak in UAL payments. As of June 30, 2023, the date of the most recent actuarial valuation, the City’s UAL is $35.6 million. Since that actuarial valuation, CalPERS has reported FY 2023-24 preliminary investment returns of 9.3%, which is higher than CalPERS’ 6.80% target investment return, and is therefore projected to decrease the City’s UAL to $32.5 million. The actual impact of the FY 2023-24 investment return and other assumptions will not be known until the 6/30/2024 actuarial valuation is finalized by CalPERS later this summer.

CalPERS is also currently undergoing its Asset Liability Management (“ALM”) Study, which occurs every four years to balance the expected cost of pension payments with the expected investment returns. As part of the ALM Study, CalPERS will review its investment portfolios and retirement plan liabilities, including demographic & economic factors, such as membership, payroll growth, retirement

ages, inflation, and life expectancy. The outcome of the ALM study will be known in November 2025.

Any assumption changes made by CalPERS as part of the 2025 ALM Study will impact the City.

While the City still forecasts good financial benefits from issuing the 2022 POB, the City will need to manage the annual payments associated with the new UAL moving forward. The chart below provides a current picture of the City’s UAL and POB payments. The City’s combined UAL + POB payment is rising to $6.3 million by FY 2028-29, which is 69% higher than the City’s FY 2024-25 combined payment of $3.8 million.

Also included in the chart below is a purple, dashed line estimating the UAL payments if the City had not issued the 2022 POB. The space between the purple, dashed line and the top of the bars represents the City’s projected annual savings from issuing the 2022 POB.

As a result of the 2022 POB’s relatively low interest rate (4.39% vs. 6.80% CalPERS interest rate), the City has already saved over $3 million and is projected to save more over the next 10 years. These savings have helped the City build up its General Fund unrestricted fund balance to $12.6 million as of 6/30/2024 (28% of operating expenditures). The City is approaching the 35% target set by its Financial Reserve Policy.

The City is also saving money each year by continuing to prepay its annual UAL payment in July, which provides the City with a 3.3% discount compared to if the City paid in monthly installments.

The City is facing increasing UAL payments over the next few years, and therefore it would be prudent for the City to annually review projected pension costs based on CalPERS’ latest assumptions and evaluate additional pension cost management strategies. The City’s first goal should be building up its unrestricted fund balance to its 35% policy level. Cost management strategies such as a Section 115 Pension Trust, Internal Pension Reserve, and/or Additional Discretionary Deposits to CalPERS can be implemented after the unrestricted fund balance has reached the policy level. These options will need to be considered in addition to using General Fund dollars for capital projects and/or operational needs.

FISCAL IMPACT:

None

ATTACHMENTS:

None

4.C.

AGENDA

STAFF REPORT

MEETING DATE: 3/4/2025 AGENDA SECTION: STUDY SESSION

SUBJECT:

Presentation to the City Council about potential changes to the City's social media platforms, including the ability for the public to comment on City posts under a 'Limited Public Forum' structure and discussion of the City's first Social Media Policy.

RECOMMENDATION:

Recommendation: That the City Council receives a presentation and provides direction on allowing public comments under a Limited Public Forum structure in order to proceed with the creation of a City of Hanford Social Media Policy.

BACKGROUND:

During the April 18, 2023 City Council meeting, City Council Members directed staff to move forward with a one-way form of communication on its social media platforms and restrict public comments on all of the accounts it manages:
• City of Hanford Facebook
• City of Hanford Instagram
• City of Hanford X (Twitter)
• City of Hanford Nextdoor
• City of Hanford LinkedIn
• City of Hanford YouTube
• Hanford Fire Department Facebook
• Hanford Fire Department Instagram
• Hanford Police Department Instagram
• Hanford Police Department LinkedIn
• Hanford Police Department TikTok
• Hanford Parks and Community Services Department Facebook • Hanford Parks and Community Services Department Instagram • Hanford Winter Wonderland Facebook
• Hanford Winter Wonderland Instagram
• Hanford Winter Wonderland TikTok

Since the direction was given, comments have been turned off on all posts and the City has managed these accounts as “non-public forums.” However, in recent months, certain Council

Members have expressed interest in turning on public comments again.

In response to this proposal and in preparation for creating an official City of Hanford Social Media Policy, City Attorney Ty Mizote recently completed a thorough analysis of the various types of government forums in which speech occur. If City Council elects to allow public comments on its social media pages again, City Council should provide direction on which type of public forum should be established to serve as the basis of the City’s Social Media Policy. If Council follows the City Attorney’s recommendation of creating a limited public forum, it should also provide direction on what restrictions should be imposed, so long as they are viewpoint-neutral and reasonable in light of the purpose served by the forum.

Another point to consider is the extent to which the City will respond to comments on its social media posts. City staff believes responding to comments may be warranted when:
• Responding to a direct question from a community member • Correcting misinformation or inaccurate comments

It is important to note that the City has never restricted direct messages on its social media pages and actively monitors those messages and responds to them as necessary.

Next steps: The City Attorney will begin crafting the City of Hanford Social Media Policy and return at a later date for Council review and approval.

FISCAL IMPACT:

ATTACHMENTS:

None

10.B.

AGENDA

STAFF REPORT

MEETING DATE: 3/4/2025 AGENDA SECTION: CONSENT CALENDAR

SUBJECT:

Authorization to purchase Implementation Services with Tyler Technologies for the Water Meter Replacement Project and appropriate $42,600 in the Water Fund to cover the cost of the services.

RECOMMENDATION:

The Hanford City Council, by motion, approve the purchase of implementation services with Tyler Technologies for the Water Meter Replacement Project and appropriate $42,600 in the Water Fund.

Recommended Motion: I move to authorize the purchase of implementation services with Tyler Technologies for the Water Meter Replacement Project (CIP #825600) and appropriate an additional $42,600 in the Water Fund .

BACKGROUND:

The City’s water services are currently metered using Zenner meters with a fixed network Advanced Meter Infrastructure (AMI). However, most meters are over 15 years old and need replacement. To address this, the City issued a Request for Proposals to replace all existing meters with a new fixed-network AMI system.

On July 2, 2024, the City Council approved an agreement with Badger Meters for the project. After review, it was determined that this implementation will require collaboration with our financial and billing software vendor (Tyler Technologies) to integrate the new AMI system with the Utility Billing System, ensuring seamless data transfer from Badger’s system to Tyler Munis.

FISCAL IMPACT:

Approximately $16.5 million paid by the City's Water Fund, with this additional appropriation of $42,600 for (CIP #825600). There is no impact to the General Fund.

ATTACHMENTS:

1. Hanford AMI Project Quote

2025-522846-J2J7B3 CONFIDENTIAL Page 1 Quoted By:Karen GrossetQuote Expiration:08/10/25Quote Name:City of Hanford - ERP - AMI Meter ProjectQuote Description: AMI Meter ProjectSales Quotation For:Shipping Address:City of Hanford315 N Douty StHanford CA 93230-3903Professional Services DescriptionQuantityUnit PriceExt DiscountExtended PriceMaintenanceAMI Utility Billing Project Cost - Implementation56$ 225.00$ 0.00$ 12,600.00$ 0.00AMI Utility Billing Project Cost - Project Management/Analysis1$ 4,000.00$ 0.00$ 4,000.00$ 0.00AMI Utility Billing Project Cost - PS Meter Replacement1$ 14,000.00$ 0.00$ 14,000.00$ 0.00AMI Utility Billing Project Cost - PS Meter Sync1$ 12,000.00$ 0.00$ 12,000.00$ 0.00TOTAL$ 42,600.00$ 0.00SummaryOne Time FeesRecurring Fees Total Tyler License Fees$ 0.00$ 0.00 Total SaaS$ 0.00$ 0.00

2025-522846-J2J7B3 CONFIDENTIAL Page 2 Total Tyler Services$ 42,600.00$ 0.00 Total Third-Party Hardware, Software, Services$ 0.00$ 0.00 Summary Total$ 42,600.00$ 0.00 Contract Total$ 42,600.00Unless otherwise indicated in the contract or amendment thereto, pricing for optional items will be heldFor six (6) months from the Quote date or the Effective Date of the Contract, whichever is later.Customer Approval:Date:Print Name:P.O.#:All Primary values quoted in US DollarsCommentsClient agrees that items in this sales quotation are, upon Client's signature or approval of same, hereby added to the existing agreement ("Agreement") between the parties and subject to its terms. Additionally, payment for said items, as applicable but subject to any listed assumptions herein, shall conform to the following terms:•License fees for Tyler and third party software are invoiced upon the earlier of (i) deliver of the license key or (ii) when Tyler makes such software available for download by the Client;•Fees for hardware are invoiced upon delivery;•Fees for year one of hardware maintenance are invoiced upon delivery of the hardware;•Annual Maintenance and Support fees, SaaS fees, Hosting fees, and Subscription fees are first payable when Tyler makes the software available for download by the Client (for Maintenance) or on the first day of the month following the date this quotation was signed (for SaaS, Hosting, and Subscription), and any such fees are prorated to align with the applicable term under the Agreement, with renewals invoiced annually thereafter in accord with the Agreement.

2025-522846-J2J7B3 CONFIDENTIAL Page 3 •Fees for services included in this sales quotation shall be invoiced as indicated below.Implementation and other professional services fees shall be invoiced as delivered.Fixed-fee Business Process Consulting services shall be invoiced 50% upon delivery of the Best Practice Recommendations, by module, and 50% upon delivery of custom desktop procedures, by module.Fixed-fee conversions are invoiced 50% upon initial delivery of the converted data, by conversion module, and 50% upon Client acceptance to load the converted data into Live/Production environment, by conversion module.Except as otherwise provided, other fixed price services are invoiced upon complete delivery of the service. For the avoidance of doubt, where "Project Planning Services" are provided, payment shall be invoiced upon delivery of the Implementation Planning document. Dedicated Project Management services, if any, will be invoiced monthly in arrears, beginning on the first day of the month immediately following initiation of project planning.If Client has purchased any change management services, those services will be invoiced in accordance with the Agreement.Notwithstanding anything to the contrary stated above, the following payment terms shall apply to services fees specifically for migrations: Tyler will invoice Client 50% of any Migration Fees listed above upon Client approval of the product suite migration schedule. The remaining 50%, by line item, will be billed upon the go-live of the applicable product suite. Tyler will invoice Client for any Project Management Fees listed above upon the go-live of the first product suite. Unless otherwise indicated on this Sales quotation, annual services will be invoiced in advance, for annual terms commencing on the date this sales quotation is signed by the Client. If listed annual service(s) is an addition to the same service presently existing under the Agreement, the first term of the added annual service will be prorated to expire coterminous with the existing annual term for the service, with renewals to occur as indicated in the Agreement.•Expenses associated with onsite services are invoiced as incurred.Tyler's quote contains estimates of the amount of services needed, based on our preliminary understanding of the scope, level of engagement, and timeline as defined in the Statement of Work (SOW) for your project. The actual amount of services required may vary, based on these factors.Tyler's pricing is based on the scope of proposed products and services contracted from Tyler. Should portions of the scope of products or services be altered by the Client, Tyler reserves the right to adjust prices for the remaining scope accordingly.Unless otherwise noted, prices submitted in the quote do not include travel expenses incurred in accordance with Tyler's then-current Business Travel Policy.Tyler's prices do not include applicable local, city or federal sales, use excise, personal property or other similar taxes or duties, which you are responsible for determining and remitting. Installations are completed remotely but can be done onsite upon request at an additional cost.In the event Client cancels services less than four (4) weeks in advance, Client is liable to Tyler for (i) all non-refundable expenses incurred by Tyler on Client's behalf; and (ii) daily fees associated with the cancelled services if Tyler is unable to re-assign its personnel.The Implementation Hours included in this quote assume a work split effort of 70% Client and 30% Tyler.

2025-522846-J2J7B3 CONFIDENTIAL Page 4 Implementation Hours are scheduled and delivered in four (4) or eight (8) hour increments.Tyler provides onsite training for a maximum of 12 people per class. In the event that more than 12 users wish to participate in a training class or more than one occurrence of a class is needed, Tyler will either provide additional days at then-current rates for training or Tyler will utilize a Train-the-Trainer approach whereby the client designated attendees of the initial training can thereafter train the remaining users.AMI Utility Billing Project Cost - Project Management fees will be billed upon authorizing signature in order to schedule your project. All other Fees are billed when/if incurred. Fees are based on our provided Statement of Work. Fees may vary based on your project scope.

10.C.

AGENDA

STAFF REPORT

MEETING DATE: 3/4/2025 AGENDA SECTION: CONSENT CALENDAR

SUBJECT:

Appropriation of $40,000 from the General Fund for the Century of Memories - Civic Auditorium's Centennial Celebration

RECOMMENDATION:

Recommendation: By motion, Council appropriate $40,000 from the General Fund for the Century of Memories - Civic Auditorium's Centennial Celebration event

Recommended Motion: I motion to appropriate $40,000 from the General Fund for the Century of Memories - Civic Auditorium's Centennial Celebration event BACKGROUND:

The Civic Auditorium is celebrating its one-hundredth birthday this spring. Per Council's direction, staff formed a planning committee of community members and staff to prepare for this event. On February 18th, staff provided the Council with an update and draft budget. Based on the Council's direction, an appropriation of $40,000 is requested for this event. The estimated event revenue goal is $20,000 from event ticket sales and sponsorships.

FISCAL IMPACT:

Appropriation of $40,000 from the General Fund with the goal of $20,000 in revenue generated to offset expenses. This appropriate would be from the General Fund existing fund balance (reserve).

Although the city passed a balanced budget, this appropriation does not fully offset with new revenue and as such per resolution, city council may determine special one-time expenses are warranted to be paid by reserve funds.

ATTACHMENTS:

1. Century of Memories Draft Budget

2. Civic Birthday Planning Org Chart (2)

3. Civic Centennial Celebration Flyer

"A Century of Memories"
Civic Auditorium Centennial Celebration
Draft Budget
Revenue Quanity Per Unit Units TOTAL Notes
Ticket Sales 100 $75 $7,500 $75 per couple
Classic Car Exhibition 500 $5 $2,500 Carnegie
Alcohol Sales $250 $250
Main Sponsor 1 $5,000 $5,000
Supporting Sponsors 5 $1,000 $5,000
City Birthday Budget $115 $115
TOTAL REVENUE $20,365
Expense
Insurance $9,000 $9,000 Insurance on antique cars
Food and drinks 200 $23 $4,600 $23 per person, Fuzazzi's Alcohol $1,000 $1,000
Dessert 1 $1,500 $1,500 Sweet Pallet Bakery
Event rentals $1,500 $1,500 Danielsons, linen, placesetings Entertainment 1 $2,500 $2,500
Decorations 1 $2,500 $2,500
Displays $5,000 $5,000
Staffing 2 $20.00 hr 20 hrs. $800 Saturday Facility Hosts Marketing/Outreach $3,000 $3,000 Social, print, banners Security 3 $35 30 hr. $3,150 Three guards @ 5 hrs each
Video Production 1 $2,500 $2,500 Remscape
TOTAL EXPENSE $37,050
TOTAL REVENUE $20,365
TOTAL EXPENSE $37,050
($16,685) 55.0% Cost Recovery
Revised 2/12/25 8:30 am

Planning Committee
Historic Displays Entertainment
Planning,
Coordination,
Logistics
Food and Beverage Decorations Promotions/
Marketing
Budgeting, Finance,
Sponsorships
Randy Shaw Rob Bently Trista Campos/ Michelle Brown? ? Brian Johnson Brad Albert/ Tash Lawag
Jack Schwartz Orie Rubalcava ? ? ? ? Chris Tavarez Michael Simas
Bruce Bently
“A Century of Memories”
Civic Auditorium Centennial Celebration
Mary Mendoza
Brian Johnson

HANFORD CIVICAUDITORIUM

CENTENNIALCELEBRATION
1925 2025
A Century of Memories
Civic Auditorium
Centennial Celebration
& 2025 Carnegie Car Show
A Century of Memories
Civic Auditorium
Centennial Celebration
& 2025 Carnegie Car Show
www.hanfordca.gov/Civic100www.hanfordca.gov/Civic100
400 N. Douty Street400 N. Douty Street
Saturday, June 7, 2025Saturday, June 7, 2025
Afternoon: Free Festival Afternoon: Free Festival Evening: Ticketed Event Evening: Ticketed Event

10.D.

AGENDA

STAFF REPORT

MEETING DATE: 3/4/2025 AGENDA SECTION: CONSENT CALENDAR

SUBJECT:

Adoption of Resolution No.25-06-R regarding the public transit needs within the City of Hanford, and approve the filing of a Notice of Exemption to certify that projects to be constructed with these funds are categorically exempt from the California Environmental Quality Act, and authorization for the City Manager to sign and submit a claim for TDA funds and any subsequent amended claims.

Recommendation:

That the City Council, by motion:

1. Determine, based on the City's financial participation in and support of the existing Kings County Area Transit Agency System, that there are no areas within the City of Hanford with unmet public transit needs which could reasonably be met by the expansion of the transit system or by the establishment of a new system;

2. Adopt the attached Resolution No. 25-06-R regarding the public transit needs within the City of Hanford;

3. Authorize the City Manager to sign and submit the claim for funds and any subsequent amended claims required.

Recommendation Action:

I make a motion to (approve/deny):

1. That there are no areas within the City of Hanford with unmet public transit needs which could reasonably be met by the expansion of the transit system or by the establishment of a new system;

2. Adopt the attached Resolution No. 25-06-R regarding the public transit needs within the City of Hanford;

3. The City Manager to sign and submit the claim for funds and any subsequent amended claims required;

Background:

One of the responsibilities of the Kings County Association of Governments (KCAG) is to administer the Transportation Development Act (TDA) State funds available to Kings County. TDA funds are

composed of Local Transportation Funds (LTF) and State Transit Assistance (STA) funds that must be used for streets and roads projects, and the amounts allocated to each jurisdiction are based on population. The amounts to be distributed are determined after public hearings are conducted that identify if there are any unmet transit needs in the jurisdictions and it is determined that the proposed projects to be funded meet the environmental requirements. The tentative TDA funds to be distributed for FY 25/26 are listed below, and may be modified depending on findings of unmet transit needs. A public hearing for unmet transit needs will be conducted by Kings County Association of Government, (KCAG) on behalf of Kings County and all city jurisdictions.

The estimated FY 25/26 allocations for King County are $6,200,000, and the distributions are summarized below:

Prior to the KCAG Public Hearing for unmet transit needs, the City is required to approve Resolution 25-06-R (Attachment 1) stating the City's determination on unmet transit needs in the City of Hanford. The resolution identifies transit needs and permits the City Manager to sign and submit a claim for funding for existing streets and roads rehabilitations and reconstruction projects within existing rights of way, as well as any amended claims as may be required. The resolution along with a project list must be submitted to KCAG by April 1st, 2025.

A CEQA Exemption Notice for California Environmental, Title 14, Section 14104 (c) Public Resources Code has been filed for the identified projects (Attachment 2 and 3). Title 14 stipulates that rehabilitation and or reconstruction of existing highways and streets within existing rights of way are Categorically Exempt from Environmental Impact Report (EIR) requirements. The attached projects list identifies the projects that the TDA funding is approved to be used for. This list can be modified if CEQA documents are updated for new projects.

KCAG will hold a Public Hearing in April and May covering the findings of unmet transit needs for Kings County and all city jurisdictions. The final TDA funding distributions will be determined based on the public hearing findings, and if portions of the funds will be allocated to unmet transit needs prior to distributions. Once the final funding amounts are established, KCAG will send the City the "Article 8 Claim Form" which must be signed by the City Manager. An example of the FY 24/25 Article 8 form (Attachment 4) is attached for review.

Fiscal Impact:

The estimated funds of $2,408,310 are based on estimates and subject to adjustment based on KCAG final determination and will be deposited into the Gas Tax Transportation Capital Improvement Fund for use on the street projects capital improvement program. Funds will be allocated in July 2025.

Population Apportionment
City of Avenal 9.1602% $ 567,932
City of Corcoran 14.1738% $ 878,776
City of Hanford 38.8437% $2,408,310
City of Lemoore 17.5952% $1,090,902
County of Kings 20.2271% $1,254,080
100.0000% $6,200,000

ATTACHMENTS:

1. Resolution 25-06-R

2. CIP FY22-26 (2)

3. Notice of Exemption

4. FY 24-25 Article 8 Form EXAMPLE

ATTACHMENT “B”
RESOLUTION NO. 25-06-R

RESOLUTION OF THE CITY COUNCIL OF THE CITY OF HANFORD

REGARDING THE PUBLIC TRANSIT NEEDS WITHIN THE CITY OF HANFORD

AND AUTHORIZING THE FILING OF A CLAIM FOR LOCAL TRANSPORTATION FUNDS

At a regular meeting of the City Council of the City of Hanford, duly called and held on March 4th, 2025 it was moved by Council Member , and seconded by Council Member , and carried that the following resolution be adopted:

WHEREAS, the Transportation Development Act provides for Local Transportation Funds (LTF) for meeting transportation needs that can be reasonably met; and WHEREAS, once public transportation needs are met, the balance of the LTF may be claimed for local streets and roads; and
WHEREAS, the City of Hanford has participated with the Kings County Area Public Transit Agency to provide public transportation for the City of Hanford; and WHEREAS, the Kings County Area Public Transportation Authority Board, a joint powers authority, will conduct a Public Hearing on behalf of the City Council to determine if there are unmet transportation needs that are reasonable to meet; and
WHEREAS, the aforementioned service is currently meeting all transit needs that are reasonable to be met.

NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Hanford does hereby find that, based on current evidence, there are no areas within the City of Hanford with unmet public transit needs which could reasonably be met by expansion of existi ng transportation systems or by establishing new systems.

BE IT FURTHER RESOLVED that the City Council of the City of Hanford claim the unused balance of the Local Transportation Funds, not used for public transportation and transportation planning, for maintenance of local streets and roads, and that per Public Resources Code, Title 14, Section 14104(c), rehabilitation and reconstr uction of roadways within existing right s of way is categorically exempt from environmental review, and that the City Manager is authorized to sign and submit the claim for funds and any subsequent amended claims required.

Passed and Adopted at a regular meeting of the City Council of the City of Hanford duly called and held on the 16th day of May, 2023, by the following vote:

AYES: Council Member

NOES: Council Member

ABSTAIN: Council Member

ABSENT: Council Member

, Mayor

ATTEST:

City Clerk

STATE OF CALIFORNIA)
COUNTY OF KINGS ) ss

CITY OF HANFORD )

I, NATALIE CORRAL, City Clerk of the City of Hanford, do hereby certify the foregoing Resolution was duly passed and adopted by the City Council of the City of Hanford at a regular meeting thereof held on the 4th day of March, 2025.

Dated: March 4, 2025
Natalie Corral, City Clerk

PROJECT TITLE 2022 2023 2024 2025 2026
Sidewalk and Miscellaneous Concrete Repairs 42,140 41,030 43,000 43,000 43,000 New Sidewalk and ADA Improvements 52,100 51,410 54,000 54,000 54,000 Street Division Maintenance 315,798 311,645 327,000 327,000 327,000 Unscheduled Arterial Upgrades & Traffic Signal Installation 210,530 207,750 218,000 218,000 218,000 Survey Monumentation / Benchmark Update 15,780 15,580 15,000 15,000 15,000 Pavement Resurfacing Treatment 996,850 983,690 950,000 950,000 950,000 East Lacey Boulevard Widening / Reconstruction, 10th Avenue to Sierra Drive 4,679,020 4,617,240 0 0 0 Reclamite Seal Treatment 181,580 0 187,500 0 187,500
Grangeville Blvd. Widening, Centennial Dr. to 13th Ave. 0 0 500,000 3,920,000 0 0 0 0 625,000 5,130,000
TOTAL $6,493,798 $6,228,345 $2,294,500 $6,152,000 $6,924,500

FUNDING SOURCES
0040 Gas Tax 864,638 674,057 864,500 677,000 864,500
0045 Gas Tax (RMRA) 994,423 981,293 0 0 0
0050 Gas Tax (TDA Transportation) 959,351 946,129 697,000 1,697,000 1,697,000 0052 Gas Tax (RSTP Exchange Funds) 00000
0055 Congestion Mitigation and Air Quality (CMAQ) 463,715 457,592 0 0 0 0181 Transportation Impact Fees 1,780,671 1,757,159 718,000 2,313,000 2,948,000 0359 Storm Drainage Capital 523,380 524,260 7,500 507,500 507,500 0362 Wastewater Capital 271,674 268,091 7,500 457,500 407,500 0391 Water Capital 635,946 619,764 0 500,000 500,000
TOTAL $6,493,798 $6,228,345 $2,294,500 $6,152,000 $6,924,500

TRANSPORTATION PROJECTS - FIVE YEAR CAPITAL PLAN
Lacey Blvd. Widening / Reconstruction, from Magna Carta to 13th Ave. and 13th Ave. from Lacey Blvd. to 1300 feet north.

