General Plan Update Review Committee Draft Elements Part 2 For ...

For General 

Plan UPdate 

Committee 

review 

General Plan Update 

Review Committee 

Draft Elements Part 2 

AUGUST 24, 2012

GENERAL PLAN UPDATE REVIEW COMMITTEE 

Bob Brown Waterways and Trails Committee 

Bob Link Visalia City Council 

Brad Maaske Tulare County Association of Realtors 

Brian Blain Tulare County Farm Bureau 

Carl Anderson Kaweah Delta Board of Directors 

Carla Calhoun Parks & Recreation Commission 

Carlos Melina North Visalia Neighborhood Advisory Committee 

Clarise Dilbeck Visalia Unified School District 

Craig Van Horn Mooney Boulevard Merchant’s Organization 

Darlene Mata Visalia Community Forum 

Dena Cochran Kaweah Delta Hospital 

Dirk Holkeboer Citizens Advisory Committee 

Eric Mittlestead College of the Sequoias 

Glenn Morris Visalia Chamber of Commerce 

Greg Collins Visalia City Council 

Javier Leon Hispanic Chamber of Commerce 

Jim Robinson Visalia Economic Development Council 

Ken Kugler Tulare County Affordable Housing 

Larry Segrue Visalia Planning Commission 

Michael Kreps Downtown Visalians 

Mike Knopf Tulare / Kings Home Builders Association 

Steven Cullen Historic Preservation Advisory Committee 

Tyson Carroll Environmental Committee 

Vincent Salinas Visalia Planning Commission

General Plan Update 


Draft Elements Part 2 

PREPARED FOR 

THE CITY OF VISALIA BY: 

AUGUST 24, 2012

NOTE TO READER: 

This document incorporates background material from the Existing Conditions Report as well as 

recommended objectives and policies that were previously reviewed by the General Plan Update 

Review Committee (GPURC). The City Council, along with the Planning Commission, has been 

reviewing the GPURC's recommendations and may provide further direction on the policies 

presented here. New material for GPURC review, which is underlined, includes new rail policies, 

hazardous materials policies, and broad objectives throughout the Safety and Noise chapter. 

Placeholders have been left in the Noise section for the addition of the Future Noise Contours map 

and related land use information. These will be provided to GPURC as soon as they are completed.

TABLE OF CONTENTS 

1 Introduction .........................................................................................................................1-1 

1.1 Purpose of the General Plan ....................................................................................1-1 

1.2 General Plan Requirements ......................................................................................1-2 

1.3 Planning Context ..................................................................................................... 1-4 

1.4 Public Participation Process ..................................................................................... 1-9 

1.5 General Plan Themes & Key Initiatives .................................................................. 1-11 

1.6 Development Under The Plan ................................................................................1-12 

1.7 Plan Organization ...................................................................................................1-14 

1.8 Administration of the Plan .....................................................................................1-16 

2 Land Use ..............................................................................................................................2-1 

2.1 Land Use and Development Characteristics ............................................................2-1 

2.2 Growth Strategy ...................................................................................................... 2-5 

2.3 Economic Development ............................................................................................2-7 

2.4 General Plan Land Use Diagram ............................................................................2-16 

2.5 Urban Boundaries and Growth Management ......................................................2-26 

2.6 Rural Buffer and Edge Conditions .........................................................................2-31 

2.7 Community Design .................................................................................................2-33 

2.8 Infill Development Incentives .................................................................................2-35 

2.9 Residential Neighborhoods ................................................................................... 2-38 

2.10 Commercial Land Use and Mixed Use Development ........................................... 2-45

2.11 Downtown and East Downtown........................................................................... 2-52 

2.12 Industrial Land Use ................................................................................................ 2-57 

2.13 Institutional & Civic .................................................................................................2-59 

2.14 The Airport ..............................................................................................................2-61 

3 Historic Preservation ...........................................................................................................3-1 

3.1 Visalia’s Historic Resources .......................................................................................3-1 

3.2 Relationship to Land Use, Community Design, and Cultural Resources ............... 3-5 

3.3 The City’s Role and Tools for Preservation ............................................................. 3-7 

4 Circulation .......................................................................................................................... 4-1 

4.1 Complete Streets Framework .................................................................................. 4-1 

4.2 Guiding Principles .................................................................................................... 4-2 

4.3 Overall Circulation System Planning ....................................................................... 4-3 

4.4 Planned Improvements ..........................................................................................4-14 

4.5 Public Transit .......................................................................................................... 4-30 

4.6 Bicycles, Trails, and Pedestrian Circulation ........................................................... 4-36 

4.7 Parking ................................................................................................................... 4-41 

4.8 Goods Movement .................................................................................................. 4-43 

4.9 Aviation .................................................................................................................. 4-47 

4.10 Regional Coordination .......................................................................................... 4-48

5 Parks, Schools, Community Facilities, and Utilities ......................................................... 5-1 

5.1 Parks and Recreation ............................................................................................... 5-1 

5.2 Schools and Community Facilities ..........................................................................5-16 

5.3 Public Utilities ......................................................................................................... 5-25 

6 Open Space and Conservation .......................................................................................... 6-1 

6.1 Open Space Resources ............................................................................................. 6-1 

6.2 Water Resources....................................................................................................... 6-4 

6.3 Land Resources........................................................................................................6-11 

6.4 Biological Resources................................................................................................6-18 

6.5 Cultural Resources .................................................................................................. 6-22 

7 Air Quality & Greenhouse Gases .......................................................................................7-1 

7.1 Air Resources .............................................................................................................7-1 

7.2 Climate Change and Greenhouse Gases ................................................................7-10 

8 Open Space and Conservation .......................................................................................... 8-1 

8.1 Seismic and Geologic Hazards ................................................................................. 8-1 

8.2 Flood Hazards .......................................................................................................... 8-5 

8.3 Hazardous Materials ................................................................................................ 8-8 

8.4 Fire Hazards .............................................................................................................8-12 

8.5 Safety Services and Emergency Response .............................................................8-15 

8.6 Noise ........................................................................................................................8-19

9 Implementation .................................................................................................................. 9-1 

9.1 Responsibilities ......................................................................................................... 9-1 

9.2 The Plan & Regulatory System ................................................................................ 9-4 

9.3 Capital Improvement & Programming ................................................................... 9-7 

Glossary ...................................................................................................................................G-1 

List of Acronyms ................................................................................................................... G-45 

Appendix A: Hazardous Substance Sites ............................................................................... A-1 

Appendix B: Existing Traffic Noise Contours ......................................................................... B-1 

LIST OF FIGURES 

Figure 1-1: Regional Location ......................................................................................... 1-5 

Figure 1-2: Planning Boundaries ......................................................................................1-7 

Figure 1-3: Historical Growth .......................................................................................... 1-8 

Figure 2-1: Existing Land Use ...........................................................................................2-2 

Figure 2-2: Land Use Diagram........................................................................................2-18 

Figure 2-3: Proposed Development Footprint by Tier ..................................................2-27 

Figure 3-1: Historic Resources in Visalia ......................................................................... 3-4 

Figure 4-1: Roadway Classifications ............................................................................... 4-5 

Figure 4-2a: Green Street (2-Lane Collector) ................................................................. 4-23 

Figure 4-2b: Green Corridor (4-Lane Collector) ............................................................. 4-24 

Figure 4-2c: Green Corridor - Downtown (4-Lane Collector) ....................................... 4-24 

Figure 4-2d: Transit Corridor (4-Lane Arterial, with Transit) ......................................... 4-24

Figure 4-2e: Gateway Boulevard (6-Lane Arterial) ........................................................ 4-24 

Figure 4-3: Year 2030 Mitigated Lane Geometrics and Control ................................. 4-27 

Figure 4-4: Transit Routes .............................................................................................. 4-33 

Figure 4-5: General Plan Bikeways ................................................................................ 4-38 

Figure 4-6: Truck Routes, Rail Lines, and Airport Facilities .........................................4-44 

Figure 5-1: Parks and Recreation Facilities ..................................................................... 5-3 

Figure 5-2: Schools ......................................................................................................... 5-20 

Figure 5-3: Groundwater Depth ................................................................................... 5-29 

Figure 5-4: Sewer System ............................................................................................. 5-31 

Figure 5-5: Storm Drainage System .............................................................................. 5-33 

Figure 6-1: Water Resources ........................................................................................... 6-6 

Figure 6-2: Typical Residential Section along Waterway .............................................. 6-9 

Figure 6-3: Neighborhood Commercial Sides onto the Creek ...................................... 6-9 

Figure 6-4: Farmland ......................................................................................................6-13 

Figure 6-5: Erosion Susceptibility and Shrink-Swell Potential ......................................6-16 

Figure 6-6: Biological Resources ................................................................................... 6-20 

Figure 8-1: Regional Faults .............................................................................................. 8-3 

Figure 8-2: Flood Zones ................................................................................................... 8-7 

Figure 8-3: Contaminated Sites ......................................................................................8-10 

Figure 8-4: Fire Hazards and Public Safety Services ......................................................8-13 

Figure 8-5: Typical Sound Levels ...................................................................................8-19 

Figure 8-6: Future Noise Contours ............................................................................... 8-22

LIST OF TABLES 

Table 1-1: Required Elements & General Plan Elements Correspondence ..................1-3 

Table 1-2: Non-Residential Floor Area .........................................................................1-12 

Table 1-3: Population ....................................................................................................1-12 

Table 1-4: Non-Residential Floor Area .........................................................................1-13 

Table 1-5: Employment by Sector ................................................................................1-13 

Table 1-6: Jobs per Employed Residents ......................................................................1-14 

Table 2-1: Existing Land Use in the Planning Area ...................................................... 2-4 

Table 2-2: Visalia Employment Projections (2010-2030) .............................................. 2-9 

Table 2-3: Density and Intensity Standards by Land Use Classification .....................2-19 

Table 2-4: Proposed Preferred Plan Buildout ..............................................................2-22 

Table 2-5: General Plan Buildout (Gross Acres by Land Use) ......................................2-23 

Table 2-6: Percent of Total Developed Acres Added by Quadrant ............................2-29 

Table 2-7: Land Use Allocations for Residential Neighborhoods .............................. 2-41 

Table 2-8: Neighborhood Commercial Centers .......................................................... 2-47 

Table 2-9: Warehousing, Industrial, and R&D Land Demand .................................... 2-58 

Table 3-1: Sites Listed on the National Register of Historic Places .............................. 3-2 

Table 4-1: Intersection Level of Service Definitions ..................................................... 4-6 

Table 4-2: Level of Service Criteria for Roadway Segments ....................................... 4-7 

Table 4-3: Existing Intersection LOS (2010) ................................................................... 4-9 

Table 4-4: Existing Roadway Segment LOS (2010) ......................................................4-10 

Table 4-5: Planned Roadway Improvements ...............................................................4-15 

Table 4-6: Typical Street Elements and Widths (Feet) ................................................ 4-22

Table 4-7: Future Intersection LOS (2030) ................................................................... 4-25 

Table 4-8: Future Roadway LOS (2030) ....................................................................... 4-28 

Table 5-1: Parks and Recreation Facilities Inventory .................................................... 5-4 

Table 5-2: Parks Acreage and Parks Ratio ..................................................................... 5-5 

Table 5-3: Community Centers and Recreation Facilities ............................................. 5-9 

Table 5-4: Schools and Enrollment, Visalia Unified School District ............................5-17 

Table 5-5: Student Generation and School Size Assumptions ....................................5-18 

Table 5-6: Student Population and School Demand at General Plan Buildout .........5-19 

Table 5-7: Estimated Water Demand by Land Use Type, 2010, 2020, 2030 .............. 5-27 

Table 5-8: Waste and Recyclables Collected by the City of Visalia............................ 5-35 

Table 6-1: Farmland Classification in the Study Area ..................................................6-14 

Table 6-2: Soil Erosion Susceptibility ............................................................................6-15 

Table 7-1: State and National Criteria Air Pollutant Standards (2012) ........................ 7-5 

Table 7-2: San Joaquin Valley Attainment Status for Ambient Air 

Quality Standards ......................................................................................... 7-6 

Table 7-3: Greenhouse Gas Emissions Inventories Comparison (2000) ......................7-12 

Table 7-4: Visalia GHG Emissions 2000 Baseline, 2020 Forecasts, and 

Recommended Reduction Targets (MTCO 2 e) .............................................7-13 

Table 8-1: Floodplains in Planning Area ....................................................................... 8-6 

Table 8-2: Short-Term Noise Measurements (2010) .................................................... 8-21 

Table 8-3: Transportation Noise Sources .................................................................... 8-26 

Table 8-4: Stationary Noise Sources ............................................................................ 8-26 

Table A-1: Contaminated Sites ....................................................................................... A-1 

Table B-1: Existing Traffic Noise Contours .................................................................... B-1

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4 CIRCULATION 

The Circulation Element of the 2030 General Plan is 

intended to provide guidance and specific actions to 

ensure the continued safe and efficient operation of 

Visalia’s circulation system. The Element is based on 

a fundamental philosophy that traffic conditions in 

the City can be managed through a comprehensive 

program of transportation planning, land use planning, 

and growth management strategies. This Element 

includes provisions for roadways, transit, aviation, 

pedestrian, and bicycle transportation modes, as 

well as parking conditions. 

The Circulation Element responds directly to the 

Government Code [Section 65302(b)], which requires 

“a circulation element consisting of the general location 

and extent of existing and proposed major thoroughfares, 

transportation routes, terminals, any military 

airports and ports, and other local public utilities 

and facilities, all correlated with the land use element 

of the plan.” 

State Law recognizes that circulation and land use are 

closely related and requires that policies in this Element 

and the Land Use Element be linked. Careful 

integration of the City’s traffic and circulation policies 

with its land use policies will ensure that there 

is sufficient roadway capacity to accommodate traffic 

generated by planned future development. The City 

is committed to designing a system of regional routes, 

local roads, public transit and bicycle and pedestrian 

pathways that will enhance the community and protect 

the environment. 

The Land Use Element contains policies related to 

the physical framework for development that the circulation 

system is designed to serve all transportation 

users including vehicles, trucks, bicyclists and pedestrians. 

This Element also addresses landscaping along 

major streets and planning for street connectivity in 

new neighborhoods. It discusses how to create pedestrian-friendly 

environments and design for alternate 

modes of transportation. The Noise Element of the 

General Plan includes policies to alleviate noise generated 

by traffic conditions. 

4.1 COMPLETE STREETS FRAMEWORK 

In September 2008, the Governor signed into law the 

California Complete Streets Act, requiring General 

Plans to develop a plan for a multi-modal transportation 

system. The goal of the Act is to encourage cities 

to rethink policies that emphasize automobile circulation 

and prioritize motor vehicle improvements, 

and come up with creative solutions that emphasize 

all modes of transportation. Complete Streets design 

has many advantages. When people have more transportation 

options, there are fewer traffic jams and 

the overall capacity of the transportation network 

increases. Complete Street design attends to the 

needs of people who don’t travel by automobile, who 

have often been overlooked. Additionally, increased 

transit ridership, walking, and biking can reduce air 

pollution, energy consumption, and greenhouse gas 

emissions, while improving the overall travel experience 

for road users. 

DRAFT ELEMENTS 

For General Plan Update Review Committee 

The City is committed to designing a system of 

regional routes, local roads, public transit and bicycle 

and pedestrian pathways that will enhance the 

community and protect the environment. 

AUGUST 2012 

4-1

4-2 

VISALIA GENERAL PLAN UPDATE 

To further the goal of optimizing travel by all modes, 

this General Plan incorporates the concept of “Complete 

Streets.” Complete Streets are designed and 

operated to enable safe, attractive, and comfortable 

access and travel for all users, including motorists, 

pedestrians, bicyclists, children, seniors, individuals 

with disabilities, and users of public transportation. 

While there is no standard design template for a 

Complete Street, it generally includes one or more of 

the following features: bicycle lanes, wide shoulders, 

plenty of well-designed and well placed crosswalks, 

crossing islands in appropriate midblock locations, 

bus pullouts or special bus lanes, audible pedestrian 

signals, sidewalk bulb-outs, center medians, and 

street trees, planter strips and ground cover. Complete 

Streets create a sense of place and improve social 

interaction due to their emphasis on encouraging 

pedestrian activity. 

4.2 GUIDING PRINCIPLES 

Visalia’s Circulation Element relies upon three principles: 

• Land use and the circulation system are interactive 

and interrelated; 

• The City’s traffic circulation planning efforts are 

integrated with those of the County and Caltrans 

in a cooperative, regional planning effort; and 

• State of the art transportation engineering is used, 

applying a Complete Streets framework, to bring 

planned improvements to reality considering the 

multi-modal, increased travel capacity and safety 

needs of the community. 

Only through the development and implementation 

of all these principles can the City’s commitment to 

a balanced, efficient circulation system be achieved. 

Connectivity 

The major objective of the Circulation Element is 

to provide an interconnected street system with 

improved north-south and east-west connections 

for existing and future development in Visalia. The 

City’s original street layout provided street connections 

linking neighborhoods with work places, but 

as the community has grown, access has not always 

improved. 

Traditional grid street designs allow for through 

movement and good connections between and 

within neighborhoods. Short blocks offer a choice of 

routes and enable more direct connections. Variations 

from the traditional grid can allow for diagonal and 

curvilinear streets as well as larger or smaller blocks 

for maximum flexibility and improved connectivity. 

In order to ensure that street layout in future development 

incorporates the need for neighborhood connectivity 

and the comfort and safety of pedestrians 

and bicyclists, it is essential that: 

• New development is connected to the 

surroundings with an increased number of access 

points and pedestrian and bicycle connections to 

the neighborhood network; 

• Blocks are short to allow for more direct 

connections; 

• Neighborhood streets are designed at a humanscale, 

without excessively wide streets; and

• Traffic controls are incorporated including speed 

limits, bulb outs, modern roundabouts, signage, 

and truck routes to restrict commercial traffic in 

neighborhoods. 

The 2030 General Plan provides for new routes in 

partially developed portions of the Planning Area 

and expands the capacity and efficiency of the existing 

system. In addition, the Plan provides for narrower 

streets in some areas than might otherwise be 

designed based upon current traffic design standards 

and requirements alone. 

Balanced Modes 

Another objective is to create a balanced transportation 

system that serves public transit, bicyclists and 

pedestrians as well as private motor vehicles. Careful 

integration of land use and transportation and 

attention to the design and location of all roadway 

elements is essential to support pedestrian-oriented 

development and maintain the “small-town” atmosphere 

that Visalians desire. The 2030 General Plan 

includes new bikeways, trails and pedestrian facilities 

to link neighborhoods, schools, major recreation 

sites, and commercial centers including downtown. 

The Plan also fosters compact development, which 

can support additional public transit. By facilitating 

use of alternative modes of travel, Visalia will encourage 

physical activity, reduce auto-dependency, and 

lessen roadway congestion. 

4.3 OVERALL CIRCULATION SYSTEM 

PLANNING 

Roadway Network 

In Visalia, the roadway system is based on a traditional 

grid pattern, on which all modes of transportation 

depend to some degree. This pattern has been 

modified in recent years to include some suburban 

curvilinear and cul-de-sac streets in several areas in 

the City. While State Routes 63, 99, 198 and 216 provide 

regional east/west and north/south access, these 

large arterials and freeways create lineal barriers to 

connectivity on smaller city streets. 

Functional Street Classifications 

Visalia’s roadway system is set up around a hierarchy 

of street types, which are commonly referred to as 

functional classifications. These functional classifications 

for most major streets are illustrated on Figure 

4-1 and summarized as follows: 

Freeways 

Freeways provide intra- and inter-regional mobility in 

Visalia. Freeway access is restricted to primary arterials 

via interchanges. State routes 99 and 198 are the 

only freeways within the Planning Area. 

• State Route 99 is a four- to six- lane divided freeway 

with a landscaped median. The northbound 

segment between Betty Drive in Goshen to Avenue 

384 south of Kingsburg (Fresno County) contains 

three travel lanes; the remainder of State Route 99 

in Tulare County contains two northbound and 

two southbound travel lanes. With approximately 

55,000 daily trips near State Route 198, State Route 

99 is the second most traveled roadway in the 



Good roadway design is essential to support 

pedestrian-oriented development and maintain a 

“small-town” feel (top). 

Visalia’s roadway system is set up around a hierarchy 

of street types, including arterials such as Ben Maddox 

Way (bottom). 

AUGUST 2012 

4-3

4-4 


county. In addition, it is estimated that nearly 25 

percent of these trips are trucks. 

• State Route 198 is a major east-west corridor that 

begins at US 101, travels through the City of 

Visalia, and terminates at the Sequoia National 

Park entrance. This roadway has several sections 

that contain two and four lane roadways. In 

Visalia this roadway operates as a four lane 

freeway. State Route 198 will be improved to a 

four lane expressway between State Route 43 and 

State Route 99. State Route 198 serves a mix of 

residential, commercial, industrial and agricultural 

land uses. SR 198 between Ben Maddox and 

Mooney Boulevard is the County’s most traveled 

roadway, with 58,000 daily trips in 2011. 

Arterials 

Arterials collect and distribute traffic from freeways 

and expressways to collector streets and vice versa. 

On arterials, the optimum distance between intersections 

is approximately one quarter mile. Driveways to 

major traffic generators may be permitted within the 

quarter-mile spacing. Other intersections closer than 

one quarter mile should be restricted to right turn 

access. Based upon the Visalia Improvement Standards 

(2008), the arterial right-of-way widths range 

from 84 feet to 110 feet. Arterials feature two to three 

through lanes of traffic in each direction with a leftturn 

channelization. 

Collectors 

Collectors connect local and arterial streets and provide 

direct access to parcels. At major intersections, 

driveways on collector streets should be no closer 

than 50 feet to the intersection per the City of Visalia 

Improvement Standards. Non-residential driveways 

and/or intersecting streets on collector streets should 

be no closer than 300 to 400 feet apart. 

Major collectors carry four lanes of traffic within an 

84-foot right-of-way and two bicycle lanes within an 

additional 10 feet of right-of-way. Collectors generally 

carry two lanes of traffic and are a minimum of 60 

feet wide. 

Local Streets 

Local streets provide direct access to parcels. Local 

streets represent the largest part of the city’s circulation 

system. Access to local streets is unrestricted 

and right-of-way widths vary between 48 and 66 feet 

depending on surrounding land uses (2008 City of 

Visalia Design and Improvement Standards). All 

roadways not identified in the General Plan as freeways, 

arterials, or collectors are designated local 

streets. 

Although the City of Visalia Design Standards provide 

guidance on cross-section widths and the City 

has preserved right-of-way along street corridors for 

future transportation-related improvements, street 

designs may vary with regard to raised medians, 

travel lanes for vehicles, bicycle lanes, parking and 

sidewalks within these cross sections. Future roadways 

will be developed on a street by street basis 

according to direction from the City.

10 

160 acres 

40 

Freeway 

Existing Arterial 

Year 1-10 Arterial 

Year 11-25 Arterial 

Existing Collector 

Year 1-10 Collector 

Year 11-25 Collector 

Deferred Arterial 

Deferred Collector 

Local Street 

Planned Interchange 

Improvement 

Proposed New 

Interchange 

Proposed Overcrossing 

Urban Development 

Boundary 

Urban Growth 

Boundary 

Planning Area 

City Limits 

AVE 328 

1/2 Mile Radius 

ROAD 68 

ROAD 76 

ROAD 80 

GOSHEN AVE 

FERGUSON 

AVE 

N. PLAZA DR 

KELSEY ST 

S. PLAZA DR 

W.RIGGIN AVE 

ROAD 86 

W. DOE AVE 

ROAD 88 

AVE 280 

ROAD 92 

AVE 320 AVE 320 

N.SHIRK RD 

S.SHIRK RD 

RD 92 

RIVER WAY DR 

W. FERGUSON AVE 

ROEBEN ST 

W.HURLEY AVE 

W. WALNUT AVE 

AVE 276 

N. AKERS ST 

S. AKERS ST 

RD 100 

LINWOOD ST 

W.NOBLE AVE 

TULARE AVE 

S. LINWOOD ST 

N.CHINOWTH ST 

S. CHINOWTH ST 

AVE 272 

N.DEMAREE ST 

S. DEMAREE ST 

ROAD 108 

N. COUNTY CENTER DR 

GOSHEN AVE 

PRATT AVE 

N. MOONEY BLVD 

RIVER WAY DR 

W.RIGGIN AVE 

DIVISADERO 

HALL ST 

ST 

DINUBA BLVD 

0 1/2 1 2 

MILES 


Figure 4-1: 

Figure For General 4-1: Plan Roadway Update Classifications 


Roadway Classifications 

S t J oh n s R i v e r 

W. HOUSTON AVE E. HOUSTON AVE 

MIL L CREEK DR 

CAMPUS AVE 

W. SHANNON PKWY N.CAIN ST 

S. COUNTY CENTER DR 

W. MAIN ST 

WOODLAND ST 

W. VISALIA PKWY 

AVE 264 

S.MOONEY BLVD 

AVE 328 

N. GIDDINGS ST 

FERGUSON AVE 

MURRAY AVE 

MINERAL KING AVE 

S. GIDDINGS ST 

JACOB ST 

S. CONYER ST 

WILLIS ST 

CENTER AVE 

WHITENDALE AVE 

W. CALDWELL AVE 

CAMERON 

COURT ST 

2ND 

3RD AVE 

LOCUST ST 

S. COURT ST 

AVE 

AVE 

SANTA FE ST 

SANTA FE ST 

N. BURKE ST 

ACEQUIA AVE 

BRIDGE ST 

RD 132 

ST JOHNS PKWY 

BEN MADDOX WAY 

TULARE AVE 

WALNUT AVE 


GOSHEN AVE 

N.CAIN ST 

MAIN ST 

PINKHAM ST 

E. K AVE 

AVE 272 

LOVERS LANE 

LOVERS LANE 

RD 144 

MILLCREEK 

PKWY 

NOBLE AVE 

S. MCAULIFF ST 

MC AULIFF ST 

RD 148 

ROAD 148 

ROAD 152 


AVE 292 

AVE 288 

AVE 280 

ROAD 156 

AUGUST 2012 

4-5

4-6 


Level of Service 

To determine the operating conditions of a roadway 

segment or intersection, the concept of level of service 

(LOS) is commonly used. The LOS grading system 

is a scale ranging from LOS A to LOS F, with 

LOS A representing free-flow conditions and LOS F 

representing congested conditions. Table 4-1 provides 

more specific definitions. 

Table 4-1: Intersection Level of Service Definitions 

LOS Description 

A Free Flow or Insignificant Delays: Vehicles are completely unimpeded in their ability to 

maneuver within the traffic stream. Control delay at signalized intersections is minimal. 

B Stable Operation or Minimal Delays: The ability to maneuver within the traffic stream is only 

slightly restricted, and control delay at signalized intersections are not significant. 

C Stable Operation or Acceptable Delays: The ability to maneuver and change lanes is somewhat 

restricted, and average travel speeds may be about 50 percent of the free flow speed. 

D Approaching Unstable or Tolerable Delays: Small increases in flow may cause substantial 

increases in delay and decreases in travel speed. 

E Unstable Operation or Significant Delays: Significant delays may occur and average travel 

speeds may be 33 percent or less of the free flow speed. 

F Forced Flow or Excessive Delays: Congestion, high delays, and extensive queuing occur at 

critical signalized intersections with urban street flow at extremely low speeds. 

Source: Highway Capacity Manual, Transportation Research Board (TRB). 

Max. Volume / 

Capacity Ratio 

0.6 

0.7 

0.8 

0.9 

1.0 

>1.0

Existing conditions for roadway segment levels of 

service were estimated utilizing average daily traffic 

(ADT) and then evaluated based on LOS thresholds; 

see Table 4-2. 