GOV CODE 6103
Notice of Exemption
To: Office of Planning and Research
P.O. Box 3044, Room 212
Sacramento, CA 95812-3044
County Clerk
County of Kings
Kings County Government Center
Hanford, CA 93230
From: City of Hanford – Public Works
900 S. 10th Avenue
Hanford, CA 93230
Project Title: Streets and Roads Maintenance and Reconstruction Project Location – Existing street rights of way within the Hanford City of Hanford Limits
Project Location – City: HanfordProject Location – County: Kings County Description of Nature, Purpose and Beneficiaries of Project:

Improvement of City streets for the benefit of the citizens of Hanford and Kings County.

Name of Public Agency Approving Project: City of Hanford Name of Person or Agency Carrying Out Project: City of Hanford, Public Works Department Exempt Status: (check one)
Ministerial (Sec. 21080 (b) (1); 15268);
Declared Emergency (Sec. 21080 (b) (3); 15269(a);
Emergency Project (Sec. 21080 (b) (4); 15269(b) (c);
Categorical Exemption State type and section number: (Sec. 15301 (c)); Statutory Exemption. State code number: 15301 Existing Facilities Other (Sec. 1410 (c) Public Resources Code).

Reasons why project is exempt:

Street maintenance and construction within existing City rights of way is exempt per CEQA 15301 (c) – Existing highways and streets, sidewalks, gutter, bicycle and pedestrian trails and similar facilities.

Lead Agency
Contact Person: Lisa Dock Area Code/Telephone: (559) 585-2555 Signature: Date: Title: City Engineer
Signed by Lead Agency Date received for filing at OPR:

Signed by Applicant

H:\RTPA\LTF\FY2024-25\Article 8 Form.docx
REV 01_2024

CLAIM FOR TDA FUND

OTHER CLAIMS
ARTICLE 8

1. Claimant: City of Hanford

900 S. 10th Ave.

Hanford, CA 93230

2. Claim for FY 2024-25

3. Amount of Apportionment (estimate): 38.9973% $ 2,495,827

4. Purpose for which claimed funds will be used:

Article 8, Section 99400(a), Local Street and Roads and projects which are provided for use by pedestrians and bicycles. $ 1,299,533

Article 8, Section 99400(b), Passenger Rail Service Operations and Capital Improvements (including Article 3, Section 99234.9, Rail Passenger Service Projects). $ 0

Article 8, Section 99400(c), Contracted Transportation Services. $ 0

Article 8, Section 99400(d), Contracted Transportation Services Administrative and Planning. $ 0

Article 8, Section 99402, Transportation Planning Process (including Article 3, Section 99233.1, RTPA Administration). $ 77,994

5. NOTE: KCAPTA will Claim $ 1,118,300 through Article 4.

6. Has your governing body conducted a public hearing for the purpose of soliciting comments on the unmet transit needs that may exist within your jurisdiction?

NO YES

7. Has your governing body passed a resolution in which the finding was made that there are no areas within your jurisdiction with unmet public transit needs which could reasonably be met by expansion of existing transportation systems or by establishing a new system?

NO YES

Include a copy of that resolution and documentation of the finding, including evidence and information that provides the basis for the finding, and designate it as "Attachment B".

x
x

H:\RTPA\LTF\FY2024-25\Article 8 Form.docx
REV 01_2024

8. Has your governing body passed a resolution authoring the person whose signature appears below to submit this claim?

NO YES

9. Proposed road maintenance and construction budget for the fiscal year of this claim:

$

Include a list of road maintenance and construction projects for which the funds are requested and designate it as "Attachment C".

10. Has your governing body certified environmental documents for projects to be funded by this claim?

NO YES

11. Signature and Title Date

Payment for projects approved by KCAG will be made to Claimant as money is available for distribution in Claimant's account.

x
1,607,000
x
Mario Cifuentez, City Manager

11.A.

AGENDA

STAFF REPORT

MEETING DATE: 3/4/2025 AGENDA SECTION: GENERAL BUSINESS

SUBJECT:
2024/2025 Winter Wonderland Final Report and appropriation of $49,999 from the General Fund to allow for the payment of the two drone shows, which will be funded by the San Joaquin Valley Unified Air Control District for the Clean Alternatives to Fireworks Grant Program

RECOMMENDATION:

Recommended Motion: The Council receives the Winter Wonderland Final Report and appropriates $49,999 for two drone shows funded by the San Joaquin Valley Unified Air Pollution Control District for the Clean Alternatives to Fireworks Grant Program.

BACKGROUND:

Over the past four years, the City of Hanford has successfully managed the annual holiday Winter Wonderland event. Since its inception, this event has become a regional holiday destination for Southern San Joaquin Valley families. The backdrop of historic Civic Park provides the perfect venue that has been referred to as a Hallmark picture. The business model for the event creates multiple revenue opportunities and provides economic benefits for the downtown business district.

The requested appropriation of $49,999 for two drone shows is fully funded by the Clean Alternatives to Fireworks Grant from the San Joaquin Valley Unified Air Control District.

2024-2025 Winter Wonderland Event Data:

Number of visits: 92,000
Number of skaters: 19,457
Average length of stay: 81 minutes
Collective vendor revenue $175,740
Visits to drone shows: $10,600
Sponsorship revenue: $85,059

CAPITAL INVESTMENTS

The 2023-2024 Winter Wonderland event produced a net revenue of $106,679. Council approved the rollover to this year's budget, enabling the City to purchase the ice rink and accompanying equipment. This strategic decision ensures the long-range financial stability of the event and will reduce annual expenses by $140,000 for future years. The capital investments include:
• Portable ice rink

• 450 pairs of ice skates
• New 30' Christmas tree
• Used Zamboni
• Skate racks
• Truss towers
• Ten new skate aids
• Santa Experience

Capital investments totaled $320,733.88

These investments will ensure the fiscal sustainability of the Winter Wonderland event by reducing rental expenses by approximately $135,000 annually. As shown in the graph below:

2024/2025 FINAL BUDGET

PARTNERS

As the event has grown over the past four years, there are many to thank for their assistance.

Without these people and organizations, the event would not be possible:

Sponsorships
Forty-one local businesses financially contributed to the event, and seven firms traded goods and services.

Internal Partnerships
In addition to the external partners, the Winter Wonderland event could not have happened without the many internal departments and divisions.

Department Contribution Public Works
Streets Division Carpentry of the ice rink skirting and ramps; and the removal of the Santa Experience shed
Fleet Division Maintenance and repair of the Zamboni Community Development Santa Experience Hanford Police Department Event safety
Hanford Fire Department Water hose, natural gas connection, and safety inspections Administration

Human Resources Staff recruitment and hiring Community Relations Marketing and advertising City Manager Support on all aspects of the event Parks Division Event set-up, breakdown, restoration, and logistics Recreation Division Staffing, operations, ticketing, and event day-to-day event management

LOOKING FORWARD

Following the conclusion of this year's event. Debriefing with staff and vendors has provided insights into event adjustments and improvements, including:
• Hardscape the center grass area, eliminating the need and cost of annual sod replacement ($7,000), while decreasing park maintenance and creating flexible space for the various Civic Park events
• Focus on the development of school field trip packages and private ice rink rentals • Reduction of ticket price for youths aged 5-18 to $10.00 • Additional theme nights
• Continuance of drone shows based on grant funding availability • Research projection mapping to create outdoor entertainment • Continue Storytime with Santa

FINANCIAL IMPACT:

An appropriation of $49,999 will authorize the expenditure to cover the costs of the drone shows.

This amount will be reimbursed through grant funding.

ATTACHMENTS:

None

11.B.

AGENDA

STAFF REPORT

MEETING DATE: 3/4/2025 AGENDA SECTION: GENERAL BUSINESS

SUBJECT:

Adoption of the 2025 Active Transportation Plan

RECOMMENDATION:

Recommendation: Approve the Adoption of the 2025 Active Transportation Plan BACKGROUND:

The 2020 Parks and Recreation Master Plan was developed through extensive community engagement. The plan strongly indicated the priority and need for walking and biking trails, which Hanford lacks. Throughout the past 133 years, the City has been developed as a car-centric community. As the City continues to expand, the need for a comprehensive Active Transportation Plan (ATP) is critical to the City's plan for growth.

In 2022, the City received the Sustainable Transportation Planning Grant for $224,423 to update the 2016 Pedestrian and Bicycle Plan. With unanimous council approval, Alta Transportation + Planning was awarded the contract to develop the ATP through a competitive bid process. Since March 2023, Alta has engaged with the public through community outreach, online and paper surveys, public meetings, a dedicated webpage, and pop-up events. On January 13, 2025, the Draft ATP was presented to the Parks and Recreation Committee for input. The draft ATP will be given to the City Council on February 4th to receive Council input. On February 10th, the ATP will return to the Parks and Recreation Commission as a voting agenda item. The plan will then be returned to the City Council on February 18th to propose the adoption of the plan.

If adopted, the ATP provides the framework to improve the safety and well-being of Hanford residents by enhancing their active transportation options. The ATP strategically positions the City with the ability to apply for grant funding to support the plan's implementation financially. The Administrative Draft of the ATP is attached for your review. Below is the Executive Summary of the Draft ATP.

Executive Summary

Hanford is well positioned to increase walking and bicycling for transportation. The city has a flat topography, and most destinations are within a 20-minute bicycle ride. The many quiet, tree-shaded streets offer pedestrians and cyclists shade from the intense summer heat. The City has initiated efforts to improve pedestrian safety in the Downtown area and commenced planning for a cross-city trail, The People’s Trail, with a bike and pedestrian crossing over Highway 198 linking north and south Hanford. The future High-Speed Rail station and the Cross Valley Corridor will be

transformative projects that will significantly expand mobility options, and this Plan recommends non- motorized connections to those anticipated stations.

These future investments and natural assets provide the foundation upon which the City can continue to build a high-quality citywide network for walking and bicycling – accessible and comfortable for everyday use by residents and visitors of all ages and abilities.

Developed through a robust two-phase engagement process, the Plan Update 2024 is organized around four overarching goals:

1. Access, Connectivity, and Multi-modal Consistency: Provide a well-connected multi-modal transportation network that offers safe, comfortable, and convenient mobility options for all residents and visitors of the City of Hanford.

2. Health, Wellbeing, and Sustainability: Advance public health, environmental quality, and economic prosperity by providing inviting sidewalks, bikeways, and trails that encourage frequent usage and improve access to other non-vehicle modes of travel.

3. Public Safety and Comfort: Provide a safer and more comfortable environment for people walking, bicycling, and using other active modes.

4. Collaboration and Community Partnerships: Develop a network of pedestrian and bicycle facilities through a collaborative process that builds and maintains community trust.

The Plan Update 2024 calls for a significant expansion of Hanford’s existing bicycle network and pedestrian infrastructure, using a data-driven approach using the bicycle- and pedestrian-involved collision data and active travel demand data.

Nearly 93 miles of new bikeways are proposed in the Plan Update 2024, which would be triple the current 31 miles of bikeways in the city. The proposed bike network projects significantly enhance the existing bike network by adding Shared-Use Path (Class I) – including the People’s Trail) – Buffered Bike Lanes (Class IIB) and Separated Bikeways (Class IV) facilities to the city. The Plan Update 2024 also recommends improvements to the pedestrian infrastructure at 59 locations centralized around 3 Pedestrian Priority Zones in North and South Hanford and Downtown Hanford. Four Pedestrian Priority Corridors are recommended for sections of Hanford Armona Road, E Lacey Boulevard, 11th Avenue, and N Douty Street. The Plan calls for these improvements to be phased over time. Phase 1 improvements include a backbone network of 16 miles of enhanced bikeways and 33 locations where pedestrian improvements are urgently needed.

In addition to infrastructure improvements, the Plan Update 2024 recommends policies and programs to support active transportation. Among these recommendations, an expanded partnership with the city’s school districts would enhance Safe Routes to School programs for K-12 children. At the same time, temporary car-free street events, a bike lending library, and bicycling skills courses could encourage more Hanford residents to walk or bike to their destinations.

The Plan Update 2024 establishes a vision for the future of active transportation in Hanford that ties into the city’s General Plan and Parks and Recreation Plan. As recommendations are implemented, the City will improve health and safety, encourage mode shift, and enhance the qual FISCAL IMPACT: THE FISCAL IMPACT OF IMPLEMENTING THE ACTIVE TRANSPORTATION PLAN (ATP) IS UNKNOWN. WITHIN THE PLAN, FUTURE FUNDING SOURCES ARE IDENTIFIED FOR FURTHER CONSIDERATION.

ATTACHMENTS:

1. Hanford - ATP Final

FEBRUARY 2025

TABLE OF CONTENTS

CHAPTER ONE

CHAPTER TWO

CHAPTER THREE
Introduction 3
Purpose of the Plan 4
Benefits of Walking and Bicycling 5
Relationship To Other Documents 6
Plan Organization 8
Summary 9
Visions, Goals, and Objectives 10
Overview 11
Vision 11
Goals and Objectives 12
Hanford Today 17
Local Context 18
Transit Access 18
Equity 19
Land Use 21
Existing Bicycle Network 23
Existing Pedestrian Network 27
Barriers to Active Transportation 29
Active Trip Density 29
Active Trip Potential 31
Safety 33
User Experience & Perceived Comfort 36
Bicycle Level of Traffic Stress 37
Pedestrian Barriers 40

TABLE OF CONTENTS (Continued)
Outreach 42
Online Survey 44
Online Interactive Mapping Tool 45
City Website and Social Media 46
Phase 1 Events: Community Workshops
and Pop-up Events 47
Walk Audit 49
Phase 2 Events: Community
Open Houses and Pop-Up Events 51
Recommendations 54
Recommendations Process 55
Pedestrian Recommendations 56
Pedestrian Improvement Toolbox 57
Bicycle Recommendations 66
Non-Infrastructure Policy
and Program Recommendations 74
Programmatic Recommendations 76
Safe Routes to School Programs 80
Evaluation Programs 84
Implementation 86
Prioritization 87
Appendices 93
Design Guides 94
Concept Designs 96
Funding Sources 98
Bicycle Recommendations 111
Pedestrian Recommendations 114

CHAPTER FOUR

CHAPTER FIVE

CHAPTER SIX

CHAPTER SEVEN

Introduction

CHAPTER ONE

IntroductI on
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 5

PURPOSE OF THE PLAN
The Active Transportation Plan Update 2024
establishes a long-term vision for improving
walking and bicycling in Hanford by updating
the previous plan adopted by the City Council
in 2016.

The Plan Update 2024 provides a strategy
to develop a comprehensive bicycle and
walking network to connect Hanford residents
across Highway 198 and improve access to
transit, schools, and downtown alongside
support facilities like bicycle parking and
pedestrian amenities. The plan also recognized
the transformative transportation changes
the new High-Speed Rail (HSR) station,
Fast Track Hanford: HSR Connectivity and
Downtown Improvement Project, and the
Cross Valley Corridor will bring to Hanford.

The Plan integrates the new HSR station with
the City’s long-term active transportation
network. These transportation and trail
recommendations are paired with education,
encouragement, enforcement, and evaluation
programs. This document also identifies a plan
to implement these projects and programs
through prioritization and phasing to ensure
implementation is manageable and fundable.

This Plan Update 2024 represents a long-term,
aspirational vision for walking and bicycling in
Hanford. It recognizes that limited funding and
resources will require phased implementation of
the proposed improvements over many years.

The Plan Update 2024 process provided
opportunities for elected and appointed
members of the City’s Boards and Commissions,
as well as the public, to participate in the
development process of the Plan Update 2024
by evaluating, commenting, and suggesting
ideas for walking and bicycling. Updates to
the Plan are necessary as a progressive city
is rarely static, and the needs of a viable city
are dynamic. Ideally, the Plan Update 2024
should be reviewed every two years to update
maps, project lists, and priorities as facilities
are completed and to keep pace with the
development landscape.

IntroductI on
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 6

BENEFITS OF WALKING

AND BICYCLING
Public Health
Physical inactivity is now widely understood to play a significant role in the most common chronic diseases in the United States, including heart disease, stroke, and diabetes, and each year, approximately 280,000 adults in the United States die prematurely due to obesity-related illnesses.

A 2004 study published in the American Journal of Preventive Medicine by Frank et al. reported that for each additional 60 minutes spent in a car daily, there is a six percent increase in the chances of being obese1. Creating a physical environment that encourages walking and bicycling and improves access to parks and active recreation opportunities in other neighborhoods is a key strategy to fight obesity and inactivity. It has been shown to impact health substantially with a relatively small public investment. Hanford is well-positioned to encourage active travel because the small city size makes most destinations accessible within a 20-minute bike ride. collision reduction
Conflicts between people walking, bicycling, and driving can result from poor behavior as well as insufficient or ineffective design. Encouraging development and redevelopment in which bicycling and walking are supported can enhance safety and comfort levels for all users. Designated bicycling and walking facilities, well-designed crossings, and continued education and enforcement can reduce the risk of crashes and injuries.

Equity
Bicycling and walking are inexpensive and broadly accessible forms of transportation. A bicycle’s average annual operating cost is $308, compared to $8,220 for the average car. Bicycling and walking are affordable means of transportation for low-income and disadvantaged residents. Access to active transportation provides added freedom and independence for youth and parents (who may otherwise be transporting their children) as well as for some people who cannot drive and those who have chosen not to drive.

Quality of Life
Creating conditions where walking and bicycling are accepted and encouraged increases a community’s livability in ways that are difficult to measure but should not be overlooked. The built environment (i.e., architectural design, land use patterns, and transportation systems) profoundly impacts quality-of-life issues. The aesthetic quality of a community improves when visual and noise pollution caused by automobiles is reduced and green space is reserved for facilities that allow people of all ages to recreate and travel in pleasant settings. 1Frank, Lawrence D et al. “Obesity relationships with community design, physical activity, and time spent in cars.” American journal of preventive medicine vol. 27,2 (2004)

IntroductI on
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 7

RELATIONSHIP TO OTHER DOCUMENTS
Hanford’s 2016 Pedestrian and Bicycle
Master Plan guides the development of the
City’s Active Transportation Network and
sets out a vision:

Hanford – A city where walking and cycling
are fully integrated into daily life, providing
environmentally-friendly transportation
alternatives that are both safe and convenient
for people of all ages and abilities.

The Active Transportation Plan Update 2024
helps the City realize this ambitious vision
along with implementing goals, policies,
and recommendations adopted through
complementary City planning efforts such as the
Parks and Recreation Master Plan, Downtown
Pedestrian Safety & Traffic Circulation Project
Update, Downtown East Precise Plan and Local
Roadway Safety Plan.

The Active Transportation Plan Update 2024
also helps the City do its part to achieve larger
regional and state goals embraced in:
⊲ Kings County’s General Plan 2035
⊲ Regional Climate Action Plan 2014
⊲ Kings County Association of Governments
2019 Regional Active Transportation Plan
⊲ Cross Valley Corridor Plan
⊲ Kings-Tulare High-Speed Rail Station Plan
⊲ Toward an Active California: State Bicycle
and Pedestrian Plan.

This Plan Update 2024 will help Hanford
continue to meet the following goals.

Hanford
2016 PE dEStrIAn And BI cYcLE
MAS tEr PLA n
⊲ Prepare and maintain a Pedestrian and Bicycle
Master Plan that identifies existing and future
needs, provides specific recommendations for
facilities and programs, and identifies priorities
and funding sources for implementation.
⊲ Develop a safe, convenient, and continuous
network of pedestrian sidewalks and
pathways that link neighborhoods with
schools, parks, shopping areas, employment
centers, and the future High-Speed Rail
station.
⊲ Improve roadway safety and integrate
pedestrian and bicycle facilities with public
transit.

HAnFord doWntoWn EAS t
PrEcISE PLAn
⊲ Promote equitable, affordable housing and
revitalization within downtown for residential
and commercial purposes.
⊲ Providing more mixed uses, increasing
residential density, personal services, and
entertainment, with shared streets for safer,
more pedestrian-friendly experiences.

KInGS-tuLA rE HIGH-SPEE d
rAIL S tAtIon trAnSIt-
orIE ntEd dEVEL oPME nt And
connE ctIVItY PLA n
⊲ Connect transit services from downtown
Hanford to the Kings-Tulare HSR Station along
Lacey Boulevard.
⊲ Promote transit-oriented and economic
development and encourage context-
appropriate development in areas surrounding
the Kings-Tulare HSR Station.

IntroductI on
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 8
Kings county
2019 r EGIonAL A ctIVE
trAnSPortAtIon PLA n
⊲ Support the goals under the Kings County
Regional Transportation Plan (RTP) and
Sustainable Communities Strategies (SCS)
of a more balanced transportation system
and serve as the foundation for the non-
motorized transportation chapter of the 2018
update of the RTP/SCS.
rEGI onAL c LIMAtE ActIon
PLA n
⊲ Reduce regional greenhouse gas emissions
by 15% below 2005 levels by 2020.
california
toWArdS An ActIVE
cALIF ornIA: S tAtE BI cYcLE
And PE dEStrIAn PLA n
⊲ Triple bicycling and double walking and
transit trips statewide by 2020 (relative
to 2010).

IntroductI on
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 9

PLAN ORGANIZATION
chapter 01
Introduction
Outlines the Plan Update 2024’s purpose
and explains its place in the context of other
planning efforts and initiatives.
chapter 02
Vision & Goals
Captures the vision and policy framework for
Hanford’s Active Transportation Plan Update
2024. The chapter includes performance
metrics because what fails to be measured fails
to get done.
chapter 03
Hanford today
Provides an inventory of present-day walking
and bicycling in Hanford, including physical
conditions of facilities as well as education,
enforcement, and encouragement programs.
chapter 04
outreach
Chronicles how stakeholders, businesses, and
thousands of community members shaped the
Plan Update 2024 through a comprehensive
engagement process.
chapter 05
Projects, Programs
& Policies
Describes and maps the specific projects,
programs, and policy changes recommended
to meet the active transportation needs of
Hanford’s residents and visitors.
chapter 06
Implementation Plan
Presents a strategy to evaluate and prioritize
projects and provides details on funding
opportunities to advance the Plan Update 2024
through phased implementation. Presents the
People’s Trail as a priority project for the City.

Appendices
Recommendations Table: Provides a list of
the recommendations with details on specific
locations and priorities.

Design Guidelines: Provides the City with
information on dimensions, materials, and
other relevant engineering considerations
when designing and constructing walking and
bicycling infrastructure.

Funding Sources: Provides the City with a list
of funding mechanisms to help implement the
recommendations in the plan.

IntroductI on
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 10

EXECUTIVE SUMMARY
Hanford is well positioned to increase walking
and bicycling for transportation. The city
has a relatively flat topography, and most
destinations within a 20-minute bicycle ride.

The many quiet, tree-shaded streets offer
pedestrians and cyclists shade from the
intense summer heat. The City has initiated
efforts to improve pedestrian safety in the
Downtown area and initiated planning for a
cross-city trail, The People’s Trail, with a bike
and pedestrian crossing over Highway 198
linking north and south Hanford. The future
High-Speed Rail station and the Cross Valley
Corridor will be transformative projects that will
significantly expand mobility options, and this
Plan recommends non-motorized connections
to those anticipated stations. The Plan also
supports and provides guidance for the Fast
Track Hanford: High Speed Rail Connectivity
and Downtown Improvement Project, which
recently received federal funding from the US
DOT’s Rebuilding American Infrastructure with
Sustainability and Equity (RAISE) grant program.

These future investments and natural assets
provide the foundation upon which the City
can continue to build a high-quality citywide
network for walking and bicycling – one that is
accessible and comfortable for everyday use by
residents and visitors of all ages and abilities.

Developed through a robust two-phase
engagement process, the Plan Update 2024 is
organized around four overarching goals:

1. Access, Connectivity, and Multi-modal
Consistency: Provide a well-connected
multi-modal transportation network that
offers safe, comfortable, and convenient
mobility options for all residents and visitors
of the City of Hanford.

IntroductI on
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 11

2. Health, Wellbeing, and Sustainability:

Advance public health, environmental
quality, and economic prosperity by
providing inviting sidewalks, bikeways, and
trails that encourage frequent usage and
improve access to other non-vehicle modes
of travel.

3. Public Safety and Comfort: Provide a safer
and more comfortable environment for
people walking, bicycling, and using other
active modes.

4. Collaboration and Community
Partnerships: Develop a network of
pedestrian and bicycle facilities through
a collaborative process that builds and
maintains community trust.

The Plan Update 2024 call for a significant
expansion of Hanford’s existing bicycle
network and pedestrian infrastructure, using
a data-driven approach using the bicycle- and
pedestrian-involved collision data and active
travel demand data.

Nearly 93 miles of new bikeways are proposed
in the Plan Update 2024, which would be
triple the current 31 miles of bikeways in the
city. The proposed bike network projects
significantly enhance the existing bike network
by adding Shared-Use Path (Class I) – including
the People’s Trail) – Buffered Bike Lanes
(Class IIB) and Separated Bikeways (Class IV)
facilities to the city. The Plan Update 2024
also recommends improvements to pedestrian
infrastructure at 59 locations centralized around
3 Pedestrian Priority Zones in North and South
Hanford as well as Downtown Hanford. Four
Pedestrian Priority Corridors are recommended
for sections of Hanford Armona Road, E Lacey
Boulevard, 11th Avenue, and N Douty Street. The
Plan calls for these improvements to be phased
over time, with Phase 1 improvements including
a backbone network of 16 miles of enhanced
bikeways and 33 locations where pedestrian
improvements are urgently needed.

In addition to infrastructure improvements, the
Plan Update 2024 recommends policies and
programs to support active transportation.