Table 4-2: Level of Service Criteria for Roadway Segments 

Roadway Segment Type 

Total Two-way Average Daily Traffic (ADT) 

LOS A LOS B LOS C LOS D LOS E 

6-Lane Divided Freeway 42,000 64,800 92,400 111,600 120,000 

4-Lane Divided Freeway 28,000 43,200 61,600 74,400 80,000 

6-Lane Freeway 36,900 61,100 85,300 103,600 115,300 

4-Lane Freeway 23,800 39,600 55,200 67,100 74,600 

6-lane Divided Expressway (with left-turn lanes) 35,500 42,200 46,200 55,800 60,000 

6-Lane Divided Arterial (with left-turn lane) 32,000 38,000 43,000 49,000 54,000 

4-Lane Divided Arterial (with left-turn lane) 22,000 25,000 29,000 32,500 36,000 

4-Lane Undivided Arterial (no left-turn lane) 18,000 21,000 24,000 27,000 30,000 

2-Lane Arterial (with left-turn lane) 11,000 12,500 14,500 16,000 18,000 

2-Lane Arterial (no left-turn lane) 9,000 10,500 12,000 13,500 15,000 

2-Lane Collector/Local Street 6,000 7,500 9,000 10,500 12,000 

Note: All volumes are approximate and assume ideal roadway characteristics. Actual threshold volumes for each Level of Service listed above may 

vary depending on a variety of factors including curvature and grade, intersection or interchange spacing, driveway spacing, percentage of trucks 

and other heavy vehicles, travel lane widths, signal timing characteristics, on-street parking, volume of cross traffic and pedestrians, etc. 

Source: Based on “Highway Capacity Manual,” Transportation Research Board, 2000. 



AUGUST 2012 

4-7

All of the intersections and roadway segments studied 

for the General Plan update currently have acceptable 

“level of service” traffic conditions, including South 

Mooney Boulevard (State Route 63). 

4-8 


Existing Traffic Conditions 

The city’s roadways were evaluated using average daily 

traffic (ADT) counts for the 2008 to 2010 period. 

Intersection facilities were evaluated for the AM and 

PM peak-hour using 2010 peak-hour turning movement 

counts. Traffic conditions and deficiencies were 

identified by calculating level of service (LOS). 

LOS is a qualitative measure of traffic operating conditions, 

whereby a letter grade “A” through “F” is 

assigned to an intersection or roadway segment representing 

progressively worsening traffic conditions. 

LOS was calculated for different intersection control 

types using the methods documented in the Highway 

Capacity Manual 2000 (HCM 2000). 

The previous General Plan established LOS “D” as 

the minimum acceptable LOS standard on city roadways. 

Although Caltrans has not designated a LOS 

standard, Caltrans’ Guide for the Preparation of 

Traffic Impact Studies (December 2002) indicates 

that when the LOS of a State highway facility falls 

below the LOS “C/D” cusp in rural areas and the 

LOS “D/E” cusp in urban areas, additional traffic 

may have a significant impact. 

Existing Intersection Level of Service 

Existing weekday AM and PM peak-hour traffic volume 

counts were conducted at 25 intersections and 

24-hour counts were conducted on roadway segments 

in April 2010 while school was in session. The AM 

peak hour is defined as one-hour of peak traffic flow 

counted between 7:00 AM and 9:00 AM and the PM 

peak hour is defined as one-hour of peak traffic flow 

counted between 4:00 PM and 6:00 PM. Table 4-3 

summarizes intersection LOS and seconds of delay 

for the AM and PM peak hours; Table 4-4 summarizes 

roadway segment LOS in 2010 (the baseline 

year). 

As Table 4-3 shows, all of the 25 study intersections 

operate at acceptable LOS under existing conditions 

(2010 baseline).

Table 4-3: Existing Intersection LOS (2010) 

No. Intersection 

Control 

Type 

AM Peak Hour PM Peak Hour 

Delay LOS Delay LOS 

1 Caldwell Avenue/Burke Street Signal 15.6 C 23.8 C 

2 Caldwell Avenue/Lovers Lane Signal 18.8 B 21 C 

3 Cypress Avenue/Akers Street Signal 17.6 B 34.3 C 

4 Ferguson Avenue/Linwood Street AWSC 10.7 B 9 A 

5 Goshen Avenue/Plaza Drive Signal 24.7 C 22.5 C 

6 Hillsdale Avenue/Akers Street Signal 21.3 C 18.1 B 

7 Houston Avenue/Ben Maddox way Signal 20.6 C 24 C 

8 Houston Avenue/Demaree Street Signal 23.4 C 19.8 B 

9 Houston Avenue/McAuliff Street Signal 20.7 C 18.2 B 

10 Hurley Street/Plaza Drive Signal 6.8 A 8.9 A 

11 K Avenue/Ben Maddox Way AWSC 9.5 A 13.5 B 

12 K Avenue/Lovers Lane OWSC 15.4 C 17.9 C 

13 Main Street/West Street Signal 6.6 A 7.1 A 

14 Mineral King Avenue/Akers Street Signal 16.9 B 17.9 B 

15 Noble Avenue/Akers Street Signal 14.1 B 17.5 B 

16 Noble Avenue/Watson Street Signal 8.4 A 7.1 A 

17 Riggin Avenue/Demaree Street Signal 17.4 B 19.8 B 

18 Riggin Avenue/Dinuba Boulevard Signal 17.3 B 27.5 C 

19 Riggin Avenue/Giddings Street TWSC 14.6 B 16.6 C 

20 Riggin Avenue/Shirk Road AWSC 9.7 A 9.6 A 

21 Tulare Avenue/Santa Fe Street AWSC 13.4 B 14.3 B 

22 Visalia Road/Akers Street TWSC 16.9 C 15.6 C 

23 Walnut Avenue/Shirk Road AWSC 13.3 B 15.7 C 

24 Whitendale Avenue/Demaree Street Signal 8.4 A 8.9 A 

25 Whitendale Avenue/Woodland Drive TWSC 11.8 B 14.5 B 

Legend: 

TWSC = Two-Way-Stop Control; AWSC = All-Way-Stop Control; OWSC = One-Way-Stop Control 

For Signalized Intersections Average Delay = Average Intersection Delay; For TWSC Intersections Average Delay = Worst-Case Intersection 

Movement Delay; For Signalized Intersections LOS = Average Intersection Level-of-Service; For TWSC Intersections LOS = Worst-Case Movement’s 

Level-of-Service; Warrant = MUTCD Peak Hour Warrant 3 

Source: Omni-Means, 2010 



AUGUST 2012 

4-9

4-10 VISALIA GENERAL PLAN UPDATE 

Table 4-4 identifies existing roadway segment LOS 

for existing conditions (baseline 2010). Table 4-4 

shows that all of the 33 roadway segments operate at 

acceptable LOS under existing conditions. 

Table 4-4: Existing Roadway Segment LOS (2010) 

Roadway Segment Limits No. of Lanes Facility Type AADT LOS 

Akers Street Rialto – Caldwell Avenue 4 Arterial 7,100 B 

Akers Street Goshen Avenue – Ferguson Ave. 4 Arterial 10,400 B 

Caldwell Avenue Shirk Street - Aspen 2 Arterial 10,300 B 

Caldwell Avenue Ben Maddox Way – Pinkham Ave. 2 Arterial 13,500 B 

Center Avenue Floral Street – Court Street 2 Arterial 6,600 B 

County Center Beech Street – Walnut Avenue 2 Collector 10,478 C 

Demaree Street Damsen - Nicholas 4 Arterial 21,600 B 

Demaree Street Walnut Avenue – Tulare Avenue 4 Arterial 18,600 B 

Goshen Avenue Demaree Street – Chinowth Street 4 Arterial 18,800 B 

Main Street Floral Street – Court Street 2 Collector 7,100 C 

Noble Avenue Pinkham Street – Lovers Lane 2 Arterial 9,000 B 

Riggin Avenue Akers Street – Linwood Street 2 Arterial 7,800 C 

Santa Fe Street Center Avenue – School Street 2 Collector 2,600 B 

Santa Fe Street Walnut Avenue – Tulare Avenue 2 Collector 5,300 C 

Shirk Avenue Goshen Avenue – Doe Avenue 2 Arterial 7,600 C 

Shirk Avenue Walnut Avenue – State Route 198 2 Arterial 6,800 C 

Walnut Avenue Atwood – Linwood Street 4 Arterial 11,600 B 

Walnut Avenue Conyer Street – Court Street 4 Arterial 15,200 B 

Walnut Avenue Yale – Mall Entrance 4 Arterial 15,100 B 

Whitendale Avenue Crenshaw – Linwood Street 2 Collector 7,300 C 

Whitendale Avenue West Street – Court Street 2 Collector 6,100 C 

State Route 63 Caldwell Avenue – Walnut Avenue 6 State Route 33,000 B 

State Route 63 Walnut Avenue – Tulare Avenue 6 State Route 31,000 B 

State Route 63 School Avenue – Murray Avenue 4 State Route 11,700 B 

State Route 99 Caldwell Avenue – State Route 198 4 State Route 55,000 B

Table 4-4: Existing Roadway Segment LOS (2010) 


State Route 99 State Route 198 – Avenue 304 4 State Route 49,500 B 

State Route 99 Avenue 304 – Betty Drive 4 State Route 49,000 B 

State Route 198 State Route – Akers Street 4 State Route 50,000 C 

State Route 198 Akers Street - Mooney Boulevard 4 State Route 59,000 D 

State Route 198 Mooney Boulevard – Lovers Lane 4 State Route 61,000 D 

State Route 198 Lovers Lane – Road 156 4 State Route 29,000 B 

State Route 216 Mill Creek Parkway – Douglas Ave. 4 State Route 19,200 B 

State Route 216 Lovers Lane – McAuliff Street 2 State Route 9,200 C 


Objectives 

T-O-1 Develop and maintain a road system that is 

convenient, safe, efficient, and cost effective. 

T-O-2 Maximize the use and efficiency of the existing 

transportation system through application 

of Transportation System Management 

(TSM) strategies. 

T-O-3 Promote ways to reduce the number of peak 

hour trips and vehicle-miles traveled in the 

Planning Area. 

T-O-4 *Ensure that new development pays its fair 

share of the costs of new and improved transportation 

facilities. 

Policies 

System Planning 

T-P-1 *Provide transportation facilities based on a 

“Complete Streets” concept that facilitate the 

balanced use of all travel modes (pedestrians, 

bicyclists, motorists, and transit users), meeting 

the transportation needs of all ages and 

abilities and providing mobility for a variety 

of trip purposes. 

T-P-2 *Optimize roadway operations with priority 

given to signal timing coordination in 

order to increase traffic-carrying capacity and 

decrease air pollution and congestion. Roundabouts 

shall be considered when feasible and 

beneficial as an alternative to traffic signals. 



AUGUST 2012 4-11

The Plan directs the City to design and build future 

roadways following the Circulation Diagram, including 

new streets and improvements to existing streets (top). 

Street design standards are to be updated to follow 

the “Complete Streets” concept (bottom). 


T-P-3 Design and build future roadways that complement 

and enhance the existing network, as 

shown on the Circulation Diagram, to ensure 

that each new and existing roadway continues 

to function as intended. 

T-P-4 Where feasible, space traffic signals no closer 

than one-quarter mile along two-way arterials 

except in unusual circumstances. The 

intersections of arterial and collector streets 

and access driveways to major traffic generators 

that are signalized shall be located so as 

to maintain this spacing. 

T-P-5 Take advantage of opportunities to consolidate 

driveways, access points, and curb cuts 

along existing arterials when a change in 

development or a change in intensity occurs 

or when traffic operation or safety warrants. 

T-P-6 *Establish priorities for improvements based 

on the primary functions functional classifications 

identified for street segments on the 

Circulation System Map and on the relative 

importance of the roadway for each travel 

mode. 

For example, transit stops and bus turnouts 

may have higher priority than improvements for 

through traffic on important transit corridors; 

through traffic may have higher priority than 

on-street parking on major arterials; and pedestrian 

and bicycle movement may have high priority 

in areas with high pedestrian interest and 

activity (such as Downtown). 

T-P-7 Continue to implement a monitoring and 

evaluation program that will provide the data 

and planning needed to develop an effective 

and coordinated Capital Improvement 

Program (CIP) that will provide circulation 

improvements in concert with development 

trends. 

T-P-8 Give priority to funding and implementing 

projects that either complete links on the 

transportation system or relieve existing deficiencies. 

Level of Service Standards; Engineering and 

Safety Standards 

T-P-9 *Maintain acceptable levels of service for all 

modes and facilities, as established in Tables 

4-1, Intersection Level of Service Definitions 

and 4-2, Level of Service Criteria for Roadway 

Segments. 

T-P-10 *Manage local residential streets to limit average 

daily vehicle volumes to 1,500 or less and 

maintain average vehicle speeds between 15 

and 25 miles per hour. 

T-P-11 *Update the City of Visalia Engineering and 

Street Design Standards to ensure that roadway 

and streetscape design specifications are 

in accordance with the Complete Streets concept 

and other policies in this General Plan. 

Updated design standards must allow flexibility 

to accommodate retrofitting streets with limited 

right-of-way. In order to accommodate all travel 

modes, adjustments may be made to median,

travel lane, and bike lane widths; alternate 

bikeway routes on parallel facilities may also be 

considered. 

T-P-12 Require or provide adequate traffic safety 

measures on all new and existing roadways. 

These measures may include, but shall not be 

limited to: appropriate levels of maintenance, 

proper street design, traffic control devices, street 

lights, and coordination with school districts to 

provided school crossing signs and protection. 

Right of Way Acquisition and Construction 

T-P-13 Where possible, acquire right-of-way within 

older areas of the city to improve the connectivity 

of the roadway system, consistent 

with Figure 4-1. The benefits of improved traffic 

flow shall be weighed against the adverse 

impacts of street widening on the neighborhoods 

and adjacent land uses. 

T-P-14 *Require residential communities on undeveloped 

land planned for urban uses to provide 

stubs for future connections to the edge of the 

property line. Where stubs exist on adjacent 

properties, new streets within the development 

should connect to them. 

T-P-15 Require additional right-of-way and improvements 

of Circulation Element facilities where 

needed for turning movements or to provide 

access to adjacent properties wherever access 

is not feasible from the lower classification 

street system. 

T-P-16 Promote phased construction of major arterials 

where sufficient right-of-way width is 

obtained for ultimate future needs, but street 

construction width is adequate to meet present 

need, thereby avoiding maintenance costs 

resulting from unused pavement. 

T-P-17 *Use citywide traffic impact fees to provide 

additional funding for transportation 

improvements with citywide benefits, such 

as highway interchanges and ramps. Provide 

for automatic annual adjustments in traffic 

fees to reflect increases in construction costs 

(materials, inflation, etc.). 

Traffic Studies and Mitigation Measures 

T-P-18 *To ensure that citywide traffic service levels 

are maintained, require a traffic study, as 

a condition of development, of surrounding 

arterials, collectors, access roads, and regionally 

significant roadways for any major project 

that would require a General Plan amendment, 

and for projects where the proposed use 

could create traffic congestion because needed 

improvements identified by this General Plan 

would not be completed before project occupancy 

or are not funded under the CIP. 

The City will update its criteria and guidelines 

for traffic studies to be consistent with the General 

Plan, and projects that conform to General 

Plan-specified land use designations and intensities 

will generally not be required to prepare a 

traffic study. 



AUGUST 2012 4-13


T-P-19 Pursue Transportation System Management 

(TSM) for the mitigation of traffic and parking 

congestion. 

Public transit, traffic management, ride sharing, 

and parking management can be used to 

implement TSM strategies. 

T-P-20 Work with major employers and the Tulare 

County Association of Governments (TCAG) 

to reduce total vehicle miles traveled and the 

total number of daily and peak hour vehicle 

trips and provide better utilization of 

the transportation system through development 

and implementation of Transportation 

Demand Management (TDM) strategies that 

are tailored to the needs of geographic areas 

within the city and the time period of traffic 

congestion. 

These may include the implementation staggered 

work hours, utilization of telecommunications, 

increased use of ridesharing in the public and 

private sectors, and provision for bicyclists. 

Coordination with the College of the 

Sequoias 

T-P-21 Coordinate with the College of the Sequoias 

to develop a transportation plan that ensures 

that the College provides adequate parking 

areas for students and faculty; improves circulation 

issues on and adjacent to campus; integrates 

transit; and incorporates Transportation 

Demand Management (TDM) strategies 

such as incentives for ridesharing and facilities 

for bicyclists. 

The plan should minimize negative impacts on 

surrounding residential areas and on the transportation 

system. 

4.4 PLANNED IMPROVEMENTS 

To achieve a balance between existing and future land 

uses and the carrying capacity of transportation corridors, 

improvements to the roadway network will be 

needed. The future Circulation Diagram is illustrated 

in Figure 4-1. Major street improvements consistent 

with the Circulation Diagram planned for Visalia 

are listed in Table 4-5. These improvements include 

widening portions of State Route 198 and other major 

arterials, new bridge crossings, interchange improvements 

and grade separations. Several new arterial 

roads will need to be constructed as well as numerous 

collector and residential streets in the targeted growth 

areas. The proposed roads are conceptual, subject to 

further engineering and environmental review. Interchange 

improvements may be done in coordination 

with Caltrans and other jurisdictions. 

Table 4-5 shows planned improvements where engineering 

details are known; additional improvements, 

shown on Figure 4-1, will also be needed to accommodate 

future traffic and ensure a complete street 

system correlated with future land use. Details on 

these planned improvements will be defined as the 

City moves forward with long-range capital improvement 

programming.

Table 4-5: Planned Roadway Improvements 

Facility Project Scope Length Type of Improvement 

NEW ROADWAY CONSTRUCTION PROJECTS 

Avenue 272 Construct new roadway Rd 122 to Santa Fe; 0.8 mi. New 2-lane; 1/2 arterial 

Avenue 276 (Visalia Pkwy) Construct new roadway Ben Maddox to Rd 148; 2 mi. New 2-lane; collector 

Avenue 276 (Visalia Pkwy) Construct new roadway Demaree to Ben Maddox; 3 mi. New 4-lane; Arterial 

Avenue 308 (Ferguson) Construct new roadway American (Rd 76) to Plaza; 0.5 mi. New 2-lane; collector 

Avenue 316 Construct new roadway Plaza to Chinowth; 3.2 mi. New 2-lane; collector 

Avenue 320 Construct new roadway Demaree to Mooney; 1 mi. New 2-lane; 1/2 arterial 

Ben Maddox Way Construct new roadway Avenue 272 to Caldwell; 0.9 mi. New 4-lane; arterial 

Burke Street Construct new roadway Roosevelt to Houston; 0.3 mi. New 2-lane; collector 

Cain Street Construct new roadway Goshen to Douglas; 0.2 mi. New 2-lane; collector 

Chinowth Street Construct new roadway Avenue 272 to Caldwell; 1 mi. New 2-lane; collector 

Chinowth Street Construct new roadway Goshen to Houston; 0.2 mi. New 2-lane; collector 

County Center Drive Construct new roadway Avenue 272 to Packwood Creek; 0.7 mi. New 2-lane; collector 

County Center Drive Construct new roadway Pratt to Avenue 320; 0.5 mi. New 2-lane; collector 

Court Street Construct new roadway Wren to Riggin; 0.2 mi. New 2-lane; collector 

Court Street Construct new roadway Avenue 272 to Ave 276; 0.5 mi. New 2-lane; collector 

Doe Avenue Construct new roadway Shirk to Roeben; 0.5 mi. New 2-lane; collector 

Giddings Street Construct new roadway Shannon Pkwy to Avenue 316; 0.3 mi. New 2-lane; collector 

Hurley Avenue Construct new roadway Camp to American (Rd 76); 0.3 mi. New 2-lane; collector 

Hurley Avenue Construct new roadway Kelsey to Shirk; 1 mi. New 2-lane; collector 

Hurley Avenue Construct new roadway Road 76 to Plaza; 0.5 mi. New 2-lane; collector 

K Avenue Construct new roadway Lovers Lane to McAuliff; 0.5 mi. New 2-lane; collector 

Kelsey Street Construct new roadway Doe to Riggin; 0.7 mi. New 2-lane; collector 

Kelsey Street Construct new roadway Riggin to Avenue 320; 1 mi. New 2-lane; collector 

Linwood Street Construct new roadway Avenue 272 to Ave 276 ; 0.5 mi. New 2-lane; collector 

Linwood Street Construct new roadway Riggin to Avenue 320 ; 1 mi. New 2-lane; collector 

McAuliff Street Construct new roadway Avenue 272 to Caldwell; 1 mi. New 2-lane; collector 

McAuliff Street Construct new roadway Walnut to Caldwell; 1 mi. New 2-lane; collector 

Mooney Boulevard Construct new roadway Riggin to Avenue 320; 1 mi. New 2-lane; arterial 



AUGUST 2012 4-15




Oak Ave Construct new roadway Tipton to Burke; 0.2 mi New 2-lane; local 

Pinkham Street Construct new roadway Avenue 272 to Caldwell; 0.9 mi. New 2-lane; collector 

Road 148 Construct new roadway Houston (SR 216) to St. John’s Pkwy; 0.2 mi. New 4-lane; Arterial 

Road 148 Construct new roadway Mineral King to Houston; 1.1 mi. New 4-lane; Arterial 

Road 148 Construct new roadway Walnut to Noble; 0.9 mi. New 4-lane; Arterial 

Road 76 (American) Construct new roadway Ferguson (Ave 308) to Riggin; 0.5 mi. New 2-lane; collector 

Road 76 (American) Construct new roadway Hurley to Legacy; 0.2 mi. New 2-lane; collector 

Road 88 Construct new roadway Riggin to Avenue 320; 1 mi. New 2-lane; collector 

Road 96 (Roeben St) Construct new roadway Riggin to Avenue 320; 1.4 mi. New 2-lane; collector 

Roeben Street Construct new roadway Caldwell to Whitendale ; 0.5 mi. New 2-lane; collector 

Santa Fe Street Construct new roadway Riggin/St John’s Parkway to Shannon 

Parkway; 0.3 mi. 

New 4-lane; arterial 

School Ave Construct new roadway Tipton to Burke; 0.2 mi New 2-lane; local 

Shannon Parkway Construct new roadway Dinuba Blvd. (SR 63) to Santa Fe; 0.5 mi. New 2-lane; collector 

St John’s Parkway Construct new roadway McAuliff to Rd 148; 0.5 mi. New 2-lane; collector 

Stonebrook Street Construct new roadway Avenue 272 to Caldwell; 1 mi. New 4-lane; collector 

Sunnyview Avenue Construct new roadway Kelsey to Clancy; 0.5 mi. New 2-lane; collector 

Tulare Avenue Construct new roadway Lovers Lane to McAuliff; 0.5 mi. New 2-lane; collector 

Tulare Avenue Construct new roadway Shirk to Roeben; 0.5 mi. New 2-lane; collector 

Tulare Avenue Construct new roadway Rd 148 to Rd 152; 0.6 mi. New 2-lane; collector 

Virmargo Street Construct new roadway Goshen to Houston; 0.5 mi. New 2-lane; collector 

Virmargo Street Construct new roadway Houston to St. John’s Parkway; 0.4 mi. New 2-lane; collector 

Whitendale Avenue Construct new roadway Shirk to Roeben; 0.5 mi. New 2-lane; collector 

EXISTING ROADWAY WIDENING PROJECTS 

Akers Road Widen existing roadway Caldwell to Visalia Pkwy (Ave. 276); .5 mi. Widen from 2 to 4 lanes 

Akers Street Widen existing roadway Ferguson to Riggin; 0.5 mi. Widen from 2 to 4 lanes 

Akers Street Widen existing roadway Avenue 276 to Avenue 272; 0.5 mi. Widen from 2 to 4 lanes 

Caldwell Avenue Widen existing roadway Akers St to Linwood Ave; 0.5 mi. Widen from 2 to 4 lanes 

Court Street Widen existing roadway Walnut to Tulare; .4 mi. Widen from 2 to 4 lanes



Demaree Street Widen existing roadway Pratt to Ave 320; 0.5 mi. Widen from 2 to 4 lanes 

Ferguson Avenue Widen existing roadway Plaza to Kelsey; .5 mi. Widen from 2 to 4 lanes 

Goshen Avenue Widen existing roadway Camp to American (Rd 76); 0.6 mi. Widen from 2 to 4 lanes 

Goshen Avenue Widen existing roadway Santa Fe to Lovers Lane; 1.6 mi. Widen from 2 to 4 lanes 

Houston Avenue Widen existing roadway Ben Maddox to Lovers Lane; 1 mi. Widen from 2 to 4 lanes 

Houston Avenue Widen existing roadway Santa Fe to Ben Maddox; .5 mi. Widen from 2 to 4 lanes 

Hwy 63 (Dinuba Blvd) Widen existing roadway Riggin to St John’s River; 0.6 mi. Widen from 2 to 4 lanes 

Lovers Lane Widen existing roadway Ave 272 to Caldwell; 1 mi. Widen from 2 to 4 lanes 

McAuliff Street Widen existing roadway Mineral King to Mill Creek Pkwy; 0.6 mi. Widen from 2 to 4 lanes 

Mooney Boulevard (SR 63) Widen existing roadway Avenue 272 to Avenue 276; 0.5 mi. Widen from 4 to 6 lanes 

Murray Avenue Widen existing roadway Giddings to Santa Fe; 1 mi. Widen from 2 to 4 lanes 

Plaza Drive Widen existing roadway Crowley to Avenue 304 (Goshen) Widen from 2 to 4 lanes 

Riggin Avenue Widen existing roadway Road 80 to SR 63 Widen from 2 to 4 lanes 

Road 148 Widen existing roadway Ave 272 to Ave 276; 0.5 mi. Widen from 2 to 4 lanes 

Road 148 Widen existing roadway Ave 276 to Walnut; 1.5 mi. Widen from 2 to 4 lanes 

Santa Fe Street Widen existing roadway K St to Tulare; .9 mi. Widen from 2 to 4 lanes 

Santa Fe Street Widen existing roadway Tulare to Houston; 1.5 mi. Widen from 2 to 4 lanes 

Santa Fe Street Widen existing roadway Caldwell to Ave. 272; 1 mi. Widen from 2 to 4 lanes 

Santa Fe Street Widen existing roadway Caldwell to "K"; 0.7 mi. Widen from 2 to 4 lanes 

Santa Fe Street Widen existing roadway Houston to Riggin; 1 mi. Widen from 2 to 4 lanes 

Shirk Road Widen existing roadway Caldwell to SR198; 4 mi. Widen from 2 to 4 lanes 

Shirk Road Widen existing roadway SR198 to Goshen Ave; 1 mi. Widen from 2 to 4 lanes 

Shirk Street Widen existing roadway Goshen to Riggin; 1 mi. Widen from 2 to 4 lanes 

Walnut Avenue Widen existing roadway Yale to Central; .2 mi. Widen from 2 to 4 lanes 

Walnut Avenue Widen existing roadway Cedar to Rd 148; 1.2 mi. Widen from 2 to 4 lanes 

Walnut Avenue Widen existing roadway Shirk to Akers; 1 mi. Widen from 2 to 4 lanes 

Walnut Avenue Widen existing roadway Rd 148 to Rd 152; 0.5 mi. Widen from 2 to 4 lanes 

Whitendale Avenue Widen existing roadway Sallee to Fairway; 0.4 mi. Widen from 2 to 4 lanes 



AUGUST 2012 4-17




BRIDGE STRUCTURE PROJECTS 

Ben Maddox Way Widen over crossing Ben Maddox Way/SR 198 Widen bridge structure 

McAuliff Street New over crossing McAuliff St/SR 198 New bridge structure 

Preston Street New bridge Preston St at Mill Creek Ditch New 2-lane bridge; local 

TRAFFIC SIGNAL IMPROVEMENT PROJECTS 

Acequia Ave at Santa Fe Traffic Signal 

Acequia Ave at Bridge St Traffic Signal 

Acequia Ave at Burke St Traffic Signal 

Akers St at Ferguson Ave Traffic Signal 

Akers St at Riggin Ave Traffic Signal 

Ashland Ave at County 

Center 

Traffic Signal 

Beech Ave at Court St Traffic Signal 

Ben Maddox Way at 

Douglas Ave 


Ben Maddox Way at K Ave Traffic Signal 

Bridge St at Center Ave Traffic Signal 

Bridge St at Main St Traffic Signal 

Bridge St at Murray Ave Traffic Signal 

Bridge St at Tulare Ave Traffic Signal 

Burke St at Center Ave Traffic Signal 

Burke St at Goshen Ave Traffic Signal 

Burke St at Main St Traffic Signal 

Burke St at St John’s Pkwy Traffic Signal 

Burke St at Tulare Ave Traffic Signal 

Burrel Ave at Mooney Blvd Traffic Signal 

Cain St at Main St Traffic Signal 

Cain St at Mineral King Ave Traffic Signal 

Cameron Ave at County 

Center 

Traffic Signal



Cameron Ave at Court St Traffic Signal 

Campus Ave at County 

Center 


Center Ave at Conyer St Traffic Signal 

Center Ave at Santa Fe St Traffic Signal 

Central St at Tulare Ave Traffic Signal 

Chinowth St at Goshen Ave Traffic Signal 

College Ave at Lovers Ln Traffic Signal 

County Center at Ferguson 

Ave 


County Center at Houston 

Ave 


County Center at Packwood 

Ave 


County Center at Riggin Ave Traffic Signal 

County Center at Royal 

Oaks Ave 


Court St at Ferguson Ave Traffic Signal 

Court St at Granite/Pearl St Traffic Signal 

Court St at Paradise Ave Traffic Signal 

Court St at Whitendale Ave Traffic Signal 

Crenshaw St at Whitendale 

Ave 


Cypress Ave at Akers St Lane Modifications 

Cypress Ave at Linwood St Traffic Signal 

Damsen Ave at Demaree St Traffic Signal 

Demaree St at Ferguson 

Ave 


Demaree St at Mill Creek 

Pkwy 


Divisadero St at Walnut Ave Traffic Signal 



AUGUST 2012 4-19




Divisadero St at Whitendale 

Ave 


Doe Ave at Shirk St Traffic Signal 

Encina St at Walnut Ave Traffic Signal 

Ferguson Ave at Mooney 

Blvd 


Ferguson Ave at Linwood St Traffic Signal 

Giddings St at Prospect Ave Traffic Signal 

Giddings St at Riggin Ave Traffic Signal 

Goshen Ave at Mooney 

Blvd. 