Among these recommendations, an expanded
partnership with the city’s school districts would
enhance Safe Routes to School programs for
K-12 children, while temporary car-free street
events, a bike lending library, and bicycling
skills courses could encourage more Hanford
residents to walk or bike to their destinations.

The Plan Update 2024 establishes a vision for
the future of active transportation in Hanford
that ties into the city’s General Plan and Parks
and Recreation Plan. As recommendations are
implemented, the City will improve health and
safety, encourage mode shift, and enhance
the quality of life for residents and visitors of
Hanford.

IntroductI on
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 12
Bike Network Recommendations Map

IntroductI on
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 13
Bikeway Network Mileage By Classification
Class Existing (mi.) Recommended (mi.)
Class I: Shared-Use Path 0 12.6
Class II: Bike Lanes 6 9.4
Class IIB: Buffered Bike Lanes 0 50.8
Class III: Bike Routes 25 1.3
Class IIIB: Bike Boulevards 0 14.2
Class IV: Separated Bikeways 0 6.9
TOTAL 31 95.2

IntroductI on
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 14
Pedestrian Network Recommendations Map

IntroductI on
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 15
Pedestrian Recommendations by Tier
Tier Number of Locations
Tier 1 – Urgent Action 33
Tier 2 – Safe Streets Network 6
Tier 3 – Future Study 20
TOTAL 59

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 16
Visions, Goals,
and Objectives

CHAPTER TWO

VISIon S, Go ALS , And oB jEct IVES
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 17

OVERVIEW
The Plan’s vision, goals, and policies build
off the 2016 Hanford Pedestrian and Bicycle
Plan and other City documents. The goals
and policies reflect the priorities expressed by
the community throughout the public outreach
phase of this Plan Update 2024. Discussions
with City departments, best practices across the
nation, and input from community stakeholders
have shaped the proposed strategies and
policies intended to help the City achieve these
goals.

VISION
The City of Hanford will strive to enhance
mobility and safety by creating a well-
connected network of bicycle and pedestrian
facilities, including safe roadway crossings, on-
street bicycle accommodations, and off-street
facilities designed for a wide variety of users
and trip purposes. These enhancements will
be achieved collaboratively with the community
and other local agencies. The City will also
strive to improve health and safety, encourage
mode shift, and enhance the quality of life for
residents and visitors of the City of Hanford.

The Plan Update 2024 is organized around a
vision statement, four overarching goals tied
to relevant objectives, and a series of specific
policies and actions.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 18

GOALS AND OBJECTIVES
Objectives Actions
Support access to jobs,
shopping centers, parks,
recreation centers, transit,
and other local destinations,
including the future Kings
Tulare High-Speed Rail
station.
⊲ Build low-stress bicycle facilities that provide access to local destinations and existing/future transit stations.
⊲ Increase the supply of secure bicycle parking at local destinations.
⊲ Install sidewalks where they are missing.
⊲ Collaborate across City departments to routinely identify and integrate active transportation improvements into all standard maintenance.
⊲ Support the development of a policy to include shared-use paths, sidewalks, and bikeways as part of development agreements. ⊲ Develop a program for a land development fee and utilize funds to implement and maintain the active transportation network.

Plan for Safe Routes to
Schools that allow for
increased mode choice and
safety for students traveling
to and from school.
⊲ Work with the school districts, KART and other regional transit agencies, and the school community (teachers, administrators, students, parents/ caregivers, and neighbors) to identify infrastructure improvements that make walking and bicycling to school a safer option for students.
⊲ Identify infrastructure improvements in the Capital Improvement Program (CIP) to enhance pedestrian and bicycle safety to adjacent schools.
⊲ Create a walking/bicycling bridge (overcrossing) across Highway 198 to help students living in South Hanford reach their closest high school.
⊲ Assist the school districts, as needed, with providing bicycle racks to public schools or adding additional racks at schools in need of more bicycle parking.
⊲ Install traffic calming and other speed reduction measures to incentivize drivers to reduce travel speeds in school zones. 01 ACCESS, CONNECTIVITY, AND MULTI-MODAL CONSISTENCY:

Provide a well-connected multi-modal transportation network that offers safe, comfortable, and convenient mobility options for all residents and visitors of the City of Hanford.

Objectives
GOAL

VISIon S, Go ALS , And oB jEct IVES
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 19
Objectives Actions
Support multi-modal trips
through first- and last-mile
connections and amenities.
⊲ Design bikeways and pedestrian facilities that safely facilitate first- and last-mile connections to transit.
⊲ Install secure long-term bicycle parking at transit stations. ⊲ Ensure and install appropriate sidewalks and ramps with width to accommodate and improve access for pedestrians with mobility challenges.
⊲ Work with KART to increase the percentage of its fleet with racks that accommodate three bicycles.

Conduct before and after
studies of new bicycle and
pedestrian facilities to
measure effectiveness.
⊲ Track rates of people biking/walking, motorist speed, and number of bicycle- and pedestrian-involved collisions.

VISIon S, Go ALS , And oB jEct IVES
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 20
Objectives Actions
Support the health of residents
in the community by reducing
air pollution, asthma rates, and
greenhouse gas emissions.
⊲ Coordinate the development of bicycle and pedestrian networks that allow residents and visitors of the City of Hanford to choose active modes of transportation by providing low-stress, well- connected facilities and integrating bicycling and walking with transit.
⊲ Coordinate implementing programs, policies, and physical improvements to support targeted reductions in automobile vehicle miles traveled annually as residents, workers, and visitors meet daily needs by walking, biking, and using transit. ⊲ Work with the County’s Department of Public Health to address chronic disease or health sensitivities by providing travel options that support an active lifestyle.

Promote an active lifestyle that
includes biking and walking.
⊲ Enhance access to parks, open spaces, recreational facilities, local businesses, and other key destinations throughout the City. ⊲ Support active, walkable streets and safe travel conditions for all users.
⊲ Support programs that incorporate bicycling into the school districts’ physical education programs.

Apply best practices in
environmental stewardship.
⊲ Follow best practices in environmental stewardship during planning, design, and construction of active transportation facilities in or near environmentally sensitive areas and habitats. ⊲ Pursue policies and incentives that reduce vehicle miles traveled and vehicle travel speeds.
⊲ Consider innovation and demonstrative technologies that contribute to sustainable maintenance practices.
02 HEALTH, WELLBEING, AND SUSTAINABILITY:

Advance public health, environmental quality, and economic prosperity by providing inviting sidewalks, bikeways, and trails that encourage frequent usage and improve access to other non-vehicle modes of travel.

GOAL

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 21
Objectives Actions
Reduce conflicts between
transportation modes by
utilizing a layered approach to
road safety.
⊲ Install more streetlights and prioritize new lighting installations at locations with higher pedestrian and bicycle activity or where known safety concerns exist.
⊲ Design for appropriate and context-sensitive safe crossings and visibility of pedestrians and bicyclists at high-volume intersections.
⊲ Use innovative designs to create safety enhancements using guidance from organizations such as the National Association of City Transportation Officials (NACTO) and the Institute of Transportation Engineers (ITE), as well as applicable state and federal design guidelines, including the Safe Systems Approach.

Facilitate multi-modal
transportation through first-
and last-mile mobility options
and smooth transitions
between modes.
⊲ Ensure regular maintenance of sidewalks, bikeways, and trails through maintenance agreements to enhance user experience, safety, and comfort.
⊲ Coordinate with KART and Amtrak to improve pedestrian amenities such as benches and covered waiting areas at transit stops.
⊲ Plan for low-stress bike connections to the High-Speed Rail Station.
⊲ Ensure transit stations meet ADA compliance.

Apply Best Practices for the
development of bicycle and
pedestrian facilities.
⊲ Designate and classify a network for bicycle and pedestrian facilities and amend existing design standards accordingly to allow for multi-modal use of the local road network.
⊲ Apply Complete Streets and trail design standards that meet best practices and community needs, monitor effectiveness, and update the recommendations as needed.

Reduce the frequency and
severity of bicycle and
pedestrian collisions
⊲ Monitor crash factors and provide targeted multi-modal education on transportation safety best practices.
⊲ Fund safety education programs for people driving, walking, and biking that encourage safe behaviors.
⊲ Adopt a City Council resolution authorizing school zone speed limits as low as 15 MPH.
03 PUBLIC SAFETY AND COMFORT:

Provide a safer and more comfortable environment for people walking, bicycling, and using other active modes.

GOAL

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 22
Objectives Actions
Increase the participation
of community members and
vulnerable groups through the
planning process.
⊲ Collaborate internally across City departments and with community-based and non-government organizations as part of future planning processes.
⊲ Ensure project-based outreach for any Plan recommendations follows inclusive public engagement practices.
⊲ Target outreach efforts to reach community members who may not be able to participate in traditional, in-person public meetings.

Coordinate the implementation
of bicycle and pedestrian
projects and facilities with
other local agencies.
⊲ Coordinate the implementation of bicycle and pedestrian facilities with the City’s road maintenance operations to deliver enhancements cost-effectively and improve roadway conditions. ⊲ Actively pursue alternative maintenance and capital funding opportunities with collaboration and support from KART, Amtrak, and the CA High-Speed Rail Authority.
⊲ Continue joint planning efforts with other agencies to deliver enhancements cost-effectively and improve roadway conditions for a multi-modal environment.
04 coLLAB orAtIon And coMM unItY PArtnErSHIPS:

Develop a network of pedestrian and bicycle facilities through a collaborative process that builds and maintains community trust.

GOAL

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 23
Hanford Today

CHAPTER THREE

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 24
LOCAL

CONTEXT

TRANSIT
ACCESS
The City of Hanford is the most populous city
in Kings County, with about 59,000 residents
located between Selma and Corcoran. Highway
198 cuts through the City of Hanford from east
to west and connects to Interstate 5 and the
City of Lemoore to the west. Moreover, Highway
198 isolates the south side, which has no high
schools, from the rest of the city. With the
development of the High-Speed Rail station
on the city’s east side, Hanford’s population
is expected to grow by 30,000 people. A
robust bicycle and pedestrian network will help
address Hanford’s existing barriers to active
travel while accommodating the transportation
needs of new residents and visitors from the
high-speed rail station. Currently, Hanford has
an Amtrak station downtown that connects to
Fresno and Bakersfield.

Hanford’s central downtown area has a well-
connected street grid with cul-de-sac residential
neighborhoods extending to the city limits.

However, large transportation corridors bisect
the City and isolate neighborhoods. In addition
to Highway 198, Highway 43 is at-grade and
runs north-south along the city’s eastern edge.

Highway 43 will be a barrier to the future High-
Speed Rail Station if bicycle and pedestrian
connections are not established. Furthermore,
two railroad tracks also bisect the City north-
south and east-west, intersecting the downtown
area where the existing Amtrak station is
located.

Hanford is served by two transit providers,
Amtrak and Kings Area Rural Transit (KART), that
offer route connections to local and regional
destinations. KART offers nine local bus routes
that extend out from the downtown, connecting
to medical centers, schools, and shopping
areas. Regionally, the Hanford Amtrak station
is located downtown and provides connections
to Bakersfield, Fresno, Stockton, and the Bay
Area. Low-income residents, residents without
vehicle access, and youth depend on transit for
daily transportation needs. Additionally, many
bicyclists may use transit for a portion of their
trip, making bicycling access to transit stops
and train stations an important part of the active
transportation network.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 25
EQUITY
As shown in Figure 1, the entire area south
of Highway 198 and the downtown are is
disproportionately impacted by environmental
pollutants. Some factors that contribute to
the disproportionate impacts are rates of
poverty and unemployment, exposure to
particulate matter, and groundwater threats.

The community of south Hanford is cut off from
the rest of the City by Highway 198, the east-
west railroad track, and large arterials like Lacey
Boulevard. The only routes for residents to
travel northward are along major arterials with
multiple travel lanes and no bicycle facilities
(11th Avenue, Douty Street, and 10th Avenue).

Similarly, the environmentally burdened area
below Grangeville Boulevard and east of the
north-south railroad track is bounded by large
arterials and collectors, including 11th Avenue,
Grangeville Boulevard, and 10th Avenue.

The areas of the City northwest of Lacey
Boulevard and 12th Avenue and east of
10th Avenue between Fargo Avenue and
Grangeville Boulevard rank in the 50 – 75%
of the CalEnviroScreen score. This means
these areas experience more pollution and
socioeconomic burdens than half of similar
census tracts. Finally, the newest part of the city
on the northern edge, bounded by Grangeville
Boulevard on the south and 11th Avenue and
10th Avenue on the east and west, is more
affluent and experiences much less pollution
burden than the rest of the City.

Equity issues are important to all planning
processes, including developing this Plan
Update 2024. Historically, communities with
large populations of people of non-white races
or ethnicities and low-income households
have received less investment from their local
governments, including an uneven spatial
distribution of facilities and safety improvements
for people walking and bicycling. A review
of citywide factors related to social and
physical conditions identified neighborhoods
disproportionately burdened by environmental
pollutants. These and other considerations
informed the projects and prioritization
recommended in this Plan Update 2024.

CalEnviroScreen 4.0 is a tool created by the
California Office of Environmental Health
Hazard Assessment to identify communities
with higher pollution burdens. The tool
uses population characteristics to identify
sensitive populations such as those with
high asthma or cardiovascular disease rates,
housing-burdened low-income households,
and linguistically isolated households. These
population characteristics are combined with
pollution burdens like the amount of smog,
diesel particulate matter, and drinking water
contaminants in a community. Each California
census tract is given a score based on these
indicators, with higher scores experiencing
higher pollution burdens. Communities scoring
over 75% are considered disadvantaged by
the state. This is also a tool used in California’s
Active Transportation Program grant application
scoring. Communities that score in the most
burdened 25% of the state are considered
disadvantaged and receive a slight advantage
in the competitive funding process. Areas in
Hanford that meet this threshold are mapped in
Figure 1.

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Figure 1: Equity Map

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 27

LAND USE
The primary land use of the area within the
Hanford city limits is urban, with few agricultural
areas on the west and south sides (Figure 2).

It is important to note that some of the areas
identified as urban are used as industrial sites,
particularly the areas around the Highways.

Currently, the areas outside the city limits
are unincorporated areas primarily used as
agricultural land. However, with the construction
of the Kings Tulare High-Speed Rail Station and
the Cross Valley Corridor, the city boundary will
grow by annexing much of the unincorporated
area, as seen in Figure 2. Many of the roadways
in the unincorporated areas currently do not
have sidewalks or are unpaved. Therefore,
the City will have the opportunity to build
low-stress bikeways and new sidewalks along
annexed roads to enhance connections to
the future High-Speed Rail Station. Hanford's
existing and planned land uses will inform the
recommendations in this Plan Update 2024 to
maximize the number of people with access to
walking and bicycling networks.

Major destinations in Hanford include
schools, parks, healthcare facilities, shopping
centers, city hall, county administration, and
transit stations, mapped in Figure 2. These
destinations are concentrated on the north side
of Highway 198 between 11th Avenue and 10th
Avenue. They will require a comprehensive
network of active transportation facilities to
allow people to walk or bicycle instead of
driving.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 28
Figure 2: Land Use Map
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Ä198
Ä43HANFORD ARMONA RD

LOCUST ST
14TH AVE
11TH AVE

BROWN ST

DOUTY ST
RO
DGER
S
RD

FOURTH STSIXTH ST

LELAND WAY
10TH AVE

SEVENTH ST

WHITE ST

GRANGEVILLE BLVD

FLORINDA ST
IVY ST

FITZGERA
LD
LN
9 1/8 AVE

DAVIS ST

LACEY BLVD
12TH AVE

HUME AVE

REDINGTON ST

MULBERRYDR

GREENFIELD AVE

GLACIER
W
AY

CORTNER ST
FAIRM
ONT
DR

IRWIN ST
M A
NOR
AVE

ENCOREDR
9 1/4 AVE
HA
RRIS
ST

FARGO AVE
CENT
ENN
IAL
DR

MAGNOLIA AVE

FIFTH ST

MYRTLE ST

IONA AVE

FRONT ST
ASPEN
ST
CAM
PUS
DR
13TH AVE

SECOND ST
9TH AVE

HOUSTON AVE
ELM ST

HOOD AVE

FLINT AVE
10 1/2 AVE
6TH ST

THIRDST
14 1/2 AVE
8 1/2 AVE

IDAHO AVE

GENEVA AVE

GLENDALE AVE
7 1/2 AVE

JACKSON AVE
9 1/2 AVE

DEMAND ANAL YSIS -

LAND USE

CITY OF HANFORD

ACTIVE TRANSPORTATION PLAN
DESTINATIONS + BOUNDARIES
Railroad
Future High Speed Rail
! Future High Speed Rail Station
!
Rail Station
!
School
!
Library
Hanford 2035 City Limit
Hanford City Limit

LAND USE
Agriculture
Nature
Urban
Future Growth Area
Data provided by the City of Hanford. Date saved: 3/1/2024. 0 0.5 1 MILES

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 29

EXISTING BICYCLE NETWORK
the california
department of
transportation (caltrans)
designates four classes of
bicycle facilities:
⊲ Class I: Shared-Use Paths
⊲ Class II: Bicycle Lanes
⊲ Class III: Bicycle Routes
⊲ Class IV: Separated Bikeways
Descriptions of each bikeway class are
included in the following section.

The city’s existing bicycle network has
approximately 6 miles of Class II Bicycle Lanes
and 25 miles of Class III Bicycle Routes (Figure
3). Unfortunately, the Class II Bicycle Lanes
are discontinuous and often end before the
intersection, creating many gaps in the bike
network. Moreover, the Class III Bicycle Routes
run along large arterials with no separate lane
markings for bikes. Hanford has no Class I
Shared-Use Paths that would provide off-road
recreation and travel routes for residents. The
lack of quality facilities is discouraging and
unsafe for most cyclists, as it forces people to
ride on high-stress roads or provide no safe
crossing through large arterials.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 30
class I
Shared use Paths
Class I shared-use paths are paved trails
completely separated from the street. They
allow two-way travel by people bicycling
and walking and are often considered the
most comfortable facilities for children and
inexperienced riders as there are few potential
conflicts between people bicycling and
people driving.

No existing Class I Shared Use Paths in Hanford.
class II
Bicycle Lanes
Class II bicycle lanes are striped preferential
lanes on the roadway for one-way bicycle travel.

Some bicycle lanes include a striped buffer
on one or both sides to increase separation
from the traffic lane or from parked cars, where
people may open doors into the bicycle lane.

There are currently 6 miles of existing Class II Bicycle Lanes in Hanford.

Virginia Corridor Trail in Modesto CA
Bike Lane on Hanford Armona Rd in Hanford

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class III
Bicycle routes
Class III bicycle routes are signed routes
where people bicycling share a travel lane
with people driving. Because they are shared
facilities, bicycle routes are only appropriate
on quiet, low-speed streets with relatively low
traffic volumes. Some Class III bicycle routes
include shared lane markings or “sharrows” that
recommend proper bicycle positioning in the
center of the travel lane and alert drivers that
bicyclists may be present. Per the California
Streets and Vehicle Code Section 891.9, local
jurisdictions shall not install a new sharrow on
a highway that has a posted speed limit greater
than 30 miles per hour, except at or near an
intersection for the purpose of connecting a
Class I, Class II, or Class IV bikeway through
the intersection. Other Class III bicycle routes
include more robust traffic-calming features
to promote bicyclist comfort and are known
as “bicycle boulevards.” The Hanford Fire
Department should be included in discussions
about new or altered bicycle boulevard features
to maintain access for emergency responders.

There are currently 25 miles of existing Class III
Bicycle Routes in Hanford.

Bike Route on Douty St in Hanford
Separated Bikeway in Modesto CA
class IV
Separated Bikeways
Class IV separated bikeways are on-street
bicycle facilities that are physically separated
from motor vehicle traffic by a vertical element
or barrier, such as a curb, bollards, or vehicle
parking aisle. They can allow for one- or two-
way travel on one or both sides of the roadway.

No existing Class IV Separated Bikeways in Hanford.

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Figure 3: Existing Bike Network Map

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EXISTING PEDESTRIAN NETWORK
There are many features that contribute to a convenient and comfortable walking environment.

Significant investments and commitments to future improvements have been made that continue enhancing Hanford’s pedestrian experience.

Sidewalks
Sidewalks form the backbone of the pedestrian
transportation network. Most streets in the
city have sidewalks or pathways on at least
one side. Within the city limits, sidewalk
maintenance is the responsibility of the property
owner. While the city’s sidewalk network is
mostly complete, some streets are missing
sidewalks. These include Houston Avenue,
McCreary Avenue, W 6th Street, and portions of
11th Avenue.

Sidewalk in Downtown Hanford
High-Visibility Crosswalk In Downtown Hanford
High-Visibility c rosswalks
Crosswalks are a legal extension of the sidewalk
and guide pedestrians who are crossing
roadways by defining and delineating their
path of travel. Crosswalks are not required to
be marked; however, marked crosswalks alert
drivers of a pedestrian crossing point and
increase yielding to pedestrians. Markings can
be standard parallel lines or the “continental”
high visibility pattern shown in the image above,
which enhances the visibility of the crossing and
is becoming the best practice. Crosswalks in
school zones are yellow.

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Pedestrian Hybrid
Beacons
Pedestrian hybrid beacons are used to enforce
motorist yielding to pedestrians at uncontrolled
crosswalk locations. The beacon, when
activated by a person wishing to cross, flashes
yellow before displaying a solid red signal to
motorists, requiring them to stop. Pedestrians
are then shown a WALK signal and may cross
the road. When the WALK phase is complete,
the beacon flashes yellow before returning to a
dark inactive state. The operation of the beacon
is illustrated in the graphic below.

Pedestrian Hybrid Beacon in Modesto CA
Rectangular Rapid Flashing Beacon in Modesto CA
rectangular rapid
Flashing Beacon
Rectangular Rapid Flashing Beacons, or
RRFBs, increase the visibility of uncontrolled
or midblock crosswalks with bright LED lights
activated by a pedestrian push button.

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BARRIERS

TO ACTIVE

TRANSPORTATION
ACTIVE

TRIP DENSITY
The city is divided by Highway 198, which runs
east-west on the south side of the downtown.

Additionally, a railroad track runs adjacent to
Highway 198, and a second one runs northwest-
southeast along the western side of downtown.

These extensive infrastructure facilities cut off
residents on the west and south sides from the
city’s main destinations. No high schools are on
the south side; therefore, students must cross
Highway 198 to get to school. The only north-
south corridors that cross Highway 198 are
large, multi-lane arterials with no bicycle lanes
and heavy traffic (i.e., 11th Avenue, Douty Street,
and 10th Avenue). For residents on the west
side, 11th Avenue is a major barrier to downtown.

The only east-west corridors with access
across the railroad tracks are Lacey Boulevard,
Grangeville Boulevard, and Elm Street, all with
multi-lane crossings at 11th Avenue. Moreover,
Highway 43 runs along the eastern city edge
and is a barrier to the future High-Speed Rail
Station. These transportation features create
challenges for walking and biking in some
places, as crossings are limited.

The colocation of residences and destinations
is crucial for supporting active transportation.

Active modes are more often used when
residents live close to their destinations.

Understanding the spatial distribution of
Hanford’s residential and employment centers
can help the City guide development to support
sustainable transportation by identifying where
people are already choosing to walk and bike.

From this analysis, the downtown area, bounded
by Grangeville Boulevard, 11th Avenue, Campus
Dr, and Highway 198, has the highest gross
activity density ( Figure 4). The public library and
the Amtrak station are within walking distance
of each other, and the KART bus routes all
meet in this area. Unfortunately, the streets that
bound this area serve as barriers for walking
and biking. Additionally, the northern area of
the city surrounding Pioneer Middle School
had a high gross activity density relative to the
surrounding areas. Improving roadway safety
in these areas will support the high density of
active trips happening today.

HAn Ford t od AY
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 36
Figure 4: Active Trip Density Map

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 37

ACTIVE TRIP POTENTIAL
Sustainable and active transportation is a key
part of a climate strategy that involves reducing
carbon emissions from transportation. Active
modes often fill first- and last-mile gaps for
transit trips and, on their own, may provide more
flexibility for short trips that are not well-served
by transit. Understanding the demand for active
transportation can help the City of Hanford
guide growth and development in supporting
sustainable transportation by identifying areas
where latent demand for active transportation
may exist.

Active-trip potential measures the proportion
of all trips that may reasonably be made
by active modes—like walking, biking, or
e-micromobility—in a particular area. As trip
distance is an important factor in mode choice,
assumptions about reasonable distances for
vehicle trips that could be replaced by walking,
biking, and e-micromobility, are based on trip
distances from the 2017 National Household
Travel Survey:

To this end, a neighborhood with high active-trip
potential reflected a relatively larger percentage
of trips beginning in that area that were under
five miles. A neighborhood with lower active-
trip potential reflected a more significant
percentage of longer trips starting in that area.

Areas of the city with a higher proportion of
short trips are areas with the highest potential to
convert vehicle trips to active trips.