Grape St at NE 3rd Traffic Signal 

Houston Ave at Willis St Traffic Signal 

Houston Ave at Jacob St Traffic Signal 

Houston Ave at Mooney 

Blvd 


Houston Ave at Rinaldi St Traffic Signal 

Hurley Ave at Shirk St Traffic Signal 

Jacob St at Main St Traffic Signal 

K Ave at Pinkham St Traffic Signal 

Lovers Lane at Tulare Ave Traffic Signal 

Main St at Mill Creek Dr Traffic Signal 

Main St at Mineral King Ave Traffic Signal 

McAuliff St at Noble Ave Traffic Signal 

McAuliff St at Walnut Ave Traffic Signal 

Murray Ave at Santa Fe St Traffic Signal 

Noble Ave at Pinkham St Traffic Signal 

Riggin Ave at Giddings St Traffic Signal 

Riggin Ave at Shirk Rd Traffic Signal 

Roeben St at Tulare Ave Traffic Signal



Roeben St at Walnut Ave Traffic Signal 

Santa Fe St at Tulare Ave Traffic Signal 

Santa Fe St at Walnut Ave Traffic Signal 

Shirk St at Walnut Ave Traffic Signal 

Traffic signal 

Connecting existing traffic 1.0 mile Signal interconnect 

interconnection 

signals 

Tulare Ave at Santa Fe St Traffic Signal 

University St at Whitnedale 

Ave 


Visalia Mall entrance at 

Walnut Ave 


Visalia Pkwy at Akers St Traffic Signal 

Walnut Ave at Shirk Rd Traffic Signal 

West St at Whitendale Ave Traffic Signal 



AUGUST 2012 4-21


Table 4-6: Typical Street Elements and Widths (Feet) 

Street Classification 

Street Standards 

Right-of- 

Way Width 

Curb-to- 

Curb Width 

Typical street widths and design elements in Visalia 

are listed in Table 4-6. All street designs are subject 

to review and approval by the Public Works Department 

and additional local street cross-sections may 

be approved with area plans, development projects 

or subdivisions to reflect specific design concepts. 

Although the City of Visalia Design Standards provide 

guidance on cross-section widths and the City 

has preserved right-of-way along street corridors for 

future transportation-related improvements, street 

designs may vary with regard to raised medians, 

travel lanes for vehicles, bicycle lanes, parking and 

sidewalks within these cross sections. Future roadways 

will be developed on a street by street basis 

according to direction from the City. 

Travel 

Lanes 

Parking 

Lanes 

Bicycle 

Lanes 

Median 

Strip 

Planter 

Strip 1 Sidewalk 

6-Lane Arterial 134’ 110’ 6 x 12’ None 2 x 6’ 26’ 5’ 7’ 



4-Lane Collector 110’ 86’ 4 x 12’ 2 x 8’ 2 x 5’ 12’ 5’ 7’ 

2-Lane Collector 84’ 62’ 2 x 12’ 2 x 8’ 2 x 5’ 12’ 5’ 6’ 

2-Lane Local 60’ 40’ 2 x 12’ 2 x 8’ None None 5’ 5’ 

1. Minimum planter strip width stated in the table includes the width of the curb. 

Source: Dyett and Bhatia, 2010; Omni-Means, 2012. 

Streetscape Improvements 

Complementing improvements to the citywide street 

system are improvements to the city’s streetscape and 

city identity. These streetscape types create a hierarchy 

for navigation throughout the city, and provide 

opportunities for public art, signage, and special 

landscaping and fixtures. The General Plan introduces 

four streetscape concepts, shown on the illustrative 

street sections that follow. 

Figure 4-2a shows a “green street” version of a twolane 

collector. Green Streets are more intimate in 

scale and provide greater pedestrian facilities like 

wide sidewalks, furnishings, curb bulb-outs, and frequent, 

well-marked crosswalks. This design may be 

appropriate for streets like Main Street, Murray Avenue, 

Court Street/Dinuba Boulevard, and Santa Fe 

Street. The shared travel/bike lane is a departure from 

the typical street section for a two-lane collector.

Figure 4-2b shows a “green corridor” that supports 

multimodal circulation, where pedestrians, bicyclists, 

and vehicles share the right-of-way. Street trees and 

lighting play an important role on these streets in 

providing a consistent landscape scheme and shading. 

Typically, street parking would be provided on 

a collector but not on an arterial. Arterial versions 

of green corridors may include major east-west and 

north-south connections like Goshen Avenue, Walnut 

Avenue, and Demaree Street. Figure 4-2c shows 

a green corridor in a Downtown context where rightof-way 

may be more limited and buildings are built 

to the street edge. 

Figure 4-2d shows an arterial that accommodates 

transit in its own lane, and supports a pedestrianrealm 

that complements transit. The “transit corridor” 

may be considered a type of four-lane arterial. 

This design could be appropriate along the route of 

a future light rail or bus rapid transit line on Goshen 

Avenue, South Mooney Boulevard, Main Street 

or Murray Avenue. 

“Gateway boulevards,” as shown in Figure 4-2e, provide 

a sense of identity and entrance into the city. 

Double rows of trees, enhanced plantings, and lighting 

elements are the primary components of the 

streetscape design. Gateway boulevards may be an 

appropriate design for six-lane arterials that could 

include Shirk Road, Riggin Avenue, Lovers Lane, 

and Caldwell Avenue. 

Figure 4-2a: Green Street (2-Lane Collector) 



AUGUST 2012 4-23

Figure 4-2b: Green Corridor (4-Lane Collector) Figure 4-2d: Transit Corridor (4-Lane Arterial, with Transit) 

Figure 4-2c: Green Corridor - Downtown (4-Lane Collector) Figure 4-2e: Gateway Boulevard (6-Lane Arterial) 

4-24 VISALIA GENERAL PLAN UPDATE

Future Traffic Conditions 

The TCAG Regional Travel Demand Forecast Model 

(RTDFM) was used to identify future traffic volumes 

along local, collector, and arterial roads and freeways. 

The model treats these as a system of links, or streets, 

that connect future land uses—i.e., residential and 

non-residential uses—based on each city’s and the 

county’s general plan. Tulare Council of Governments 

(TCAG) provided the transportation model 

forecasts for land use and circulation. 

Table 4-7 identifies 2030 forecasted AM and PM 

peak hour traffic LOS. As shown in Table 4-7, all 

of the study intersections are projected to operate at 

acceptable LOS with planned improvements, including 

traffic signalization and lane modifications that 

will be required during the life of the General Plan. 1 

The lane geometry and signal control of each study 

intersection is shown in Figure 4-2. 

1 Mitigation measures for these impacts will be evaluated in the Draft EIR. These may include signalization and intersection improvements as well 

as shifting traffic to alternate routes and an expanded grid—options that the TCAG model cannot evaluate because they are fine-grained, but can 

be studied with “post-processing” analysis techniques. 

Table 4-7: Future Intersection LOS (2030) 


Control 

Type 



1 Caldwell Avenue/Burke Street Signal 18.2 C 18.2 B 

2 Caldwell Avenue/Lovers Lane Signal 25.7 C 46.1 D 

3 Cypress Avenue/Akers Street2 Signal 31.2 C 49.2 D 

4 Ferguson Avenue/Linwood Street AWSC 20.7 C 12.2 B 

5 Goshen Avenue/Plaza Drive Signal 25.1 C 24.9 C 

6 Hillsdale Avenue/Akers Street Signal 29.9 C 29 B 

7 Houston Avenue/Ben Maddox way Signal 22 C 35.7 D 

8 Houston Avenue/Demaree Street Signal 33.3 C 31.1 C 

9 Houston Avenue/McAuliff Street Signal 31.6 C 21.5 C 

10 Hurley Street/Plaza Drive Signal 22.8 C 42.6 D 

11 K Avenue/Ben Maddox Way AWSC 11.9 B 17.6 B 

12 K Avenue/Lovers Lane OWSC 13.1 B 19.1 B 

13 Main Street/West Street Signal 7.2 A 8.8 A 



AUGUST 2012 4-25


Table 4-7: Future Intersection LOS (2030) 


Control 

Type 



14 Mineral King Avenue/Akers Street Signal 40.9 D 40.5 D 

15 Noble Avenue/Akers Street Signal 33.8 C 52.5 D 

16 Noble Avenue/Watson Street Signal 129 B 9.6 A 

17 Riggin Avenue/Demaree Street Signal 29.9 C 24.8 C 

18 Riggin Avenue/Dinuba Boulevard Signal 22.2 C 24.4 C 

19 Riggin Avenue/Giddings Street1 Signal 19.5 B 23.5 C 

20 Riggin Avenue/Shirk Road1 Signal 32.9 C 26.2 C 

21 Tulare Avenue/Santa Fe Street1 Signal 26.2 C 25.5 C 

22 Visalia Parkway/Akers Street1 Signal 23.7 C 24.4 C 

23 Walnut Avenue/Shirk Road1 Signal 20.2 C 18.8 B 

24 Whitendale Avenue/Demaree Street Signal 8.2 A 11.8 A 

25 Whitendale Avenue/Woodland Drive TWSC 14.6 B 21.9 C 

TWSC = Two-Way-Stop Control; AWSC = All-Way-Stop Control; OWSC = One-Way-Stop Control; 

For Signalized Intersections Average Delay = Average Intersection Delay; For TWSC Intersections Average Delay = Worst-Case Intersection 

Movement Delay; For Signalized Intersections LOS = Average Intersection Level-of-Service; For TWSC Intersections LOS = Worst-Case Movement’s 

Level-of-Service 

1. With planned traffic signal. 

2. With planned lane modifications. 

Source: Omni-Means, 2012.



Figure 4-3: Year 2030 Mitigated For General Lane Plan Geometrics Update Review and Committee Control 

AUGUST 2012 4-27


Table 4-8 identifies projected average daily traffic and 

LOS in 2030 at 33 study roadway segments. Projected 

2030 traffic volumes, consistent with the proposed 

General Plan land uses, are shown below. 

Table 4-8: Future Roadway LOS (2030) 


Akers Street Rialto – Caldwell Avenue 4 Arterial 20,360 B 

Akers Street Goshen Avenue – Ferguson Ave. 4 Arterial 32,550 D 

Caldwell Avenue Shirk Street - Aspen 4 Arterial 24,570 B 

Caldwell Avenue Ben Maddox Way – Pinkham Ave. 4 Arterial 17,090 B 

Center Avenue Floral Street – Court Street 2 Arterial 3,220 B 

County Center Beech Street – Walnut Avenue 2 Collector 5,200 C 

Demaree Street Damsen - Nicholas 4 Arterial 32,010 C 

Demaree Street Walnut Avenue – Tulare Avenue 4 Arterial 25,800 C 

Goshen Avenue Demaree Street – Chinowth Street 4 Arterial 32,690 D 

Main Street Floral Street – Court Street 2 Collector 3,710 B 

Noble Avenue Pinkham Street – Lovers Lane 2 Arterial 8,220 B 

Riggin Avenue Akers Street – Linwood Street 4 Arterial 17,190 B 

Santa Fe Street Center Avenue – School Street 4 Collector 12,310 B 

Santa Fe Street Walnut Avenue – Tulare Avenue 4 Collector 9,550 B 

Shirk Avenue Goshen Avenue – Doe Avenue 4 Arterial 28,230 B 

Shirk Avenue Walnut Avenue – State Route 198 4 Arterial 24,900 B 

Walnut Avenue Atwood – Linwood Street 4 Arterial 17,590 B 

Walnut Avenue Conyer Street – Court Street 4 Arterial 17,660 B 

Walnut Avenue Yale – Mall Entrance 4 Arterial 13,040 B 

Whitendale Avenue Crenshaw – Linwood Street 2 Collector 6,940 C 

Whitendale Avenue West Street – Court Street 2 Collector 5,060 C 

State Route 63 Caldwell Avenue – Walnut Avenue 6 State Route 25,670 B 

State Route 63 Walnut Avenue – Tulare Avenue 6 State Route 27,110 B 

State Route 63 School Avenue – Murray Avenue 4 State Route 23,330 B 

State Route 99 Caldwell Avenue – State Route 198 6 State Route 54,560 B

Table 4-8: Future Roadway LOS (2030) 


State Route 99 State Route 198 – Avenue 304 6 State Route 49,900 B 

State Route 99 Avenue 304 – Betty Drive 6 State Route 48,030 B 

State Route 198 State Route 99 – Akers Street 4 State Route 76,020 F 

State Route 198 Akers Street - Mooney Boulevard 4 State Route 89,890 F 

State Route 198 Mooney Boulevard – Lovers Lane 4 State Route 84,400 F 

State Route 198 Lovers Lane – Road 156 4 State Route 42,810 B 

State Route 216 Mill Creek Parkway – Douglas Ave. 4 State Route 20,062 B 

State Route 216 Lovers Lane – McAuliff Street 2 State Route 17,500 B 

Source: TCAG Regional Travel Demand Forecast Model; Omni-Means, 2012. 

As shown in Table 4-8, the three roadway segments 

along State Route 198 between State Route 99 and 

Lovers Lane are projected to operate at unacceptable 

LOS F conditions at buildout. The State Route 198 

Route Concept Report identifies this as a full-build 

six-lane freeway in the future between Road 80 and 

Downtown Visalia, which would accommodate traffic 

projections along these segments. However, State 

Route 198 between State Route 99 and Road 80 and 

east of Downtown Visalia to Lovers Lane needs to be 

a six-lane freeway based upon the TCAG RTDFM 

forecasts. 

Objectives 

T-O-5 Plan and develop a transportation system for 

Visalia that contributes to community livability, 

recognizes and respects community characteristics, 

and minimizes negative impacts 

on adjacent land uses. 

Policies 

T-P-22 Require all residential subdivisions to be 

designed to discourage use of local streets as a 

bypass to congested arterials, and when feasible, 

require access to residential development 

to be from collector streets. 

Local streets should not serve as “cut-throughs” 

for through traffic; at the same time, the local 

street network should still emphasize connectivity 

and minimize dead-ends and cul-de-sacs, 

while also providing for neighborhood safety. A 

finer-grained street grid can provide for more 

neighborhood connectivity. 

T-P-23 Require that all new developments provide 

right-of-way, which may be dedicated or purchased, 

and improvements (including necessary 

grading, installation of curbs, gutters, 

sidewalks, parkway/landscape strips, bike 

and parking lanes) according to General Plan 

street cross section standards and designations 



AUGUST 2012 4-29


and other city street design standards. Design 

standards will be updaed following General 

Plan adoption. 

Developments must also dedicate or sell necessary 

rights-of-way when subdivision or development 

of property adjacent to Circulation Element 

streets is proposed. 

T-P-24 Require that proposed developments make 

necessary off-site improvements if the location 

and traffic generation of a proposed development 

will result in congestion on major streets 

or failure to meet LOS D during peak periods 

or if it creates safety hazards. 

Such improvements may be eligible for credit or 

reimbursement from traffic impact fees. 

T-P-25 Require that where arterial streets are necessary 

through residential areas, residential 

development shall be oriented away (side-on 

or rear-on) from such streets and be properly 

buffered so that traffic carrying capacity of 

the street will be preserved and the residential 

environment will be protected from the 

adverse characteristics of the arterial street. 

This policy also may apply to collector streets if 

circumstances warrant. 

T-P-26 Require that future commercial developments 

or modifications to existing developments be 

designed with limited points of automobile 

ingress and egress, including shared access, 

onto major streets. 

T-P-27 Work with Caltrans to modify the State 

Route 198 Route Concept Report to ensure 

that the facility is designated as a six-lane freeway 

from Downtown Visalia east to Lovers 

Lane. 

T-P-28 Promote traffic safety by requiring that 

ingress and egress to shopping centers be carefully 

designed, with minimal use of left-turn 

movements into and out of these centers. 

Existing points of automobile ingress and egress, 

including shared access, should be consolidated 

wherever possible. Left turn movements into 

commercial areas from divided arterials, must 

be justified by demonstrating substantial reduction 

in U-turns at arterial roadways or other 

benefits. 

T-P-29 Require, where possible, that arterials and 

collectors form four-leg, right-angle intersections. 

Jogged, offset, and skewed intersections 

at major streets in near proximity shall be 

avoided, where possible. 

4.5 PUBLIC TRANSIT 

The City of Visalia has a variety of public transportation 

options including fixed route service and 

demand-responsive systems as well as local and 

regional systems. Visalia’s Transit Division operates 

numerous mass transportation services, allowing residents 

to travel conveniently from neighborhoods to 

major shopping centers, local schools, medical offices, 

and work sites. The following public transportation 

systems are available to Visalia residents.

Local Systems 

Visalia Transit 

Visalia Transit (VT) provides a local fixed route system 

for Visalia residents and visitors alike. VT operates 

several fixed routes that serve city residents with 

some routes serving the outlying cities and communities. 

VT operates fixed route service 7 days a week 

with operational hours Monday through Friday 

between 6:00 a.m. and 9:30 p.m., 9:00 a.m. and 6:30 

p.m. on Saturdays, and between 8:00 a.m. and 6:30 

p.m. on Sundays. All fixed routes are shown in Figure 

4-3. The VT fixed routes are summarized below: 

• Route 1 – Transit Center, TCAG Transfer, 

Mooney Boulevard, College of Sequoias, Visalia 

Mall, Sequoia Mall, downtown Visalia; 

• Route 2 –Transit Center, Locust Street/Court 

Street, Caldwell Avenue, Linwood Avenue, 

Whitendale Avenue, El Diamante School, S. Akers 

Street; 

• Route 4 – Transit Center, Locust Street/Court 

Street, Tulare Avenue, Mt. Whitney School, 

Divisadero School, Kmart Shopping Center, 

Visalia Medical Clinic; 

• Route 5 – Transit Center, Houston Avenue, 

Valley Oak School, Golden West School, DMV, 

Walmart; 

• Route 6 – Transit Center, Goshen Avenue/Murray 

Avenue, Save-Mart Shopping Center, Industrial 

Park, San Joaquin Valley College, Goshen Walnut 

Avenue, Giddings Street, Whitendale Avenue, 

Mooney Boulevard, County Center Drive, 

Linwood Street, Akers Street, Tulare Avenue; 

• Route 7A – Transit Center, Lincoln Oval, N. 

Court Street, W. Riggin Avenue, Demaree Street, 

W. Ferguson Avenue, W. Houston Avenue, 

Mooney Boulevard; 

• Route 7B – Transit Center, Lincoln Oval, Mooney 

Boulevard/Houston Avenue, Ferguson Avenue/ 

County Center Drive, Riggin Avenue/Giddings 

Street, Ferguson Avenue/Court Street, Locust 

Street/NW 2nd Street; 

• Route 8A – Transit Center, Center Avenue, Santa 

Fe Street/Tulare Avenue, Walmart, Lovers Lane/ 

Mineral King Avenue, Valley Oak Middle School, 

Ben Maddox Way, St. John’s Parkway; 

• Route 8B – Transit Center, Ben Maddox Way/St. 

John’s Parkway, Valley Oak Middle School, Lovers 

Lane/Mill Creek, Walmart, Santa Fe Street/Tulare 

Avenue; 

• Route 9 – Transit Center, Main Street., S. Ben 

Maddox Way, E. Walnut Avenue, Farmersville, 

Visalia Road, Exeter; 

• Route 10 – Transit Center, Mineral King Avenue, 

Noble Avenue, Visalia Airport, Goshen,; 

• Route 11 –Transit Center, Mineral King Avenue, 

Noble Avenue, Goshen; 

• Route 12 – Caldwell Avenue, Visalia Parkway, 

Cameron Avenue, S. Court Street, Exeter, 

Farmersville; and 

• Routes 106 and 610. 



Visalia’s Transit Division operates numerous mass 

transportation services, allowing residents to travel 

conveniently from neighborhoods to major shopping 

centers, local schools, medical offices, and work sites. 

AUGUST 2012 4-31


Dial-A-Ride Visalia 

Visalia Transit provides Dial-A-Ride curb-to-curb 

paratransit service on a shared-ride, demand-response 

basis to locations within the city limits of Visalia, 

Goshen, Farmersville and to/from Exeter. Reduced 

fares are available for the following groups: 

• Certificate of eligibility of ADA Paratransit 

services 

• Visalia City Coach Disabled ID card 

• Medicare Card holders 

• California DMV Disabled Person or Disabled 

Veteran ID 

Visalia Dial-A-Ride operates between 6:00 a.m. to 

9:30 p.m. during the weekdays, from 9:00 a.m. to 

6:30 p.m. on Saturdays and from 8:00 a.m. to 6:30 

p.m. on Sundays. Fares range from $1.75 to $3.25 per 

passenger and monthly passes are available with limited 

service available on holidays. 

Visalia Towne Trolley 

The Visalia Towne Trolley offers three fixed routes 

and operates between 7:30 a.m. and 11:00 p.m. 

depending on the route. During the hours of operation 

the headway is 10 to 15 minutes. There is a $0.25 

service charge to rider with an optional monthly pass 

for $5.00 and the service limits are bounded by Murray 

Avenue, Acequia Avenue, Tulare County Courthouse 

and Santa Fe Street. 

The Loop Route 

The Loop Route provides a fun, easy, and safe way for 

all school-aged kids to access community and recreation 

centers in Visalia, including: 

• Manual Hernandez Community Center 

• Wittman Center 

• Anthony Community Center 

• Boys & Girls Club 

• Redwood High School Pool 

• PAL Center 

This program is funded through the City general 

fund and Measure R and does not receive money 

from state or federal sources. 

All local transit routes are shown in Figure 4-4. 

Sequoia Shuttle 

The Sequoia Shuttle serves Sequoia and Kings Canyon 

National Parks during the peak summer visitation 

period. Sequoia Shuttle departs Visalia five times 

per day, seven days per week. In Visalia pick-up/dropoff 

locations include the Holiday Inn, Fairfield Inn, 

La Quinta, Hampton Inn, Lamplighter Inn, Convention 

Center (serving Marriott Hotel and Comfort 

Suites), the Visalia Transit Center, the Barn Service 

station in Exeter, Three Rivers Comfort Inn, and the 

Three Rivers Memorial Building. The Sequoia Shuttle 

offers service between Memorial Day and Labor 

Day seven days a week, charging $15 per passenger. 

The City operates the Sequoia Shuttle routes inside 

the Park under an agreement with the National Parks 

Service. Sequoia and Kings Canyon National Parks 

also provide three internal transit routes to the various 

attractions.

Visalia City 

Coach Routes 

Visalia Towne 

Trolley Routes 

Gold Route 

Red Route 

Blue Route 

Tulare County 

Area Transit 

40 

10 

1 

2 

3 

4 

5 

6 

7 

8 

9 

10 

11 

10 

30 

40 

160 acres 

Urban 

Development 

Boundary 

Urban Growth 

Boundary 


City Limits 

AVE 328 

10 

ROAD 68 

10 

6 

ROAD 76 

11 

ROAD 80 

W.FERGUSON AVE 

GOSHEN AVE 

N. PLAZA 

DR 

KELSEY ST 

6 

S. PLAZA DR 

AVE 320 AVE 320 

10 

W.RIGGIN AVE 

W. DOE AVE 

6 

ROAD 86 

ROAD 88 

11 10 

Pe rsian Creek 

AVE 280 

ROAD 92 

N.SHIRK ST 

RD 92 

Visalia 

Medical 

Center 

6 10 

4 5 

2 3 

2 


11 


W.HURLEY AVE 

ROEBEN ST 

W. WALNUT AVE 

AVE 276 

N. AKERS ST 

S. AKERS ST 

RD 100 

2 

3 5 

LINWOOD 

ST 

4 

6 

W.NOBLE AVE 

S. LINWOOD ST 

AVE 272 

N.CHINOWTH ST 

4 


N.DEMAREE ST 

10 

S. DEMAREE ST 

ROAD 108 

PRATT AVE 

3 

10 7 


7 

5 

11 

7 

5 


GOSHEN AVE 

2 

W.RIGGIN AVE 


W. MAIN ST 

TULARE AVE 

S. C OUNTY CENTER 


1 

1 

Tulare County 

Government 

Plaza 

40 

AVE 264 

S. MOONEY BLVD 

4 

AVE 328 

RIVER WAY DR 

W. SHANNON PKWY 

10 

12 

FERGUSON 

5 

11 

6 

7 

1 

DINUBA BLVD 

MURRAY AVE 

CENTER AVE 



S. CONYER ST 

AVE 

1 

CAMERON 

LOCUST ST 

COURT ST 


S. COURT ST 

2 

AVE 

SANTA FE ST 

N. BURKE ST 

40 

Visalia 

Transit 

Center 

8 

SANTA FE ST 

9 

RD 132 

ST J OHNS PKWY 


NOBLE AVE 

TULARE AVE 

WALNUT 

8 

AVE 

5 9 





N.CAIN ST 

MAIN ST 

5 

8 

GOSHEN AVE 

5 

12 12 

0 1/2 1 2 

PINKHAM ST 

E. K AVE 

AVE 272 

MILES 

LOVERS LANE 

LOVERS LANE 

Figure 4-2: 

Figure 

Transit 

4-4: Transit 

Routes 

Routes 

RD 144 


MC AULIFF ST 

40 

RD 148 


ROAD 148 

IVANHOE DR 

30 

ROAD 152 

9 

AVE 288 

AVE 280 

AVE 292 

ROAD 156 

AUGUST 2012 4-33 

9


Regional Systems 

Visalia Transit 

Visalia Transit regional routes also serve the outlying 

community of Goshen and the cities of Exeter and 

Farmersville. These services provide access to medical 

care facilities, schools, recreational facilities and other 

amenities offered in Visalia. These routes provide service 

between the hours of 6:00 a.m. and 9:30 p.m. 

on weekdays, and between 6:00 a.m. and 6:30 p.m. 

on Saturdays and Sundays. Regional services are provided 

through an agreement with Tulare County and 

the affected communities and schools. 

Other services provided for regional travel through 

Visalia include Orange Belt Stages, Greyhound and 

Amtrak connections to Hanford (Kings County). 

Tulare County Area Transit (TCaT) and Kings 

County Area Regional Transit (KART) provide 

connections to Visalia Transit Center, local schools, 

medical centers and other necessities. 

Tulare County Area Transit 

Tulare County Area Transit (TCaT) provides reliable 

and convenient public transit service between cities as 

well as intra-city transit service for many small communities 

throughout Tulare County. Fixed route services 

are offered Monday through Saturday, demandresponse 

Dial-A-Ride services are offered Monday 

through Friday. All ages are welcome to ride all transit 

service. TCaT offers eight fixed routes that serve a 

majority of the population centers and communities. 

Fixed route service is listed below: 

• Route 10 – serves north Tulare County with stops 

at the Justice Complex, Dinuba, Sultana, Cutler, 

Orosi, Yettem and Seville. 

• Route 20 – serves southern Tulare County with 

stops in Tulare, Tipton, Pixley, Earlimart, Delano 

and Richgrove. 

• Route 30 – serves eastern Tulare County with 

stops at the Transit Center, in Ivanhoe, Woodlake, 

Lemon Cove and Three Rivers. 

• Route 40 – serves central Tulare County with 

stops at the County Government Center, in 

Tulare, Lindsay, Strathmore and Porterville. 

• Route 50 – serves northwest Tulare County 

with stops in Dinuba, London, Traver and Delft 

Colony. 

• Route 60 – serves southeast Tulare County with 

stops in Lindsay, Strathmore, Plainview and 

Woodville. 

• Route 70 –serves southeast Tulare County will 

service to Springville and Porterville. 

• Route 90 – serves Woodville, Poplar and 

Porterville. 

TCaT regional transit routes are shown in Figure 4-4. 

Kings Area Rural Transit 

Kings Area Rural Transit (KART) is Kings County’s 

complete public rural and urban transportation 

provider. KART provides daily routes to the cities of 

Hanford and Lemoore, and regular service to most 

other communities in the county and daily weekday 

service to Visalia. In addition, KART provides transportation 

to Fresno every Monday, Wednesday and 

Friday and Dial-A-Ride service to eligible residents of 

Hanford, Lemoore, Armona and Avenal.

All KART bus routes begin and end at the Intermodal 

transfer facility west of Amtrak on 7th Street in 

Downtown Hanford. KART fixed routes provide 

service to Visalia via the Hanford-Visalia route. The 

Hanford-Visalia route makes stops at the College of 

Sequoias, Mooney Boulevard/Packwood Creek and 

Visalia Transit Center. 

Orange Belt Stages 

Inter-regional, statewide and nationwide bus transportation 

is provided to the Visalia area via Orange 

Belt Stages. The Orange Belt Stages depot is located 

centrally in the Downtown Visalia area, at 425 East 

Oak Street between Bridge and Santa Fe Streets (the 

Visalia Transit Center). 

Potential Future Transit Improvements 

The General Plan identifies potential transit corridors 

along Goshen Avenue and Mooney Boulevard, 

with Downtown segments along Murray Avenue 

and Main Street. These corridors may support highcapacity 

transit in the form of light rail or bus rapid 

transit (BRT), and provide a framework for transitoriented 

development in Visalia. 

Objectives 

T-O-6 Work with other agencies and jurisdictions 

that provide regional public transportation 

to provide connectivity between Visalia and 

adjacent jurisdictions. 

T-O-7 Develop and maintain a coordinated mass 

transportation system that will encourage 

increased transit use through convenient, 

safe, efficient, and cost-effective services. 

Policies 

T-P-30 Give high priority to public transportation 

systems that are responsive to the needs of 

commuters, the elderly, persons with disabilities, 

the youth, and low income citizens. Continue 

to work with transit providers to expand 

services to these populations and to underserved 

areas of the City. 

T-P-31 Seek cooperation with Tulare County Association 

of Governments and Visalia City Coach 

to attain a balance of public transportation 

opportunities. 

These efforts may include the establishment of 

criteria to implement transit improvements, 

development of short and long range transit 

service plans, evaluation and identification of 

needed corridor improvements, transit centers, 

and park-and-ride lots with amenities for bicyclists. 

T-P-32 Work with transit operators to ensure that 

adequate transit service facilities are provided, 

including bus turn-outs along arterials when 

needed, and bus stop amenities including, but 

not limited to, lighted shelters, benches and 

route information signs. 

T-P-33 Work with transit operators to establish transit 

stops adjacent to community and regional 

parks, senior housing facilities, areas with a 

high concentration of medical facilities, major 

employment centers, and major retail and 

commercial centers. 



The Visalia Transit Center is the hub for all of Visalia’s 

bus routes, including the Visalia Towne Trolley and the 

Sequoia Shuttle. 

AUGUST 2012 4-35


T-P-34 Develop design and development standards 

to improve transit service in the community, 

such as wider sidewalks to accommodate bus 

stops and bus shelters at intersections; bus 

pads with shelter and shading vegetation; 

widened rights-of-way for buses; dedicated 

bus lanes; on-site transit stops for commercial 

public, institutional and industrial facilities; 

and, bus facilities adjacent to day-care centers, 

schools, and major residential areas. 

T-P-35 *Schedule public transportation improvement 

projects in the Capital Improvements Program. 

T-P-36 *Participate in the planning process for a 

potential Cross Valley Rail Line, which could 

provide east-west light rail service from Visalia 

to Huron and potentially connect to a 

future High Speed Rail system. 

T-P-37 *Evaluate the feasibility of a future local light 

rail system or bus rapid transit (BRT) system 

in Visalia, which could connect to Tulare to 

the south and points east and west. 

The City should preserve right of way to support 

the preliminary light rail corridor or BRT system 

along Goshen Avenue, K Street, Santa Fe 

Avenue, and other roadways, as depicted on the 

Planned Circulation System diagram if either 

system is judged financially feasible. 

T-P-38 *Support regional high-speed inter-city rail 

development and service. Should California 

High Speed Rail develop a station in Hanford 

(or elsewhere in Kings or Tulare County), 

work with the California High Speed Rail 

Authority to develop local connections coordinated 

with the train schedule. 

4.6 BICYCLES, TRAILS AND 

PEDESTRIAN CIRCULATION 

Bicycling and walking are inexpensive, energy-conserving, 

healthful, and non-polluting modes of transportation. 

Visalia’s flat topography and dry, moderate 

climate make choosing to walk or bicycle an attractive 

transportation option during much of the year. 

As pedestrian and bicycle travel is directly related 

to perceived safety and convenience, providing a 

safe and complete network of pedestrian and bicycle 

facilities should continue to increase the use of these 

modes of travel, especially when crossing heavily traveled 

roads such as State Routes 63 and State Route 65. 

Bikeways and Trails 

From a bicyclist’s perspective, Visalia is an attractive 

location to travel. First, the many quiet, tree-shaded 

side streets offer comfort and safety. Second, the size 

of the city makes practically all parts accessible by all 

residents within a 30-minute bicycle ride. During the 

summer time, when intense summer sun and heat 

are at their greatest, bicyclists and pedestrians may 

be deterred. Otherwise, the flat topography and mild 

rainfall are ideal for commuting and recreational 

bicycle riding. 

Once considered a primarily recreational activity, 

bicycling is now recognized as a viable alternative 

to the automobile. Benefits of increased bicycle use 

include reduced traffic, reduced consumption of fuel

esources, improved air quality and reduced health 

care costs due to a healthier population. Bicycling is a 

vital component of improving environmental, traffic 

and quality of life concerns for Visalia residents. 

City of Visalia Bikeway Plan 

The City of Visalia Bikeway Plan was adopted in 

February 2011 and is intended to guide bikeway policies, 

programs and facility improvements to improve 

safety, comfort and convenience for all bicyclists in 

the City of Visalia. The Bikeway Plan serves as a tool 

for the City in implementing its goal to “provide the 

means and support bicycling as an alternative mode 

of transportation for work, errand and recreational 

trips.” 

The Bikeway Plan encourages the use of walking and 

bicycling and recognizes three classes of bikeways: 

• Bike Path (Class I Bikeway, including paseos and 

public greenways). Provides a completely separated 

right-of-way designated for the exclusive use 

of bicycles and pedestrians with cross flows by 

motorists minimized. 

• Bike Lane (Class II Bikeway). Provides a restricted 

right-of-way designated for the exclusive or semiexclusive 

use of bicycles with through-travel by 

motor vehicles or pedestrians prohibited, but with 

vehicle parking and crossflows by pedestrians and 

motorists permitted. 

• Bike Route (Class III Bikeway). Provides right-ofway 

designated by signs or permanent markings 

and shared with pedestrians and motorists. 

While the City has yet to fully implement the network 

presented in the Bikeway Plan, several Class I, 

II and III facilities exist and are included in the standard 

cross-section specifications for the various street 

classifications. 

Figure 4-5 shows the bikeway system, with the present 

facilities in solid lines and the proposed expansion 

of the system shown in dashed lines. Completion 

of this network would provide Visalia with a robust 

bicycle and pedestrian network, linking neighborhoods 

to parks, schools, employment centers, and 

other destinations. In addition to the bicycle infrastructure, 

Visalia offers bicycle racks on buses for 

most of the Visalia Transit fleet. The bicycle racks 

extend the bicycles ranges and offer connections to 

the cities of Woodlake, Tulare, Exeter and Farmersville. 



Visalia’s flat topography and mild rainfall are ideal 

for commuting and recreational bicycle riding. The 

Bikeway Plan encourages the use of walking and 

bicycling and recognizes three classes of bikeways, 

including Class I trails (top) and Class II bike lanes 

(bottom). 

AUGUST 2012 4-37

10 

40 

Class I 

Bike Lane 

Class II 

Bike Lane 

Class I Future 

Bike Lane 

Class II Future 

Bike Lane 

Class III Future 

Bike Lane 

160 acres 

Sidewalk 

Greenway 

Urban 

Development 

Boundary 

Urban Growth 

Boundary 


City Limits 

AVE 328 




ROAD 68 

ROAD 76 

ROAD 80 


GOSHEN AVE 

N. PLAZA 

DR 

KELSEY ST 

S. PLAZA DR 

W.RIGGIN AVE 

ROAD 86 

W. DOE AVE 

ROAD 88 


ROAD 92 

AVE 320 AVE 320 

N.SHIRK ST 

W.HURLEY AVE 

TULARE AVE 

W. WALNUT AVE 

S. AKERS ST 

LINWOOD 

ST 

GOSHEN AVE 

W.NOBLE AVE 

S. LINWOOD ST 

N.CHINOWTH ST 


W.RIGGIN AVE 

N.DEMAREE ST 

S. DEMAREE ST 

PRATT AVE 



RIVER WAY DR 

HALL ST 

DINUBA BLVD 

CAMERON 

AVE 

Figure 4-4: 

Figure 4-5: General Plan Bikeways 

General Plan Bikeways 



W. MAIN ST 


CENTER AVE 



MURRAY AVE 


AVE 280 W. CALDWELL AVE 

RD 92 


ROEBEN ST 

AVE 276 

N. AKERS ST 

RD 100 

AVE 272 

ROAD 108 


TCAT 

TRANSFER 

AVE 264 



AVE 328 

FERGUSON 

S. CONYER ST 

AVE 

COURT ST 

LOCUST ST 

S. COURT ST 

SANTA FE ST 

SANTA FE ST 

N. BURKE ST 

RD 132 


TRANSIT 

CENTER 


NOBLE AVE 

TULARE AVE 

WALNUT 


N.CAIN ST 

AVE 

GOSHEN AVE 

MAIN ST 

0 1/2 1 2 

PINKHAM ST 

E. K AV 

AVE 272 

MILES 

LOVERS LANE 

LOVERS LANE 

RD 144 


MC AULIFF ST 

RD 148 


ROAD 148 

IVANHOE DR 

ROAD 152 

AVE 288 

AVE 280 

AVE 292 

ROAD 156

Pedestrian Circulation 

Walking is the most universal form of travel. Every 

personal trip involves some element of walking, 

whether it is a pure pedestrian trip or combined 

with other modes of travel such as transit, driving 

or cycling. A pedestrian is legally defined as a person 

who walks from one place to another either by foot or 

using an assisted mobility device. Pedestrians include 

citizens of Visalia and visitors of all ages and abilities. 

The pedestrian circulation system in Visalia is mainly 

comprised of sidewalks. Currently, the street environment 

is mostly auto-oriented with wide roadways and 

discontinuous sidewalks. In some areas, there are no 

existing sidewalks or they have fallen into disrepair. 

Besides standard sidewalks that have been developed 

in residential and non-residential areas, several multiuse 

(bike/pedestrian) trails are found throughout the 

city, including the St. John’s Parkway, Mill Creek, 

Goshen Avenue, and others. Visalia Unified School 

District and the City of Visalia are also actively 

involved in pursuing federal and state Safe Routes to 

School (SR2S) grant programs that promote adequate 

pedestrian facilities in neighborhoods near schools. 

In addition, the City of Visalia is committed to complying 

with Americas with Disabilities Act (ADA) 

standards with new development and bringing nonstandard 

ADA facilities into compliance. 

While sidewalk capacity is generally not an issue, all 

areas should be designed to a scale that accommodates 

pedestrians and bicyclists (in areas where bikeways 

are unavailable). Improvements in areas within 

the City that currently have undersized, damaged or 

no pedestrian facilities should be prioritized so that 

the pedestrian system will be better connected. The 

new neighborhood centers should also be designed to 

be pedestrian friendly. In these areas, wider sidewalks 

should be considered to accommodate increased 

flows and to give preferential treatment to pedestrians. 

Pedestrian-friendly facilities should also be provided 

near transit stops and adjacent to medium and 

higher density residential areas. 

Objectives 

T-O-8 Encourage walking and bicycling in Visalia 

for commuting and recreational purposes, 

and for improvement of public and environmental 

health. 

T-O-9 Promote non-motorized accessibility through 

development of a connected, convenient 

pedestrian and bikeway network. 

T-O-10 Create a safe and feasible pedestrian, trail and 

bikeway system (on- and off-street) for commuting, 

recreation and other trips, serving 

pedestrians and cyclists of all levels. 

T-O-11 *Recognize and meet the mobility needs of 

persons using wheelchairs and those with 

other mobility limitations. 

Policies 

Bicycle Transportation and Trails System 

T-P-39 Develop bikeways consistent with the Visalia 

Bikeway Plan and the General Plan’s Circulation 

Element. 

• Provide Class I bikeways (right-ofways 

for bicyclists and pedestrians 

separated from vehicles) along the 



AUGUST 2012 4-39


St. Johns River, Cameron Creek, 

Packwood Creek, Mill Creek, Modoc 

Ditch, the Santa Fe Railroad rightof-way 

and the San Joaquin Railroad 

right-of-way; 

• Provide Class II bikeways (striped 

bike lanes) along selected collector 

and arterial streets; and 

• Provide Class III bikeways (shareduse 

bike routes) along selected local, 

collector, and arterial streets. 

New bikeway segments should be designed to fit 

together with existing bikeways to create a comprehensive, 

safe system including scenic routes for 

recreational use. 

T-P-40 Develop a community-wide trail system along 

selected planning area waterways, consistent 

with the Waterways and Trails Master Plan 

and General Plan diagrams. 

The system will feature greenway trail corridors 

along the St. John’s River, Mill Creek, Packwood 

Creek, and Cameron Creek, as well as segments 

of Modoc and Persian creeks. The waterway 

corridors will provide recreational opportunities, 

new links between neighborhoods, parks, 

and Downtown, and a new way of experiencing 

the City and understanding its natural setting. 

Waterway corridors will also provide enhanced 

habitat and storm drainage, as described in the 

Community Waterways section. 

T-P-41 Integrate the bicycle transportation system 

into new development and infill redevelopment. 

Development shall provide short term 

bicycle parking and long term bicycle storage 

facilities, such as bicycle racks, stocks, 

and rental bicycle lockers. Development also 

shall provide safe and convenient bicycle and 

pedestrian access to high activity land uses 

such as schools, parks, shopping, employment, 

and entertainment centers. 

T-P-42 Periodically update the City of Visalia Bikeway 

Plan, as needed. 

T-P-43 *Develop and maintain an educational program 

to promote bicycle use and safety. 

T-P-44 *Increase the safety of those traveling by bicycle 

by: 

• Sweeping and repairing bicycle paths 

and lanes on a regular basis; 

• Ensuring that bikeways are signed 

and delineated according to Caltrans 

or City standards, and that lighting is 

provided as needed; 

• Providing bicycle paths and lanes on 

bridges and overpasses; 

• Ensuring that all new and improved 

streets have bicycle-safe drainage 

grates and are free of hazards such as 

uneven pavement or gravel; 

• Providing adequate signage and 

markings warning vehicular traffic of 

the existence of merging or crossing 

bicycle traffic where bike lanes and 

routes make transitions into or across 

roadways.

T-P-45 Require that collector streets that are identified 

to function as links for the bicycle transportation 

system be provided with Class II 

bikeways (bike lanes) or signed as Class III 

bike route facilities. 

In such cases, the City may accommodate cyclists 

on these identified streets by widening the street 

or eliminating on-street parking if this will not 

significantly affect parking opportunities for 

local shoppers or by clearly indicating that bicycles 

may share travel lanes with automobiles. 

T-P-46 *Cooperate with other agencies to provide 

connection and continuation of bicycle corridors 

between Visalia and surrounding areas. 

T-P-47 Seek funding at the private, local, state, and 

federal levels for the expansion of the bicycle 

transportation system. 

Pedestrian Circulation 

T-P-48 Require construction of minimum sidewalk 

widths and pedestrian “clear zones” consistent 

with the Complete Streets cross-sections in 

this General Plan and with the City’s Engineering 

and Street Design Standards for each 

designated street type. 

T-P-49 *Work with the Visalia Unified School District, 

other school districts, and the County 

Superintendent of Education, to promote 

creation of school attendance areas so as to 

minimize students’ crossings of major arterial 

streets and facilitate students’ safe travel 

to school on foot. 

T-P-50 *Provide pedestrian facilities that are accessible 

to persons with disabilities and ensure that 

roadway improvement projects address accessibility 

and use universal design concepts. 

T-P-51 Locate sidewalks, pedestrian paths, and 

appropriate crosswalks to facilitate access to 

all schools and other areas with significant 

pedestrian traffic. Whenever feasible, pedestrian 

paths shall be developed to allow for 

unobstructed pedestrian flow from within a 

neighborhood. 

T-P-52 Require, where security walls or fences are 

proposed for residential developments along 

arterial or collector streets, that pedestrian 

access be provided between the arterial or collector 

and the subdivision to allow access to 

transit vehicles operating on an arterial or collector 

street. 

4.7 PARKING 

Parking decisions affect land use and development 

patterns, as well as travel behavior. The placement 

and type of parking must accommodate the needs 

of businesses, pedestrians, motorists, and residents, 

while not overwhelming the urban design. 

Parking regulations can help to provide accessible, 

attractive, secured parking facilities as well as manage 

supply. New ideas about parking include shared 

parking, multi-use parking lots, and the use of pervious 

surfaces with water runoff filtering systems and 

the use of solar panels to provide shade as well as 

energy production. 



Pedestrian-friendly streets should be provided near 

transit stops and adjacent to medium and higher 

density residential areas (top). 

Pedestrian access should be provided between 

neighborhoods and adjacent arterials or collectors 

to facilitate walking, including walking to transit 

(bottom).. 

AUGUST 2012 4-41

Following the Downtown parking and circulation 

study, the City will develop flexible parking 

requirements based on “best practices.”. 


Downtown Parking 

The City of Visalia is currently preparing a Downtown 

parking and circulation study. The study will 

analyze traffic patterns, biking, walking, parking 

and how to improve traffic flow in the 70-block area 

bounded by Oak Street on the north, Santa Fe Street 

on the east, Noble Avenue on the south and Conyer 

on the west. The study is still underway. 

Among the items to be studied are: integration of 

future development with a balanced street/transit/ 

bicycle network; level of service for vehicles on downtown 

streets; transit ridership; existing bike routes 

and bike facilities; walkability of Visalia’s downtown 

and how downtown streets will handle growth into 

2020 and 2030; and parking accommodations to 

meet future demand. The study will also consider the 

option of closing Willis and West streets to through 

traffic, extending Burke Street, and widening Santa 

Fe Street to four lanes between Noble and Race 

streets. 

Objectives 

T-O-12 Provide adequate parking to accommodate 

demand while avoiding excessive amounts of 

surface parking that disrupts the urban fabric 

of the city. 

Policies 

T-P-53 *Develop flexible parking requirements in the 

zoning ordinance for development proposals 

based on “best practices” and the proven 

potential to reduce parking demand. 

These could include projects that integrate transit 

facilities, incorporate a mix of uses with differing 

peak parking demand periods (e.g., residential 

and office), incorporate shared parking 

or common area parking, or incorporate other 

Transportation Demand Management (TDM) 

Strategies for residents or tenants (car-sharing, 

requiring paid parking, etc.). 

T-P-54 Discourage non-residential parking on residential 

streets by enforcing parking regulations 

and ensuring that businesses near residential 

areas are providing adequate on-site 

parking for their employees and customers. 

T-P-55 If certain neighborhoods are particularly negatively 

affected by “spill-over” parking from 

businesses or institutions, consider establishing 

a residential permit parking program. 

T-P-56 *If needed, create public parking benefit 

assessment districts to fund consolidated public 

parking where supported by local businesses. 

T-P-57 *Amend the Zoning Ordinance to include 

updated off-street parking and loading area 

design standards that have multiple benefits 

and reduce environmental impacts. Strategies 

may include, but are not limited to: 

• Require parking and loading to be 

provided on the side of or behind 

buildings, where feasible; 

• Promote the use of time and/or 

motion sensitive parking lot and 

security lights, where feasible;

• Establish specific standards for 

perimeter landscaping for parking lots 

and structures; 

• Separate pedestrian pathways from 

car lanes where feasible; 

• Promote the use of porous pavement 

and low impact drainage features, as 

appropriate to the site; and 

• Restrict use of vacant lots as vehicle 

parking and outdoor storage of 

commercial equipment, construction 

equipment, and similar unless 

screened from public view. 

T-P-58 Continue to implement and update, as necessary, 

the latest Downtown Parking Management 

Plan. 

A Downtown parking needs assessment and survey 

should be conducted periodically to determine 

the adequacy of the Downtown Parking 

Management Plan and to indicate when the 

Plan should be updated and how needs might be 

better balanced. 

4.8 GOODS MOVEMENT 

Truck Routes 

In addition to moving people, the roadway system in 

Visalia carries a substantial number of trucks moving 

goods. These routes are designed to allow truck traffic 

to pass through the City with minimal impact on 

residential neighborhoods as well as local vehicular 

and pedestrian traffic. 

Existing truck routes within Visalia were developed 

to minimize neighborhood disturbance and consist 

primarily of freeways, select expressways, and a 

few arterial and collector streets. Section 3012 of the 

Municipal Code has designated certain streets within 

the city as truck routes. Trucks may use other streets 

for access to particular destinations, with the exception 

of certain streets from which they are expressly 

prohibited. Truck routes may be modified by resolution 

by the City Council as needed. Designated truck 

routes are shown in Figure 4-6. 

Objectives 

T-O-13 Provide a transportation system that effectively 

transports goods via trucks and rail 

with minimal disruption to residential areas. 

Policies 

T-P-59 *Identify and sign designated truck routes in 

Visalia, ensuring that clear signage is provided 

from freeways to truck routes in the city. 

T-P-60 *Ensure that truck routes are designed according 

to the Surface Transportation Assistance 

Act standards for intersections, pavement, 

and turning movements. 



Truck routes have been identified to minimize 

neighborhood disturbance, and consist primarily of 

freeways, expressways, and a few arterial and collector 

streets. 

AUGUST 2012 4-43

160 acres 

10 

40 

Truck Routes 

Railroad 

Urban 

Development 

Boundary 

Urban Growth 

Boundary 


City Limits 

AVE 328 




ROAD 68 

ROAD 76 

ROAD 80 


GOSHEN AVE 

N. PLAZA 

DR 

Visalia 

Municipal 

Airport 

Union Pacific Railroad 

KELSEY ST 

S. PLAZA DR 

W.RIGGIN AVE 

W. DOE AVE 

ROAD 86 

ROAD 88 


ROAD 92 

N.SHIRK ST 

W.HURLEY AVE 

W. WALNUT AVE 

Figure 4-4: 

Figure 4-6: Truck Routes, Rail Lines, and Airport Facilities 

Truck Routes, Rail Lines, and Airport Facilities 

AVE 320 AVE 320 

TULARE AVE 

S. AKERS ST 

LINWOOD 

ST 

W.NOBLE AVE 

S. LINWOOD ST 

N.CHINOWTH ST 


PRATT AVE 

W.RIGGIN AVE 

N.DEMAREE ST 

S. DEMAREE ST 



RIVER WAY DR 

GOSHEN AVE 

DINUBA BLVD 

CAMERON 

AVE 



W. MAIN ST 


CENTER AVE 



MURRAY AVE 



RD 92 


ROEBEN ST 

AVE 276 

N. AKERS ST 

RD 100 

Burlington Northern Railroad 

AVE 272 

ROAD 108 


AVE 264 



AVE 328 

FERGUSON 

S. CONYER ST 

AVE 

COURT ST 

LOCUST ST 

S. COURT ST 

SANTA FE ST 

SANTA FE ST 


N. BURKE ST 

RD 132 



NOBLE AVE 

TULARE AVE 

WALNUT 


N.CAIN ST 

AVE 

GOSHEN AVE 

MAIN ST 

0 1/2 1 2 

PINKHAM ST 

E. K AV 

AVE 272 

MILES 

LOVERS LANE 

LOVERS LANE 

RD 144 


MC AULIFF ST 

RD 148 


ROAD 148 

IVANHOE DR 

ROAD 152 

AVE 288 

AVE 280 

AVE 292 


ROAD 156

T-P-61 *Encourage high-security off-street parking 

areas for tractor-trailer rigs in industrial areas. 

T-P-62 Explore possible funding sources, including 

truck user fees if feasible, to help finance 

truck route improvements and truck parking 

areas, at least in part. 

T-P-63 *Continue to improve and maintain the condition 

and safety of existing railroad crossings 

by upgrading surface conditions and installing 

signs and signals where warranted. 

T-P-64 Explore possible funding sources, including 

truck user fees if feasible, to help finance 

truck route improvements and truck parking 

areas, at least in part. 

T-P-65 Prohibit the use of arterial streets for freight 

loading and unloading. 