As shown in Figure 5, the western side of the
city bounded by Grangeville Boulevard, Lacey
Boulevard, and Campus Drive, has the highest
active trip potential. This area of the City is
mainly residential and home to the Tara Estate
Senior Mobile Home Park. Also in this area are
the Youth Athletic Facility and other municipal
buildings. The downtown also has a high active
trip potential; however, it is lower than the area
mentioned above. The northern regions of the
city have the lowest active trip potential.
<1 mile: WALKI nG
1 – 3 miles: BIKIn G
3 – 5 miles: E-BIKES or S cootErS

HAn Ford t od AY
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 38
Figure 5: Active Trip Potential Map

HAn Ford t od AY
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 39
SAFETY
collision Analysis
During the study period, 48 collisions in Hanford
involved a person riding a bicycle or walking.

Five of these victims were killed, and 46 were
injured. Bicycle and pedestrian-involved
collisions were concentrated in the area
bounded by Grangeville Boulevard, 11th Avenue,
10th Avenue, and Highway 198 (Figure 6). This
area encompasses the downtown area, which is
the city’s most walkable area and may explain
the concentration of collisions. A significant
number of collisions occurred on 11th Avenue,
a four-lane arterial connecting to Highway 198
(Table 1).

Additionally, there is a significant concentration
of collisions between the Amtrak station
and the public library in the downtown area.

Furthermore, the 11th Avenue and Lacey
Boulevard intersection was identified as the
highest collision intersection in Hanford, with a
total of 3 collisions involving people walking or
biking (Table 2). This intersection serves as a
western gateway into the downtown area.

Data on bicycle- and pedestrian-related
collisions can provide insight into locations
or roadway features that tend to have higher
collision rates, as well as behaviors and other
factors that contribute to collisions. These
insights will inform the recommendations in this
Plan Update 2024 to address challenges facing
people bicycling and walking.

Collision data involving people walking and
bicycling was acquired from the Berkeley
Transportation Injury Mapping System (TIMS),
a public tool for accessing and mapping crash
data from the California Integrated Traffic
Records System (SWITRS). Four years of data
were evaluated from January 1, 2018, through
December 31, 2022.

COLLISIONS
46 Injur Ed
5 KILLE d

HAn Ford t od AY
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 40
*2018 to 2022 collision data was gathered from the Berkeley Transportation Injury Mapping System (TIMS) to identify the top collision street segments. To do this, collisions that occurred along street segments were defined using the TIMS data where “INTERSECTION” equals “N”. The top 5 street segments with the highest number of collisions were selected. For street segments with the same number of collisions, the collisions with the highest severity were selected.

Table 2: Top 10 Collision Intersections
Intersection
Total
Collisions
Bicycle
Fatality
Bicycle
Severe
Injury
Bicycle
Visible
Injury
Pedestrian
Fatality
Pedestrian
Severe
Injury
Fatality
Pedestrian
Visible
Injury
Lacey Blvd/11th Ave 3 0 0 0 0 1 2
Grangeville Blvd/
Douty St 2 0 1 0 0 0 1
Hanford Armona Rd/
12th Ave 2 0 0 1 0 0 1
Florinda St/White St 2 0 0 1 0 0 1
Hanford Armona Rd/
Philips St 2 0 0 0 0 0 2
Grangeville Blvd/11th Ave 2 0 0 0 0 0 2
5th St/11th Ave 2 0 0 0 1 1 0
Lacey Blvd/10th Ave 1 0 0 0 1 0 0
Eighth St/Douty St 1 0 0 0 1 0 0
12th Ave/Glendale Ave 1 0 0 0 1 0 0
*2018 to 2022 collision data was gathered from the UC Berkeley’s Transportation Injury Mapping System (TIMS) to identify the top collision intersections. To do so, collisions within 200 feet of an intersection were associated with said intersection. For intersections with the same number of collisions, collisions with the highest severity were selected.

Table 1: Top 5 Collision Segments
Street To/From
Total
Collisions
Bicycle
Fatality
Bicycle
Severe
Injury
Bicycle
Visible
Injury
Pedestrian
Fatality
Pedestrian
Severe
Injury
Fatality
Pedestrian
Visible
Injury
11th Ave Ivy St –
Lacey Blvd 3 0 0 0 0 2 1
11th Ave Fifth St –
Fourth St 2 0 0 0 1 1 0
Hanford
Armona Rd
Philips St –
Doris St 2 0 0 2 0 0 0
Seventh St
Phillips St –
Redington
St
2 0 0 0 0 1 1
Grangeville
Blvd
Douty St –
Harris St 2 0 1 0 0 0 1

HAn Ford t od AY
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 41
Figure 6: Collision Map
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Ä198
Ä43HANFORD ARMONA RD

LOCUST ST
14TH AVE 11TH AVE
BROW
N
ST

DOUTY ST
RO
DGER
S
RD

FOURTH STSIXTH ST

LELAND WAY
10TH AVE

SEVENTH ST

WHITE ST

GRANGEVILLE BLVD

FLORINDA ST

FITZGERALD LN
9 1/8 AVE

DAVIS ST

LACEY BLVD
12TH AVE

HUME AVE

REDINGTON ST

MULBERRYDR
GREENF

IELD AVE
GLACI
ER
WA
Y

CORTNER ST
FAIRM
ONT
DR

IRWIN ST

MUSCAT PL
M A
NOR
AVE

ENCOREDR
9 1/
4 AVE
HA
RRIS
ST

FARGO AVE

CENTENNI
AL
D R

MAGNOLIA AVE

IONA AVE

FRONT ST
CAMPUS
DR
13TH AVE

SECOND ST
9TH AVE

NEVILLE ST

HOUSTON AVE

NORTH STAR DR
ELM ST

BERKSHIRE LN

HOOD AVE

FLINT AVE
10 1/2 AVE

THIRDST
14 1/2 AVE
8 1/2 AVE

IDAHO AVE

GENEVA AVE

GLENDALE AVE
7 1/2 AVE

JACKSON AVE
9 1/2 AVE

BICYCLE AND PEDESTRIAN

COLLISIONS

CITY OF HANFORD

ACTIVE TRANSPORTATION PLAN
DESTINATIONS + BOUNDARIES
Railroad
Future High Speed Rail
!
Rail Station
! Future High Speed Rail Station
!
School
!
Library
Hanford 2035 City Limit
Hanford Existing City Limit
Park

COLLISIONS
Pedestrian Collision
Visible Injury
Severe Injury
Killed
Bicycle Collision
Visible Injury
Severe Injury
Killed
Data provided by the City of Hanford, & UC Berkely Transportation Injury Mapping System (TIMS). Date saved: 3/1/2024.

Collision data from 2018 to 2022 was
sourced from the UC Berkeley Transportation
Injury Mapping System (TIMS).
0 0.5 1 MILES

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 42

USER EXPERIENCE &

PERCEIVED COMFORT
Traffic stress is the perceived sense of danger
associated with riding in or adjacent to vehicle
traffic. Studies have shown that traffic stress
is one of the most significant deterrents to
bicycling. The less stressful a bicycle facility is
and, therefore, more comfortable, the wider its
appeal to a broader segment of the population.

A bicycle network will attract a large portion of
the population if it is designed to reduce the
stress associated with potential motor vehicle
conflicts and if it connects people bicycling with
where they want to go.

Bikeways are considered low-stress if they
involve very little traffic interaction by nature
of the roadway’s vehicle speeds and volumes
(e.g., a shared, low-traffic neighborhood street)
or if greater degrees of physical separation are
placed between the bikeway and traffic lane
on roadways with higher traffic volumes and
speeds (e.g., a separated bikeway on a
major street).
types of Bicyclists
Research indicates that the majority of people
in the United States (56-73%) would bicycle
if dedicated bicycle facilities were provided.

However, only a small percentage of Americans
(1-3%) are willing to ride if no facilities are
provided.1 This research into how people
perceive bicycling as a transportation choice
has indicated that most people fall into one of
four categories, illustrated below.

Stron G & FEAr LESS:

Very comfortable and willing to
ride on streets without designated
facilities
EntHuSIAS tIc
& con FIdEnt:

Very comfortable, but prefer streets
with designated bike lanes
IntErEStEd,
But conc ErnEd:

Comfortable on trails and streets
with buffered or separated bike
lanes and interested in biking more
not curr EntLY
IntErEStEd:

Physically unable or very
uncomfortable even on streets with
separated bike lanes

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 43

BICYCLE LEVEL OF TRAFFIC STRESS
Level 1
All Ages and Abilities
To better meet the needs of the “Interested,
But Concerned” cyclist, planners developed
the Bicycle Level of Traffic Stress (Bicycle LTS)
analysis as an objective, data-driven evaluation
model to help identify streets with high levels
of traffic stress. The analysis uses roadway
network data (i.e., posted speed limit, street
width, number of travel lanes, intersection
conditions, presence and character of bikeway
facilities, and land use context) to determine
bicyclist comfort level. Combining these
criteria creates four levels of traffic stress for
the existing roadway network. The lower the
number, the lower the stress and the higher the
comfort level for people on bicycles. LTS 1 & 2
roads are typically the roadways that appeal to
the “Interested, but Concerned” cyclists.

A Bicycle LTS analysis was conducted to
provide insight into network gaps or focus areas
for improving the bicycle network. In addition,
the results also identify existing low-stress
routes which may be good for bicycling. The
analysis also identified barriers to bicycling,
such as routes along and across high-stress
roadways.

Figure 7 illustrates level of stress scores and
how they relate to both the type of bicycle rider
and the characteristics of a roadway. There are
four levels of traffic stress:

Figure 7: Bicycle Level of Traffic Stress Scores
Level 1 includes off-street
shared-use paths and
some very low-stress
roadways suitable for all
ages and abilities.

Level 2 Average Adult
Level 3
Level 4 Fearless Adult
Level 2 includes
comfortable roadways
that the mainstream adult
population would ride a
bicycle on them.

Level 3 includes arterial
roadways with bicycle
facilities that are probably
only comfortable for an
experienced, confident
bicyclist.

Level 4 includes arterial
roadways with no bicycle
facilities ridden only
by strong or fearless
bicyclists.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 44
The bicycle level of traffic stress scores shown
in Figure 8 illustrate the low-stress connections
and gaps throughout Hanford. The BLTS map
approximates the user experience for the
majority of Hanford residents. However, people
may have differing opinions of traffic stress
depending on their own experiences. The City
is characterized by low-stress BLTS 1 cul-de-sac
streets bounded by higher-stress collector and
arterial roadways that score as BLTS 3 and 4.

Key findings include:
⊲ The most direct cross-city streets are those
with the highest BLTS scores. These include
11th Avenue, 10th Avenue, 12th Avenue,
Grangeville Boulevard, and Fargo Avenue,
many of which are considered bike routes.
⊲ All three streets to provide access across
Highway 198 have a BLTS of 3 or 4.
⊲ The secondary streets connecting
neighborhoods have a BLTS of 3.
⊲ Local residential streets have the lowest
BLTS at a score of 1 and offer indirect travel
paths that often end in dead-ends.
⊲ Many schools are near or adjacent to
roadways with BLTS scores of 3 or 4.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 45
Figure 8: Bicycle Level of Traffic Stress Map
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Ä198
Ä43

HANFORD ARMONA RD

LOCUST ST
14TH AVE
11TH AVE

BROWN ST

DOUTY ST
RO
DGER
S
RD

FOURTH STSIXTH ST

LELAND WAY
10TH AVE

SEVENTH ST

WHITE ST

GRANGEVILLE BLVD

FLORINDA ST
IVY ST
9 1/8 AVE

DAVIS ST

LACEY BLVD
12TH AVE

HUME AVE

REDINGTON ST

MULBERRYDR

GREENFIELD AVE
GLACI
ER
WA
Y

CORTNER ST
FAIRM
ONT
DR

IRWIN ST

MUSCAT PL
M A
NOR
AVE

ENCOREDR
9 1/
4 AVE
HA
RRIS
ST

FARGO AVE

CENTENNI
AL
D R

MAGNOLIA AVE

FIFTH ST

MYRTLE ST

FRONT ST
ASPE
N
ST
CAMPUS
DR
13TH AVE

SECOND ST
9TH AVE

HOUSTON AVE

NORTH STAR DR

BERKSHIRE LN

HOOD AVE

FLINT AVE
10 1/2 AVE
6TH ST
ELM ST

THIRDST
14 1/2 AVE
8 1/2 AVE

IONA AVE

IDAHO AVE

GENEVA AVE

GLENDALE AVE
7 1/2 AVE

JACKSON AVE
9 1/2 AVE

BICYCLE LEVEL OF

TRAFFIC STRESS (BLTS)

CITY OF HANFORD

ACTIVE TRANSPORTATION PLAN
DESTINATIONS + BOUNDARIES
Railroad
Future High Speed Rail
!
Rail Station
! Future High Speed Rail Station
!
School
!
Library
Hanford 2035 City Limit
Hanford Existing City Limit
Park

BLTS SCORE
BL TS 1 (Low Stress)
BL TS 2
BL TS 3
BL TS 4 (High Stress)
Data provided by the City of Hanford & OpenStreetMap(OSM). Date saved: 3/1/2024. 0 0.5 1 MILES
BL TS represents the level of stress people may
experience when biking on specific roadways.

BL TS scores vary depending on available bicycle
facilities, number of travel lanes, and vehicle
speeds and volumes. For this analysis,
Highways were excluded as bikes are not legally
allowed on them.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 46

PEDESTRIAN BARRIERS
Barriers to walking were identified as existing
or missing infrastructure that has the potential
to inhibit pedestrian trips. This includes missing
sidewalks, wide roads with few safe crossings,
railroad tracks, and highways. As shown in
Figure 9, the pedestrian barriers fall in line with
the high BLTS streets. Residents also identified
some local streets with missing sidewalks as
barriers. Like the BLTS, the multi-lane arterials
and cross-city corridors are barriers due to their
unsafe crossing conditions. The major barriers
are Highway 198 and the two railroad tracks
that cut through the City, which offer few to no
safe pedestrian crossings and no pedestrian
walkways along the corridors. The next major
barriers are multilane arterials connecting
to regional corridors with few traffic control
devices and safe crossings. These arterials
include 11th Ave, 12th Ave, and Grangeville Blvd.

Some of the minor barriers residents called out
were along residential streets with no sidewalks
or fast travel speeds.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 47
Figure 9: Pedestrian Barriers to Walking Map
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Ä198
Ä43HANFORD ARMONA RD

LOCUST ST
14TH AVE 11TH AVE
BROW
N
ST

DOUTY ST
RO
DGER
S
RD

FOURTH STSIXTH ST

LELAND WAY
10TH AVE

SEVENTH ST

WHITE ST

GRANGEVILLE BLVD

FLORINDA ST

FITZGERALD LN
9 1/8 AVE

DAVIS ST

LACEY BLVD
12TH AVE

HUME AVE

REDINGTON ST

MULBERRYDR
GREENF

IELD AVE
GLACI
ER
WA
Y

CORTNER ST
FAIRM
ONT
DR

IRWIN ST

MUSCAT PL
M A
NOR
AVE

ENCOREDR
9 1/
4 AVE
HA
RRIS
ST

FARGO AVE

CENTENNI
AL
D R

MAGNOLIA AVE

IONA AVE

FRONT ST
CAMPUS
DR
13TH AVE

SECOND ST
9TH AVE

NEVILLE ST

HOUSTON AVE

NORTH STAR DR
ELM ST

BERKSHIRE LN

HOOD AVE

FLINT AVE
10 1/2 AVE

THIRDST
14 1/2 AVE
8 1/2 AVE

IDAHO AVE

GENEVA AVE

GLENDALE AVE
7 1/2 AVE

JACKSON AVE
9 1/2 AVE

PEDESTRIAN BARRIERS

TO WALKING

CITY OF HANFORD

ACTIVE TRANSPORTATION PLAN
DESTINATIONS + BOUNDARIES
Railroad
Future High Speed Rail
!
Rail Station
! Future High Speed Rail Station
!
School
!
Library
Hanford 2035 City Limit
Hanford Existing City Limit
Park

BARRIERS TO WALKING
Barriers
Data provided by the City of Hanford, & OpenStreetMap (OSM). Date saved: 3/1/2024.

Barriers to walking were identified as
infrastructure that has the potential to inhibit
pedestrian trips. This includes wide roads with
few safe crossings and railroad tracks and
highways.
0 0.5 1 MILES

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 48
Outreach

CHAPTER FOUR

outr EA cH
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 49
Engaging the Hanford community has been
a priority throughout the Plan Update 2024
process. A variety of outreach opportunities
were used to seek input from diverse Hanford
residents and community members. The plan
development process also included extensive
coordination with partner agencies and other
City departments to ensure that Plan Update
2024 meets community needs, advances
initiatives of local and regional partners,
and includes projects and programs that
can be implemented feasibly. Ongoing
outreach ensured a continuous feedback
loop that informed the final project list and
Plan Update 2018. Specific events and
opportunities included:

Online Engagement Tools
⊲ Survey
⊲ Interactive Mapping Tool
⊲ City Website and Social Media
Community Meetings
⊲ Community Workshops/Open Houses
⊲ Pop Up Events
City Board, Commission,
and Council Meetings
⊲ Parks and Recreation Commission
⊲ City Council
This chapter presents an overview of the format
and approach for each outreach opportunity,
along with a summary of feedback received.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 50

ONLINE SURVEY
A community survey was developed to gather
input on walking and bicycling challenges,
preferences, and opportunities throughout
Hanford. The survey was available online in
Spanish and English from January through
September 2024. It was advertised at all
outreach events and through the City’s
newsletter and email notifications, as well as
on posters displayed at Winter Wonderland
events and KART bus stops throughout the city.

Participation in the survey was also encouraged
by awarding a gift card to a randomly selected
respondent. More than 112 people responded to
the survey.

A summary of responses is provided below.
⊲ One-fifth of respondents said they use
active modes to reach their destinations
daily.
⊲ Popular destinations include Civic Center,
Downtown District, Hidden Valley Park,
Target/Walmart, and Freedom Park.
⊲ Respondents avoid walking and biking on
major roads due to the lack of bike lanes
and perceived speeding drivers.

When asked about their primary mode of
transportation, 85% of respondents said
automobile or motorcycle. This is symbolic of
Hanford’s auto-centric design and high-stress
bike network. However, about 20% said they
use active modes to reach their destination
daily. Moreover, respondents listed the following
places as the top destinations they would like
to walk, bike, or roll to: Civic Center, Downtown
District, Hidden Valley Park, Target/Walmart,
and Freedom Park.

Of note, 66% of respondents said Highway 198
is not a barrier for walking, biking, or rolling
between North and South Hanford. However,
some respondents said they avoid walking,
biking, or rolling on main streets because
there are no bike lanes and drivers are often
speeding. Many of the written comments
described driver behavior and major roads as
the main deterrents for bicycling. Additionally,
respondents cited the sidewalk network as
discontinuous or in poor condition, which makes
it difficult to get between neighborhoods. Trip
needs, followed by distance and travel time,
ranked the highest among the factors that limit
one’s ability to take active modes.

When asked about walking, biking, or rolling
to communities outside of Hanford, 41% of
respondents were interested. Lemoore was
the most popular destination outside Hanford,
located west along Highway 198. Additionally,
written comments suggested increasing the
bus/train service frequency between Lemoore
and Hanford.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 51

ONLINE INTERACTIVE MAPPING TOOL
In Phase 2, the draft recommended walking and
bicycling networks were displayed on the map,
and community members were invited to “like”
or “dislike” projects to show their preferences,
in addition to adding comments on specific
projects and seeing the feedback left by others.

The map was available for four weeks, from
September 23 through October 19, 2024. This
input helped prioritize projects and refine the
networks.

An interactive mapping tool was posted on
the City’s website and used throughout the
development of this Plan Update 2024 to gather
input and feedback from the community directly
on a city map.

In Phase 1, community members were
encouraged to draw routes or place pins on
the map and add comments to identify desired
walking or bicycling improvements, challenging
locations, and other information about the
walking and bicycling environment. Nearly 800
comments were received during the three-
month comment period, between September 18
and December 31, 2023. This input informed the
recommended bicycling and walking network
improvements.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 52

CITY WEBSITE AND SOCIAL MEDIA
Flyers & Posters
Flyers and posters were also created in both
English and Spanish with the project website
and Community Open Houses listed. The cards
were placed at various businesses, community
centers, and libraries throughout the City.

For all community outreach opportunities, including the online survey and interactive mapping tool, the City leveraged its existing website and social media accounts to share information about the Plan Update 2024 process and encourage Hanford residents to engage with the project team.

Website
The City created a section on their website for
this Bicycle and Pedestrian Master Plan Update
2024. All online communications and project
flyers pointed to this website, where community
members were able to learn about the planning
process, see upcoming outreach events, and
download draft maps and other deliverables at
key milestones.

Social Media
The City has nearly 18,000 followers on
Facebook, more than 5,300 followers on
Instagram and more than 13,000 members on
Nextdoor. Throughout the Plan Update 2018
process, posts on these platforms notified
residents of upcoming events, draft documents
available for review, online engagement tools,
and other project milestones.

Bus Shelter Posters
Posters were displayed at Kings Area Regional
Transit (KART) bus stops throughout the
City. The posters encouraged transit riders
and passersby to visit the Plan Update 2024
website and provide feedback using the online
interactive mapping tool.

Hanford.city/ActiveTransportationPlan
CHECK IT OUT!
¡ÉCHALE UN VISTAZO!

POP-UP EVENT

EVENTO EMERGENTE
Fulton Cycle Works
209 N Irwin St
Hanford, CA 93230
Wednesday,
September 25, 2024
3:00–4:00 pm
Miércoles,
25 de septiembre de 2024
3:00–4:00 pm

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 53
PHASE 1 EVENTS: COMMUNITY

WORKSHOPS AND POP-UP EVENTS
The two community workshops and the pop-
up event in September 2023 introduced the
project to Hanford residents. Community
members were encouraged to ask questions
and give feedback about the Plan during this
workshop. Participants identified areas where
improved bicycle and pedestrian infrastructure
is needed and shared local knowledge on
walking and biking trends in Hanford. Many
residents identified Highway 198 as a major
barrier for residents living on the south side
and cross-city travel. Furthermore, they also
identified Grangeville Boulevard, Fargo Avenue,
11th Avenue, 10th Avenue, and Lacey Boulevard
as major barriers. Community members also
shared that many students walk to the cluster
of neighborhood schools located between
10th Avenue, Fargo Avenue, and Grangeville
Boulevard. Residents also suggested regional
bike connections to neighboring cities and bike
safety campaigns to increase awareness of
using lights when biking at night.

Community workshops and pop-up events
created opportunities for community members
to learn about the Plan, ask questions, and
provide feedback at multiple stages of Plan
development.

These events were held during the earlier
stages of the Plan and sought to collect
feedback from the community regarding the
vision and goals for the Plan and to ask for
locations with opportunities and challenges to
walking and rolling in the city. The project team
prepared three large engagement boards. Two
of the boards included information on potential
bicycling and walking facilities. The third
board was a large map of the City of Hanford,
where attendees were able to write comments
regarding active travel in the City.

Community workshops and pop-up events were
held at the following locations and dates:
⊲ Community Workshop #1 at the Hanford
Civic Auditorium, September 20, 2023
⊲ Community Workshop #2 at the Hanford
Civic Auditorium, September 21, 2023
⊲ Pop-Up: Thursday Night Marketplace at the
Civic Center Park, September 21, 2023
Thursday Night Marketplace Pop-up Event.

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Figure 10: Engagement Map With Resident Feedback

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WALK AUDIT
During the walk audit, participants documented
curb ramps to be non-compliant with ADA
standards, a lack of shade along streets and at
bus stops, perceived speeding, and unsafe mid-
block crossings as primary active transportation
issues. More specifically, perceived speeding
vehicles were a major concern along Florinda
Street and 11th Avenue, which made biking
along these streets feel unsafe. Moreover,
community members shared that drivers often
fail to yield for pedestrians crossing at mid-block
crosswalks along 7th Street and Douty Street.

Project Team and Residents Discussing Crossing Issues Along Douty St During the Walk Audit Project staff conducted a walk audit with
Hanford residents in September 2023, which
allowed community members to give in-person
feedback about areas of Hanford. The audit
also allowed the project team to see barriers
to active transportation travel in real-time
and to experience what it is like to walk using
existing infrastructure. The audits also allowed
participants to observe the behaviors of people
walking, biking, and driving in the study area.

The audits were hosted by the project team but
were designed to allow community members
to lead the audit by showing the project team
where there were opportunities and concerns
within the audit study area. The walk audit
began at the Hanford Civic Center Park and
continued along Douty Street, Florinda Street,
N 11th Avenue, and W 7th Street. Participants
were given checklists of specific items
to observe during the audits, such as
characteristics of the roadway and intersections
and how safe and comfortable the participants
felt during the audit.

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Figure 11: Feedback Sheet from Walk Audit Participant.

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PHASE 2 EVENTS: COMMUNITY

OPEN HOUSES AND POP-UP EVENTS
A series of draft recommendations engagement
events were held to gather community feedback
on the proposed bicycle and pedestrian
improvements in fall 2024. The project team
held two community workshops at the City Civic
Center and two pop-up events. The pop-up
events at the Thursday Night Marketplace and
the Longfield Center included the same content
but was held at a different location to reach
Hanford’s diverse residents.