Rail 

Union Pacific (UP), Burlington Northern & Santa Fe 

(BNSF), and San Joaquin Valley Railroad (SJVRR) 

provide freight service to Visalia, connecting the 

city and Tulare County to major markets in California 

(Oakland/San Francisco/San Jose, Sacramento, 

and Los Angeles) and to other destinations. Routes 

of principal rail lines in the county are identified in 

Figure 4-6. Freight terminals and service to specific 

industries are located throughout the county. Though 

the railroads are reluctant to provide information on 

the amount of freight originating in the county, it is 

likely that the predominant mode for freight movements 

in the county will continue to be by truck in 

the foreseeable future. 

Passenger rail service (six round trips daily) in the 

county is provided by Amtrak on its San Joaquin service, 

with the nearest rail station located in Hanford 

(Kings County). Amtrak provides bus connections 

to and from Visalia (twice daily) and Goshen Junction 

(two times daily) to the Hanford station. Either 

Orange Belt Stages or Greyhound provides service to 

Amtrak from downtown Visalia. 

Cross Valley Rail Project 

The Cross Valley Rail improvement project was 

completed in 2003. The line allows food processing 

and industrial businesses to ship by rail as opposed 

to heavy-duty trucks. Funding was made possible 

through funds from public and private entities, 

including Congestion Management Air Quality 

Improvement Program funds from Tulare, Kings, 

and Fresno County councils of governments, contributions 

from the Los Gatos Tomato Company and 

the San Joaquin Valley Air Pollution Control District. 

California High Speed Rail 

The California High Speed Rail Authority is currently 

in the process of developing a high-speed rail 

system that would provide passenger transportation 

and goods movement services throughout California 

with 800 miles of track and 24 stations. The 

first segment of the route will be between Bakersfield 

and Fresno. Through the EIR process, the preferred 

alignment and a station has been identified in Kings 

County. 

This station will be the Kings/Tulare Regional Station 

and will be located near the City of Hanford 

(Kings County). 



AUGUST 2012 4-45


The purpose of the high speed rail system is to provide 

a reliable mode of travel that links the major metropolitan 

areas of the state and delivers predictable and 

consistent travel times. According to the Authority, 

high-speed rail is projected to carry approximately 

100 million passengers annually by 2030. 

Objectives 

T-O-14 Work with other agencies and jurisdictions 

that provide regional public transportation to 

provide rail connectivity between Visalia and 

adjacent jurisdictions. 

T-O-15 Develop and maintain a coordinated mass 

transportation system that will encourage 

increased transit and rail use through convenient, 

safe, efficient, and cost-effective services. 

T-O-16 Provide a transportation system that effectively 

transports goods via trucks and rail 

with minimal disruption to residential areas. 

T-O-17 Support continued rail freight service in 

Tulare County. 

Policies 

T-P-66 Seek cooperation with Tulare County Association 

of Governments Transportation Planning 

Agency to attain a balance of public 

transportation opportunities. 

T-P-67 *Participate in the planning process for a 

potential Cross Valley Rail Line, which could 

provide east-west light rail service from Visa- 

lia to Huron and potentially connect to a 

future High Speed Rail system. 

T-P-68 *Evaluate the feasibility of a future local light 

rail system or bus rapid transit (BRT) system 

in Visalia, which could connect to Tulare to 

the south and points east and west. 

The City should preserve right of way to support 

the preliminary light rail corridor or BRT system 

along Goshen Avenue, K Street, Santa Fe 

Street, and other roadways, as depicted on the 

Land Use diagram if either light rail or BRT is 

judged financially feasible. 

T-P-69 *Support regional high-speed inter-city rail 

development and service. Should California 

High Speed Rail develop a station in Hanford 

(or elsewhere in Kings or Tulare County), 

work with the California High Speed Rail 

Authority to develop local connections coordinated 

with the train schedule. 

T-P-70 Support continued freight service in Tulare 

County, specifically development of freight 

rail service within close proximity to agricultural 

processing industries. 

T-P-71 Continue to participate in and advocate for 

collaborative efforts to improve railroad transportation 

facilities and reduce conflicts with 

the street system.

4.9 AVIATION 

Visalia owns and operates the Visalia Municipal Airport 

(VIS). Located at the south east interchange of 

State Routes 198 and 99, VIS serves Tulare County, 

and eastern Kings County. The airport provides commuter 

airline and general aviation services. The airport 

has four fixed base operators (FBO) that provide 

a variety of services including instruction, charter, 

maintenance and corporate transport. The airport 

is home to over 150 based aircraft. Those aircraft, 

along with transient aircraft traffic, generate approximately 

80,000 annual operations (take offs and landings). 

This includes commercial and non-commercial 

flights. Currently, the airport is primarily used for 

general aviation operations, including local and itinerant 

services. Other Airport activities include air 

taxi service and government operations. 

Two passenger air services in the county are provided 

at the Visalia Municipal Airport. These services 

include daily non-stop flights from VIS to/from 

Los Angeles International Airport (LAX) and a daily 

one-stop flight to/from Las Vegas McCarran International 

Airport (LAS). 

The current facility has one runway (6,559 feet) which 

is planned to be expanded to 8,000 feet. The airport 

consists of two parallel taxiways, 17 enclosed hangars, 

113 T-hangars, two terminals, aviation fueling station. 

There are single-engine aircraft, multi-engine craft, 

jets and gliders based at the facility. In addition to 

office spaces, free parking is provided at the terminal. 

Visalia offers two fixed based operators that offer full 

service maintenance and repair. Two charter service 

operators are also located in Visalia. A flight school 

(Western Air) and charter services are also available. 

Objectives 

T-O-18 Promote the growth and use of the Visalia 

Municipal Airport to satisfy projected aviation 

demand for both commercial and noncommercial 

users. 

Policies 

T-P-72 *Finance improvements to the Airport 

through user fees and State or federal funds 

earmarked for general aviation activities and 

other available financing mechanisms. 

T-P-73 Continue to upgrade the service capacity of 

the Visalia Municipal Airport, as funding 

appropriations and revenues permit. 

T-P-74 Maintain the airport’s current and future 

functionality by limiting land uses and population 

densities surrounding the airport to 

those that are permitted under the Zoning 

Ordinance, as amended for consistency with 

this General Plan. 



Rail right-of-way may allow opportunities to transition 

to passenger-carrying operations as a part of a 

regional light rail system (top). 

Visalia Municipal Airport is primarily used for general 

aviation operations, while also providing passenger air 

service (bottom). 

AUGUST 2012 4-47


4.10 REGIONAL COORDINATION 

The transportation system of a community is vital to 

its prosperity. Efficient circulation is important to the 

economic viability and the creation and preservation 

of a quality of life and the environment. The transportation 

system is also multi-modal, meaning that 

it provides numerous alternatives to the automobile; 

these other modes include transit, pedestrian facilities, 

bicycle facilities, rail facilities, airport facilities, 

etc., so that citizens and visitors can access and travel 

within the city using a number of transportation 

options to reduce vehicle trips and improve air quality. 

The City of Visalia works with other cities, the Tulare 

County Association of Governments (TCAG), Caltrans 

and the federal government to assist in transportation 

planning efforts in the County of Tulare. 

TCAG and state and federal agencies work with the 

cities and communities in Tulare County to plan for 

and fund transportation improvements beneficial to 

all of its residents. 

Objectives 

T-O-19 Ensure compatibility between circulation and 

transportation systems in Visalia and adjacent 

jurisdictions. 

T-O-20 Work with Caltrans to provide an efficient 

system for regional travel that minimizes 

impacts on local streets and arterials. 

T-O-21 *Strive to minimize the effects of local travel 

on the regional highway system. 

Policies 

T-P-75 *Work with Caltrans to achieve timely construction 

of programmed freeway, State highway, 

and interchange improvements. 

T-P-76 Work with TCAG, the city of Tulare, and 

Caltrans to plan and develop State highway 

improvements between Visalia and Tulare for 

regional circulation, consistent with Caltrans’ 

Transportation Concept Reports for individual 

state routes. 

T-P-77 *Work with TCAG to ensure that the 

Regional Transportation Plan (RTP) and Sustainable 

Communities Strategy are consistent 

with Visalia’s Land Use and Transportation 

policies. 

T-P-78 Work with the San Joaquin Valley Air Pollution 

Control District and TCAG to implement 

Transportation Control Measures identified 

in the RTP and air quality implementation 

plans. 

T-P-79 *Update traffic study requirements, consistent 

with Policy T-P-18, to include analysis of 

impacts on the regional highway system and 

criteria for mitigation, consistent with this 

General Plan.

6 OPEN SPACE AND CONSERVATION 

The Open Space and Conservation Element establishes 

policies for the conservation of natural 

resources in Visalia. The Element addresses open 

space resources; land resources including farmland 

and minerals; water resources including groundwater 

and waterways; biological resources; and cultural and 

historic resources. Air quality and greenhouse gases 

are also important environmental issues for the Planning 

Area and are addressed in Chapter 7. 

6.1 OPEN SPACE RESOURCES 

The City of Visalia defines open space as any parcel of 

land or body of water that is essentially unimproved 

and undeveloped or is used for recreation. This 

includes agricultural land, recreation areas, areas with 

hazardous conditions, and conservation areas as well 

as open space to shape and limit urban form. Currently 

there are approximately 39,760 acres in agricultural 

use, accounting for 65 percent of all land in the 

Planning Area. In addition, there are about 400 acres 

of land in and along waterways or canals, and 1,167 

acres of park land. 

Classification of Open Space 

State planning law (Government Code Section 65560) 

provides a structure for the preservation of open space 

by identifying open space categories. An additional 

category is proposed for this Plan to help define the 

urban development edge. 

• Open space for public health and safety including, 

but not limited to, areas that require special 

management or regulation due to hazardous or 

special conditions. These might include earthquake 

fault zones, areas of unstable soil, floodplains, 

watersheds, areas presenting high fire risks, areas 

required for the protection of water quality, and 

reservoirs. In Visalia, this category includes land 

in the 100-year flood plain and land beneath the 

airport approach and departure zones. 

• Open space for the preservation of natural resources, 

including, but not limited to, habitat for fish and 

wildlife species; areas required for ecologic and 

other scientific study purposes; and rivers, streams, 

and creeks and their banks. In Visalia, this 

category includes lands with Valley Oak riparian 

woodland or Valley Oak woodland habitat, 

wetlands, and vernal pools. 

• Open space used for the managed production of 

resources, including, but not limited to, forest 

lands, rangeland, agricultural lands and areas of 

economic importance for the production of food 

or fiber; areas required for recharge of ground 

water basins; marshes, rivers and streams that are 

important for the management of commercial 

fisheries; and areas containing major mineral 

deposits. In Visalia, this category includes prime 

farmland, farmland of statewide importance, and 

groundwater recharge areas. 

• Open space for outdoor recreation, including, but 

not limited to, parks and recreation facilities; 



Open space is protected for the preservation of 

agricultural lands, natural resources, and outdoor 

recreation, among other categories. 

AUGUST 2012 

6-1

6-2 


areas particularly suited for park and recreation 

purposes, such as land providing access to 

lakeshores, rivers and streams; and areas that serve 

as links between major recreation and open space 

reservations, including utility easements, banks 

of rivers and streams, trails, and scenic highway 

corridors. In Visalia, this category includes areas 

such as land along the St. Johns River and other 

waterways, bike and pedestrian trails, plus existing 

and proposed parks. 

• Open space for the protection of Native American sites, 

including, but not limited to, places, features and 

objects of historic, cultural, or sacred significance 

such as Native American sanctified cemeteries, 

places of worship, religious or ceremonial sites, 

or sacred shrines located on public property 

(further defined in California Public Resources 

Code Sections 5097.9 and 5097.993). No sites for 

this type of open space have been identified in the 

Planning Area. 

• Open space to shape and limit urban form, including, 

but not limited to, areas such as agricultural land 

buffers and open space corridors established to 

implement the General Plan’s community design 

goals and objectives. In Visalia, this category 

includes the West Highway 198 corridor, the St. 

Johns River corridor, and land designated as Very 

Low Density Residential. 

Planned Open Space Network 

Identified open space resources are not intended to 

imply that the public interest would be best served 

by prohibiting development on all such lands. Rather, 

these open space resources likely signify one of three 

possible scenarios, depending upon the ecosystem 

fragility, location, hazard potential, regulatory constraints, 

and other pertinent factors. 

The three possible scenarios are: 

• All development should be prohibited; 

• Development should be permitted on part of the 

land and the balance preserved as open space—a 

clustering concept; or 

• Development should be permitted subject to 

site plan review and the imposition of specific 

conditions to protect against hazards, preserve the 

integrity of the land and the environment, and 

meet specific development and design standards. 

Determination of how these open space resources are 

to be protected will be made on a case-by-case basis 

following standards and review procedures established 

in the Zoning and Subdivision ordinances 

consistent with General Plan policies. 

Objectives 

Open Space 

OSC-O-1 Create and protect open space for the preservation 

of natural resources. 

OSC-O-2 Work with the County and other organizations 

to protect prime farmland and farmland 

of Statewide importance outside the 

City’s Urban Development Boundary for 

agricultural production, and to preserve 

areas for groundwater recharge. 

OSC-O-3 Create and preserve open space for outdoor 

recreation.

OSC-O-4 Create and maintain open space for public 

health and safety in areas which require 

special management for regulation. 

OSC-O-5 Create open space to shape Visalia’s future 

urban form, including conservation corridors 

along the St. Johns River and along 

Highway 198. 

Policies 

OSC-P-1 Conduct an annual review of cancelled 

Williamson Act contracts and development 

proposals on agricultural land within 

the Urban Area Boundary to foresee 

opportunities for acquisition, dedication, 

easements or other techniques to preserve 

agricultural open space or for groundwater 

recharge. 

OSC-P-2 Develop open space corridors along 

selected community waterways, power 

transmission line right-of-ways and abandoned 

railroad right-of-ways to serve as 

links between park and recreation facilities. 

OSC-P-3 Maintain open space around the Visalia 

Municipal Airport to minimize incompatible 

land uses. 

OSC-P-4 Maintain open space around the Visalia 

Regional Waste Water Treatment plant to 

minimize public health concerns and land 

use conflicts. 

OSC-P-5 Support community gardens as a valuable 

open space resource. 

Community gardens are a source of fresh 

produce and also learning opportunities for 

young and old alike. Ideally, access would 

be free for Visalia residents and, where there 

are costs, the City will try to provide relief for 

low-income residents. A Visalia Community 

Gardens program could help identify sites, 

secure insurance and provide water. Residents 

should be involved in the design and operation 

of these gardens. See also policy LU-P-17, 

pertaining to urban agriculture. 

OSC-P-6 Continue cooperative efforts with the 

Kaweah Delta Water Conservation District, 

Integrated Regional Water Management 

Planning group, and others to partner 

on pursuing grant funding and development 

of water resource, recharge, and 

conservation projects and programs. 

OSC-P-7 Maintain active contact with organizations, 

such as the Sequoia Riverlands Trust 

and other appropriate agencies, regarding 

additions to the Kaweah Oaks Preserve, 

programs at Mooney or Cutler parks 

and acquisition of new open space sites 

throughout the area. 

The Trust for Public Land or Nature Conservancy 

may temporarily acquire property 

for subsequent re-purchase or transfer to the 

City. 



AUGUST 2012 

6-3

Waterway stewardship should improve surface water 

quality, restore riparian habitat, and help reconnect the 

City with its creeks. 

6-4 


6.2 WATER RESOURCES 

Water resources are important not only for residents 

and businesses but also for agriculture, oak woodlands 

and other aspects of the natural environment. 

Visalia’s natural waterways also contribute to the 

character of the community. Careful stewardship is 

critical to conserve and protect surface and groundwater, 

ensure water quality, manage stormwater, and 

create a more livable city. 

Water quality standards are established and enforced 

by the State and the Central Valley Regional Water 

Quality Control Board (RWQCB). Water supply, 

use, and conservation measures are addressed in the 

Parks, Schools, Community Facilities and Utilities 

Element and the Visalia Urban Water Management 

Plan. Flooding hazards are addressed in the Safety 

and Noise Element. 

Surface Water 

Hydrologic Features and Supply 

The Planning Area is located in the heart of the 

Kaweah River’s delta system, so many rivers and 

creeks flow through the city. Surface runoff generally 

flows from east to west and terminates in the Tulare 

Lake Basin. Major surface water resources in the area 

include St. Johns River, Mill Creek, Packwood Creek, 

Cameron Creek, Deep Creek, Evans Creek, Modoc 

Ditch, Mill Creek Ditch, Persian Ditch, Tulare Irrigation 

District (TID) Canal, and some other local 

ditches (See Figure 6-1). Except for the TID Canal, 

most watercourses are intermittent drainages that 

receive a significant portion of flow from storm water 

runoff during the rainy season. This intermittent flow 

is typically supplemented with water released from 

Terminous Dam, constructed in 1962 and operated 

by the U.S. Army Corps of Engineers. 

The City maintains a municipal storm drainage system 

that consists of drainage channels, 23 detention 

and retention basins, 33 pump stations and 250 

miles of pipe. Historically, runoff was disposed of by 

directing it to the natural creeks, rivers and irrigation 

ditches that flow through the city. With increased 

runoff due to urbanization, the City has created 

permanent retention basins. These basins also help 

replenish groundwater as water infiltrates into the 

aquifer. Future restoration of the natural drainages 

should be one of the City’s priorities as urbanization 

concentrates and redirects flows to these drainages, 

causing potential excessive erosion. 

Surface Water Quality 

The water quality of the Kaweah River Delta system 

is considered to be excellent, with no known water 

quality impairments in the area. The City complies 

with the terms of its permits for storm water discharges 

from small municipal separate storm sewer 

systems. In November 2005, the City adopted a Storm 

Water Management Plan that includes a detailed 

analysis of plans to handle storm water runoff from 

increased amounts of impervious surface. These plans 

include retention/detention facilities, street sweeping, 

establishment of a water quality hotline, and an illicit 

discharge protection system which will allow the City 

to determine if there is a serious water quality problem 

from illegal discharges. 

Additional development in watershed areas has the 

potential to cause some surface water quality degradation 

through storm water discharges. However, 

improved stormwater management should be

expected to prevent further degradation or even 

improve water quality. Chapter 4 provides relevant 

policies for stormwater management. 

Waterway Restoration and a More Livable 

Visalia 

Waterway restoration is a very important focus of 

this General Plan. Policies in this section outline 

City actions to improve surface water quality, restore 

riparian habitat, and help reconnect the City with its 

creeks through development of greenway trails and 

urban design that makes waterways a focus of new 

parks and neighborhoods. 

Groundwater 

Groundwater Resources 

The Visalia area is within the Kaweah Groundwater 

Subbasin of the San Joaquin Valley Groundwater 

Basin. The Subbasin’s 696 square miles generally 

comprises lands in the Kaweah Delta Water Conservation 

District (KDWCD), and include the Kaweah 

and St. Johns Rivers, with the former being the primary 

source of groundwater recharge. The alluvial 

fans of waterways provide highly permeable areas in 

which groundwater is readily replenished. Annual 

rainfall in Visalia usually ranges from eight to 12 

inches; however, there is no estimate of what percentage 

of rainfall reaches the groundwater supply. 

Groundwater flow is generally southwestward. Based 

on groundwater elevation maps, horizontal groundwater 

barriers do not appear to exist in the subbasin. 

According to the Department of Water Resources, 

groundwater levels in the subbasin have declined 

about 12 feet on average from 1970 to 2000, with periodic 

fluctuations. As population continues to grow, 

and farming practices continue at the current rate, 

groundwater levels may also decline unless recharge is 

increased. See Chapter 4 for further discussion. 

Groundwater Quality 

The quality of the groundwater that underlies the City 

is excellent for domestic and agricultural uses. This is 

due to the abundant snowmelt that originates in the 

Sierra Nevada. However, the 2005 Water Supply and 

Facilities Master Plan for the Visalia District documents 

several constituents of concern in groundwater 

in the area, including nitrate(fertilizer/private sewage 

disposal); volatile organic chemicals (VOCs); MTBE 

(gasoline oxygenate); DBCP (pesticide used until 

1977); and pentachlorophenol (a wood preservative). 

In general, water quality deteriorates west of Highway 

99. In addition, groundwater has been contaminated 

in two areas by past industrial activities (See 

Chapter 8 for more detail on contaminated sites). 

Groundwater Management 

The City of Visalia and the Kaweah Delta Water 

Conservation District (KDWCD) have mutual interests 

in restoring and maintaining groundwater supplies 

and controlling flood water, and have worked 

on a number of projects in the past that benefit 

City and District interests. Visalia has implemented 

a Groundwater Overdraft Mitigation Ordinance, 

which imposes a groundwater mitigation fee on new 

development and a groundwater impact fee on water 

suppliers. The fees are used to construct and improve 

groundwater recharge facilities and to purchase water 

for groundwater recharge. Recharge efforts are coordinated 

by the City with KDWCD and local irrigation 

districts. Chapter 4 provides relevant policies for 

water conservation. 



AUGUST 2012 

6-5

6-6 

10 

160 acres 

40 

} 99 

RD 60 

Creeks/Canals 

Ponds/Basins 


City Limits 

AVE 328 

AVE 280 


RD 68 

Mill Creek D itch 

RD 64 

Mill Creek 

ROAD 68 

CAMP DR 

}198 

North Fork Persian Ditch 

Tulare Canal 

Modoc Ditch 

Mill Creek 

AVE 260 

RD 76 

ROAD 80 

ALTA AVE 


GOSHEN AVE 

Watson Ditch 

South Fork Persian Ditch 

N. PLAZA D R 

N. KELSEY ST 

S. PLAZA DR 

AVE 320 

W. RIGGIN AVE 

W. DOE AVE 

RD 86 

ROAD 88 

RD 92 

N. SHIRK ST 

ROAD 92 

RD 92 

W. FERGUSON AV E 

ROAD 92B 

W. HURLEY AVE 

Mill CreekMill Creek 

North Fork Persian Ditch 

Evans Ditch 

Packwood Creek 

Tulare Irrigation Canal 

Source: FEMA, 2010; ICF, 2010; City of Visalia, 2010; 

Tulare County, 2010; Dyett & Bhatia, 2012. 

Watson Ditch 

AVE 280 

Modoc Ditch 

S. ROEBEN ST 

W. WALNUT AVE 

S. AKERS ST 

N. AKERS ST 

RD 100 

Persian Ditch 

RD 100 

Modoc Ditch 

GOSHEN AVE 

W. NOBLE AVE 

W. TULARE AVE 

Evans Ditch 

AVE 272 

S. LINWOOD ST 


Packwood Creek 

AVE 264 

N. CHINOWTH ST 

N. DEMAREE ST 

RD 108 

Saint Johns River 

S. DEMAREE ST 

Cameron Creek 

RD 108 

PRATT RD 

Wutchumna Ditch 

W. HOUSTON AVE 

Mill Creek 

S. COUNTY CENTER 

Cameron Creek 

Modoc Ditch 


AVE 328 

RIVERWAY DR 

W. SHAN N ON PKWY 

W. RIGGIN AVE 

HALL ST 

Evans Ditch 

} 63 



JACOB ST 

MURRAY AVE 

S. CONYER ST 

LOCUST ST 

CENTER AVE 

W. WHITENDALE AVE 

VINE AVE 

W. WALNUT AVE 

Evans Ditch 

Tulare Irr Canal 


CAMERON AVE 

N. DINUBA BLVD 

RD 124 

} 63 


COURT ST 

S. COURT ST 

SANTA FE AVE 

1ST AVE 

Tulare Irrigation District Canal 

SANTA FE AVE 

S T. J O HNS PKWY 

BURKE ST 

N. BURKE ST 


N. CAIN ST 

MAIN ST 


NOBLE AVE 

TULARE AVE 

E. HOUSTON AVE 

GOSHEN AVE 

WALNUT AVE 

BEN M A DDOX WAY 

AVE 320 

St Johns River 

Tulare Irrigation Canal 

PINKHAM ST 

AVE 272 

Figure 6-1: 

Figure Water 6-1: Water Resources 

K AVE 

Cameron Creek 

LOVER LANE LN 

LOVERS LN 

ROAD 144 


0 0.5 1 2 

MILES 


AVE 313 

Matthews Ditch 

Wutchum na Ditch 

RD 148 

}216 

Mill Creek 

Oakes Ditch 

} 198 

AVE 280 

AVE 288 

Deep Creek 

Packw ood C reek 

AVE 292 


Saint Johns River

Objectives 

OSC-O-6 Protect water resources vital to the health 

of the community’s residents and important 

to the Planning Area’s ecological and 

economic stability. 

OSC-O-7 Preserve and enhance Planning Area 

waterways and adjacent corridors as valuable 

community resources which serve as 

plant and wildlife habitats, as groundwater 

recharge facilities, as flood control and 

irrigation components, and as connections 

between open space areas. 

OSC-O-8 Continue to participate in a waterway program 

involving the Tulare Irrigation District, 

irrigation companies, private water 

companies and state agencies. 

Policies 

See Chapter 4: Parks, Schools, Community Facilities, 

and Utilities for policies concerning stormwater management 

and water conservation. These policies address 

surface and groundwater quality and water supply. 

OSC-P-8 Protect, restore and enhance a continuous 

corridor of native riparian vegetation along 

Planning Area waterways, including the St. 

Johns River; Mill, Packwood, and Cameron 

Creeks; and segments of other creeks 

and ditches where feasible, in conformance 

with the Parks and Open Space diagram of 

this General Plan. 

Waterway corridors provide irrigation water 

for agriculture, recreational opportunities, 

habitat, and storm drainage. They will provide 

new links between neighborhoods, parks, 

and Downtown, and provide a new way of 

experiencing the City and understanding its 

natural setting. See also policies in the Parks 

Location and Design and Trails and Bikeways 

sections. 

OSC-P-9 Protect and enhance plant and wildlife 

habitat at the designated Conservation/ 

Open Space area around the confluence of 

Mill Creek and Evans Ditch, and promote 

use of this area as an interpretive center for 

education and research. 

OSC-P-10 *Ensure that building and vehicle service 

areas, loading docks, trash enclosures and 

storage areas are setback back from waterways 

and/or screened from view from the 

creek corridor to minimize environmental 

and visual impacts. 

OSC-P-11 *Create incentives for new development 

along waterways to include pocket parks, 

patios or plazas that front onto the creek corridor 

as an amenity to residential occupants 

or visitors to commercial developments. 

OSC-P-12 *Where new development is proposed 

adjacent to a waterway within an established 

urban area, require public access be 

provided to creekside and waterway trails, 

and that trails be dedicated, improved and 

maintained, consistent with an updated 

Waterways and Trails Master Plan. 



AUGUST 2012 

6-7

Protect, restore and enhance a continuous corridor 

of native riparian vegetation along Planning Area 

waterways. (Top) 

Place special emphasis on the protection and 

enhancement of the St. Johns River Corridor by 

establishing extensive open space land along both 

sides. (Bottom) 

6-8 


Provisions for hearings and granting requests 

for exemptions from these public access and 

dedication requirements also should be 

included in the implementing ordinances. 

OSC-P-13 *In new neighborhoods that include 

waterways, improvement of the waterway 

corridor, including preservation and/or 

enhancement of natural features and development 

of a continuous waterway trail on 

at least one side, shall be required. 

Figures 6-2 and 6-3 show examples of typical 

future residential and neighborhood commercial 

development along waterways. Refined 

guidelines and cross-sections should ensure 

flexibility while achieving Plan policies. 

OSC-P-14 *Establish design and development standards 

for new development in waterway 

corridors to preserve and enhance irrigation 

capabilities, if provided, and the natural 

riparian environment along these corridors. 

In certain locations or where conditions 

require it, alternative designs such 

as terraced seating or a planted wall system 

may be appropriate. 

As part of Plan implementation, examples of 

waterway bank treatments should be developed 

to facilitate adoption of these standards. 

OSC-P-15 *In new neighborhoods, create public 

access points to waterway trails spaced 

apart no further than 1,200 feet, wherever 

feasible. 

OSC-P-16 *In Downtown and East Downtown, the 

building setback may be 15 feet from the 

discernible top of bank for both sides of 

Mill Creek if the features described by 

Land Use Element’s community design 

policies are incorporated into the development. 

OSC-P-17 *Require that new development along 

waterways maintain a visual orientation 

and active interface with waterways. 

Develop design guidelines to be used for 

review and approval of subdivision and 

development proposals to illustrate how 

this can be accomplished for different land 

uses in various geographic settings. 

These guidelines will show where “back 

on” and “side-on” development adjacent to 

waterways may be acceptable and where it 

would not. They will also enhance views and 

public access to planning area waterways and 

other significant features such as Valley Oak 

groves consistent with flood protection, irrigation 

water conveyance, habitat preservation 

and recreation planning policies. 

Additional policies are provided in the Section 

6.4, Biological Resources. 

OSC-P-18 Establish a liability agreement between 

the City, Tulare Irrigation District, water 

conservation districts and ditch companies 

related to public access and trail use and 

riparian corridor enhancement programs.

Figure 6-2: Typical Residential Section along Waterway 

Figure 6-3: Neighborhood Commercial Sides onto the Creek 



The above illustrations are from the Waterways and 

Trails Master Plan adopted in 2010. They provide 

examples of suggested development approaches that 

maximize the value of the waterway system to Visalia’s 

residents. 

AUGUST 2012 

6-9


OSC-P-19 Establish easements or require dedication 

of land along waterways to protect natural 

habitat areas, allow maintenance operations 

and promote trails and bike paths. 

OSC-P-20 Establish land use priorities for sites facing 

waterways for public rather than private 

uses to promote access to and security 

along waterway corridors. 

OSC-P-21 Place special emphasis on the protection 

and enhancement of the St. Johns River 

Corridor by establishing extensive open 

space land along both sides. 

OSC-P-22 Maintain a 100-foot riparian habitat development 

setback from the St. Johns River’s 

south levee’s landside outside-bottom tow 

provided that the following public facilities 

may be allowed as exceptions within the 

required setback: 

• Public roadways to provide for 

development consistent with the Land 

Use and Circulation Elements; 

• Public trails and bikeways consistent 

with this Element; and 

• Public restrooms. 

Provide an additional mininium 30 foot 

firebreak setback from the St. Johns River’s 

development setback. 

Additional open space is proposed to be created 

on both the south and north sides of the 

St. Johns River, as shown on the Open Space 

System diagram (to be included in the General 

Plan). 

OSC-P-23 Where no urban development exists, maintain 

a minimum riparian habitat development 

setback from the discernible top 

of the bank—50 feet for both sides of the 

Mill, Packwood and Cameron Creek corridors 

and 25 feet for both sides of Modoc, 

Persian and Mill Creek Ditches—provided 

that where riparian trees are located 

within 100 feet of the discernible top of the 

banks of the Creek corridors and 50 from 

the banks for the ditches, the setback shall 

be wide enough to include five feet outside 

the drip line of such trees. Restore and 

enhance the area within the setback with 

native vegetation. 

• Where existing development or land 

committed to development prohibits 

the 50 foot setback on Mill, Packwood 

and Cameron Creek corridors, 

provide the maximum amount of land 

available for a development setback 

• Where existing development or land 

committed to development prohibits 

the 25 foot setback along Modoc, 

Persian, and Mill Creek Ditches, 

provide the maximum amount of land 

available for a development setback. 

An exception to these setback requirements 

also may be allowed to permit piping of the 

ditch where necessary to meet City standards, 

and where no riparian trees will be lost.

6.3 LAND RESOURCES 

This section concerns farmland, soils, and minerals. 

The General Plan assesses these land resources in the 

Planning Area. The Land Use Diagram is intended 

to conserve valuable land resources while supporting 

development, and policies of this section advance 

land conservation goals. 

Farmland 

Farm land is the most prominent land use in the 

Planning Area, and agriculture has been and continues 

to be an important contributor to Visalia’s 

economy and character. The region contains rich 

soils, available water, good geography, and climatic 

conditions that allow farms to be highly productive. 

As of 2008, Tulare County was ranked second in the 

U.S. in terms of its total value of agricultural production, 

closely behind Fresno County. 1 The 2009 Tulare 

County Annual Crop and Livestock Report states the 

total value of agricultural products at just over $4 billion 

in 2009. Milk was the County’s top agricultural 

product at $1.229 billion, more than twice that of the 

next highest product. Oranges, grapes, and cattle and 

calves each produced between $400 and $500 million. 

2 

California State Law requires that a General Plan 

address agricultural resources from both an open 

space perspective, described in Section 6.1, and from 

the standpoint of soil conservation. Farmland across 

the state has been classified by the California Department 

of Conservation with respect to its potential for 

1 US Census Bureau, 2007 Census of Agriculture. 

2 Tulare County Agricultural Commissioner/Sealer, Tulare County 

Annual Crop and Livestock Report, 2009. 

agricultural productivity based on soil type and other 

physical characteristics. The State applies seven farmland 

categories: 

• Prime Farmland. Land with the best combination 

of physical and chemical features able to sustain 

long-term agricultural production. 

• Farmland of Statewide Importance. Similar to 

Prime Farmland but with minor shortcomings, 

such as greater slopes or decreased ability to store 

soil moisture. 

• Unique Farmland. Land with lesser quality soils 

used for the production of the state’s leading 

agricultural crops. 

• Farmland of Local Importance. Land of importance 

to the local agricultural economy as determined 

by each county’s board of supervisors and local 

advisory committee. 

• Grazing Land. Land on which the existing 

vegetation is suited to the grazing of livestock. 

This type is not present in the Planning Area. 

• Urban and Built-up Land. Land occupied by 

structures with a building density of at least one 

unit to 1.5 acres, or approximately six structures to 

a 10-acre parcel. 

• Other Land. Low-density rural developments; 

brush, timber, wetland, and riparian areas not 

suitable for livestock grazing; confined livestock, 

poultry or aquaculture facilities; strip mines, 

borrow pits; and water bodies smaller than 40 

acres. Vacant and nonagricultural land surrounded 

on all sides by urban development and greater 

than 40 acres. 



Farm land is the most prominent land use in the 

Planning Area and agriculture is an important 

contributor to Visalia’s economy and character. As 

of 2009, milk and oranges were Tulare County’s two 

highest-value crops. 

AUGUST 2012 6-11


In 2010, farmland, as defined by the State soil categories, 

accounted for approximately 67 percent of the 

Planning Area. The remaining 33 percent of the Planning 

Area is designated as either urban and built-up, 

vacant or disturbed land, water resources, or other 

types of soils. As shown in Figure 6-4, the majority 

of land encircling the urbanized area of Visalia is categorized 

as Prime Farmland, which makes up three 

quarters of the Planning Area’s farmland. To the far 

northwest there is a band of land classified as Farmland 

of Statewide Importance. 

Williamson Act 

The California Land Conservation Act, commonly 

referred to as the Williamson Act, was enacted in 1965 

to preserve agricultural and open space land in danger 

of premature conversion to urban uses. Its success has 

been based on the dual incentives of lowered property 

taxes for individual landowners and payments of 

subventions to counties for some of the losses of property 

tax revenues. Under the Open Space Subvention 

Act of 1971, the State has provided annual subvention 

payments to counties for foregone property tax revenue 

due to Williamson Act contracts. State payments 

have been reduced in recent years. 

As of 2010, 58 percent of the total agricultural acreage 

in the Planning Area (25,724 acres) were under 

Williamson Act contracts. Of these, 2,417 acres are in 

non-renewal, meaning that at the end of their 10-year 

period, they will not renew their contracts. Figure 

6-4 indicates which parcels are under contract and 

which are not renewing. 

Farmland Protection Issues 

Significant agricultural land area within the Visalia 

Planning Area is likely to be converted to urban uses 

by 2030 in order to accommodate projected growth. 

At buildout, 55 percent of the Planning Area will be 

either urban, water resources or other soil types, compared 

with 33 percent in 2010, while 45 percent will 

be in agricultural use, down from 67 percent today. 

If the General Plan were developed to its full capacity, 

about 14,580 acres of agricultural land would 

be replaced by urban development. Land classified 

as “Prime Farmland” and “Farmland of Statewide 

Importance” account for 89 percent of this land, or 

12,490 and 399 acres, respectively. Farmland soils 

now and at buildout are summarized in Table 6-1. 

Continued conversion of agricultural lands to urban 

uses and rural residential uses could have an impact 

on the County’s agricultural economic base. To protect 

farm land and open space, the Land Use Element 

establishes a fairly compact urban area, encouraging 

infill development and new growth adjacent to 

or near existing urban uses, thus minimizing sprawl 

and unnecessary conversion of agricultural lands. 

Much of the farmland that is expected to be urbanized 

over the next 20 years was designated for development 

under the previous General Plan. In fact, at 

32,650 acres the total future urbanized area under the 

General Plan is slightly smaller than under the previous 

Plan while accommodating population growth to 

2030.

Farmland Type 

160 acres 

10 

40 

Prime Farmland 

Statewide 

Importance 

Local 

Importance 

Unique 

Farmland 

Confined Animal 

Agriculture 

Semi Ag/Rural 

Commercial 

Nonagricultural 

Rural 

Residential 

Vacant or 

Disturbed Land 

Urban and 

Built-up Land 


Land 


Contracts in 

Non-Renewal 

Urban 

Development 

Boundary 

Urban Growth 

Boundary 


City Limits 

AVE 328 

ROAD 68 

ROAD 76 

ROAD 80 


GOSHEN AVE 

N. PLAZA 

DR 

KELSEY ST 

S. PLAZA DR 

W.RIGGIN AVE 

ROAD 86 

W. DOE AVE 

ROAD 88 


ROAD 92 

AVE 320 AVE 320 

N.SHIRK ST 

W.HURLEY AVE 

TULARE AVE 

W. WALNUT AVE 

S. AKERS ST 

LINWOOD 

ST 

GOSHEN AVE 

W.NOBLE AVE 

S. LINWOOD ST 

N.CHINOWTH ST 


W.RIGGIN AVE 

N.DEMAREE ST 

S. DEMAREE ST 

PRATT AVE 



RIVER WAY DR 

HALL ST 

CAMERON 

AVE 



Figure 6-4: Figure Farmland 

6-4: 

Farmland in the Planning Area 

DINUBA BLVD 



W. MAIN ST 


MURRAY AVE 

CENTER AVE 





RD 92 

W. FERGUSO N AVE 

ROEBEN ST 

AVE 276 

N. AKERS ST 

RD 100 

AVE 272 

ROAD 108 


AVE 264 



AVE 328 

FERGUSON 

S. CONYERS ST 

AVE 

COURT ST 

LOCUST ST 

S. COURT ST 

ST JOHNS PKWY 

SANTA FE AVE 

SANTA FE AVE 

N. BURKE ST 

RD 132 


NOBLE AVE 

TULARE AVE 

WALNUT 


N.CAIN ST 

AVE 

GOSHEN AVE 

0 1/2 1 2 

PINKHAM ST 

AVE 272 

MILES 

MAIN ST 

E. K AV 

LOVERS LANE 

LOVERS LANE 

RD 144 


MC AULIFF ST 

RD 148 


ROAD 148 

IVANHOE DR 

ROAD 152 

AVE 288 

AVE 280 

AVE 292 

ROAD 156 

AUGUST 2012 6-13

To protect farm land and open space, the Land Use 

Element establishes a fairly compact urban area. The 

total future urbanized area under the General Plan 

is slightly smaller than under the previous Plan while 

accommodating population growth to 2030. 


Table 6-1: Farmland Classification in the Study Area 

Type 

Existing 

Acres 

Soils 

The Planning Area is in a basin bounded by the Sierra 

Nevada foothills and mountains to the east and the 

Coast Ranges to the west, and filled with deep layers 

of sediment from the Sierra Nevada. The St. Johns 

River flows through the northeastern portion of the 

planning area, along with smaller streams and canals; 

these form alluvial fans. The area is basically flat, 

lying at an elevation of 330 feet or so above sea level. 

Surface soils exhibit various characteristics dependent 

on location, slope, parent rock, climate, and 

drainage. The most prevalent soils in the Planning 

Area are Nord fine sandy loam (19,200 acres); Grangeville 

sandy loam, drained (15,700 acres); Tagus loam 

(12,500 acres); and Akers-Akers, saline-sodic, complex 

(8,100 acres). These are generally very deep, well 

drained soils formed in alluvium derived from granitic 

rock sources, with slopes of 0 to 2 percent. 

Conservation efforts are continually being made to 

prevent soil erosion and the chemical alteration of soils 

Percent of 

Study Area 

Acres at General 

Plan Buildout 

Percent of 

Study Area Change 

Prime Farmland 33,991 51% 21,501 32% 12,490 

Farmland of Statewide Importance 7,353 11% 6,954 10% 399 

Unique Farmland 181 0% 137 0% 44 

Farmland of Local Importance 1,630 2% 298 0% 1,333 

Confined Animal Agriculture 1,218 2% 908 1% 310 

TOTAL FARMLAND 44,374 67% 29,798 45% 14,576 

STUDY AREA 66,644 100% 66,644 100% 0 

Sources: Department of Conservation, Division of Land Resource Protection, 2012; Dyett & Bhatia, 2012. 

caused by overuse, salinization, acidification, or other 

chemical soil contamination. Maintaining soil quality 

is important to sustain plant and animal productivity, 

maintain or enhance water and air quality, and support 

human health and habitation. While State and 

federal laws regulate soil quality, as indicated by the 

farmland classification system, local land use planning 

is important for limiting erosion potential. 

Erosion Potential 

Erosion is the process by which the soil and rock 

components of the earth’s crust are worn away and 

removed from one place to another by natural forces 

such as weathering, solution, and transportation. Soil 

erosion can lead to sedimentation of watercourses, 

eventually having an adverse impact on water quality 

and aquatic life. Furthermore, once erosion occurs, it 

may be difficult for natural vegetation to reestablish 

itself. The loss of topsoil to erosion is detrimental to 

agriculture and other landscaping. The risk of erosion 

is greatly increased during grading and construction

activities, and agricultural practices, when soils are 

loosened and bare of vegetation. 

Soil erodibility can be identified by a specific soil’s 

“K-Factor.” 3 Values of K range from 0.02 to 0.69, with 

the higher the value, the more susceptible the soil is 

to erosion. Soils with K factors above 0.40 are considered 

to be the most susceptible to erosion. However, 

this factor is only one of the measurements needed to 

determine overall soil erosion potential. It does not 

take the impacts of rainfall, slope above nine percent 

and groundcover on erosion potential into account. 

The Planning Area does not contain soils with a K 

factor higher than 0.37, as determined by the US 

Natural Resource Conservation Service. However, 

soils with moderate or low to moderate erodibility 

3 Natural Resources Conservation Service. National Soil Survey 

Handbook. http://soils.usda.gov/technical/handbook/contents/ 

part618.html 

Table 6-2: Soil Erosion Susceptibility 1 

are found throughout the Planning Area. In general, 

soil conservation is addressed by the City’s site review 

and grading plan requirements. Soil erosion potential 

is mapped in Figure 6-5, and the acreage of land in 

each category is summarized in Table 6-2. 

Expansive Soils 

Expansive soils create a shrink-swell hazard. Structural 

damage may result over a long period of time, 

usually from inadequate soils and foundation engineering 

or the placement of structures directly on 

expansive soils. Expansive soils are largely comprised 

of clays, which expand in volume when water 

is absorbed and shrink as the soil dries. Four of the 

Planning Area’s soil types are considered to have a 

moderate “shrink-swell” potential. These soils underlie 

about 2,480 acres, and are located near the Highway 

99/198 interchange, north of the St. Johns River, 

and in the northwest near the intersection of Road 80 

and Avenue 328. 

Category Total Acres Percentage of Total 

Low (0.17 – 0.20) 23 < 0.5% 

Low to Moderate (0.10 to 0.37) 24,821 39% 

Moderate (0.20- 0.37) 39,220 61% 

High (0.37 and higher) 0 0% 

Not Classified 2 379 1% 

TOTAL 64,443 100% 

1. The evaluation does not account for slope above 9 percent grade, amount of groundcover, or amount of rainfall which impact erosion. 

2. Unclassified could mean the area is currently under study, about to be studied or does not meet basic classification criteria (such as 

rivers, lakes, etc.). 

Sources: USDA Soil Survey Geographic Database, 2012; Dyett & Bhatia, 2012. 



AUGUST 2012 6-15

160 acres 

10 

40 

Moderate Shrink- 

Swell Potential 

Erosion 

Susceptibility 

(Kw factor) 

Low 

(0.10 to 0.20) 

Low to Medium 

(Soil erosion 

susceptibility 

may vary, 

depending on 

soil depth) 

Medium 

(0.24 to 0.37) 

Urban 

Development 

Boundary 

Urban Growth 

Boundary 


City Limits 

AVE 328 


ROAD 68 

ROAD 76 

ROAD 80 


GOSHEN AVE 

N. PLAZA 

DR 

KELSEY ST 

S. PLAZA DR 

W.RIGGIN AVE 

ROAD 86 

W. DOE AVE 

ROAD 88 


ROAD 92 

N.SHIRK ST 

W.HURLEY AVE 

W. WALNUT AVE 

Figure 6-5: Erosion Susceptibility and Shrink-Swell Potential 

Figure 6-5: 

Erosion Susceptibility and Shrink Swell Potential 

AVE 320 AVE 320 

TULARE AVE 

S. AKERS ST 

LINWOOD 

ST 

GOSHEN AVE 

W.NOBLE AVE 

S. LINWOOD ST 

N.CHINOWTH ST 


PRATT AVE 

W.RIGGIN AVE 

N.DEMAREE ST 

S. DEMAREE ST 



RIVER WAY DR 

HALL ST 

DINUBA BLVD 

CAMERON 

AVE 



W. MAIN ST 


MURRAY AVE 

CENTER AVE 





RD 92 


ROEBEN ST 

AVE 276 

N. AKERS ST 

RD 100 

AVE 272 

ROAD 108 


AVE 264 



AVE 328 

FERGUSON 

S. CONYERS ST 

AVE 

COURT ST 

LOCUST ST 

S. COURT ST 

ST JOHNS PKWY 

SANTA FE AVE 

SANTA FE AVE 

N. BURKE ST 

RD 132 


NOBLE AVE 

TULARE AVE 

WALNUT 


N.CAIN ST 

AVE 

GOSHEN AVE 

0 1/2 1 2 

PINKHAM ST 

AVE 272 

MILES 

MAIN ST 

E. K AV 

LOVERS LANE 

LOVERS LANE 

RD 144 


MC AULIFF ST 

RD 148 


ROAD 148 

IVANHOE DR 

ROAD 152 

AVE 288 

AVE 280 

AVE 292 

ROAD 156

Mineral Resources 

The most economically significant mineral resources 

in Tulare County are sand, gravel, and crushed stone, 

used as sources for aggregate (road materials and 

other construction). The two major sources of aggregate 

are alluvial deposits (river beds, and floodplains), 

and hard rock quarries. Consequently, most Tulare 

County mines are located along rivers at the base of 

the Sierra foothills. 

Surface mining in California is regulated through the 

Surface Mining and Reclamation Act (SMARA), a 

State law adopted in 1975 to address the dual goals 

of protecting the state’s need for a continuing supply 

of mineral resources, while protecting public and 

environmental health. SMARA mandates that land 

be reclaimed after mining has ceased. Reclamation 

plans often restore land for agricultural uses or as 

wildlife habitat. 

SMARA requires that all cities incorporate into their 

general plans mapped mineral resource designations 

approved by the State Mining and Geology Board. 

The Visalia Planning Area contains three former sand 

and gravel mines, but no currently operating mines 

and no designated Mineral Resource Zones. 

Objectives 

OSC-O-9 Protect agricultural land from premature 

urban development. 

Policies 

OSC-P-24 Work with Tulare County to prevent urban 

development of agricultural land outside of 

the current Urban Development Boundary 

and to promote the of use agricultural 

preserves, where they will promote orderly 

development. 

Note: this policy is in the Draft Land Use 

Element, and will be removed there if it is 

preferred here. 

OSC-P-25 *Adopt the County’s Right-to-Farm ordinance 

to support continued agricultural 

operations at appropriate locations within 

the City limits, with no new provisions. 

This ordinance should not limit urban development 

contemplated by the General Plan. 

OSC-P-26 Note: this policy is in the Draft Land Use 


preferred here. *Adopt an Urban Agriculture 

Ordinance, reflecting “best practices,” 

to support community gardens and other 

activities. 

This ordinance will be prepared in consultation 

with the Farm Bureau and other interested 

organizations and individuals. 

OSC-P-27 Note: this policy is in the Draft Land Use 


preferred here. To allow efficient cultivation, 

pest control and harvesting methods, 

require buffers and transition areas 

between urban development and adjoining 

or nearby agricultural land. 

OSC-P-28 Require new development to implement 

measures, as appropriate, to minimize soil 

erosion related to grading, site preparation, 

landscaping and construction. 



AUGUST 2012 6-17

Riparian forest habitat provides food, water, and 

migration and dispersal corridors, as well as escape, 

nesting, and thermal cover for wildlife, including 

special-status species. 


6.4 BIOLOGICAL RESOURCES 

The Visalia Planning Area is located in the center 

of the Central Valley in the western part of Tulare 

County. Agricultural lands form a perimeter around 

the City, which is mostly urbanized. Scattered Valley 

oaks exist in and around the City and along watercourses 

creating riparian corridors, along with areas 

of pristine Valley oak woodland and Valley oak riparian 

woodland. Various special status species occur in 

the Planning Area. These species are designated by 

federal or state agencies as needing protection due to 

rarity or threats to their existence. Land cover types 

and special status species are shown on Figure 6-6. 

Flora 

The San Joaquin Valley eco-region includes large 

agricultural areas, croplands, orchards, and vineyard 

habitat types, typical in much of the Planning Area. 

While the quality of habitat for wildlife is greatly 

diminished when the land is converted to agricultural 

uses, crops and fields can provide habitat for wildlife, 

particularly for foraging. The urbanized portion of 

the Planning Area also provides limited support for 

native plant species, as horticultural plants and disturbed 

annual grassland areas are most common. 

Valley Oak trees occur in the Planning Area at various 

locations, most notably at Mooney Grove Park. 

Oak woodlands are important habitats because of 

their high value to wildlife in the form of nesting 

sites, cover, and food. The City has made efforts to 

restore oak woodland by creating an urban forestry 

program that has planted over 5,000 trees. In addition, 

Visalia’s Valley Oak Ordinance regulates pruning 

and removal of Valley oak trees within the city 

limits. 

Valley oak riparian woodland occurs along the St. 

Johns River, Mill Creek, Packwood Creek, Cameron 

Creek, and some smaller ditches. Riparian forest 

habitat provides food, water, and migration and dispersal 

corridors, as well as escape, nesting, and thermal 

cover for wildlife, including several special-status 

species. Valley oak riparian habitats are considered 

sensitive natural communities by the Department of 

Fish and Game (DFG) because they provide several 

important ecological functions, including water quality 

maintenance and habitat for wildlife. The waterways 

themselves also provide habitat for a variety of 

wildlife. Some of Visalia’s waterways are waters of the 

United States and are regulated by the U.S. Army 

Corps of Engineers, the DFG, and the U.S. Fish and 

Wildlife Service. 

The Planning Area contains several areas considered 

wetlands. For the most part these are detention or 

retention basins or agricultural ponds, with smaller 

areas of freshwater marsh along some drainages. Wetlands 

are considered sensitive natural communities 

by several resource agencies and are given special consideration. 

The Planning Area features one known 

vernal pool, northwest of Goshen Avenue and Road 

80 (Plaza Drive). Vernal pools are depressions in the 

landscape that pond water intermittently during 

the rainy season and are completely dry during late 

spring and summer. Because of their unique hydrologic 

regime, they support a highly specialized flora 

adapted to prolonged inundation and subsequent dry 

periods. Vernal pools also provide habitat for many 

aquatic invertebrates and others, as described under 

“Fauna” below.

Special Status Plant Species 

Special-status species are plants and animals that, 

because of their documented rarity or vulnerability to 

various causes of habitat loss or population decline, 

are recognized by federal, state, or other agencies. 

Some of these species receive specific protection that 

is defined by federal or state endangered species legislation. 

Others have been designated as “sensitive” 

on the basis of adopted policies and expertise of state 

resource agencies or organizations with acknowledged 

expertise, or policies adopted by local government 

agencies to meet local conservation objectives. 

As illustrated in Figure 6-6, some special status plant 

species are known to occur or have moderate potential 

habitat in the Planning Area. These include California 

satintail (Imperata brevifolia), heartscale (Atriplex 

cordulata), and lesser saltscale (Atriplex minuscule). 

Fauna 

The Planning Area provides appropriate habitats for 

a variety of wildlife species including but not limited 

to mule deer, coyotes, grey fox, cottontails, kangaroo 

rats, scrub jays, herons, falcons, finches, and sparrows. 

Special Status Animal Species 

According to the California Natural Diversity Database 

(CNDDB) and a list obtained from the USFWS, 

six special-status animal species have been known to 

occur within the Planning Area, as shown on Figure 

6-6. These species are the San Joaquin kit fox (Vulpes 

macrotis mutica); Vernal pool fairy shrimp (Branchinecta 

lynchi); Western spadefoot (Spea hammondii); 

Western pond turtle (Actinemys marmorata); Western 

burrowing owl (Athene cunicularia); and Hopping’s 

blister beetle (Lytta hoppingi). 

San Joaquin kit fox is a federally-listed Endangered 

species and is listed as Threatened in the State of California. 

It principally occurs in the San Joaquin Valley 

and adjacent open foothills to the west, in annual 

grassland or grassy open stages with shrubby vegetation. 

There have been known occurrences in the 

Planning Area, and there is potential for the species 

to occur in grassland habitats in the Planning Area. 

Vernal pool fairy shrimp is an invertebrate found in 

vernal pools in the Central Valley, central and south 

Coast Ranges, and is federally-listed as Threatened. 

The species has known occurrence at the vernal pool 

in the northwestern portion of the Planning Area. 

Western spadefoot, Western pond turtle, and Western 

burrowing owl, are not State- or federally-listed 

but are identified by the DFG as Species of Special 

Concern. Hopping’s blister beetle is a California 

species of Special Concern.Other special status species 

may occur but are not known to occur within 

the Planning Area. A full list of special status species 

with potential to occur in the Planning Area is 

included in the EIR accompanying the General Plan 

Update. 

Development Affecting Biological Resources 

Under General Plan policies, any new development 

would have to ensure minimal disruption/loss of habitat 

that could support special status animal species. 

Natural Communities Conservation Plans (NCCP) 

will be required for development that would potentially 

affect sensitive habitat. The Natural Communities 

Conservation Planning Act allows a process for 

developing NCCPs under DFG direction. NCCPs 

provide regional protection of wildlife diversity, while 

allowing compatible development. 