The project team prepared six large
engagement boards that were displayed at the
events. Two boards featured the recommend
bikeway improvements, including the Backbone
and Complete Network (including the Future
Network). A Pedestrian Recommendations
board illustrated the locations identified by
project team’s technical analysis and Phase
1 feedback for pedestrian improvements,
accompanied by a chart of recommended
infrastructure at each location. Two boards
featured the People’s Trail, including a map of
the proposed route and concept designs for the
trail. Community members were given time to
review maps of the recommendations; prioritize
improvements and recommend additional
locations using stickers, and provide feedback
with sticky notes.

The People’s Trail boards received the most
attention, with many residents sharing their
support for its development. Many attendees
expressed support for the recommended
improvements, particularly in Downtown
Hanford and along the Pedestrian Priority
Corridors. Some attendees encouraged the
project team to consider improvements along
the current city boundaries as well as areas
planned for future annexation.

Table 3 summarizes common feedback
provided during this final round of community
engagement. Figures 12 and 13 show the
Recommended Bike Network - Complete
Network and Pedestrian Recommendations with
community member feedback.

Table 3: Common Community Feedback
Concerns Requests Specific Projects
Lack of separation between cars
and cyclists on most bike routes Need trails Support for the People’s Trail Removal of street trees Additional pedestrian crossings Improvements in Home Garden, an
unincorporated area planned for
future annexation into the city
Phase 2 Community Open House

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Figure 12: Bikeway Recommendations with Community Prioritization

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Figure 13: Pedestrian Recommendations with Community Prioritization

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Recommendations

CHAPTER FIVE

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This chapter presents the projects, programs,
and policy changes for the City of Hanford.

The active transportation network described
in this Plan Update 2024 seeks to provide
the Hanford community with convenient,
comfortable, and healthy transportation choices.

Recommendations come from the needs and
opportunities identified through the evaluation
of existing conditions, evaluation of progress
made since the development of the 2016 Plan,
extensive community input, and data-driven
analyses. Improvements identified during
previous planning efforts or studies were also
reviewed for this Plan Update 2024, including
the four low-stress bikeways and numerous
crossing improvements.

RECOMMENDATIONS PROCESS
Recommendations are considered planning-
level, meaning they should be used as a guide
when implementing projects. In some cases,
traffic impact analysis and more detailed design
analysis will be required to evaluate specific
site conditions and develop designs that reflect
conditions and constraints.

Developing recommendations for bicycle
and pedestrian infrastructure and programs
is a multi-step process that synthesizes the
data collected throughout the development
of this Plan, including feedback from
community members, and identifies solutions
that will best create a connected and
safe active transportation network. These
recommendations aim to build robust local
pedestrian and bicycle transportation networks,
identify potential cross-city trails that can be
used instead of high-stress major roads, and
establish school walking and biking routes to
support the future growth of Hanford that will
come with the new High-Speed Rail Station.

These recommendations also consider a
changing transportation landscape, designing
for and incorporating new sustainable mobility
transportation options while ensuring equitable
accessibility.

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PEDESTRIAN RECOMMENDATIONS
Identifying pedestrian recommendations
requires consideration of Hanford’s varying
road types, nearby destinations, and the
people who would use the future facilities. The
following location typologies provide examples
of the types of pedestrian improvements the
City should consider implementing based
on a street’s characteristics. In some cases,
a street or intersection will fit the criteria for
several typologies; in other cases, a street
may not fit within these parameters. These
location typologies and their accompanying
recommended improvements should be used
to guide the City in creating further detailed
recommendations. Some tools will require
Council adoption and citywide guidelines and
policies to list the type of street and situations
that warrant installation. Implementing measures
will also be a companion to the engineering
assessment, following standard engineering
practices and guidelines. The complete list of
pedestrian recommendations can be found in
the Appendices Pedestrian Recommendations.
⊲ Major Intersections: Intersections of
high-speed multi-lane roadways may feel
uncomfortable to cross when walking.

Pedestrian improvements at these major
intersections should focus on providing
adequate crossing time (pedestrian
intervals) or creating staged crossing
opportunities to shorten individual crossing
distances, such as curb extensions and
pedestrian islands.
⊲ Mid-block Crossings: When signalized
intersections are far apart, mid-block
crossings provide a safe place for
pedestrians to cross the street without
having to go out of their way. Mid-block
crossings exist on some streets in Hanford,
such as the segment of 7th Street that runs
through Downtown. Mid-block crossing
locations should have infrastructure
that increases the visibility of crossing
pedestrians to drivers. Curb extensions that
position pedestrians closer to the roadway
and flashing pedestrian beacons are both
examples of strategies to warn drivers to
stop for crossing pedestrians.
⊲ Pedestrian Priority Zones: Streets within
the Pedestrian Priority Zones should
provide safe walking infrastructure for a
level of pedestrian activity. Opportunities
to cross the street should be frequent
to allow people walking to reach local
destinations without needing to walk long
distances and/or out of direction to reach
a crosswalk. Traffic calming infrastructure
should slow down vehicles through these
busy pedestrian areas, and transit should be
easily accessible and comfortable.
⊲ School Perimeter: The Pedestrian Priority
Zones incorporate most of the K-12 schools
in the city. Pedestrian infrastructure within
walking zones of schools, such as along
Florinda Street near Woodrow Wilson
Junior High, must consider the needs of
young people. High-visibility yellow school
crosswalks should be installed to alert
motorists that students may be in the area.

Longer crossing intervals may be needed
to allow enough time for students and
families to cross the street. Wider sidewalks
may be needed to accommodate a high
volume of pedestrian traffic before and after
school, and landscaped buffers separating
the sidewalk from the street can create
additional distance between people on the
sidewalk and drivers.
⊲ Pedestrian Priority Corridors:

The Pedestrian Priority Corridors are
pedestrian network projects that aim
to enhance connections between the
Pedestrian Priority Zones.

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PEDESTRIAN IMPROVEMENT TOOLBOX
The following pages show a toolbox of improvements that can be used based on each typology. Each colored circle within the improvement represents the typology where the improvement may best fit; however, the City will consider all possibilities when further evaluating specific design treatments.

ADVANCE YIELD LINES:

Advance yield lines discourage
drivers from stopping too close to
mid-block crosswalks.

ALL-WAY STOP/
WARRANT ANALYSIS:

All-way stops prevent motorists,
bicyclists, and pedestrians from
having to cross free-flowing lanes of
traffic and reduce the risk on crashes.

CURB EXTENSIONS:

Curb extensions shorten crossing
distances for pedestrians and slow
vehicle turning movements.

HIGH VISIBILITY
CROSSWALKS:

Crosswalks that make pedestrians
more visible from further distances.

Crosswalks should be yellow in
school zones.

LEADING PEDESTRIAN
INTERVALS (LPI s):

LPIs give pedestrians a 3-7 second
head start in the crosswalk before the
signal turns green for drivers.

PEDESTRIAN HYBRID
BEACONS (PHB s):

PHBs are actuated devices used at
busier unsignalized crossing locations
to stop drivers for a pedestrian to
cross.

PEDESTRIAN
REFUGE ISLANDS:

Pedestrian refuge islands provide
a safe place for pedestrians to wait
while crossing a multi-lane street.

PEDESTRIAN-SCALE
LIGHTING:

Pedestrian-scale lighting illuminates
pedestrian paths, creating a safer
and more comfortable walking
experience.

RAISED CROSSWALKS:

Raised crosswalks slow down
vehicles while also allowing
pedestrians to cross at-grade with the
sidewalk.

RECTANGULAR RAPID-

FLASHING BEACONS
(RRFB s):

RRFBs are activated by pedestrians
and alert drivers that a pedestrian is
trying to cross the street.

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Pedestrian Priority Zones
Three Pedestrian Priority Zones were identified
using the bicycle- and pedestrian-involved
collision data and active travel demand data
(Figure 14). The zones encompass both the
areas with the highest active travel demand and
bicycle- and pedestrian-involved collisions. The
Downtown Pedestrian and Traffic Study report
was also used to help define the zones. The
three zones fall between 10th and 12th Avenues;
two are north of Highway 198, and one is south
of Highway 198. One of the northern zones
encompasses the downtown area, and the other
includes the residential neighborhoods between
Fargo Ave and Grangeville Blvd. These northern
zones contain the city’s main commercial area
in the downtown area, the Civic Center, multiple
schools and parks, and many of the collisions
along 11th Ave and 12th Ave. The southern zone
encompass residential neighborhoods centered
around 11th Ave, each containing a school, a
park, and transit stops.

Pedestrian Priority
corridors
Four Pedestrian Priority Corridors were
identified to enhance connectivity for people
walking in Hanford. These corridors provide
the most direct travel path between residential
neighborhoods, major destinations, and the
pedestrian priority zones. The Local Road Safety
Plan and the Downtown Revitalization Plan
informed the selection of the pedestrian priority
corridors. The corridors run along Hanford
Armona Road, E Lacey Boulevard, 11th Avenue,
N Douty Street. To improve people’s experience
walking along these corridors, the City should
consider conducting parking utilization studies
and implementing pedestrian improvements at
intersections and along street segments.

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Figure 14: Pedestrian Recommendations Map

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Figure 15: North Pedestrian Priority Zone Recommendations

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Figure 16: South Hanford Pedestrian Priority Zone Recommendations

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Figure 17: Downtown & South Pedestrian Priority Zone Recommendations

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Table 4: Tier 1 Urgent Action Locations
Project
ID
Location Recommended Improvements
Crossing Improvements Signs and Signals
Curb Extensions
High Visibility Crosswalk Marking
Advance Yield/Stop Lines
Raised Crossing
Pedestrian Refuge Island
Pedestrian-Scale Lighting
All-Way Stop/ Warrant Analysis
Rectangular Rapid Flashing Beacon (RRFB)
Pedestrian Hybrid Beacon/HAWK
Leading Pedestrian Signal
1 W Cortner St/N 11th Ave ● ● ●
2 Grangeville Blvd/N 11th Ave ● ● ● ●
3 Centennial Dr/Grangeville Blvd ● ●
4 E Grangeville Blvd/N Douty St ● ● ●
5 E Grangeville Blvd/N
Kensington Way ●
6 E Grangeville Blvd/10th Ave ● ●
7 Hill St/Harris St ●
8 Greenfield Ave/Cerritos Ave ● ● ●
9 Greenfield Ave/Campus Dr ● ●
10 Florida St/Whitmore St ● ●
11 Cameron St/N 10th Ave ● ● ●
12 Douty St/Elm St ● ● ●
13 Ivy St/Park Ave ● ● ●
14 N 11th Ave/Ivy St ● ● ● ● ●
15 E 10th St/N Harris St ● ● ●
16 N Douty St/Court St ● ●
17 N Douty St/E 8th St ● ●
18 N Lacey Blvd/N 10th St ● ● ●
19 N Douty St/China Alley ●
20 Lacey Blvd/11th Ave ● ● ● ● ● ●

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Project
ID
Location Recommended Improvements
Crossing Improvements Signs and Signals
Curb Extensions
High Visibility Crosswalk Marking
Advance Yield/Stop Lines
Raised Crossing
Pedestrian Refuge Island
Pedestrian-Scale Lighting
All-Way Stop/ Warrant Analysis
Rectangular Rapid Flashing Beacon (RRFB)
Pedestrian Hybrid Beacon/HAWK
Leading Pedestrian Signal
21 W Lacey Blvd/Greenfield Ave ● ● ●
22 W Lacey Blvd/Campus Dr
(People's Trail) ● ● ●
23 7th St/Douty St ● ●
24 W Lacey Blvd/Centennial Dr ● ● ●
25 Centennial Dr/Shopping Mall
Entrance ● ● ●
26 Mall Dr/Adventists Hospital
Entrance ●
27 7th Ave/Santa Fe Ave ● ● ●
28 7th St/11th Ave ● ● ●
29 6th St/11th Ave ● ●
30 6th St/Douty St ●
31 5th St/Irwin St ●
32 5th St/Redington St ●
33 5th St/11th Ave ● ● ●
34 4th St/11th Ave ● ● ●
35 4th St/11th Ave ● ● ●
36 3rd St/11th Ave ● ● ●
37 Harris St/Between Coe Park
and Ball Park ●
38 Douty St/Longfield Center ● ● ● ● ●
39 Davis St/ 11th Ave ● ● ● ● ●

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Project
ID
Location Recommended Improvements
Crossing Improvements Signs and Signals
Curb Extensions
High Visibility Crosswalk Marking
Advance Yield/Stop Lines
Raised Crossing
Pedestrian Refuge Island
Pedestrian-Scale Lighting
All-Way Stop/ Warrant Analysis
Rectangular Rapid Flashing Beacon (RRFB)
Pedestrian Hybrid Beacon/HAWK
Leading Pedestrian Signal
40 Davis St/Grant St ● ●
41 Scott St/S Phillips St ● ●
42 Harris St/Lincoln Elementary ● ● ● ●
43 Hanford Armona Rd/Hanford
Soccer Complex ● ● ● ●
44 Hanford Armona Rd/S Harris St ● ● ● ●
45 Hanford Armona Rd/11th Ave ● ● ● ● ● ●
46 Hanford Armona Rd/ Bengston
Ave ● ● ● ●
47 12th St/Hanford Armona Rd ● ● ● ● ●
48 12th St/Graham St ●
49 Hanford Armona Rd/Casa Del
Sol Apartments ● ● ●
50 Dawn Ln/Martin Luther King
Elementary ● ● ●
51 Dawn Ln/Hume Ave ● ●
52 Dawn Ln/11th Ave ● ● ● ●
53 1st Pl/Home Ave ●
54 2nd Pl/Home Ave ●
55 3rd Pl/Home Ave ●
56 1st Pl/Garden Dr ●
57 2nd Pl/Garden Dr ●
58 3rd Pl/Garden Dr ● ●
59 Temple Dr/Shawn Pl ●

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BICYCLE RECOMMENDATIONS
Developing bicycle network projects requires consideration of the existing conditions of active transportation facilities in Hanford, as well as meeting the safety needs of community members. The recommendations process also requires using community member comments to understand where bicycle facilities are most needed and where existing facilities need to be improved. Bicycle network projects are categorized based on the four classifications recognized by Caltrans, along with two sub- classifications, described in detail in Chapter 3 and the Bicycle and Pedestrian Facility Guidelines in the Appendices. These include:
class I
Shared use Paths
Dedicated paths for walking and bicycling are
completely separate from the roadway and
suitable for all ages and abilities.
class II
Bike Lanes
Dedicated lanes for bicycle travel adjacent to
the motor vehicle travel lane are separated with
a painted line.
class IIB
Buffered Bike Lanes
Bicycle lanes that include a striped “buffer” area
either between the bicycle lane and travel lane
or between the bicycle lane and parked cars.
class III
Bike routes
Signage and pavement markings on streets that
bicyclists share with motorists.
class IIIB
Bike Boulevards
Signed bicycle routes on low-speed,
low-volume streets with additional traffic-
calming infrastructure.
class IV
Separated Bikeways
On-street bikeways that are physically
separated from motor vehicles with vertical
elements such as bollards, planters, or curbs.

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The primary network needed to establish a
baseline set of routes is referred to as the
“Backbone Network” ( Figure 19). These routes
should take priority for implementation.

The “Complete Network” illustrates the
completed build-out of Hanford’s bikeway
network, including the prioritized Backbone
Network (Figure 18). While the Backbone
Network includes the most important routes
for early implementation, the City should seize
opportunities to construct facilities shown in the
Full Network if the ability to do so arises before
the Backbone Network is complete.

The full list of bicycle recommendations
is provided in the Appendices Bicycle
Recommendations.

Nearly 93 miles of new bikeways are proposed
in this Plan Update 2024, which would be triple
the current 31 miles of bikeways in the City. The
proposed bike network projects significantly
enhance the existing bike network by adding
Shared-Use Path (Class I) and Separated
Bikeways (Class IV) facilities. A major facility of
the recommended bike network is the People’s
Trail, a Shared-Use Path running through the
City north-south along the western side of 11th
Avenue. Additionally, there will be another
Shared-Use Path along the northern side of
Highway 198 going through the City east-west
along the China Alley. Separated Bikeways
will build off the Class I facilities by providing
cross-city connections on the City’s large
arterials. Bike Lanes (Class II), Buffered Bike
Lanes (Class IIB) and Bike Boulevards (Class
IIIB) will bridge the remaining network gaps and
provide connections to local destinations. As
the City plans to build out the recommended
bike network, it can start by using restriping
projects to paint buffered bike lanes, which
will eventually become separated bikeways. In
this fashion, the City can implement immediate
improvements while laying the foundations for a
more robust network.

Implementing the recommended bicycle
network in Hanford will require coordination
between City staff, residents, business
owners, neighboring jurisdictions, and other
organizations and stakeholders. Implementing
the bicycle network also requires investment
from the City or grant funds from federal
or state opportunities. For this reason, the
recommended bike network in the Plan is
structured to address project phasing and
project scale.

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StrEEt PHASI nG nEtWorK
⊲ Backbone Network: These streets create
the backbone of the bicycle network in
Hanford, upgrading the current bikeway
network. These streets can connect people
biking to destinations across Hanford and
to neighboring jurisdictions. Projects on this
network are generally easier to implement
and provide a foundation to build-on for
current bicyclists in Hanford.
⊲ Complete Network: The Complete
Network is the next phase of bicycle
infrastructure. This network provides a more
comprehensive network of bikeways around
the entire city of Hanford. This network is
more widespread, providing bicycle access
and multiple route choices to all parts of the
city. Development of the Complete Network
would encourage more city residents to bike
through the city, providing safe conditions
along Hanford’s major travel routes.

LEVEL oF P rotEctIon
⊲ Basic-Comfort Facilities: This bicycle
network shows a lower-tier option for
bicyclist protection. Class II, IIB, and
III bikeways are typically less costly
to construct. Bike lanes can also be
implemented with other street projects, like
resurfacing.
⊲ High-Comfort Facilities: This bicycle
network follows major roadways and
provides cross-city routes. Class IV
bikeways provide more physical protection
from motor vehicles and will be comfortable
for most adult bicyclists. Class I Shared-Use
Paths provide off-street connections that are
comfortable for all users. Class II, IIB, III, and
IIIB bikeways supplement the Class IV and
Class I bikeways, but these other bikeway
types are mostly along slower neighborhood
streets. Most of the Basic-Comfort bike
network projects can be implemented and
later improved to create the High-Comfort
facilities network.

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Figure 18: Recommended Complete Bike Network

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Figure 19: Recommended Backbone Bike Network

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Table 5: Bicycle Recommendations
Street Name From Street To Street Class
10th Ave Hwy 43 Houston Ave IIB
11 1/2 Ave Davis St State St IIIB
11th Ave Flint Ave Houston Ave IIB
12th Ave Flint Ave Houston Ave IIB
13th Ave Fargo Ave Front St IIB
2nd St Phillips St 10th Ave II2b
6th St 11th Ave 10th Ave II2b
7th St Mall Dr Williams St II2
7th St Williams St Lacey Blvd IV
8 1/2 Ave Leland Florinda IV
8th St Santa Fe Ave Phillips St IIIB
9 1/4 Ave Leland Way Lacey Blvd IIIB
9th Ave Leland Lacey Blvd IIB
9th St Douty St 10th Ave IIIB
Alpine Ave Hume Ave Houston Ave IIB
Aspen St W Pepper Dr Fargo Ave II
Berkshire Way/ Kings Rd Fitzgerald Ln Grangeville Blvd IIIB Cameron St 11th St 10th Ave IIIB
Campus Dr Lacey Blvd Railroad Tracks IV
Centennial Dr Lacey Blvd 12th Ave I
Centennial Dr Lacey Blvd Fargo Ave IIB
China Alley Phillips St White St I
Court St Irwin St Douty St I
Courtner St Glacier Way Douty St IIIB
Davis St People's Trail 11th Ave IIIB
Devon St 13th Ave Centennial Dr IIB
Douty St Flint Hanford Armona IIB
E Lacey Blvd 10th Ave Light Rail Station IV
Elm St Greenfield Ave 11th Ave IV
Encore Dr Aspen St Fargo Ave IIIB
Fargo Ave 13th Hwy 43 IIB
Fitzgerald Ln Fargo Ave Grangeville Blvd II
Flint Ave 12th Ave Hwy 43 IIB

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Street Name From Street To Street Class
Flood Channel from Flint
Ave to Rodgers Road
(People’s Trail)
Flint Rodgers I
Flood Channel from RR to
Hume Ave (People’s Trail) Railroad Hume I
Flood Control From
Greenfield to Lacey Blvd
(People’s Trail)
Greenfield Lacey I
Florinda St 8 1/2 Ave High Speed Rail Station I
Florinda St 11th Ave 10th Ave II
Florinda St 9 1/4 Ave 8 1/2 Ave III
Florinda St 10th Ave 9 1/4 Ave IIB
Garner Ave Seventh Lacey II
Glacier Way Flint Ave Courtner St II
Grangeville Blvd 9th Ave 7th Ave IV
Grangeville Blvd 13th Ave 9th Ave IIB
Green St China Alley China Alley IIIB
Greenfield Centennial Lacey Blvd IIB
Hanford Armona 13th 10th Ave IIB
Harris St 2nd St Hanford Armona IIIB
Houston Ave 12th Ave 10th Ave IIB
Hume Ave 12th Ave 11th Ave IIB
Irwin St W Lacey Blvd Civic Center Park IIIB
Ivy St 11th Ave 10th Ave IIIB
Kensington Way Fargo Ave Grangeville Blvd IIIB
Kings County Dr 12th Ave Lacey Blvd II
Leland Way 9 1/4 Ave 8 1/2 Ave IV
Leland Way Douty St 9 1/4 Ave IIIB
Leoni Dr Cortner St Grangeville Blvd IIIB
Liberty St Centennial Dr 12th Ave IIB
Mall Dr Lacey Blvd 12th Ave II
McCreary Ave 11th Ave Douty St IIIB
Muscat Pl 12th Ave Fitzgerald Ln IIIB
Neill Way Fargo Ave Leland Way IIIB
Pepper Dr Aspen St Glavier Way II
Phillips St Fourth St 2nd St II

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Street Name From Street To Street Class
Phillips St Lacey Blvd Fourth St IIB
Railroad Tracks Western City Limit Light Rail Station I Redington St 6th St Dewey II
Rodgers Rd Dead End north Cortner St I
Rodgers Rd Grangeville Blvd Dead End north III
Rodgers Rd 11th Ave Grangeville Blvd IIB
Sangiovese St Centennial Dr 12th Ave IIB
State St/Kimball St/
Echo Ln/Bonnyview Ln 11th 1/2 Ave 11th Ave IIIB
University Ave Grangeville Blvd Greenfield IIB
W Lacey Blvd Irwin St 13th Ave II
White St China Alley 7th St IIIB
Table 6: Bikeway Network Mileage By Classification
Class Existing (mi.) Recommended (mi.)
Class I: Shared-Use Path 0 12.6
Class II: Bike Lanes 6 9.4
Class IIB: Buffered Bike Lanes 0 50.8
Class III: Bike Routes 25 1.3
Class IIIB: Bike Boulevards 0 14.2
Class IV: Separated Bikeways 0 6.9
TOTAL 31 95.2

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Non-Infrastructure
Policy and Program
Recommendations

CHAPTER SIX

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Non-infrastructure programming supports
the recommended infrastructure in this Plan
by encouraging and educating community
members about the full potential of active
transportation infrastructure. The City and
surrounding jurisdictions already have many
programs in place for both children and adults
to learn how to safely walk, bike, and roll on
Hanford’s streets. This section reviews these
existing programs and recommends additional
programs to increase active transportation use
in the city.

Policy recommendations
coMMItMEnt to PLA n
IMPLEME ntAtIon
A-1 The City will incorporate the Active
Transportation Plan into the City’s
General Plan and seek resources to implement
the recommendations of the Plan.

A-2 As other roadway improvements are
constructed by the City and other
agencies, the City will evaluate opportunities to
integrate pedestrian and bicycle infrastructure
to advance the implementation of the Active
Transportation Plan.

SAFE rout ES to S cHooL
A-3 The City will act as an engaged partner
with the Hanford Elementary School and
Joint Union High School districts, local schools,
and Kings County in support of Safe Routes to
School activities and programs.

PEoPLE’S tr AIL MAS tEr PLA n
A-4 The City will pursue funding to develop a
Master Plan for the People’s Trail.

LoWEr SPEEd LIMI tS
A-5 The City will evaluate how new legislation
could be applied within current legislative
restrictions on lowering speed limits on streets
with bicycle facilities, in pedestrian priority zones,
on streets with a disproportionate number of
crashes resulting in a fatality or serious bodily
injury, and in other locations with a concentration
of vulnerable road users (e.g., children and
seniors).

LEAdInG PE dEStrIAn IntErVALS
A-6 The City supports Leading Pedestrian
Intervals (LPI) and will evaluate
opportunities to implement LPI at signalized
intersections where feasible while taking into
consideration transit needs.

MAIntEnAncE
A-7 Bicycle facilities will be resurfaced at the
time that the street on which they reside is
resurfaced, to ensure equitable maintenance
between vehicle and bicycle facilities.

A-8 The City will ensure sufficient funding for
the maintenance of bicycle and pedestrian
infrastructure.

PLAn EVAL uAtIon
A-9 When the Active Transportation Plan is
updated, the City will assess citywide
bicycle and pedestrian data and conduct
additional counts as needed.

A-10 When and where feasible, bicycle and
pedestrian counts should be conducted
before and after new projects are constructed.

A-11 The City will establish a centralized
database to track the implementation
status of the bicycle and pedestrian network
proposed in the Active Transportation Plan. The
database and its mapping component will allow
for the rapid creation of reports and maps to be
deployed to officials and the public.

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PROGRAMMATIC RECOMMENDATIONS
⊲ Evaluation: Evaluation programs are an
important component of any engineering
or programmatic investment. They help the
City measure its success at meeting the
goals of this Plan and to identify adjustments
that may be necessary.

A note on enforcement: Enforcement
programs have historically been part of
Active Transportation Plan recommendations.

However, in many instances, police enforcement
makes people feel less safe walking, bicycling,
and rolling, particularly for people of color.

As a result, this Plan does not recommend
general enforcement programs. Instead, the
Plan seeks to use engineering to solve many of
the common challenges historically addressed
through enforcement, such as speeding and
bike lane encroachment. This Plan also supports
City collaboration with the Hanford Police
Department on active transportation safety
education and encouragement activities.

Pedestrian and bicycle programs, such as
education and encouragement programs, are
essential in increasing the desirability and safety
of walking, biking, and rolling. Programs help
build the “human infrastructure”1 of a walking
and bicycling culture and encourage more
people to walk, bike, or roll. Many programs can
be categorized according to the following “E’s”:
⊲ Equity: The equity recommendations below
encompass actions that could have been
listed under many of the other program
subheadings. However, by bringing them
together under the framework of equity,
the plan ensures that the ATP reaches all
populations by including communities of
various ethnicities, addressing the needs of
all people regardless of age or ability, and
reaching low-income communities.
⊲ Encouragement: Encouragement programs
provide incentives and support to help
people leave their car at home and try
walking or bicycling instead. Bicycle
encouragement programs, in particular,
target “interested but concerned” people
who would like to ride a bike but who may
not be confident in their skills or in their
interactions with people driving.
⊲ Education: Education programs are
designed to improve safety and awareness.

They can include in-classroom or after-
school programs that teach students how to
safely cross the street or bicycle in the road.

They may also include brochures, posters, or
other information aimed at people walking,
bicycling, or driving.
1The term “human infrastructure” was coined by urban anthropologist Adonia Lugo to refer to the social relationships and communities that support bicycling.

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Equity Program
recommendations
tArGEtEd outr EAcH And
ProGrAMS
Hanford is committed to supporting its diverse
residents, underserved communities, and
populations that typically do not walk, bike, or
roll. Traditional methods of encouraging active
transportation may not reach these groups
(e.g., English outreach to non-English speakers)
or address the unique needs of these groups
(e.g., women are more likely to need to travel
with a child). A focused effort to engage with
these populations will help the City encourage
walking, biking, and rolling for all residents.

B-1 Recommendation:

Advertise and promote all programs in
languages used by Hanford residents, such
as English and Spanish. Offer programs
specifically for women, families, non-English
speaking communities, and other specific
demographic groups.

BIcYcLE A ccESS orIES
GIVEAWAY P roGrAM
A barrier to safe bicycling is often the lack of
necessary equipment (e.g., helmet, bike lights,
locks, reflective attire, etc.) The City can pursue
a program to provide essential gear at no or
reduced costs to low-income residents.

B-2 Recommendation:

Subsidize or provide free bicycle equipment
to residents who qualify for CalFresh or SCE
CARE/FERA utility discount. The City could
consider working with local bike shops to
implement this program.

BIcYcLE/PE dEStrIA n
InFrAStructur E EQ uItY
ProGrAM
People biking, walking, and rolling may be
inequitably accommodated by infrastructure
such as lighting, bathrooms, water fountains,
bus stops, and sidewalk improvements.

B-3 Recommendation:

Revise the Capital Improvement Program per
recommendations from the Plan with a review
of equitable distribution of infrastructure that
supports people walking and biking, especially
in areas with a disproportionate number of
pedestrian or bicycle-related crashes.

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Encouragement Program
recommendations
cAr-Fr EE S trEEt EVE ntS
Car-free street events promote health and
community connection by creating a safe and
attractive space for physical activity and social
contact. Car-free street events temporarily
close streets to motor vehicles and open them
to the public for walking, bicycling, shopping,
dancing, and other activities. These events are
cost-effective compared to building new parks
for the same purpose. The events have many
names: Ciclovías (originating in South America),
Open Streets, Summer Streets, Sunday Streets,
and Sunday Parkways. Car-free events have
been very successful internationally and are
rapidly becoming popular throughout California
and the United States. Events can be regularly
scheduled or one-time occasions.

By working with businesses along corridors
where the events take place, they have time
to promote the event and support travel
alternatives to their business during the event.

These events increase foot traffic, often
resulting in increased profits for food and drink
establishments and local retailers; however, the
perception of losing access to car traffic and
parking for a day can cause initial opposition.

To mitigate these concerns, a small-scale pilot
event is recommended where a block or two is
restricted from car traffic. Following a successful
pilot, the event’s scope can expand as people
experience car-free streets and become more
receptive to larger events.

B-4 Recommendation:

Support a regular, recurring, car-free street
event. While specific locations and times
for these events should be developed
through community outreach and support,
one possibility for the City of Hanford would
be to combine a car-free street event with the
Thursday Night Market Place program and/or
work with Main Street Hanford and businesses
in the Downtown Business District for
a separate event. Possible locations
include Douty Street, 7th Street, and
Hanford Armona Road.

BIcYcLE F rIE ndLY coMM unItY
The League of American Bicyclists (LAB)
recognizes communities that improve bicycling
conditions through education, encouragement,
enforcement, and evaluation programs.

Communities can achieve diamond, platinum,
gold, silver, or bronze status or an honorary
mention. Bicycle-friendliness can indicate that
a community is healthy and vibrant. Like good
schools and attractive downtowns, bicycle-
friendliness can increase property values, spur
business growth, and increase tourism. Once
Bicycle Friendly Community status is attained,
the City should promote the milestone to the
community through a press release or marketing
campaign highlighting the amenities that
warrant the designation.

B-5 Recommendation:

Apply for Bicycle Friendly Community status
after implementation of the priority projects
and many of the recommended programs
identified in this Plan.

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EMPL oYEr -BASEd
Encour AGEMEnt ProGrAMS
/ BIc YcLE-Fr IEndLY BuSInESS
ProGrAMS
Hanford’s rapidly growing employment base
means that working with employers may be an
effective means of achieving the goals of this
Plan. Walking, biking, and rolling to work have
many benefits, including reducing the stress
associated with driving in traffic, reducing
health costs by improving worker health, and
helping businesses market their environmental
sustainability.

The City can work with or provide information
to employers about commuting by foot or by
bicycle. Employers can host bicycle classes
and participate in International Bike to Work
Day/Week in mid-May. Employers can also set
up a National Bike Challenge (lovetoride.net)
account so that employees can log their hours
and set up an internal contest for who logs the
most hours. These programs also present the
opportunity to promote other shared commute
modes to encourage multimodal trips and
connections to transit. For example, the City
could host a promotional campaign or trip
planning event that demonstrates linking bicycle
and walking trips with KART transit trips. This
campaign/event can increase participation
among employees who live too far from work to
travel by foot or by bicycle, such as commuters
who could use regional transit routes
connecting to Hanford via Amtrak station, KART
Transit Center, and/or – in coming years – the
California High-Speed Rail station.

Hanford could also start a Bicycle Friendly
Business Program, recognizing businesses
that make it easy and convenient for both
employees and customers to arrive by walking,
biking, or rolling. To begin, the City could
develop partnerships with businesses in
areas of high visitor traffic (such as 7th Street),
suggesting they display trip planning resources
for active modes that are visible to visitors as
part of the Bicycle Friendly Business Program.

Businesses might also offer a small discount,
periodic raffle prizes, or incentives to visitors who
ride their bikes to their business as a promotion
to increase foot traffic into their business. This
program partners well with car-free street events.

B-6 Recommendation:

Work with or provide information to employers
about walking and cycling with the intention
of reducing the number of Hanford workers
who drive alone to work. The City should also
establish a Bicycle Friendly Business Program.

The City should support Bike to Work Day/
Week as a car-free event and explore additional
policies and programs that can encourage
walking and biking to work. The City should
serve as a role model by actively promoting
alternative commute modes for City employees.

BIKE PA rKInG
rEtro FIt ProGrAM
Accessible bike parking is a key feature of a
robust and seamless active transportation
network. New developments in Hanford are
required to provide bike parking in accordance
with the California Building Code; however,
older developments do not have the same
requirements. With limited options for renters and
visitors of older developments, the City should
pursue a program to help implement bike parking
in these private locations.

B-7 Recommendation:

Consider opportunities to fund or subsidize a
bike parking retrofit program to help existing
private developments add bike parking to their
property. The City could create a bike parking
request program and fund public bike parking
or lockers in areas of high demand.

Funding sources may limit parking to publicly
accessible locations.

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SAFE ROUTES TO SCHOOL PROGRAMS
Partnerships between schools and transit
providers are also growing across California and
the United States. KART provides significant
service within Hanford, with at least one KART
route serving stops within a comfortable
walking (1/2-mile) and biking (3-mile) distance of
all Hanford schools. KART offers a $10 discount
on 30-day passes for students; children under
11 ride free with a parent or guardian. The recent
launch of the KART Flex Route in Lemoore
also provides an opportunity to expand this
transit option to transport students safely and
affordably throughout Hanford. The City could
work with KART to expand the current Flex
service area or establish a second Flex zone
with partial funding from the City and/or school
districts. The City already partners with KART to
transport students from middle and high schools
to the Hanford Boys and Girls Club, laying the
foundation for expanding this partnership to
other destinations. By partnering with KART, the
school districts could create cost efficiencies
in their transportation budgets for morning and
afternoon busing, resulting in more funding
for classroom activities and other cost-saving
benefits to Hanford residents and taxpayers.

B-8 Recommendation:

Collaborate with Hanford Elementary and
Hanford Joint Union High school districts,
as well as charter and private schools, to
establish an SRTS program. This program
should start with a site assessment
at qualifying schools and incorporate
infrastructure recommendations from this
ATP. The City should work with KART and the
school districts to determine the feasibility
of establishing an expanded or second KART
Flex Route zone in Hanford and creating a
centralized or subsidized pass program as part
of an SRTS program.

Safe Routes to School (SRTS) is a program
that helps children get to school by walking,
bicycling, carpooling, or transit. It envisions
active kids using safe streets, helped by
engaged adults, including teachers, parents,
and police officers, complemented by
responsible drivers.

Hanford offers conditions for effective and cost-
efficient SRTS programs. Several schools are in
proximity of each other, near other destinations
that attract pedestrian and bicycle trips, and
along or near major thoroughfares with a history
of crashes resulting in injuries and fatalities.

Monroe Elementary, Hanford High School, and
Earl F. Johnson High School are located a few
blocks apart along Douty Street. Crosswoods
Charter Academy and Kings Academy II are a
few blocks apart on 7th Street by the Hanford
Amtrak Station and KART Transit Center. All five
schools are within a 1-mile radius of Downtown
Hanford. Woodrow Wilson Junior High School
and Jefferson Academy are within two blocks
of each other near 11th Street. Hanford West
High School and Hanford Adult School share
the same campus. These schools are also
between the Hanford Mall and Adventist
Health facilities, which could offer safe routes
to medical appointments, job/internship sites,
and after-school social activities. Armona Union
Elementary and Parkview Middle School also
share a campus on Hanford Armona Road.

Sierra Pacific High School and Frontier, Simas,
and Jefferson Academy elementary schools are
located near Grangeville Boulevard between
12th and 14th Avenues, a corridor recommended
for a Class IV separated bikeway. Roosevelt and
MLK elementary schools are located along 11th
Avenue near the proposed People’s Trail.

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WAYFIndIn G
Wayfinding provides direction and creates a
sense of place for people biking and rolling.

Installing pedestrian-scale wayfinding signs
throughout the City’s active transportation
network will improve the quality and usability of
the existing and proposed network.

There are various design options for wayfinding
signs. Guide signs may follow California’s
Manual on Uniform Traffic Control Devices
(MUTCD) standards, which use additional
plaques that display destinations and
mileage. The City would mount these plaques
under existing bike routes and lane signs.

Alternatively, the City may decide to design
wayfinding signs that exhibit Hanford’s unique
style and commitment to public art. These signs
display the community’s identity and support of
bicyclists.

The development of a wayfinding signage plan
requires interdepartmental and stakeholder
collaboration to determine sign display
design, the frequency at which signs should
be installed, and the destinations to be
displayed on each sign. Staff, consultants, or
volunteers with significant bicycling and walking
experience and local network knowledge
should be involved to ensure local needs are
met.

B-9 Recommendation:

Develop and install comprehensive wayfinding
or directional signage to support easy
navigation for people walking and bicycling,
building upon the Downtown Renovation
Project’s signage element. A citywide
wayfinding system can raise awareness and
improve access for residents and visitors
to community assets such as the Civic
Center, parks, medical facilities, and transit
hubs. Signs may also include “distance
to” information, which displays mileage to
community destinations. This wayfinding could
leverage the proximity of KART bus stops,
the KART Transit Center, the Amtrak station,
and – eventually – California High-Speed Rail
Station. Signs could include a stop/station
vicinity map showing major destinations and
multimodal routes within a half-mile radius
for walking and a two or three-mile radius
accessible by bicycle.

ActIVE tr AnSPortAtIon
AdVISorY co MMIttEE
The project’s Active Transportation Program
Advisory Committee could be transitioned
into a permanent group to manage the non-
infrastructure elements of this plan and support
the City in developing and promoting potential
programs that maximize the City’s investments
in physical infrastructure. The committee would
be tasked with ensuring progress is made
toward programmatic goals and provide the
City officials with guidance and coordination to
maximize policy and programmatic successes.

The committee would be tasked with ongoing
stakeholder coordination, funding identification,
and advocacy. Special attention could be given
to the timing of when new infrastructure is
operational to build excitement about new travel
opportunities. The committee should operate
under a set of defined objectives and meet
regularly to discuss challenges, shared vision,
and solutions to improve mobility in Hanford.

The scope of a committee can vary and grow
depending on the level of partner coordination
and program management necessary. If the
demands of a committee become too high,
the City could consider the formation of a
transportation management association to
facilitate more travel options and commute
programs.

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B-10 Recommendation:

Establish a permanent Active Transportation
Advisory Committee to oversee the non-
infrastructure elements of this Plan. This group
would be tasked with building partnerships
and working towards plan recommendations,
particularly initiatives that require community
involvement, outreach, and coordination.

As these programs expand, the City should
consider working with Main Street Hanford
or other community-based organizations
to establish a transportation management
association.
cASH rEWA rdS For PE oPLE
WHo BIKE to W orK
A small cash incentive has been successful in
encouraging residents to commit to trading
a car trip for traveling by foot or by bike. This
incentive could apply on a daily or per-trip basis,
leaving flexibility to encourage those who may
need to drive or use other modes during other
days of the week. One example could be a
month-long campaign (such as during National
Bike Month in May) that supports people
who commit to giving up their car for bike or
walk trips in exchange for $3 a day. These
programs are typically more successful when
hosted by a community-based organization,
business improvement district, transportation
management association, or employer.

B-11 Recommendation:

Pay people to ride their bicycles or make trips
on foot instead of driving their car during a
specific period. Non-monetary incentives, such
as a drawing for a grand prize item, could also
be successful.

HoSt ProMot IonAL EVE ntS
Promotional events, fairs, or challenges can
be effective in encouraging people to change
their travel behavior from driving to walking or
biking. When all travel options are presented at
an event with high foot traffic, more people are
exposed to travel options they may not have
considered or even known about. The events
should be staffed by City staff, advocates, bike
shop owners, or other enthusiastic people who
are knowledgeable about the available travel
options. Event organizers should distribute
physical resources and collateral to help people
consider different trip scenarios that may work
for them. These events can be particularly
important to highlight new infrastructure,
focusing on how improvements can facilitate
active transportation trips.

These events could be integrated into the car-
free events discussed above or could be smaller
tabling and outreach events that highlight new
infrastructure or programs from this plan. All
promotional events, fairs, or challenges are
opportunities to promote other City programs
and all infrastructure projects supporting how
people access Hanford.

B-12 Recommendation:

Host promotional events, fairs, or challenges
that provide resources to passersby in areas of
high traffic. These events provide resources to
people interested in learning more about how
to travel by biking or walking.

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BIKE LE ndIn G LIB rArY
Bike libraries provide bicycles to people who
want to test bicycle travel before purchasing a
bike or do not have the resources to purchase
a quality bike. These libraries offer bike rentals
for longer durations than a single trip, typically
providing a personal bike for weeks or months.

These programs are significantly less expensive
to manage and maintain than a traditional
bike share system, which typically requires
docking stations within ½ mile of each other.

By centralizing pick up and drop off at a single
location hub, bike libraries also create a captive
audience for education and safety courses and
materials to support Vision Zero goals.

The bike library should offer a variety of bikes,
such as e-bikes, cargo bikes, and tricycles,
to provide options for people to use during
different trip purposes, abilities, and seasons.

To accommodate riders with the highest need,
rental fees should be subsidized or free based
on social services eligibility or for students and
seniors. Bike libraries can be City-operated or
managed in partnership with local bike shops
and advocacy groups that can provide and
maintain the bikes. The City can pursue grant
opportunities to fund the bike library through
the Active Transportation Program and Regional
Early Action Planning (REAP) programs and
leverage California Air Resources Board rebate
programs for e-bike purchases to facilitate a
bike-to-own model.

B-13 Recommendation:

Establish a bike library to rent out bikes to
individuals who may not have access to one
or are curious about getting around by bike.

Integrate safety and education courses to
support users, especially those who are new to
traveling by bicycle.

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Education Program
recommendations
AduLt BI cYcLInG SKILLS
cLASSES
Most adults biking have not received training
on safe bicycling practices, the rules of the
road, and bicycle handling skills. Bicycling skills
classes can address this education gap. With a
large increase in bicycle infrastructure planned
in the coming years, the City should sponsor
and partner with other organizations to provide
Adult Bicycle Skills classes to encourage people
who are inexperienced or less comfortable
biking to try out new facilities. The League of
American Bicyclists (LAB) offers classes taught
by certified instructors.

B-14 Recommendation:

Sponsor and host a range of adult bicycling
skills classes or partner with County or
regional activities on an ongoing basis.

FAMILY BI cYcLInG SKILLS
cLASSES
Like adult bicycling skills classes, family
bicycling skills classes support parents and
children. Classes may teach parents how
to ride safely with their children in an urban
environment (either on the bike with them
or riding on the sidewalk next to them) with
neighborhood rides or may teach children how
to bicycle safely and follow the rules of the road
through games and fun.

B-15 Recommendation:

Sponsor and host family bicycling skills classes
or partner with County or regional activities on
an ongoing basis.
drIVE r EducAtIon ProGrAM/
cAMPAIG n
The California Office of Traffic Safety (OTS)
regularly offers grant opportunities to fund
educational campaigns that support pedestrian,
bicycle, and roadway safety. A driver education
campaign can help educate drivers about safe
driving around people walking, biking, and
rolling. For example, people driving should look
for people bicycling when making a right turn
to avoid the “right hook” collision. They should
also look for people walking in the crosswalk
when making a left turn to avoid the “left hook”
collision.

B-16 Recommendation:

Implement a driver education program and/or
campaign.

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ActIVE tr AnSPortAtIon
rEPort cArd
Cities around the world have begun monitoring
their active transportation programs to
track the number of non-motorized users,
gauge user perceptions of the bicycle and
pedestrian networks, and identify safety trends.

Results are often published in a periodic
active transportation report card, which can
be distributed to the public as a means of
publicizing the City’s commitment to improving
walking, bicycling, and rolling conditions.

B-18 Recommendation:

Establish an annual or semi-annual pedestrian
and bicycle report card to track progress
toward meeting the goals, policies, and action
items presented in this Plan. Data collection
may include a community and workforce
survey, pedestrian and bicycle counts, and
summary of collision and hospital records.

EVALUATION

PROGRAMS
Annu AL tr AFFIc count S
Pedestrian and bicycle counts and community
surveys act as methods to evaluate not only the
effectiveness of specific pedestrian and bicycle
improvement projects but can also function as
way to measure progress towards reaching City
goals.

B-16 Recommendation:

Require large new developments to conduct
pedestrian and bicycle counts, and should
expand traffic counts by:
⊲ Conducting before and after pedestrian,
bicycle, and vehicle counts on all roadway
projects.
⊲ Exploring the possibility of using automatic
counters to collect data on key pedestrian
and bicycle corridors. Automatic count
technologies can be useful for bicycle
count efforts. In-pavement loop detectors
accurately count bicycle activity on-street,
and infrared counters can count pedestrian
and bicycle activities on paths.

IMPLEME ntAt Ion
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 92
Implementation

CHAPTER SEVEN

IMPLEME ntAt Ion
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 93
This Plan Update 2024 includes projects,
programs, and policy changes intended to
create a more walkable, bikeable Hanford.

Implementation of this Plan Update 2024
will require community support and political
leadership in addition to significant funding.

Bicycle and pedestrian improvements shall
be implemented based on the industry’s
best practices and the most up-to-date
design guides described in the Appendices
Design Guides.

PRIORITIZATION
Methodology
Prioritizing the recommended bicycle and
pedestrian projects helps the City identify a
strategic process for creating a safe, connected,
and useful active transportation network.

Bicycle recommendations
The bicycle recommendations are divided
into three tiers of implementation: Backbone
Network, Complete Network, and Complete
Network - Future Study. Recommended bicycle
projects that provide the safest and most direct
connections to major destinations make up the
Backbone Network, or “Tier 1.” These projects
also require less planning since they mainly
upgrade existing facilities. A major component
of this Backbone Network is the People’s Trail,
which will run across the City from south to
north with a bicycle and pedestrian bridge
over Highway 198. This trail will connect the
communities of South Hanford to the rest of the
City. When completed, the Backbone Network
will provide safe bicycle connections across the
City and to major destinations.

The Complete Network (Tier 2) enhances
the Backbone Network by providing a grid of
bikeways that connect the city’s residential
neighborhoods with major destinations,
including schools, parks, major shopping
centers, Downtown Hanford, and other job
centers. All Tier 1 and 2 recommendations
include roadways with sufficient roadway space
to add separated bikeways.

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Table 7: Bikeway Network Mileage By Classification (Prioritized) Table 8: Tier 1 Backbone Network
Classification Existing (mi.)
Recommended (mi.)
Backbone Complete
Class I Shared-Use Path 0 5.0 (Tier 1) 12.6 (Tiers 1-3) Class II Bike Lanes 6 1.0 9.4
Class IIB Buffered Bike Lanes 0 9.6 50.8
Class III Bike Routes 25 0 1.3
Class IIIB Bike Boulevards 0 0.1 14.2
Class IV Separated Bikeways 0 0.4 6.9
TOTAL 31 16.1 95.2
Street Name From Street To Street Class
8th St Santa Fe Ave Phillips St 3b
China Alley Phillips St White St 1
Douty St Flint Hanford Armona 2b
Florinda St 10th Ave 9 1/4 Ave 2b
Florinda St 11th Ave 10th Ave 2
Green St China Alley China Alley 3b
Greenfield Ave Centennial Lacey Blvd 2b
Hanford Armona Rd 13th 10th Ave 2b
People’s Trail - Flood Channel from Flint Ave to Rodgers Rd Flint Rodgers 1 People’s Trail - Campus Dr Lacey Blvd Railroad Tracks 4 People’s Trail - Flood Channel from Railroad to Hume Ave Railroad Hume 1 People’s Trail - Flood Control From Greenfield to Lacey Blvd Greenfield Lacey 1 White St China Alley 7th St 3b
Tier 3, the Complete Network - Future Study,
incorporates facilities on major roadways that
will require significant planning to implement
and should be added based on future growth
and travel patterns. These Future Study
corridors primarily include planned major roads
that would extend the recommended Tier 1 and
2 bikeway corridors. Many of the Tier 3 corridors
are under evaluation through other city projects,
particularly those focused on connections to the
future California High Speed Rail station.

Table 7 shows the full breakdown of mileage
between the Backbone and Complete Networks
(including Future Study). Table 8 lists the Tier 1
corridors. A complete list of all bicycle projects,
their tiers, and projected costs in FY2024
dollars, is included in the Appendices
Bicycle Recommendations.

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Pedestrian
recommendations
The pedestrian recommendations are
prioritized into three tiers based on safety,
equity, proximity to destinations and transit
stops, and cost: Urgent Action, Safe Streets
Network, and Future Study. The Urgent Action
pedestrian recommendations in Tier 1 focus
on improving access and safety for Hanford’s
disadvantaged communities and addressing
hot spots where crashes have caused fatalities
or significant injuries to pedestrians. These
recommendations are concentrated in the
South Hanford and Downtown Pedestrian
Priority Areas. Tier 2, the Safe Streets Network,
aims to further enhance safety and access
to transit stops, schools, parks, shopping
centers, and other job centers, while balancing
fiscal constraints by including projects with
an estimated cost of less than $50,000. Tier
2 recommendations are concentrated in the
North Hanford and Downtown Pedestrian
Priority Areas. Finally, Tier 3 recommendations
encompass high-cost improvements (more
than $250,000) and recommendations outside
the identified Pedestrian Priority Areas. Table
9 shows the number of locations by tier. Table
10 shows the locations of Tier 1 Urgent Action
improvement recommendations. The full list
of recommendations, with projected costs in
FY2024 dollars, can be found in the Appendices
Pedestrian Recommendations.