AUGUST 2012 6-19

160 acres 

10 

40 

Special Status 

Species 

Land Cover 

Annual 

Grassland 

Valley Oak 

Riparian 

Woodland 

Valley Oak 

Woodland 

Vernal Pool 

Wetlands 

Urban 

Development 

Boundary 

Urban Growth 

Boundary 


City Limits 

burrowing 

owl 

Northern 

Claypan 

Vernal Pool 

AVE 328 

subtle orache 

heartscale 


ROAD 68 

ROAD 76 

ROAD 80 

N. PLAZA 

DR 

San Joaquin 

kit fox 

KELSEY ST 

S. PLAZA DR 

AVE 320 AVE 320 

lesser 

saltscale 

vernal pool 

fairy shrimp 

western 

spadefoot 

GOSHEN AVE 

ROAD 86 

ROAD 88 


ROAD 92 

W.RIGGIN AVE 

N.SHIRK ST 

W.HURLEY AVE 

TULARE AVE 

W. WALNUT AVE 

S. AKERS ST 

LINWOOD 

ST 

W.NOBLE AVE 

S. LINWOOD ST 

N.CHINOWTH ST 


PRATT AVE 

W.RIGGIN AVE 

Source: California Natural Diversity Database, 2010; ICF, 2010; 

City of Visalia, 2010; Tulare County, 2010; Dyett & Bhatia, 2010. 

N.DEMAREE ST 

S. DEMAREE ST 


GOSHEN AVE 


RIVER WAY DR 

DINUBA BLVD 

CAMERON 

AVE 

Figure 6-6: Biological Figure Resources 

6-6: 

Biological Resources 




MURRAY AVE 

W. MAIN ST 





RD 92 


ROEBEN ST 

AVE 276 

N. AKERS ST 

RD 100 

AVE 272 

ROAD 108 


western 

mastiff bat 

AVE 264 



AVE 328 

FERGUSON AVE 

S. CONYERS ST 

COURT ST 

CENTER AVE 

LOCUST ST 

S. COURT ST 

ST JOHNS PKWY 

SANTA FE AVE 

SANTA FE AVE 

N. BURKE ST 

RD 132 


NOBLE AVE 

TULARE AVE 


N.CAIN ST 

WALNUT AVE 

0 1/2 1 2 

PINKHAM ST 

E. K AV 

AVE 272 

MILES 

LOVERS LANE 

LOVERS LANE 

RD 144 

western pond turtle 

Hopping�s blister beetle 

California satintail 

lesser saltscale pallid bat 

GOSHEN AVE 

MAIN ST 


MC AULIFF ST 

RD 148 


ROAD 148 

San Joaquin 

kit fox 

IVANHOE DR 

ROAD 152 

AVE 288 

AVE 280 

AVE 292 

ROAD 156

Objectives 

OSC-O-10 Protect and enhance natural vegetation 

throughout the Planning Area, especially 

types that are considered sensitive natural 

communities by the Department of Fish 

and Game. 

Policies 

OSC-P-29 *Establish Best Management Practices 

(BMPs) for control of invasive plant species 

where such plants could adversely impact 

wildlife habitat. 

Invasive plants displace native plants and 

wildlife, increase wildfire and flood danger, 

consume valuable water, degrade recreational 

opportunities, and destroy productive 

range and timber lands. The California 

Invasive Plant Council has information the 

City can use to develop appropriate guidance 

about BMPs that work. 

OSC-P-30 *Establish a “no net loss” standard for sensitive 

habitat acreage, including wetlands 

and vernal pools potentially affected by 

development. 

OSC-P-31 Protect significant stands of Valley Oak 

woodlands from further development by 

designating them for Conservation, creating 

habitat management plans, where 

needed, and undertaking restoration activities 

as appropriate. 

OSC-P-32 Update the Zoning Ordinance to implement 

the Conservation land use designation 

on the Land Use Diagram. 

This designation is intended to preserve areas 

with high value as natural areas, including 

riparian woodlands and wetlands, and provide 

adequate buffer area between habitat 

and other high-value resources and development. 

It is applied to riparian woodlands 

along waterways; Valley Oak woodlands at 

Mill Creek and Evans Ditch, south of Cameron 

Creek, and elsewhere. 

OSC-P-33 Require assessments of biological resources 

prior to approval of any discretionary 

development projects involving riparian 

habitat, wetlands, or special status species 

habitat. Early in the development review 

process, consult with California Department 

of Fish and Game, U.S. Fish and 

Wildlife Service, and other agencies. 

A list of known natural communities and 

special status species in the Planning Area 

will be included in the General Plan. 

OSC-P-34 Protect and enhance habitat for special 

status species, designated under state and 

federal law. Require protection of sensitive 

habitat areas and special status species in 

new development in the following order: 

(1) avoidance; (2) onsite mitigation, and (3) 

offsite mitigation. 

These priorities are consistent with the California 

Department of Fish and Game guidelines 

and represent “best practices.” 



Develop riparian planting and maintenance standards, 

and incorporate these standards into conservation area 

management plans. (Top) 

Use native trees in street and public landscaping 

designs, where appropriate, to preserve Visalia’s 

character. (Bottom) 

AUGUST 2012 6-21


OSC-P-35 Develop riparian planting and maintenance 

standards, and incorporate these 

standards into conservation area management 

plans. 

OSC-P-36 Develop a list of recommended native 

plants and landscaping guidelines. Make 

this list and guidance accessible through 

the Community Development Department, 

the public library, and the City website. 

OSC-P-37 Enhance views and public access to planning 

area waterways and other significant 

features such as Valley Oak groves consistent 

with flood protection, irrigation water 

conveyance, habitat preservation and recreation 

planning policies. 

OSC-P-38 Use native trees in street and public landscaping 

designs, where appropriate, to preserve 

Visalia’s character. 

OSC-P-39 *Prepare a comprehensive habitat management 

plan for areas designated as Conservation 

in order to take advantage of opportunities 

for habitat enhancement, restoration, 

and urban forest development and 

resource conservation. 

Conservation areas are along the St. Johns 

River and other community waterways. 

OSC-P-40 Design selected storm water ponds and 

retention basins to serve a dual role as 

wildlife habitat by planting species appropriate 

for food and cover needs. Work with 

a trained professional in design, selection, 

and management of each site. 

OSC-P-41 Revise the City’s Valley Oak Ordinance 

to include cottonwood groves and other 

mature native trees, and update the map of 

landmark trees and distinctive biotic areas. 

Coordinate with Tulare County, U.S. Fish 

and Wildlife Service, California Department 

of Fish and Game, and other state agencies to 

acquire and manage land preserves that protect 

valuable habitat. 

6.5 CULTURAL RESOURCES 

One of the General Plan initiatives is to protect community 

assets, including sites with historic, archeological 

or paleontological significance. Archeological evidence 

of pre-historic cultures has been documented. A 

large inventory of historic homes and buildings provide 

a visual history of the development of the City 

from its first modern settlement to today. The existence 

of both archaeologically sensitive areas and historic 

buildings in Visalia underscores the need for policies 

that preserve such aspects of the City’s heritage. 

Several State laws, most notably the California Environmental 

Quality Act (CEQA), protect archaeological 

and historical resources. To preserve historic 

resources, the State has formed the State Historical 

Resources Committee that conducts the State Historic 

Resource Inventory and maintains the California 

Register of Historic Resources, which identifies 

historic landmarks and points of interest. The 

Committee also provides recommendations for the 

National Register of Historic Places. Meanwhile, 

Government Code Sections 65351 and 65352 establish 

a procedure to help tribes and jurisdictions define 

tribal cultural resources and sacred areas more clearly 

and incorporate protection of these places earlier into 

the General Plan process.

Archaeological Resources 

A records search by the Southern San Joaquin Valley 

Information Center at California State University, 

Bakersfield found that 152 archaeological investigations 

had been performed in the Planning Area as of 

July 2010. The Information Center does not provide 

maps showing specific locations in order to protect 

sites from looting. Potential unrecorded archaeological 

sites may exist in the Planning Area, particularly 

along undisturbed portions of creeks. Any resources 

discovered must be evaluated, following CEQA 

requirements. There are no archaeological sites currently 

listed on the National Register of Historic 

Places in the Planning Area. 

In February 2010, a letter to the Native American 

Heritage Commission requested a review of the 

sacred lands file and a list of Native American contacts 

within the region. The sacred lands file did not 

contain any known cultural resources information 

for the Planning Area. 

Paleontological Resources 

Paleontological resources are the mineralized (fossilized) 

remains of prehistoric plant and animal 

life exclusive of human remains or artifacts. Fossil 

remains such as bones, teeth, shells, and leaves are 

found in geologic deposits (rock formations) where 

they were originally buried. Fossil remains are considered 

to be important as they provide indicators of 

the earth’s chronology and history. These resources 

are afforded protection under CEQA and are considered 

to be limited and nonrenewable, and they provide 

invaluable scientific and educational data. 

The University of California Museum of Paleontology 

lists 25 localities where fossils have been found in 

Tulare County. However, due to the sensitive nature 

of these sites, they are not mapped. 4 Identified fossil 

types in the County include prehistoric mammals, 

other vertebrates, invertebrates and plants. 

Historic Resources 

Many of the historic resources in Visalia which date 

back to the days of its founding in the late 1800s 

and the early 1900s, are located near Downtown. 

The City’s historic buildings reflect its changing role 

through time as a center of agriculture and commercial 

activities. 

The City maintains a Local Register of Historic 

Structures, which features approximately 340 buildings, 

including residential, commercial, civic, and 

religious structures. These are classified in three categories: 

exceptional, focus, and background structures. 

Exceptional structures or sites are those having 

preeminent historical, cultural, architectural, 

archaeological, or aesthetic significance, considered 

candidates for nomination to the National Register 

of Historic Places. Currently, four of these buildings 

have national and State historic designation: the 

Bank of Italy Building on East Main Street; the U.S. 

Post Office on West Acequia Avenue; Hyde House 

on South Court Street; and the Pioneer statue in 

Mooney Grove Park. Visalia’s historic sites are shown 

in Figure 3-1, and discussed in more detail in Chapter 

3, Historic Preservation. 

4 University of California Museum of Paleontology, http://ucmpdb. 

berkeley.edu/loc.html. April 17, 2012. 



AUGUST 2012 6-23

Many of the historic resources in Visalia date back to 

the days of its founding in the late 1800s and the early 

1900s, are reflect its changing role through time. Historic 

preservation are covered more fully in Chapter 3. 


Objectives 

OSC-O-11 Preserve and protect historic features and 

archaeological resources of the Visalia 

planning area including its agricultural 

surrounding for aesthetic, scientific, educational 

and cultural values. 

Policies 

Chapter 3: Historic Preservation provides policies for the 

preservation of historic sites, structures, and areas. 

OSC-P-42 Establish requirements to avoid potential 

impacts to sites suspected of being archeologically, 

paleontologically, or historically 

significant or of concern, by: 

• Requiring a records review for 

development proposed in areas that 

are considered archaeologically or 

paleontologically sensitive; 

• Determining the potential effects 

of development and construction 

on archaeological or paleontological 

resources (as required by CEQA); 

• Requiring pre-construction surveys 

and monitoring during any ground 

disturbance for all development in 

areas of historical and archaeological 

sensitivity; and 

• Implementing appropriate measures 

to avoid the identified impacts, as 

conditions of project approval. 

In the event that previously unidentified historical, 

archaeological, or paleontological 

resources are discovered during construction, 

grading activity in the immediate area shall 

cease and materials and their surroundings 

shall not be altered or collected. A qualified 

archaeologist or paleontologist must make an 

immediate evaluation and avoidance measures 

or appropriate mitigation should be 

completed, according to CEQA Guidelines. 

The State Office of Historic Preservation 

has issued recommendations for the preparation 

of Archaeological Resource Management 

Reports that will be used as guidelines. 

See the Historic Preservation Element for 

objectives and policies focused specifically on 

historic districts and landmarks and their 

preservation.

7 AIR QUALITY & GREENHOUSE GASES 

7.1 AIR RESOURCES 

Visalia is located in the San Joaquin Valley Air Basin 

(SJVAB). The Air Quality monitoring has been conducted 

in the SJVAB for many years. While new 

and innovative pollution controls have made the 

San Joaquin Valley Air Pollution Control District 

(SJVAPCD) a leader in the rate of improvement, the 

region is not in attainment for numerous criteria air 

pollutants and the air basin still has poor air quality. 

Much of this pollution is attributed to the Valley’s 

topography, meteorology, two major highways, and 

intensive agricultural uses. In 2011, the major sources 

of air pollution in the San Joaquin Valley were heavy 

duty trucks, other mobile sources, autos and light 

trucks, and fuel combustion from stationary sources. 

Ozone and particulate matter are the two largest contributors 

to the Valley’s poor air quality. The causes 

and effects of these and other air pollutants are discussed 

in the next section. 

The California Air Resources Board (CARB) operates 

a regional network of air pollution monitoring stations 

that provide information on ambient concentrations 

of criteria air pollutants and toxic air contaminants. 

In Tulare County, CARB measures certain 

air pollutants, such as carbon monoxide (CO), ozone 

(O3), nitrogen dioxide (NO2), and particulate matter 

less than 2.5 microns in diameter (PM-2.5). Data 

is collected at five active air quality stations located 

in Tulare County. The station in Visalia is on North 

Church Street. 

Physical Setting & Air Quality 

The SJVAB has an inland Mediterranean climate that 

is characterized by warm, dry summers and cooler 

winters. Summer high temperatures often exceed 100 

degrees Fahrenheit (°F). The daily summer temperature 

variation can be as high as 30 °F. Winters are 

for the most part mild and humid. Average high temperatures 

during the winter are in the 50s, while the 

average daily low temperature is approximately 45 °F. 

The vertical dispersion of air pollutants in the Valley 

is limited by the presence of persistent temperature 

inversions. Air temperatures usually decrease with 

an increase in altitude. A reversal of this atmospheric 

state, where the air temperature increases with height, 

is termed an inversion. Air above and below an inversion 

does not mix because of differences in air density 

thereby restricting air pollutant dispersal. 

Wind speed and direction play an important role in 

dispersion and transport of air pollutants. During 

summer periods, winds usually originate from the 

north end of the San Joaquin Valley and flow in a 

south-southeasterly direction through the Valley, 

through the Tehachapi Pass and into the neighboring 

Southeast Desert Air Basin. During winter months, 

winds occasionally originate from the south end of 

the Valley and flow in a north-northwesterly direction. 

Also, during winter months, the Valley experiences 

light, variable winds, less than 10 miles per 

hour. Low wind speeds, combined with low inver- 





Coast Ranges to the west. 

AUGUST 2012 

7-1

7-2 


sion layers in the winter, create a climate conducive to 

high concentrations of certain air pollutants. 

The SJVAB is basically a flat area bordered on the 

east by the Sierra Nevada Mountains; on the west by 

the Coast Ranges; and to the south by the Tehachapi 

Mountains. Airflow in the SJVAB is primarily influenced 

by marine air that enters through the Carquinez 

Straits where the San Joaquin-Sacramento Delta 

empties into the San Francisco Bay. The region’s 

topographic features restrict air movement through 

and out of the basin. As a result, the SJVAB is highly 

susceptible to pollutant accumulation over time. Frequent 

transport of pollutants into the SJVAB from 

upwind sources also contributes to poor air quality. 

Air Quality Regulatory System 

Federal and State laws require emission control measures 

in areas where air pollution exceeds standards. 

The San Joaquin Valley is one of these areas. The 

federal government, primarily through the Environmental 

Protection Agency (EPA) and the federal 

Clean Air Act, sets standards, oversees state and local 

actions, and implements programs for toxic air pollutants, 

heavy-duty trucks, locomotives, ships, aircraft, 

off-road diesel equipment, and some types of 

industrial equipment. Currently, EPA has established 

national standards for criteria air pollutants: 

ozone (O ); carbon monoxide (CO); nitrogen dioxide 

3 

(NO ); sulfur dioxide (SO ); suspended particulate 

2 2 

matter (PM-10 and PM-2.5); and lead (Pb). 

Pursuant to the California Clean Air Act of 1988, the 

State government, through the Air Resources Board 

(CARB) and Bureau of Automotive Repair, set more 

stringent state standards, oversees local actions, and 

implements programs for motor vehicle emissions, 

fuels, and smog checks. 

The San Joaquin Valley Air Pollution Control District 

(SJVAPCD) was established in 1991 to administer 

local, state, and federal air quality management 

programs and implement control measures. 

The SJVAPCD is responsible for developing attainment 

plans for the San Joaquin Valley Air Basin, for 

inclusion in California’s State Implementation Plan 

(SIP), as well as establishing and enforcing air pollution 

control rules and regulations. The attainment 

plans must demonstrate compliance with federal and 

state ambient air quality standards, and must first be 

approved by CARB before inclusion into the SIP. The 

SJVAPCD regulates, permits, and inspects stationary 

sources of air pollution. 

SJVAPCD also administers the Air Toxics “Hot 

Spots” Program which involves reviewing new stationary 

sources to ensure compliance with required 

emission controls and limits, maintaining an inventory 

of existing stationary sources of toxic air contaminants, 

and developing new rules and regulations 

to reduce toxic air contaminant emissions. 

Local cities and counties are responsible for implementing 

air friendly community planning that promotes 

pedestrian traffic, commute alternatives and 

cleaner transit fleets. They can also regulate odors 

and nuisances and the release of particulate matter at 

construction sites. 

Criteria Air Pollutants 

As required by the Federal Clean Air Act passed in 

1977, EPA has identified six criteria air pollutants that 

are pervasive in urban environments and for which

State and national health-based ambient air quality 

standards have been established. EPA identifies these 

pollutants as criteria air pollutants because the agency 

has regulated them by developing specific public 

health- and welfare-based criteria as the basis for 

setting permissible levels. Ozone, carbon monoxide 

(CO), nitrogen dioxide (NO 2 ), sulfur dioxide (SO 2 ), 

particulate matter (PM), and lead are the six criteria 

air pollutants. 

Ozone 

Ozone is a respiratory irritant and an oxidant that 

increases susceptibility to respiratory infections and 

that can cause substantial damage to vegetation and 

other materials. Ozone is not emitted directly into 

the atmosphere, but is a secondary air pollutant produced 

in the atmosphere through a complex series of 

photochemical reactions involving reactive organic 

gases (ROG) and nitrogen oxides (NOx). ROG and 

NOx are known as precursor compounds for ozone. 

Significant ozone production generally requires 

ozone precursors to be present in a stable atmosphere 

with strong sunlight for approximately three hours. 

Ozone is a regional air pollutant because it is not 

emitted directly by sources, but is formed downwind 

of sources of ROG and NOx under the influence of 

wind and sunlight. Ozone concentrations tend to be 

higher in the late spring, summer, and fall, when the 

long sunny days combine with regional subsidence 

inversions to create conditions conducive to the formation 

and accumulation of secondary photochemical 

compounds, like ozone. Ground level ozone in 

conjunction with suspended particulate matter in the 

atmosphere leads to hazy conditions generally termed 

as “smog.” In the San Joaquin Valley, most haze is 

due to ammonium nitrate (NOx), the principal factor 

in the formulation of both ozone and PM-10. 

Carbon Monoxide 

Carbon monoxide, a colorless and odorless gas, is a 

non-reactive pollutant that is a product of incomplete 

combustion and is mostly associated with motor 

vehicle traffic. High carbon monoxide concentrations 

develop primarily during winter when periods 

of light wind combine with the formation of ground 

level temperature inversions (typically from the evening 

through early morning). These conditions result 

in reduced dispersion of vehicle emissions. Motor 

vehicles also exhibit increased carbon monoxide 

emission rates at low air temperatures. When inhaled 

at high concentrations, carbon monoxide combines 

with hemoglobin in the blood and reduces the oxygen-carrying 

capacity of the blood. This results in 

reduced oxygen reaching the brain, heart, and other 

body tissues. This condition is especially critical for 

people with cardiovascular diseases, chronic lung disease 

or anemia. 

Nitrogen Dioxide 

Nitrogen dioxide is an air quality concern because it 

acts a respiratory irritant and is a precursor of ozone. 

Nitrogen dioxide is produced by fuel combustion in 

motor vehicles, industrial stationary sources, ships, 

aircraft, and rail transit. 

Sulfur Dioxide 

Sulfur dioxide is a combustion product of sulfur or 

sulfur-containing fuels such as coal and oil, which are 

restricted in the San Joaquin Valley. Its health effects 

include breathing problems and may cause perma- 



Motor vehicles are primary contributors to ozone and 

carbon monoxide in the atmosphere. 

AUGUST 2012 

7-3

Particulate matter in the atmosphere results from 

many kinds of dust- and fume-producing industrial and 

agricultural operations. 

7-4 


nent damage to lungs. SO 2 is an ingredient in acid 

rain, which can damage trees, lakes and property, 

and can also reduce visibility. 

Particulate Matter 

PM-10 and PM-2.5 consist of particulate matter that 

is 10 microns or less in diameter and 2.5 microns or 

less in diameter, respectively. (A micron is one-millionth 

of a meter). PM-10 and PM-2.5 represent fractions 

of particulate matter that can be inhaled into 

the air passages and the lungs and can cause adverse 

health effects. Particulate matter in the atmosphere 

results from many kinds of dust- and fume-producing 

industrial and agricultural operations, fuel combustion, 

and atmospheric photochemical reactions. Some 

sources of particulate matter, such as demolition 

and construction activities, are more local in nature, 

while others, such as vehicular traffic, have a more 

regional effect. Very small particles (PM-2.5) of certain 

substances (e.g., sulfates and nitrates) can cause 

lung damage directly, or can contain adsorbed gases 

(e.g., chlorides or ammonium) that may be injurious 

to health. Particulates also can damage materials and 

reduce visibility. 

PM emissions in the Planning Area are mainly from 

urban sources, dust suspended by vehicle traffic and 

secondary aerosols formed by reactions in the atmosphere. 

Particulate concentrations near residential 

sources generally are higher during the winter, when 

more fireplaces are in use and meteorological conditions 

prevent the dispersion of directly emitted contaminants. 

Lead 

Paint (houses, cars) and manufacture of lead storage batteries 

have been the primary sources of lead released into 

the atmosphere. Lead has a range of adverse neurotoxic 

health effects for which children are at special risk. Some 

lead-containing chemicals cause cancer in animals. 

Ambient Air Quality Standards 

Regulation of air pollution is achieved through both 

national and State ambient air quality standards and 

emissions limits for individual sources of air pollutants. 

As required by the Federal Clean Air Act, the 

EPA has established National Ambient Air Quality 

Standards (national standards) to protect public 

health and welfare. California has adopted more 

stringent ambient air quality standards for most of 

the criteria air pollutants (referred to as State Ambient 

Air Quality Standards or State standards). In 

addition, California has established State ambient air 

quality standards for sulfates, hydrogen sulfide, vinyl 

chloride, and visibility-reducing particles. Because of 

California’s unique meteorological problems, there 

are considerable differences between State and federal 

standards currently in effect in California, as shown 

in Table 7-1. The table also summarizes the related 

health effects and principal sources for each pollutant. 

The ambient air quality standards are intended to 

protect the public health and welfare, and they 

incorporate an adequate margin of safety. They are 

designed to protect those segments of the public most 

susceptible to respiratory distress, known as sensitive 

receptors, including asthmatics, the very young,

Table 7-1: State and National Criteria Air Pollutant Standards (2012) 



Pollutant Averaging Time California Standard National Primary Standard Major Pollutant Sources Pollutant Health and Atmospheric Effects 

Ozone (O ) 3 1 hour 

8 hours 

0.09 ppm 

0.070 ppm 

— 

0.075 ppm 

On-road motor vehicles, other mobile sources, 

solvent extraction, combustion, industrial and 

commercial processes. 

Carbon 1 hour 20 ppm 35 ppm Internal combustion engines, primarily gasoline- 

Monoxide 

powered motor vehicles. 

(CO) 8 hours 9.0 ppm 9 ppm 

Nitrogen 1 hour 0.25 ppm 100 ppb Motor vehicles, petroleum refining operations, 

Dioxide 

(NO ) 2 

Annual Average 0.03 ppm 53 ppb 

industrial sources, aircraft, ships, and railroads. 

Sulfur 1 hour 0.25 ppm 75 ppb Fuel combustion, chemical plants, sulfur recovery 

Dioxide 

(SO ) 2 

24 hours 

Annual Average 

0.04 ppm 

— 

0.14 ppm 

0.03 ppm 

plants, and metal processing. 

Respirable 24 hours 50 μg/m 

Particulate 

Matter 

(PM ) 10 3 150 μg/m 3 Dust- and fume-producing industrial and 

agricultural operations, combustion, atmospheric 

Annual Average 20 μg/m photochemical reactions, and natural activities 

(e.g., wind-raised dust and ocean sprays). 

3 — 

Fine 24 hours — 35 μg/m 

Particulate 

Matter 

(PM ) 2.5 3 Fuel combustion in motor vehicles, equipment 

and industrial sources; residential and agricultural 

Annual Average 12 μg/m 

burning. Also formed from photochemical 

reactions of other pollutants, including NOx, 

sulfur oxides, and organics. 

3 15 μg/m 3 

Lead Monthly Average 1.5 μg/m 3 — Present source: lead smelters, battery 

Quarterly — 1.5 μg/m 

manufacturing & recycling facilities. 

Past source: combustion of leaded gasoline. 

3 

Sulfates 24 hours 25 μg/m3 — Combustion of petroleum-derived fuels (e.g., 

gasoline and diesel fuel) that contain sulfur. 

Hydrogen 

Sulfide 

Vinyl 

Chloride 

1 hour 0.03 ppm — Bacterial decomposition of 

sulfur-containing organic substances. 

24 hours 0.01 ppm — Microbial breakdown of chlorinated solvents, 

detected near landfills, sewage plants, and 

hazardous waste sites. 

Note: ppm=parts per million; ppb = parts per billion; μg/m 3 =micrograms per cubic meter 

Source: California Air Resource Board, 2012 

High concentrations can directly affect lungs, 

causing irritation. Long-term exposure may cause 

damage to lung tissue. 

Classified as a chemical asphyxiant, carbon 

monoxide interferes with the transfer of fresh 

oxygen to the blood and deprives sensitive tissues 

of oxygen. 

Irritating to eyes and respiratory tract. Colors 

atmosphere reddish brown. 

Irritates upper respiratory tract, injurious to lung 

tissue. Can yellow the leaves of plants, destructive 

to marble, iron and steel. Limits visibility and 

reduces sunlight. 

May irritate eyes and respiratory tract, decreases 

lung capacity and increases risk of cancer and 

mortality. Produces haze and limit visibility. 

Increases respiratory disease, lung damage, 

cancer and premature death. Reduces visibility 

and results in surface soiling. 

Disturbs gastrointestinal system, and causes 

anemia, kidney disease, and neuromuscular and 

neurological dysfunction. 

Aggravation of respiratory symptoms, decrease 

in ventilatory function, aggravation of asthmatic 

symptoms, and an increased risk of cardiopulmonary 

disease. 

Exposure to very disagreeable odor. 

Short-term exposure: central nervous system 

effects, such as dizziness, drowsiness, and 

headaches. Long-term exposure: liver damage and 

cancer. 

AUGUST 2012 

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the elderly, people weak from other illness or disease, 

or persons engaged in strenuous work or exercise. 

Healthy adults can tolerate occasional exposure 

to air pollution levels somewhat above the ambient 

air quality standards before adverse health effects are 

observed. 

Attainment Status 

Under amendments to the Federal Clean Air Act, 

the EPA has classified air basins or portions thereof, 

as either “attainment” or “nonattainment” for each 

criteria air pollutant, based on whether or not the 

national standards have been achieved. The California 

Clean Air Act, which is patterned after the 

Federal Clean Air Act, also requires areas to be designated 

as “attainment” or “nonattainment” for the 

State standards. Thus, areas in California have two 

sets of attainment/nonattainment designations: one 

set with respect to the national standards and one set 

with respect to the State standards. 