Table 9: Pedestrian Recommendations by Tier
Table 10: Tier 1 Urgent Action Locations
Tier Number of Locations
Tier 1 – Urgent Action 33
Tier 2 – Safe Streets Network 6
Tier 3 – Future Study 20
TOTAL 59
Location Recommended Improvements
Curb Extensions
High Visibility
Crosswalk Marking
Advance Yield/Stop
Lines
Raised Crossing
Pedestrian Refuge
Island
Pedestrian-Scale
Lighting
All-Way Stop/ Warrant
Analysis
Rectangular Rapid
Flashing Beacon (RRFB)
Pedestrian Hybrid
Beacon/HAWK
Leading Pedestrian
Signal
E Grangeville Blvd/N Douty St ● ● ●
E Grangeville Blvd/N Kensington Way ●
E Grangeville Blvd/10th Ave ● ●
Hill St/Harris St ●
Florida St/Whitmore St ● ●
Cameron St/N 10th Ave ● ● ●
N 11th Ave/Ivy St ● ● ● ● ●

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Location Recommended Improvements
Curb Extensions
High Visibility
Crosswalk Marking
Advance Yield/Stop
Lines
Raised Crossing
Pedestrian Refuge
Island
Pedestrian-Scale
Lighting
All-Way Stop/ Warrant
Analysis
Rectangular Rapid
Flashing Beacon (RRFB)
Pedestrian Hybrid
Beacon/HAWK
Leading Pedestrian
Signal
N Douty St/Court St ● ●
N Douty St/E 8th St ● ●
N Lacey Blvd/N 10th St ● ● ●
N Douty St/China Alley ●
Lacey Blvd/11th Ave ● ● ● ● ● ●
W Lacey Blvd/Campus Dr
(People’s Trail) ● ● ●
7th Ave/Santa Fe Ave ●
7th St/11th Ave ● ● ●
6th St/11th Ave ● ●
5th St/11th Ave ● ● ●
4th St/11th Ave ● ● ●
3rd St/11th Ave ● ● ●
Harris St/Between Coe Park and Ball
Park ●
Douty St/Longfield Center ● ● ● ● ●
Davis St/11th Ave ● ● ● ● ●
Davis St/Grant St ● ●
Scott St/S Phillips St ● ●
Harris St/Lincoln Elementary ● ● ● ●
Hanford Armona Rd/S Harris St ● ● ● ●
Hanford Armona Rd/11th Ave ● ● ● ● ● ●
Hanford Armona Rd/Bengston Ave ● ● ● ●
12th St/Hanford Armona Rd ● ● ● ● ●
12th St/Graham St ●
Dawn Ln/Martin Luther King
Elementary ● ● ●
Dawn Ln/Hume Ave ● ●
Dawn Ln/11th Ave ● ● ● ●

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Priority Project:

People’s trail
The People’s Trail project includes the
construction of 3.7 miles of new trails and paths
(Figure 20). This proposed multi-use trail aligns
with the Peoples Ditch, which serves as a north-
south corridor and irrigation canal carrying
water from the Kings River to farms in Kings
County. Landscaping, irrigation, solar lighting,
road crossings, 4-foot chain link fencing, park
benches, and road stripping would be included.

Protected pedestrian crossings will be utilized in
the crossings where pedestrians will be crossing
roads with higher vehicle speeds and higher
traffic volumes. The protected road crossings
will include installing a raised median and
additional striping to create a buffer zone for
pedestrians in the center of the roadways. The
City will also utilize pedestrian hybrid beacons
for increased visibility at all road crossings (See
the Appendices for Design Concepts).

The proposed People’s Trail project will
connect residents living in disadvantaged
neighborhoods to Hanford’s largest employment
center. The employment center spans 1.25
square miles and bisects the City north of
Highway 198. The employment center includes
locally-owned stores and boutiques as well as
big-box stores like Target, Walmart, Lowe’s,
and Home Depot. There are also many local
and chain restaurants scattered throughout the
employment center. The multi-use trail will also
provide easier access to medical providers,
local schools, and parks. It will provide safe,
alternative, non-motorized transportation routes
for commuters going to work and children
traveling to and from school. It will link the
community, improve air quality, and reduce
road congestion by lessening dependence on
automobile travel for all trips. This project will
be a hugely beneficial addition to the City that
is critically park-deprived. A community-wide
survey conducted in conjunction with the 2020
Parks and Recreation Master Plan identified
walking/bicycle trails as the number one
recreation need. The City of Hanford currently
has no Class I trails.

Photo rendering of what the People’s Trail could look like.

AFTER BEFORE

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Figure 20: People’s Trail
City of Hanford Active Transportation Plan
PEOPLE’S TRAIL RECO MMEND A TIONS

TERRACE DR

EARL WAY
RO

DGERS RD
M AL
EVA
HT01

SEVENTH ST

H
W
I
ER
O
MT

TS

FLORIN DA ST

FITZGERALD
LN

MC CREARY AVE

DAVIS ST

HUME AVE
HT11
A
EV
HT11
A
EV
G

LACIER W
AY

CORTNER ST

PHILLIPS
ST
RD T
N
O
MRIAF

FARGO AVE
RD LAI
N
NET
NEC

M AGNOLIA AVE
RD ST
KIN
GS RD
H
O
LT AVE
MEADOW
VIEW
RD

ASPEN ST
I
N
OEL

RD
EVA
HT21
EVA
HT21
CAM
PUS DR

EIG HTH ST
SECOND

ST

EVA KRAP
EVA
HT9

ORC H ARD DR

FLINT AVE

KINGS COUNTY DR
13TH RD
Data provided by the City of Hanford & Kings County. Date saved: 8/21/2024. 0 0.25 0.5 MILES

W GRANGEVILLE BLVD

W LACEY BLVD

HANFORD ARMONA RD
PEOPLE’S DITCH
SR-198

DOWNTOWN HANFORD
PEOPLE’S DITCH
LEGEND
Class I: Shared-Use Path
Class IV: Separated Bikeway
Crossings
Railroad
Schools
Parks

ADVENTIST HEALTH HANFORD

HANFORD MALL
SR-198 CROSSING

RAIL CROSSING

HANFORD ADULT SCHOOL

QUAIL RUN PARK

YOUTH ATHLETIC COMPLEX

SIMAS ELEMENTARY SCHOOL

CENTENNIAL PARK

ROOSEVELT ELEMENTARY SCHOOL

MLK JR ELEMENTARY SCHOOL

WOODROW WILSON JR HIGH SCHOOL

JEFFERSON ACADEMY

MONROE ELEMENTARY SCHOOL

HIDDEN VALLEY PARK

PIONEER MIDDLE SCHOOL

HANFORD AMTRAK STATION

KINGS VALLEY ACADEMY II

W ELM ST RAIL CROSSING

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Appendices

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DESIGN GUIDES
⊲ FHWA Safe Transportation for Every
Pedestrian (STEP)
» Informs pedestrian improvements
⊲ FHWA STEP: Improving Visibility at Trail
Crossings (2021)
» Informs pedestrian and bicycle
improvements at trail crossings
⊲ FHWA Proven Safety Countermeasures
» Supplements pedestrian and bicycle
recommendations as needed based on
location
⊲ FHWA Road Diet Informational Guide
» Informs road diet feasibility determination
⊲ FHWA Bikeway Selection Guide (2019)
» Informs facility type recommendation
based on roadway speed, volume, and
urban/rural context.
⊲ FHWA California Manual on Uniform Traffic
Control Devices (CAMUTCD) (2014)
» Amended version of the FHWA MUTCD
2009 edition modified for use in California.

While standards presented in the CA
MUTCD substantially conform to the
FHWA MUTCD, the state of California
follows local practices, laws and
requirements with regards to signing,
striping and other traffic control devices.
⊲ Caltrans 7th Edition Highway Design
Manual (HDM) – Chapter 1000 Bicycle
Transportation Design (2015)
» Informs the design and implementation
of bicycle facilities. References FHWA
Bikeway Selection Guide
⊲ Caltrans Design Information Bulletin Number
94 – Complete Streets Contextual Design
Guidance (2024)
» Informs decision to maximize the use
of the public right of way to achieve
sustainable and equitable mobility
The following section serves as an inventory
of pedestrian and bicycle design treatments
and provides guidelines for their development.

These treatments and design guidelines are
important because they represent the tools
for creating a pedestrian- and bicycle-friendly,
accessible community. The guidelines are not,
however, a substitute for a more thorough
evaluation by a professional engineer before the
implementation of facility improvements.
⊲ The National Association of City
Transportation Officials’ (NACTO) Urban
Bikeway Design Guide (2012) and Urban
Street Design Guide (2013) are collections
of nationally recognized street design
standards, and offers guidance on the
current state of the practice designs.
⊲ U.S. Department of Transportation Federal
Highway Administration: Small Town and
Rural Multimodal Networks
» Addresses challenges to specific rural
areas, recognizes how many rural
roadways are operating today, and
focuses on opportunities to make
incremental improvements despite the
geographic, fiscal, and other challenges
that many rural communities face.
⊲ FHWA Separate Bike Lane Planning and
Design Guide (2015)
» Latest national guidance on the
planning and design of separated bike
lane facilities released by the Federal
Highway Administration (FHWA). The
resource documents best practices
as demonstrated around the U.S., and
offers ideas on future areas of research,
evaluation and design flexibility.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 101
⊲ Caltrans Design Information Bulletin Number
89-02 – Class IV Bikeway Guidance (2022)
» Informs the design and implementation of
Class IV bicycle facilities
⊲ Caltrans Traffic Calming Guide (2023)
» Informs design and implementation of
different traffic calming treatments
⊲ Caltrans Design Flexibility in Multimodal
Design (2014)
» Encourages flexibility in highway design.

The memo stated that “Publications
such as the National Association of City
Transportation Officials (NACTO) “Urban
Street Design Guide” and “Urban Bikeway
Design Guide,”... are resources that
Caltrans and local entities can reference
when making planning and design
decisions on the State highway system
and local streets and roads.”
⊲ Caltrans Complete Intersections: A Guide
to Reconstructing Intersections and
Interchanges for Bicyclists and Pedestrians
(2010)
» Reference guide presents information and
concepts related to improving conditions
for bicyclists and pedestrians at major
intersections and interchanges. The guide
can be used to inform minor signage and
striping changes to intersections, as well
as major changes and designs for new
intersections.
⊲ Main Street, California: A Guide for
Improving Community and Transportation
Vitality (2013)
» Reflects California’s current manuals
and policies that improve multimodal
access, livability and sustainability
within the transportation system. The
guide recognizes the overlapping and
sometimes competing needs of main
streets.
⊲ California Highway Design Manual (HDM)
(Updated 2015)
» Establishes uniform policies and
procedures to carry out highway design
functions for the California Department of
Transportation.

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CONCEPT DESIGNS
Figure 21: People’s Trail Alignment at W Elm St and the Railroad Tracks People’s trail Alignment

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Figure 22: People’s Trail Alignment at the West Lacey Blvd Crossing Tracks

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FUNDING SOURCES
Various sources exist to fund bicycle and
pedestrian infrastructure projects, programs,
and studies. Local and regional funding
sources that can be used for the construction
or maintenance of bicycle or pedestrian
improvements, along with statewide and federal
grant programs, are described on the following
pages. Eligibilities for the funding programs
listed in this section are summarized in Table 11.

Local and regional
Funding Sources
cItY oF HAn Ford
The City of Hanford can implement bicycle and
pedestrian projects in conjunction with other
projects, including pavement resurfacing, new
developments, and frontage development.

Funds for implementing bicycle and pedestrian
projects can also come from a dedication of
a certain dollar amount in the City’s Capital
Improvements Program (CIP).

General Fund
The City can utilize revenues from the General
Fund to build and maintain pedestrian and
bicycle facilities or match State and Federal
Funds.

Developer Fees
The City can implement bicycle and pedestrian
improvements using revenues generated from
developer fees. These improvements should
accommodate the new development.

Developer Agreements
When permitting new developments, the City
can require the developer to implement portions
of bicycle and pedestrian improvements where
the construction becomes part of the new
development.

Other Local Programs
The City can leverage private donations to
develop pedestrian or bicycle facilities through
programs such as “adopt-a-highway” and
memorials.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 105
regional
California Clean Air Act (CCAA) –
SJVAPCD Remove II Program
Clean Air Funds generated by a surcharge on
automobile registration imposed by authorized
air districts in California to provide funds to
meet responsibilities mandated under the
California Clean Air Act (CCAA). This Program
can assist with developing and expanding a
comprehensive bicycle transportation network.

Congestion Management and Air Quality
(CMAQ) Program
Funds transportation projects and programs that
will contribute to the attainment or maintenance
of the National Ambient Air Quality Standard
for ozone and carbon monoxide by reducing
congestion and improving air quality. The
program will fund the construction of bicycle
and pedestrian facilities and bicycle support
programs such as brochures, maps, and public
service announcements.

Local Transportation Fund (LTF)
Up to two percent of each county’s LTF can
be claimed annually by local jurisdictions to
be used for installing or maintaining bicycle
and pedestrian facilities (Public Utilities Code,
Section 99233.3). This amount would provide
around $90,000 each year for bicycle and
pedestrian projects. The RTPA may also
reserve an amount so designated, up to 2%
of the LTF, each year for later allocation to
claimants for pedestrian and bicycle facilities
or bicycle safety programs. If the RTPA finds
that all or any portion of the amount reserved
could be used more appropriately for other
purposes, that amount can be added to the
total apportionment available the following
year. Generally, local jurisdictions prefer to use
LTF allocations claimed for street and road
purposes for bicycle and pedestrian projects to
minimize administrative costs. The Kings County
Association of Governments could apportion
an amount of LTF to provide a bicycle facilities
maintenance fund. If the funds are not needed
for bicycle facility maintenance, the funds
can be returned to the following fiscal year’s
estimated LTF for reapportionment.

REAP 2.0
The California Department of Housing and
Community Development (HCD), in collaboration
with the Governor’s Office of Planning and
Research, the Strategic Growth Council, and
the California Air Resources Board, established
the Regional Early Action Planning (REAP) 2.0
program. The purpose of REAP 2.0 is to support
transformative planning and implementation
activities such as accelerating infill and
affordable housing development, reducing
vehicle miles traveled, and increasing transit
ridership, walking, and biking as primary modes
of transportation. The Kings County Association
of Governments (KCGA) was awarded
$2,060,590 in REAP 2.0 for eligible activities.

KCAG submitted an Advance Application for
$206,059 to fund the administration of grant
funds, development of the REAP 2.0 program,
public education and stakeholder outreach,
and preparation of the Full Application for the
remainder of the funds. KCAG submitted a Full
Application for $1,854,531. The proposed use of
the funds will be sub-allocated to local agencies
for eligible activities.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 106
State Funding Sources
ActIVE tr AnSPortAtIon
ProGrAM
The Active Transportation Program (ATP)
was created to encourage the use of active
transportation through encouragement
and safety measures. Eligible projects
include infrastructure projects, education,
encouragement, and enforcement of non-
infrastructure projects that further the goals
of the ATP, a combination of infrastructure
and non-infrastructure activities, and the
development of active transportation plans
in disadvantaged communities. Senate Bill 1
(SB 1) stipulates that $100 million of revenues
from the Road Maintenance and Rehabilitation
Account will be available annually to the ATP.

The ATP consolidates existing federal and
state transportation programs, including the
Transportation Alternatives Program (TAP),
Bicycle Transportation Account (BTA), and State
Safe Routes to School (SRTS), into a single
program with a focus on making California
a national leader in active transportation.

Applications are typically submitted in July.

Typical projects funded by the ATP include Safe
Routes to School programming, Safe Routes to
Transit programming, New or improved bicycle
infrastructure, including bike lanes and bike
parking, New or improved pedestrian facilities,
including sidewalks and crosswalks, and
Network links to trails and parks.

The goals of the ATP are to Increase the
proportion of walking and biking trips, Increase
safety and mobility for non-motorized users,
Reduce greenhouse gas emissions, Enhance
public health, and Ensure disadvantaged
communities share the program’s benefits.
cALtrAnS SuStAInABLE
trAnSPortAtIon
PLAnn InG GrAntS
The Sustainable Transportation Planning
Grant Program supports transportation
planning processes that address local and
regional transportation needs and issues. The
program offers two types of grants: Strategic
Partnerships and Sustainable Communities.

The Sustainable Communities Grants has
$29.5 million in funding to encourage local
and regional planning that furthers state
greenhouse gas emission reduction goals. The
Strategic Partnership Grant has $4.5 million
to identify and address statewide or regional
deficiencies on the State highway system in
partnership with Caltrans. The overarching
objectives to guide grant applications are
sustainability, preservation, accessibility, safety,
innovation, economy, health, and social equity.

Past awarded project types include active
transportation, complete streets, and transit.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 107
cALIF ornIA I nFrAStructur E
And EconoMI c
dEVEL oPME nt BAn K
The California Infrastructure and Economic
Development Bank (IBank) was created in 1994
to finance public infrastructure and private
development that promotes a healthy climate
for jobs, contributes to a strong economy,
and improves the quality of life in Californian
communities. IBank has broad authority to
issue tax-exempt and taxable revenue bonds,
provide financing to public agencies, provide
credit enhancements, acquire or lease facilities,
and leverage State and Federal funds. IBank’s
current programs include the Infrastructure
State Revolving Fund (ISRF) Loan Program, the
Expanding Venture Capital Access Program,
the Climate Catalyst Revolving Loan Fund, the
Small Business Finance Center, and the Bond
Financing Program.
cALIF ornIA o FFIcE oF tr AFFIc
SAFE tY
The California Office of Traffic Safety (OTS)
provides grants to local and state agencies for
improving roadway safety for all users. Through
grant funding made available to California by the
National Highway Traffic Safety Administration
(NHTSA), the OTS funds more than $100 million
dollars annually in innovative, evidence-based
education and enforcement programs and
technologies designed to improve road safety.

The OTS has grant programs that fund projects
that protect bicyclist and pedestrian safety
raise awareness about traffic rules, and provide
training and programs for high-risk communities
like children and older adults.
cALIF ornIA tr AnSPortAtIon
coMMISSI on LocAL
PArtnErSHIP Pro GrAM (LPP)
This program provides $200 million in
funding for local and regional transportation
agencies with voter-approved taxes, tolls,
or fees dedicated solely to transportation
improvements. The program funds aging
infrastructure, road conditions, active
transportation, transit and rail, and health and
safety benefits. The LPP funds are distributed
through a 40% statewide competitive
component and a 60% formulaic component.
cLEAn MoBILI tY oPt IonS
Administered by the California Air Resources
Board, the Clean Mobility Options grant
funds projects like bike share, scooter share,
car share, electric vehicle charging stations,
infrastructure for clean mobility, and community
transportation needs assessments. Funds are
available for disadvantaged communities in the
state.

GAS tAX
Funds from the State gas tax are based on the
historical apportionments provided to Kings
County jurisdictions. The passage of Senate
Bill 1, which aims to generate an estimated $52
billion more money by increasing gasoline tax
and imposing new transportation improvement
fee to help repair and maintain the state’s
transportation system for the next decade,
allows a significant increase in funding for
bicycle and pedestrian improvement programs.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 108
LAnd A nd WAtEr
conSErVAtIon Fund
ProGrAM
Provides grants to plan, acquire, and develop
recreation parks and facilities, including
bikeways and pedestrian trails. The California
Department of Parks and Recreation provides
reimbursement grant funds of 50% of the total
project costs.

MELL o-rooS co MMunItY
FAcILItIES d IStrIct A ct o F
1982
Allows the sponsoring agency to issue a special
tax bond for a community facilities district to
finance public facilities and services such as
parks, recreation areas, parkways, and open
space. Bicycle and pedestrian projects could be
included in any proposed public facility.

StAtE HIGHWAY oPE rAtIon
And ProtEctIon ProGrAM
(SHo PP)
The SHOPP program is designed to maintain
the state highway system; however, it includes
opportunities to address Complete Streets
elements and improve pedestrian and bicycle
facilities. Program funds can be used for
projects with Complete Streets components
like signage, bike parking, bike lanes,
pedestrian crossing infrastructure, transit
stop improvements, and pedestrian lighting.

Funds can also be used for projects that have
climate action efforts and provide low-emission
transportation choices. SHOPP projects are
administered by Caltrans and the California
Transportation Commission.

StAtE oF cALIF ornIA I nFILL
InFrAStructur E GrAnt
ProGrAM (IIG)
The objective of the IIG program is to promote
infill housing development by providing financial
assistance for Capital Improvement Projects that
are an integral part of, or necessary to facilitate,
the development of affordable and mixed-income
housing. Eligible costs include, but are not limited
to, the creation, development, or rehabilitation
of Parks or Open Spaces; water, sewer or other
utility service improvements (including internet
and electric vehicle infrastructure); streets;
roads; Transit Station Structured Parking; transit
linkages or facilities; facilities that support
pedestrian or bicycle transit; traffic mitigation,
sidewalk, or streetscape improvements; Factory-
Built Housing components; Adaptive Reuse; and
site preparation or demolition.

StAtE tr AnSPortAtIon
IMProVEME nt ProGrAM (S tIP)
The capital improvement program is funded
by state and federal monies. Available funding
is divided into two programs: the Interregional
Transportation Improvement Plan (ITIP) and the
Regional Transportation Improvement Plan (RTIP).
trAnSForMAtIVE cLIMA tE
coMMunItIES ( tcc)
The California Strategic Growth Council funds
community-led development and infrastructure
projects that achieve major environmental,
health, and economic benefits in California’s
most disadvantaged communities. In addition to
reducing greenhouse gas emissions, the goals
of the TCC program are to fund projects that
maximize community health and environmental
benefits, avoid displacement, have
comprehensive community involvement, and
offer technical assistance. Previous rounds have
had $115 million available for implementation and
planning projects.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 109
trAnSPortAtIon
dEVEL oPME nt Act FundS
(tdA)
TDA provides funding from State Transit
Assistance (STA) and Local Transportation
Fund (LTF). This program funds a variety
of transportation programs, including for
pedestrians, bicyclists, and transit facilities.

The amount of funding is based on sales
tax collected in each county. This fund is
administered by Caltrans.
urBAn GrEEnInG GrAnt
ProGrAM
The Urban Greening Program, funded by the
General Fund, is a grant program designed to
promote a comprehensive, long-term approach
to addressing climate change to improve the
environment. Specifically, the program funds
urban greening and urban forestry projects that
reduce GHG emissions and provide additional
benefits. A competitive project will maximize
opportunities to reduce GHG emissions
through project design and implementation
and incorporate green infrastructure solutions
that improve the sustainability and function of
existing urban hardscapes and landscapes.

Federal Funding Sources
ActIVE tr AnSPortAtIon
InFrAStructur E InVEStMEnt
ProGrAM (A tIIP)
ATIIP will provide competitive grants for projects
that connect active transportation networks
and spines. Eligible projects should create
an active transportation network connecting
destinations, including schools, workplaces,
residences, businesses, recreation areas, and
other community areas, or create an active
transportation spine connecting two or more
communities. The project should also integrate
active transportation facilities with transit
services. Funding was approved in December
2022, and USDOT has not yet released
information on the application timeline or
criteria.

AFFordABLE H ouSInG And
SuStAInABLE co MMunItIES
ProGrAM (AHS c)
The goals of AHSC are to support compact
development to preserve land, reduce
greenhouse gas emissions, and increase the
supply of affordable housing near jobs, stores,
transit, and other key destinations. Eligible
projects include sustainable transportation
infrastructure, such as new transit vehicles,
sidewalks, and bike lanes; transportation-related
amenities, such as bus shelters, benches, or
shade trees; and other programs encouraging
residents to walk, bike, and use public transit.
cArBon rEduct Ion ProGrAM
Authorized with the BIL in 2022, the Carbon
Reduction Program is a DOT program that
funds projects that support a reduction in
transportation emissions. Eligible projects
include bicycle and pedestrian infrastructure
and public transit facilities. Caltrans distributes
funding based on population sizes using the
2020 Census.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 110
EnHAncEd MoBILI tY oF
SEnIorS And I ndIVIduALS
WItH dISABILI tIES
This program is intended to enhance mobility
for seniors and persons with disabilities by
providing funds for programs to serve the
special needs of transit-dependent populations
beyond traditional public transportation
services and the Americans with Disabilities
Act (ADA) complementary paratransit services.

The program will fund bicycle improvements
that provide access to an eligible public
transportation facility and meet the needs of the
elderly and individuals with disabilities, which
receive an 80% federal share.

HIGHWAY SAFE tY
IMPro VEME nt Pro GrAM
Funds infrastructure projects aimed at reducing
traffic fatalities and serious injuries. Projects
may include intersection improvements,
pavement, and shoulder widening, rumble
strips, skid-restraint surfaces, bike/ped safety
improvements, and traffic calming.

HouSE tr AnSPortAtIon
& InFrAStructur E (t&I)
coMMI ttEE APP roPrIAtIonS
The House T&I Committee invites Members
of Congress to request funding for projects in
their communities. Project funds can be used for
planning, final design, and construction projects.

Eligible projects include bicycle & pedestrian
infrastructure projects that increase access,
strengthen multimodal connections, reduce
greenhouse gas emissions, and enhance
environmental justice.

InFrAStructur E InVEStMEnt
And jo BS A ct
The current federal transportation infrastructure
bill aims to rebuild the nation’s deteriorating
roads and bridges and fund new climate
resilience, such as repairing and replacing aging
public works projects, moving communities
vulnerable to climate change, reconnecting
communities divided by highway construction,
and providing safe commutes for pedestrians. At
least $25 million annually is reserved for “small
and disadvantaged communities.”
MEtroPoLItAn, StAtEWI dE &
non -ME troP oLItAn PLA nnInG
This federal source provides funding for
multimodal transportation planning in
metropolitan areas. Funds can be used for
planning activities that support the economic
vitality of a metropolitan area, increase the
safety and security of transportation systems,
increase mobility, protect the environment, or
connect transportation systems.
nAtIonAL E ndoWME nt For
tHE A rtS – G rAntS For A rt
ProjEctS
Grants for Arts Projects (GAP) provides
expansive funding opportunities to strengthen
the nation’s arts and culture ecosystem.

Through project-based funding, the program
supports opportunities for public engagement
with the arts and arts education, the integration
of the arts with strategies promoting the health
and well-being of people and communities,
and the improvement of overall capacity and
capabilities within the arts sector. This funding
source could be used for incorporating public
art into a streetscape redesign or adding
thoughtful art elements that represent the local
community.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 111
nEIGHB orHood AccESS And
EQuItY GrAntS
Authorized by the Inflation Reduction Act
in August 2022, these grants aim to make
roads safer for all modes of transportation.

The purpose of the grant is to reconnect
communities that have highways running
through them. Funds can be used to redesign
highways for all modes, build trails and bike
lanes, provide transit connections, install green
infrastructure, reduce urban heat islands, and
build safety features.

PILot P roGrAM F or tr AnSIt-
orIE ntEd dEVEL oPME nt
PLA nnI nG
This program aims to improve America’s public
transportation system by providing funds to
integrate land use and transportation planning.

Funding is available for projects that improve
multimodal transportation, accessibility, and
pedestrian and bicycle access to transit and
enable mixed-use development near transit.
rEBuILd AME rIcAn
InFrAStructur E WI tH
SuStAInABILI tY And EQuItY
Previously known as the BUILD and TIGER
grant programs, RAISE grants are for capital
investments in surface transportation
infrastructure for projects with a significant local
or regional impact. RAISE grants are awarded
on a competitive basis, based on criteria related
to safety, environmental sustainability, quality
of life, mobility and community connectivity,
economic competitiveness and opportunity,
state of good repair, partnership and
collaboration, and innovation.
rEcrEAtIon trAILS P roGrAM
A federal assistance program administered
by the U.S. Department of Transportation’s
Federal Highway Administration (FHWA). It
provides funds to states for the acquisition of
Right-of-Way, development and maintenance of
recreational trails, trial-related facilities for both
motorized and nonmotorized recreational trail
uses, and education programs. The program
is part of the National Trails System, which
includes National Recreation Trails, National
Scenic Trails, and National Historic Trails.

SurFAcE tr AnSPortAtIon
ProGrAM
Funds bicycle facilities and pedestrian walkways
and modification of public sidewalks to comply
with ADA standards.

SAFE S trEEtS And roAdS
For ALL
Established by the Bipartisan Infrastructure Law
(BIL), this program funds initiatives that prevent
roadway deaths and serious injuries and can be
used to carry out items in support of creating
safety Action Plans like Vision Zero, and in
implementing infrastructure, including installing
pedestrian and bicycle networks, transforming
roadway corridors into Complete Streets, and
improving the safety of intersections. Up to $1
billion is available each year of the program.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 112
SurFAcE tr AnSPortAtIon
BLocK G rAntS
Extended by the Bipartisan Infrastructure
Law, these grants are used to fund projects
that maintain and improve the transportation
performance of federal-aid highways, bridges,
and tunnels, install pedestrian and bicycle
infrastructure and implement transit capital
projects. Additional Transportation Alternatives
set aside funds for active transportation,
and active transportation access to transit
improvements.
tHrIVI nG coMM unItIES
ProGrAM ( tcP)
The TCP provides technical assistance to
disadvantaged communities adversely or
disproportionately affected by environmental,
climate, and human health policy outcomes,
including technical tools and organizational
capacity to compete for federal aid and deliver
quality infrastructure projects that enable their
communities and neighborhoods to thrive. A
community organization must be the primary
applicant.
trAnSPortAtIon
ALtErnAtIVES
The Bipartisan Infrastructure Law continues
the Transportation Alternatives set aside
from the Surface Transportation Block Grant
(STBG) program. Eligible uses of the set-aside
funds include projects and activities that were
previously eligible under the Transportation
Alternatives Program under the Moving
Ahead for Progress in the 21st Century Act.

This encompasses a variety of smaller-scale
transportation projects such as pedestrian and
bicycle facilities, recreational trails, safe routes
to school projects, community improvements
such as historic preservation and vegetation
management, and environmental mitigation
related to stormwater and habitat connectivity.

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 113
Table 11: Funding Opportunities Matrix
Funding Source
Planning/
Design/
Construction
On-Street
Bikeways/
End-of-Trip Trails
Safe
Routes
to
School
Safe
Routes
to
Transit
Crossings/
Intersections Programs Studies
Local and Regional
City of Hanford
General Fund P/D/C ● ● ● ● ● ●
Developers
Fees C ● ● ● ●
Developer
Agreements C ● ● ● ●
Other Local
Programs C ● ● ●
Regional
California
Clean Air Act
– SJVAPCD
Remove II
Program
P/D/C ● ● ● ● ●
Congestion
Management
and Air Quality
Program
C ● ● ● ● ●
Local
Transportation
Fund
C ● ●
REAP 2.0 C ● ● ●
State
Active
Transportation
Program
P/D/C ● ● ● ● ● ● ●
Caltrans
Sustainable
Planning Grants
P ●
California
Infrastructure
and Economic
Development
Bank
P/D/C ● ● ● ●
California Office
of Traffic Safety - ●

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 114
Funding Source
Planning/
Design/
Construction
On-Street
Bikeways/
End-of-Trip Trails
Safe
Routes
to
School
Safe
Routes
to
Transit
Crossings/
Intersections Programs Studies
California
Transportation
Commission
Local
Partnership
Program
C ● ● ● ● ●
Clean Mobility
Options - ● ●
Gas Tax P/D/C ● ● ●
Land and Water
Conservation
Fund Program
C ●
Mello-Roos
Community
Facilities District
Act of 1982
P/C ● ● ●
State Highway
Operation and
Protection
Program
D/C ● ● ●
State of
California Infill
Infrastructure
Grant Program
D/C ● ● ●
State
Transportation
Improvement
Program
P/D/C ● ● ● ● ●
Transformative
Development
Act Funds
P ● ● ● ● ● ●
Urban Greening
Grant Program C ● ● ● ●
Federal
Active
Transportation
Infrastructure
Investment
Program
C ● ● ● ● ●

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 115
Funding Source
Planning/
Design/
Construction
On-Street
Bikeways/
End-of-Trip Trails
Safe
Routes
to
School
Safe
Routes
to
Transit
Crossings/
Intersections Programs Studies
Affordable
Housing and
Sustainable
Communities
Program
C ● ● ●
Carbon
Reduction
Program
C ● ● ● ● ●
Enhanced
Mobility of
Seniors and
Individuals with
Disabilities
D/C ● ● ● ●
Highway Safety
Improvement
Program
C ● ●
House
Transportation
& Infrastructure
Committee
Appropriations
P/D/C ● ● ● ● ●
Infrastructure
Investment and
Jobs Act
D/C ● ● ● ● ●
Metropolitan,
Statewide
& Non-
Metropolitan
Planning
- ● ●
National
Endowment for
the Arts – Grant
for Art Projects
- ● ●
Neighborhood
Access and
Equity Grants
D/C ● ● ● ● ●
Pilot Program
for Transit-
Oriented
Development
Planning
P/D/C ● ● ● ●

APPE nd IcES
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 116
Funding Source
Planning/
Design/
Construction
On-Street
Bikeways/
End-of-Trip Trails
Safe
Routes
to
School
Safe
Routes
to
Transit
Crossings/
Intersections Programs Studies
Rebuilding
American
Infrastructure
with
Sustainability
and Equity
D/C ● ● ●
Recreation
Trails Program C ●
RAISE Grant P/D/C ● ● ● ● ● ●
Revise Surface
Transportation
Program
D/C ● ● ●
Safe Streets and
Roads for All D/C ● ● ● ●
Surface
Transportation
Block Grants
C ● ● ● ● ●
Thriving
Communities
Program
- ● ●
Transportation
Alternatives D/C ● ● ● ● ●

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 117

BICYCLE RECOMMENDATIONS
Table 12: Bicycle Recommendations
Street Name From Street To Street Class
Length
(mi) Tier
Cost Estimate
(Low)
Cost Esti-
mate (High)
10th Ave Hwy 43 Houston Ave IIB 5.0 2 $971,100 $3,082,620 11 1/2 Ave Davis St State St IIIB 0.9 2 $372,000 $651,000 11th Ave Flint Ave Houston Ave IIB 5.1 2 $986,700 $3,132,140 12th Ave Flint Ave Houston Ave IIB 5.1 2/3 $986,700 $3,132,140 13th Ave Fargo Ave Front St IIB 2.7 2 $522,600 $1,658,920 2nd St Phillips St 10th Ave IIB 0.7 2 $134,550 $427,110 6th St 11th Ave 10th Ave IIB 1.0 2 $200,850 $637,570
7th St Mall Dr Williams St II 0.8 2 $ 94,400 $495,200
7th St Williams St Lacey Blvd IV 1.0 3 $400,000 $1,750,000 8 1/2 Ave Leland Florinda IV 1.0 2 $400,000 $1,750,000
8th St Santa Fe Ave Phillips St IIIB 0.1 1 $ 24,000 $42,000 9 1/4 Ave Leland Way Lacey Blvd IIIB 1.5 2 $604,000 $1,057,000 9th Ave Leland Lacey Blvd IIB 2.0 2 $393,900 $1,250,380 9th St Douty St 10th Ave IIIB 0.5 2 $200,000 $350,000
Alpine Ave Hume Ave Houston Ave IIB 0.5 2 $99,450 $315,690 Aspen St W Pepper Dr Fargo Ave II 0.3 2 $35,400 $185,700 Berkshire Way/
Kings Rd Fitzgerald Ln Grangeville Blvd IIIB 0.3 2 $116,000 $203,000 Cameron St 11th St 10th Ave IIIB 1.0 2 $404,000 $707,000 Campus Dr Lacey Blvd Railroad Tracks IV 0.4 1 $164,000 $717,500 Centennial Dr Lacey Blvd 12th Ave I 0.6 2 $615,000 $879,000 Centennial Dr Lacey Blvd Fargo Ave IIB 2.0 2 $390,000 $1,238,000 China Alley Phillips St White St I 0.5 1 $553,500 $791,100 Court St Irwin St Douty St I 0.1 2 $92,250 $131,850
Courtner St Glacier Way Douty St IIIB 0.9 2 $360,000 $630,000 Davis St People's Trail 11th Ave IIIB 1.0 2 $400,000 $700,000 Devon St 13th Ave Centennial Dr IIB 0.5 2 $ 97,500 $309,500 Douty St Flint Hanford Armona IIB 4.1 1 $793,650 $2,519,330 E Lacey Blvd 10th Ave Light Rail Station IV 2.5 3 $1,004,000 $4,392,500 Elm St Greenfield Ave 11th Ave IV 0.1 2 $ 52,000 $227,500 Encore Dr Aspen St Fargo Ave IIIB 1.3 2 $508,000 $889,000

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 118
Street Name From Street To Street Class
Length
(mi) Tier
Cost Estimate
(Low)
Cost Esti-
mate (High)
Fargo Ave 13th Hwy 43 IIB 3.0 2 $575,250 $1,826,050
Fitzgerald Ln Fargo Ave Grangeville Blvd II 1.0 2 $120,360 $631,380 Flint Ave 12th Ave Hwy 43 IIB 2.0 2 $390,000 $1,238,000 Flood Channel
from Flint Ave
to Rodgers
Road (People’s
Trail)
Flint Rodgers I 2.6 1 $2,665,000 $3,809,000
Flood Channel
from RR to
Hume Ave
(People’s Trail)
Railroad Hume I 1.4 1 $1,404,250 $2,007,050
Flood
Control From
Greenfield to
Lacey Blvd
(People’s Trail)
Greenfield Lacey I 0.5 1 $522,750 $747,150
Florinda St 8 1/2 Ave High Speed Rail
Station I 1.0 3 $1,025,000 $1,465,000
Florinda St 11th Ave 10th Ave II 1.0 1 $118,000 $619,000 Florinda St 9 1/4 Ave 8 1/2 Ave III 0.8 3 $ 88,000 $164,000 Florinda St 10th Ave 9 1/4 Ave IIB 0.8 1 $146,250 $464,250 Garner Ave Seventh Lacey II 0.3 2 $ 36,580 $191,890
Glacier Way Flint Ave Courtner St II 1.4 2 $162,840 $854,220 Grangeville
Blvd 9th Ave 7th Ave IV 1.0 2 $400,000 $1,750,000
Grangeville
Blvd 13th Ave 9th Ave IIB 4.0 2 $780,000 $2,476,000
Green St China Alley China Alley IIIB 0.0 1 $4,000 $ 7,000 Greenfield Centennial Lacey Blvd IIB 1.8 1 $349,050 $1,108,010 Hanford
Armona 13th 10th Ave IIB 3.0 1 $585,000 $1,857,000
Harris St 2nd St Hanford Armona IIIB 0.6 2 $228,000 $399,000 Houston Ave 12th Ave 10th Ave IIB 4.5 3 $877,500 $2,785,500 Hume Ave 12th Ave 11th Ave IIB 1.0 2 $195,000 $619,000
Irwin St W Lacey Blvd Civic Center
Park IIIB 0.0 2 $12,000 $ 21,000
Ivy St 11th Ave 10th Ave IIIB 1.0 2 $404,000 $707,000

APPE nd IcES
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 119
Street Name From Street To Street Class
Length
(mi) Tier
Cost Estimate
(Low)
Cost Esti-
mate (High)
Kensington
Way Fargo Ave Grangeville Blvd IIIB 1.0 2 $400,000 $700,000 Kings County
Dr 12th Ave Lacey Blvd II 0.5 2 $ 60,180 $315,690
Leland Way 9 1/4 Ave 8 1/2 Ave IV 0.8 2 $320,000 $1,400,000 Leland Way Douty St 9 1/4 Ave IIIB 1.2 2 $480,000 $840,000 Leoni Dr Cortner St Grangeville Blvd IIIB 0.6 2 $248,000 $434,000 Liberty St Centennial Dr 12th Ave IIB 0.3 2 $ 62,400 $198,080 Mall Dr Lacey Blvd 12th Ave II 0.5 2 $ 62,540 $328,070
McCreary Ave 11th Ave Douty St IIIB 0.5 2 $204,000 $357,000 Muscat Pl 12th Ave Fitzgerald Ln IIIB 0.2 2 $ 96,000 $168,000 Neill Way Fargo Ave Leland Way IIIB 0.5 2 $204,000 $357,000 Pepper Dr Aspen St Glavier Way II 0.7 2 $ 82,600 $433,300 Phillips St Fourth St 2nd St II 0.2 2 $ 23,600 $123,800 Phillips St Lacey Blvd Fourth St IIB 0.4 2 $ 68,250 $216,650 Railroad Tracks Western City
Limit Light Rail Station I 5.7 3 $5,791,250 $8,277,250
Redington 6th St Dewey II 0.3 2 $ 33,040 $173,320
Rodgers Rd Dead End north Cortner St I 0.1 2 $102,500 $146,500 Rodgers Rd Grangeville Blvd Dead End north III 0.5 2 $ 55,000 $102,500 Rodgers Rd 11th Ave Grangeville Blvd IIB 0.6 2 $117,000 $371,400 Sangiovese St Centennial Dr 12th Ave IIB 0.5 2 $ 97,500 $309,500 State St/
Kimball St/
Echo Ln/
Bonnyview Ln
11th 1/2 Ave 11th Ave IIIB 1.0 2 $392,000 $686,000
University Ave Grangeville Blvd Greenfield IIB 0.5 2 $ 89,700 $284,740 W Lacey Blvd Irwin St 13th Ave II 2.4 3 $284,380 $1,491,790 White St China Alley 7th St IIIB 0.0 1 $8,000 $14,000

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 120

PEDESTRIAN RECOMMENDATIONS
Table 13: Pedestrian Recommendations
Recommended Improvements
Crossing Improvements Signs and Signals
Location
Curb Extensions
High Visibility Crosswalk Marking
Advance Yield/Stop Lines
Raised Crossing
Pedestrian Refuge Island
Pedestrian-Scale Lighting
All-Way Stop/ Warrant Analysis
Rectangular Rapid Flashing Beacon (RRFB)
Pedestrian Hybrid Beacon/HAWK
Leading Pedestrian SignalTier
Cost
Estimate
(Low)
Cost
Estimate
(High)
W Cortner St/
N 11th Ave ● ● ● 3 $203,000 $344,000
Grangeville
Blvd/N 11th Ave ● ● ● ● 3 $303,000 $484,000
Centennial Dr/
Grangeville Blvd ● ● 3 $23,000 $44,000
E Grangeville
Blvd/N Douty St ● ● ● 1 $123,000 $184,000
E Grangeville
Blvd/
N Kensington Way
●
1 $5,000 $10,000
E Grangeville
Blvd/10th Ave ● ● 1 $23,000 $44,000
Hill St/Harris St ● 1 $5,000 $8,500
Greenfield Ave/
Cerritos Ave ● ● ● 3 $41,000 $70,000
Greenfield Ave/
Campus Dr ● ● 3 $200,000 $334,000
Florida St/
Whitmore St ● ● 1 $6,500 $15,000
Cameron St/
N 10th Ave ● ● ● 1 $50,000 $117,000
Douty St/Elm St ● ● ● 3 $46,000 $78,500

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HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 121
Recommended Improvements
Crossing Improvements Signs and Signals
Location
Curb Extensions
High Visibility Crosswalk Marking
Advance Yield/Stop Lines
Raised Crossing
Pedestrian Refuge Island
Pedestrian-Scale Lighting
All-Way Stop/ Warrant Analysis
Rectangular Rapid Flashing Beacon (RRFB)
Pedestrian Hybrid Beacon/HAWK
Leading Pedestrian SignalTier
Cost
Estimate
(Low)
Cost
Estimate
(High)
Ivy St/Park Ave ● ● ● 3 $27,000 $50,000
N 11th Ave/Ivy St ● ● ● ● ● 1 $78,500 $161,500
E 10th St/
N Harris St ● ● ● 3 $195,000 $327,000
N Douty St/
Court St ● ● 1 $31,000 $53,000
N Douty St/
E 8th St ● ● 1 $35,000 $64,000
N Lacey Blvd/
N 10th St ● ● ● 1 $203,000 $344,000
N Douty St/
China Alley ● 1 $1,000 $3,000
Lacey Blvd/
11th Ave ● ● ● ● ● ● 1 $323,500 $585,500
W Lacey Blvd/
Greenfield Ave ● ● ● 3 $155,000 $292,000
W Lacey Blvd/
Campus Dr
(People's Trail)
● ● ●
1 $408,000 $816,500
7th St/Douty St ● ● 2 $22,000 $40,000
W Lacey Blvd/
Centennial Dr ● ● ● 3 $116,000 $204,000
Centennial Dr/
Shopping Mall
Entrance
● ● ●
3 $220,000 $434,000

APPE nd IcES
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 122
Recommended Improvements
Crossing Improvements Signs and Signals
Location
Curb Extensions
High Visibility Crosswalk Marking
Advance Yield/Stop Lines
Raised Crossing
Pedestrian Refuge Island
Pedestrian-Scale Lighting
All-Way Stop/ Warrant Analysis
Rectangular Rapid Flashing Beacon (RRFB)
Pedestrian Hybrid Beacon/HAWK
Leading Pedestrian SignalTier
Cost
Estimate
(Low)
Cost
Estimate
(High)
Mall Dr/
Adventists
Hospital Entrance
●
3 $5,000 $8,500
7th Ave/
Santa Fe Ave ● ● ● 1 $45,000 $68,500
7th St/11th Ave ● ● ● 1 $206,000 $354,000
6th St/11th Ave ● ● 1 $60,000 $87,000
6th St/Douty St ● 2 $20,000 $34,000
5th St/Irwin St ● 2 $5,000 $8,500
5th St/
Redington St ● 2 $10,000 $17,000
5th St/11th Ave ● ● ● 1 $193,000 $327,000
4th St/11th Ave ● ● ● 2 $31,500 $55,000
4th St/11th Ave ● ● ● 1 $116,500 $170,000
3rd St/11th Ave ● ● ● 1 $116,500 $170,000
Harris St/
Between Coe
Park and Ball
Park
●
1 $7,500 $15,000
Douty St/
Longfield Center ● ● ● ● ● 1 $121,000 $236,500
Davis St/ 11th Ave ● ● ● ● ● 1 $305,000 $490,000
Davis St/Grant St ● ● 1 $145,000 $242,000
Scott St/
S Phillips St ● ● 1 $15,000 $27,000

APPE nd IcES
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 123
Recommended Improvements
Crossing Improvements Signs and Signals
Location
Curb Extensions
High Visibility Crosswalk Marking
Advance Yield/Stop Lines
Raised Crossing
Pedestrian Refuge Island
Pedestrian-Scale Lighting
All-Way Stop/ Warrant Analysis
Rectangular Rapid Flashing Beacon (RRFB)
Pedestrian Hybrid Beacon/HAWK
Leading Pedestrian SignalTier
Cost
Estimate
(Low)
Cost
Estimate
(High)
Harris St/Lincoln
Elementary ● ● ● ● 1 $103,000 $175,000
Hanford Armona
Rd/Hanford
Soccer Complex
● ● ● ●
3 $31,000 $86,500
Hanford Armona
Rd/S Harris St ● ● ● ● 1 $145,500 $230,000
Hanford Armona
Rd/11th Ave ● ● ● ● ● ● 1 $335,000 $640,000
Hanford
Armona Rd/
Bengston Ave
● ● ● ●
1 $126,000 $191,500
12th St/Hanford
Armona Rd ● ● ● ● ● 1 $305,000 $490,000
12th St/Graham St ● 1 $5,000 $8,500
Hanford Armona
Rd/Casa Del Sol
Apartments
● ● ●
2 $30,000 $83,500
Dawn Ln/Martin
Luther King
Elementary
● ● ●
1 $13,500 $26,500
Dawn Ln/
Hume Ave ● ● 1 $187,500 $315,000
Dawn Ln/11th Ave ● ● ● ● 1 $223,000 $444,000
1st Pl/Home Ave ● 3 $10,000 $17,000
2nd Pl/Home Ave ● 3 $10,000 $17,000
3rd Pl/Home Ave ● 3 $10,000 $17,000

APPE nd IcES
HANFORD, CALIFORNIA ACTIVE TRANSPORTATION PLAN 124
Recommended Improvements
Crossing Improvements Signs and Signals
Location
Curb Extensions
High Visibility Crosswalk Marking
Advance Yield/Stop Lines
Raised Crossing
Pedestrian Refuge Island
Pedestrian-Scale Lighting
All-Way Stop/ Warrant Analysis
Rectangular Rapid Flashing Beacon (RRFB)
Pedestrian Hybrid Beacon/HAWK
Leading Pedestrian SignalTier
Cost
Estimate
(Low)
Cost
Estimate
(High)
1st Pl/Garden Dr ● 3 $10,000 $17,000
2nd Pl/Garden Dr ● 3 $10,000 $17,000
3rd Pl/Garden Dr ● ● 3 $15,000 $27,000
Temple Dr/
Shawn Pl ● 3 $5,000 $8,500

Council Future Agenda Items
Originated
Date Item Originator Staff Lead Date Estimate
10/1/2024 Presentation to the City Council of a
comprehensive needs analysis of the
City’s Historic Buildings and options for
future uses and possible funding
mechanisms
Council
Direction
Various Staff 4/1/2025
12/3/2024 Presentation to the City Council
regarding City resources used to
address homelessness in the City of
Hanford.

Council
Direction
Various Staff 3/18/2025
12/3/2024 Update to the City Council on the
rollout of the My Hanford App
City Manager Brian Johnson 3/18/2025
12/17/2024 Presentation to the City Council on the
collection and approved uses of past
and future Park Impact Fees under the
current Impact Fee Study adopted by
Council in 2019.

Council
Direction
Various Staff 4/15/2025
1/21/2025 Further discussion of future changes to
Council Compensation as allowed
under SB329.

City Manager Mario
Cifuentez
8/5/2025
2/4/2025 Council review of proposed changes to
the Municipal Code related to the
number of Chickens allowed in
Residential zones.

Council
Consensus
Jason Waters 3/18/2025