Table 7-2 shows the attainment status of the San Joaquin 

Valley with respect to the national and State 

ambient air quality standards for criteria pollutants. 

Table 7-2: San Joaquin Valley Attainment Status for Ambient Air Quality Standards 

Attainment Status 

Pollutant Federal Standards State Standards 

Ozone – one hour No Federal Standard Nonattainment/Severe 

Ozone – eight hour Nonattainment/Extreme Nonattainment 

PM-10 Attainment Nonattainment 

PM-2.5 Nonattainment Nonattainment 

CO – Tulare County Attainment/Unclassified Attainment/Unclassified 

Nitrogen Dioxide Attainment/Unclassified Attainment 

Sulfur Dioxide – Tulare County Attainment/Unclassified Attainment 

Lead No Designation/Classification Attainment 

Hydrogen Sulfide No Federal Standard Unclassified 

Sulfates No Federal Standard Attainment 

Visibility-Reducing Particles No Federal Standard Unclassified 

Vinyl Chloride No Federal Standard Attainment 

Source: San Joaquin Valley Air Pollution Control District, 2012

Toxic Air Contaminants 

The ambient background of toxic air contaminants 

(TACs) is the combined result of many diverse 

human activities, including emissions from gasoline 

stations, automobiles, dry cleaners, industrial operations, 

hospital sterilizers, and painting operations. 

In 1987, the California State legislature enacted, 

through Assembly Bill 2588, the Air Toxics Hot Spots 

Information and Assessment Act, which requires 

companies in California to provide information 

to the public about emissions of toxic air contaminants 

and their possible impact on public health. The 

SJVAPCD implements this act through the local Air 

Toxics “Hot Spots” Program. Toxic air contaminants 

are pollutants that occur at relatively low concentrations 

and are associated with carcinogenic and other 

adverse health effects, but for which no ambient air 

quality standards have been established. Impact 

is measured as “maximum individual cancer risk” 

which is the likelihood that a person exposed to concentrations 

of TACs over a lifetime will develop cancer. 

As of 2011, there were no facilities located in the 

Visalia Planning Area identified as a significant risk. 1 

The Air Resources Board maintains an inventory 

of toxic air contaminants concentrations and their 

health risks. Total emissions in the year 2011 from 

stationary sources of TACs in the San Joaquin Valley 

included: 6,073 tons per year of diesel particulate 

matter, 4,065 tons per year of formaldehyde, 1,680 

tons per year of benzene, 1,602 tons per year of acetaldehyde, 

515 tons per year of butadiene, 404 tons per 

year of methylene chloride, 360 tons per year of per- 

1 San Joaquin Valley Air Pollution Control District, 2011 Annual 

Report on the District’s Air Toxics Program. 

chloroethylene, and 156 tons per year of para-dichlorobenzene. 

The SJVAPCD regulates toxic air contaminants 

from stationary sources through their permit process. 

Mobile sources of toxic air contaminants are 

regulated indirectly through vehicle emissions standards 

for reactive organic gas (ROG) and through 

fuel specifications. Cities play a role in reducing public 

exposure to TACs by enforcing zoning ordinances 

and ensuring proper buffer zones between stationary 

sources that emit toxic contaminants and sensitive 

receptors located down wind. 

Sensitive Receptors 

Some receptors are considered more sensitive than 

others to air pollutants. The reasons for greater than 

average sensitivity include pre-existing health problems, 

proximity to emissions source, or duration of 

exposure to air pollutants. Land uses such as schools, 

children’s day care centers, hospitals, and convalescent 

homes are considered to be more sensitive 

than the general public to poor air quality because 

the population groups associated with these uses 

have increased susceptibility to respiratory distress 

and other air quality-related health problems. Persons 

engaged in strenuous work or exercise also have 

increased sensitivity to poor air quality. Residential 

areas are considered more sensitive to air quality conditions 

than commercial and industrial areas, because 

people generally spend longer periods of time at their 

residences, resulting in greater exposure to ambient 

air quality conditions. Recreational uses are also considered 

sensitive, due to the greater exposure to ambient 

air quality conditions, and because the presence 

of pollution detracts from the recreational experience. 



Land uses such as schools, children’s day care centers, 

hospitals, and convalescent homes are considered to 

be more sensitive than the general public to poor air 

quality. 

AUGUST 2012 

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Objectives 

AQ-O-1 *Coordinate air quality planning efforts 

with other local, regional and State agencies. 

AQ-O-2 Strive to improve air quality by implementing 

emissions reduction efforts targeting 

mobile sources, stationary sources and construction-related 

sources. 

Policies 

AQ-P-1 *Amend the Zoning Ordinance to prohibit 

locating new “sensitive receptor” uses— 

hospitals, residential care facilities and 

child care facilities—within 500 feet of a 

limited access state highway (SR 99 and SR 

198), except as provided by approved master 

plans. 

For those projects permitted, require sitespecific 

project design improvements (such 

as higher-performance windows and HVAC 

systems) in order to reduce public health risks 

associated with poor air quality in these locations. 

AQ-P-2 *Require use of Best Management Practices 

(BMPs) to reduce particulate emission 

as a condition of approval for all subdivisions, 

development plans and grading permits, 

in conformance with the San Joaquin 

Valley Air Pollution Control District Fugitive 

Dust Rule. 

AQ-P-3 *Support implementation of the San Joaquin 

Valley Air Pollution Control District’s 

regulations on the use of wood-burning 

fireplaces, as well as their regulations for 

the installation of EPA-certified wood 

heaters or approved wood-burning appliances 

in new residential development and 

a “No Burn” policy on days when the air 

quality is poor. 

AQ-P-4 *Support the San Joaquin Valley Air Pollution 

Control District’s “change-out” program, 

which provides incentives to help 

homeowners replace old word-burning 

fireplaces with EPA-certified non woodburning 

appliances. 

Smoke released from fireplaces and wood 

stoves contains carbon monoxide, nitrogen 

dioxide, volatile organic compounds, and 

inhalable particulate matter (PM-10). The 

change-out programs have been successful in 

areas of the State where emissions from woodburning 

fireplaces cause significant air pollution. 

Many grant programs offer cash rebates 

to encourage replacement of old wood-burning 

appliances with more efficient ones. 

AQ-P-5 *When asbestos has been identified in the 

preliminary soils report, require all new 

development and public works projects to 

comply with all provisions of State and 

regional ATCM regulations for control of 

airborne asbestos emissions relating to construction, 

road maintenance, and grading 

activities.

State and regional agencies identify Best 

Management Practices for construction, grading 

and road maintenance in areas with naturally-occurring 

asbestos. BMPs may include 

but are not limited to: 

• Wetting soil during excavation and other 

dust suppression measures; 

• Wetting roads, excavated materials and 

rinsing equipment; 

• Limiting vehicle speeds within 

construction areas; 

• Creating wind breaks and berms; 

• Suspending activities when wind creates 

visible dust; 

• Prohibiting rock-crushing of asbestoscontaining 

materials; 

• Monitoring dust levels; 

• Posting warning signs; 

• Replanting; and 

• Paving or other permanent sealants or 

covers. 

AQ-P-6 *Amend the Street Tree Ordinance to promote 

use of plants and trees that are efficient 

pollutant absorbers. 

AQ-P-7 *Be an active partner with the Air District 

in its “Spare the Air” program. Encourage 

businesses and residents to avoid pollutionproducing 

activities such as the use of fireplaces 

and wood stoves, charcoal lighter 

fluid, pesticides, aerosol products, oil-based 

paints, and automobiles and other gasoline 

engines on days when high ozone levels are 

expected, and promote low-emission vehicles 

and alternatives to driving. 

AQ-P-8 *Update the Zoning Ordinance to strictly 

limit the development of drive-through 

facilities, only allowing them in autooriented 

areas and prohibiting them in 

Downtown and East Downtown. 

Drive-through businesses result in the idling 

of car engines and the concentrated emission 

of carbon monoxide and other tailpipe air 

pollutants. 

AQ-P-9 Continue to mitigate short-term construction 

impacts and long-term stationary 

source impacts on air quality on a case-bycase 

basis and continue to assess air quality 

impacts through environmental review. 

Require developers to implement Best 

Management Practices (BMPs) to reduce 

air pollutant emissions associated with the 

construction and operation of development 

projects. 

BMPs include transportation demand management 

strategies for large development projects 

such as: 

• Providing bicycle access and parking 

facilities; 

• Providing preferential parking for highoccupancy 

vehicles, carpools, or alternative 

fuels vehicles; 



AUGUST 2012 

7-9


• Establishing telecommuting programs or 

satellite work centers; 

• Allowing alternative work schedules; 

• Subsidizing public transit costs for 

employee; 

• Scheduling Deliveries at off-peak traffic 

periods; and 

• Providing recharge stations for plug-in 

electric vehicles (PEVs). 

The San Joaquin Valley Air Pollution Control 

District Guidelines for Assessing and Mitigating 

Air Quality Impacts provide BMPs for 

determining and mitigating project air quality 

impacts and related thresholds of significance 

for use in environmental documents. 

AQ-P-10 Develop public information regarding 

high- and low-pollen producing landscape 

species, to be made available at City Hall 

and other relevant locations throughout 

the City. Work with Chamber of Commerce, 

local landscape architects, nursery 

contractors, and arborists to promote landscaping 

with low-pollen plants. 

AQ-P-11 Continue to work in conjunction with the 

San Joaquin Valley Air Pollution Control 

District and others to put in place additional 

Transportation Control Measures 

that will reduce vehicle travel and improve 

air quality and to implement Air Quality 

Plans. 

7.2 CLIMATE CHANGE AND 

GREENHOUSE GASES 

Energy Resources 

The City of Visalia depends on energy to maintain a 

vital economy and desirable lifestyle. It uses electricity 

and natural gas to light, heat, and cool structures 

and to power its office equipment, industrial machinery, 

public services, and home appliances. The City 

also uses petroleum products to move people and 

products along its transportation corridors. 

By reducing the amount of energy consumed in 

housing, commercial structures, public facilities, and 

transportation and the energy demand per capita plus 

using more renewable sources of energy, the environment 

and public health will be better protected, 

Visalia’s standard of living can be increased, and the 

cost of new infrastructure to deliver energy to the city 

will be reduced. Building design standards that recommend 

better use of materials and insulation, plus 

solar-oriented site design, reduces demand for natural 

gas and heating products. Transportation and land 

use measures that support transit and facilitate walking 

and bicycling reduce dependence on fossil fuels. 

Low impact development and landscaping can reduce 

the urban heat island effect. Together, these steps will 

lead to a more sustainable energy future. 

In addition to the policies included at the end of this 

section, Land Use and Circulation element policies in 

this General Plan contribute to the goals of reducing 

energy consumption and per capita energy use.

Global Climate Change 

Global climate change (GCC) is currently one of the 

most significant scientific, economic, and political 

issues in the United States. GCC refers to a change in 

the average climate of the earth that may be measured 

by wind patterns, storms, precipitation, and temperature. 

The baseline by which these changes are measured 

originates in historical records identifying temperature 

changes that have occurred in the distant past, such 

as during previous ice ages. The rate of temperature 

change has typically been incremental, with warming 

and cooling occurring over the course of thousands 

of years. In the past 10,000 years the earth has 

experienced incremental warming as glaciers retreated 

across the globe. However, scientists have observed an 

unprecedented increase in the rate of warming over 

the past 150 years, roughly coinciding with the global 

industrial revolution. 

Potential Impacts in California 

According to the California Climate Action Team 

(CCAT), accelerating GCC has the potential to cause 

a number of adverse impacts in California, including 

but not limited to: 

• A shrinking Sierra snowpack that would threaten 

the state’s water supply; 

• Public health threats caused by higher 

temperatures and more smog; 

• Damage to agriculture and forests due to reduced 

water storage capacity, rising temperatures, 

increasing salt water intrusion, flooding, and pest 

infestations; 

• Critical habitat modification and destruction; 

• Eroding coastlines; 

• Increased wildfire risk; and 

• Increased electricity demand. 2 

These impacts have and will continue to have considerable 

costs associated with them. 

Greenhouse Gases 

Gases that that trap heat in the Earth’s atmosphere 

are called greenhouse gases (GHGs). These gases play 

a critical role in determining the Earth’s surface temperature. 

Some GHGs occur naturally and are emitted 

to the atmosphere through natural processes and 

human activities, while others are created and emitted 

solely through human activities. The six primary 

GHGs are: 

• Carbon dioxide (CO 2 ), emitted as a result of fossil 

fuel combustion, with contributions from cement 

manufacture; 

• Methane (CH 4 ), produced through the anaerobic 

decomposition of waste in landfills, animal 

digestion, decomposition of animal wastes, 

production and distribution of natural gas and 

petroleum, coal production, and incomplete fossil 

fuel combustion; 

• Nitrous oxide (N 2 O), typically generated as a 

result of soil cultivation practices, particularly the 

use of commercial and organic fertilizers, fossil 

fuel combustion, nitric acid production, and 

biomass burning; 

• Hydrofluorocarbons (HFCs), primarily used as 

refrigerants; 

2 California Climate Action Team, April 2006. 



AUGUST 2012 7-11

Visalia can help to counteract climate change by 

promoting smart energy choices for residents and 

planning land use in such a way that residents can shift 

away from long automobile trips. 


• Perfluorocarbons (PFCs), originally introduced 

as alternatives to ozone depleting substances and 

typically emitted as by-products of industrial and 

manufacturing processes; and 

• Sulfur hexafluoride (SF 6 ), primarily used in 

electrical transmission and distribution systems. 

Greenhouse gas emissions contributing to global climate 

change are attributable in large part to human 

activities associated with the industrial/manufacturing, 

transportation, utilities, residential, and agricultural 

sectors. Major sources in California include 

fossil fuel consumption from transportation (38 percent), 

industry (20 percent), and electricity production 

(25 percent). 3 

Counteracting Climate Change: The City’s 

Role 

These trends call for significant changes over the 

coming decades in the way we produce and consume 

3 California Climate Action Registry, 2009. 

Table 7-3: Greenhouse Gas Emissions Inventories Comparison (2000) 

Locations 

energy. The City of Visalia can continue to do its part 

by shifting to renewable energy use and improving 

energy conservation in its municipal operations, by 

promoting smart energy choices for residents and 

businesses, and by land use planning in such a way 

that allows for residents to meet more of their daily 

needs (commute trips, shopping, etc.) without requiring 

long automobile trips. The City can also educate 

residents and businesses about the economic benefits, 

as well as the environmental benefits, of making 

these changes. Economic benefits of increased energy 

efficiency in particular must not be overlooked. 

Sources of Greenhouse Gases in the Planning 

Area 

GHG Emissions Inventories 

The first step in managing greenhouse gas emissions 

is to establish an inventory of those emissions. Table 

7-3 shows global greenhouse gas emissions in metric 

tons (MT) of CO e generated worldwide, within the 

2 

United States, within California, and within Visalia, 

with Visalia data coming from the City’s Draft 

Preliminary Climate Action Plan (CAP) dated May 

Emissions 

(MTCO 2 e*) 

Population 

(Millions) 

Average Per Capita 

Emissions (MTCO 2 e) 

World 33,712,900,000 6,055 5.6 

United States 7,033,000,000 281 25.0 

California 458,450,000 33.9 13.5 

Visalia Community (Preliminary CAP Inventory) 1,140,724 0.09 12.5 

Visalia Municipal (Preliminary CAP Inventory) 17,412 N/A 0.19 

*MTCO 2 e = Metric tons of carbon dioxide equivalents 

Source: World emissions from World Resources Institute – Climate Analysis Indicators tool (2004); U.S. emissions from Inventory of U.S. 

Greenhouse Gas Emissions and Sinks: 1990-2006, USEPA #430-R-08-005; California emissions from California Air Resources Board; Visalia 

emissions from Draft Preliminary Climate Action Plan (May 2010); U.S. Census.

2010. If California were considered a country of its 

own, it would be the 16th largest emitter in the world. 

Per capita emissions in California, however, are 

among the lowest in the U.S. 

At the state level in 2000, the transportation sector 

was the largest source of GHG emissions, accounting 

for 38 percent of all emissions. Electricity generation—both 

in-state production and imported electricity—accounted 

for 22 percent of the state’s total 

GHG emissions. The remaining emissions sources 

include: industrial uses, 22 percent; residential and 

commercial uses, 10 percent; agriculture uses, 6 percent; 

and other sources, 3 percent. 4 

Visalia’s Draft Preliminary CAP inventory of GHG 

emissions in 2000 indicates that emissions by sec- 

4 California Air Resources Board, California Greenhouse Gas 

Inventory for 2000-2006, updated March 13, 2009. 

tor are: commercial and industrial uses, 49 percent; 

transportation, 30 percent; residential uses, 20 

percent; solid waste, 1 percent; and other uses (primarily 

propane consumption), less than 1 percent. 5 

Emissions from gasoline in the transportation sector 

account for 18 percent of the City’s total inventoried 

emissions. Within the commercial and industrial sector, 

refrigerants account for 43 percent of the total 

emissions inventoried; 6 electricity, 30 percent; natural 

gas, 24 percent; and propane, 2 percent. Within the 

residential sector, electricity accounts for 47 percent 

of the total emissions inventoried; natural gas, 43 percent; 

propane, 5 percent; and refrigerants, 5 percent. 

5 Visalia Draft Preliminary CAP, Table 10, Page 26. 

6 Visalia Draft Preliminary CAP, Table 14, page 29. However, the 

CAP states explicitly on page 24 that a notable gap in the 2000 

base year inventory included the incomplete set of emission from 

refrigerant leakage from air conditioning systems and refrigeration 

systems for the community and municipal sectors. Therefore, 

refrigerant emissions data are more uncertain than other data in the 

CAP. 

Table 7-4: Visalia GHG Emissions 2000 Baseline, 2020 Forecasts, and Recommended Reduction 

Targets (MTCO 2 e) 

Community Sector Emissions Municipal Sector Emissions 

2000 Baseline Inventory 1,140,724 17,412 

Recommended 2020 Reduction Target 1,057,0371 15,052 2 

2020 Year Emissions under Business-As-Usual 1,622,391 23,796 

Reduction Attributable to State Select Measures 255,950 4,451 

Reduction Attributable to Existing Community Measures 41,802 6,128 

Remaining Reduction Needed 267,602 NA3 1. A reduction target of 7% below 2000 base year level by 2020 (Equivalent to ARB’s recommended reduction target of 15% below 2005 

levels). 

2. A reduction target of 14% below 2000 emissions level by 2020 (Equivalent to 20% below 2005 levels). 

3. With anticipated reductions attributable to existing state and local measures, the City expects to exceed the recommended 2020 

reduction target by 1,835 MT CO 2 e. 

Source: Visalia Draft Preliminary Climate Action Plan (May 2010), Tables 3 and 4, Figures 1 and 2. 



AUGUST 2012 7-13


The City’s Draft Preliminary CAP shows a “business-as-usual” 

(BAU) emission forecast based on the 

annual average population growth rate from 2000 

to 2020. This BAU forecast shows over 1.6 million 

MTCO2e in 2020, a 42-percent increase from 2000 

levels. However, the CAP also accounts for emissions 

reductions that can be expected from existing 

statewide initiatives, such as the Renewables Portfolio 

Standard, vehicle fuel efficiency requirements, 

low carbon fuel standard, and other new legislation. 

Accounting for these State efforts, Visalia community 

emissions are expected to grow by only 20 percent 

between 2000 and 2020, to about 1.4 million 

MTCO 2 e. 

The City’s Preliminary Draft CAP currently proposes 

a 2020 community sector emissions reduction target 

equivalent to 7 percent below 2000 levels (or a reduction 

of 565,354 metric tons CO2e from business-asusual), 

and a municipal sector emissions reduction 

target equivalent to 14 percent below 2000 levels. 7 By 

implementing measures specified in the CAP, Visalia 

can achieve over 7 percent of total emissions reduction 

needed. 8 Anticipated emissions reductions from 

State initiatives will achieve another 45 percent of 

the needed reduction. The Draft Preliminary CAP 

analysis suggests that remaining reduction needed 

to achieve the recommended community target may 

be achieved through existing existing State and local 

measures related to municipal emissions, but more 

7 These suggested reduction targets have not yet been approved or 

adopted by the City. 

8 These measures are referred to within the Draft Preliminary CAP 

as “existing measures,” and encompass emissions reductions already 

achieved since the 2000 base year as well as emissions reductions 

from future measures that will be implemented with high 

probability. 

analysis and monitoring will be necessary to ensure 

that the City is on track to achieve this goal. 

Visalia’s Climate Change Initiatives 

In January 2007, Visalia’s mayor signed the “Cool 

Cities” pledge, part of the U.S. Mayors Climate Protection 

Agreement. By signing this pledge, the City 

adopted the goal of reducing citywide emissions to 7 

percent below 1990 levels by 2012 (An inventory of 

1990 emissions has not yet been completed, so this 

reduction is not quantified). In 2008, the City also 

became a partner in the San Joaquin Valley Clean 

Energy Organization (SJVCEO), non-profit serving 

the eight-county region. 

The methodology to provide a framework for reducing 

GHG production includes the following five 

steps: 1) conduct an inventory of local GHG emissions; 

2) establish a GHG reduction target; 3) develop 

a climate action plan (CAP) for achieving the emissions 

reduction target; 4) implement the climate 

action plan; and 5) re-inventory emissions to monitor 

and report on progress toward the target. Through 

the Draft Preliminary CAP, the City has completed 

draft versions of steps 1 through 3, though the CAP 

has not yet been finalized or adopted. 

The Draft Preliminary CAP is the culmination of the 

City’s efforts to-date to quantify local GHG impacts, 

to develop a set of reasonable and feasible reduction 

measures, and to evaluate the potential for those 

measures to help Visalia play its part in achieving 

statewide AB 32 goals.

Objectives 

AQ-O-3 *Reduce emissions of greenhouse gases 

that contribute to global climate change in 

accord with federal and State law. 

Policies 

AQ-P-12 *Where feasible, replace City vehicles with 

those that employ low-emission technology. 

AQ-P-13 *Promote and expand the trip-reduction 

program for City employees to reduce air 

pollution and emissions of greenhouse gas. 

The program may include carpooling and 

ridesharing; reimbursement of transit costs; 

encouragement of flexible work schedules, 

telecommuting, and teleconferencing. 

AQ-P-14 *Maintain an inventory of greenhouse gas 

emissions from City operations and track 

related solid waste, energy, economic, and 

environmental data. Update the inventory 

periodically as additional data and methodologies 

become available. 

AQ-P-15 *Support State efforts to reduce greenhouse 

gases and emissions through local action 

that will reduce motor vehicle use, support 

alternative forms of transportation, require 

energy conservation in new construction, 

and energy management in public buildings, 

in compliance with AB 32. 

By proposing compact development, mixed 

use centers, walkable neighborhoods, green 

building technology, and jobs-housing balance, 

the City will be helping to implement 

many of the strategies and programs in the 

San Joaquin Valley 2007 Ozone Plan. 

AQ-P-16 *Prepare and adopt a Climate Action 

Plan that incorporates a Greenhouse Gas 

(GHG) Emissions Reduction Plan. The 

GHG Emissions Reduction Plan will 

quantify current and anticipated future 

emissions and focus on feasible actions 

the City can take to minimize the adverse 

impacts of General Plan implementation 

on climate change and air quality. 



Compact development, mixed use centers, and 

walkable neighborhoods will help implement the San 

Joaquin Valley 2007 Ozone Plan, as well as reduce 

greenhouse gas emissions. 

AUGUST 2012 7-15



8 SAFETY AND NOISE 

The purpose of the Safety Element is to identify 

the natural and man-made public health and safety 

hazards that exist within the City, and to establish 

preventative and responsive policies and programs 

to mitigate their potential impacts. This Element 

addresses geologic hazards, flood hazards, hazardous 

materials, wildfire hazards, and safety services. It also 

includes policies on natural hazards mitigation planning, 

which respond to the Federal Disaster Mitigation 

Act of 2000 and the Federal Emergency Management 

Agency’s implementing regulations and support 

the County’s Multi-Jurisdictional Local Hazard 

Mitigation Plan. Airport safety is addressed in the 

Land Use and Circulation Elements, as well as in the 

Noise section of this chapter. 

The purpose of the Noise section is to identify the 

noise sources that exist within the City, and to establish 

policies and programs to mitigate their potential 

impacts through both preventative and responsive 

measures. The regulation of some noise sources such 

as railroad operations and aircraft operations is overseen 

by state and federal agencies. This element has a 

direct correlation with the land use, circulation, and 

housing elements. It guides the location of industrial 

land uses and transportation facilities, since they are 

common sources of excessive noise levels. This element 

also guides the location of particularly noise– 

sensitive uses, such as residences, schools, churches, 

and hospitals, so that they may be less affected by 

noise. 

8.1 SEISMIC AND GEOLOGIC 

HAZARDS 

Geologic and soils hazards include steep slopes and 

landslides, subsidence, expansive soils, and soils with 

naturally-occurring asbestos. Additional information 

on soils and erosion within the Planning Area is in 

the Open Space & Conservation Element. Seismic 

hazards related to earthquakes include groundshaking 

and ground failures, such as liquefaction, lateral 

spreading, ground lurching, seiches, mudslides, landslides, 

and soil slumping. 

Geology 



Coast Ranges to the west, and filled with deep layers 

of sediment from the Sierra Nevada. The St. Johns 

River flows through the northeastern portion of 

the Planning Area, along with smaller streams and 

canals. The area is basically flat, lying at an elevation 

of approximately 330 feet above sea level. As described 

in Chapter 6, surface soils in the Planning Area range 

from fine sandy loam and loam to alkali soils. Some 

soils have the potential to present moderate geologic 

hazards to building, due to their susceptibility to erosion 

or to expansion and contraction. 



The Safety Element identifies natural and manmade 

hazard and establishes preventative and responsive 

policies. 

AUGUST 2012 

8-1

8-2 


Expansive Soils 

Expansive soils have the potential to shrink or swell 

significantly with changes in moisture content, which 

can limit the development capacity of an area. The 

type and amount of the silt and clay content in the 

soil will determine the amount of shrink or swell 

associated with the various levels of water content. 

Soils comprised of sand and gravel are not expansive 

soils. 

Expansive soils are most likely to be found in basins 

and basin rims. Any structure located on expansive 

soils can be significantly damaged should the soil suddenly 

shrink or swell. Structural damage may result 

over a long period of time, usually from inadequate 

soils and foundation engineering or the placement of 

structures directly on expansive soils. Construction 

in areas of expansive soils may require major subexcavation 

and replacement of existing materials with 

more stable soils. 

Soil types considered to have a moderate “shrinkswell” 

potential underlie about 2,480 acres in the 

Planning Area, and are located near the Highway 

99/198 interchange, north of the St. Johns River, and 

in the northwest near the intersection of Road 80 and 

Avenue 328. See Figure 6-3: Erosion Susceptibility 

and Shrink-Swell Potential, in Chapter 6. 

Subsidence 

Subsidence occurs when a large portion of land is 

displaced vertically, usually due to the withdrawal of 

groundwater, oil, or natural gas. Soils that are partic- 

ularly subject to subsidence include those with high 

silt or clay content. Some areas in the Central Valley 

have subsided more than 20 feet during the past 50 

years. 1 Subsidence may occur in the Planning Area, 

particularly in areas with high clay content soils or 

due to groundwater withdrawal. 

Seismic Hazards 

There are no known active earthquake faults in the 

Planning Area. The closest active faults are Owens 

Valley fault group and Sierra Nevada Fault Zone, 

75 miles to the east of the Planning Area, the San 

Andreas Fault Zone (60 miles to the west), and an 

unnamed fault group north of Bakersfield (60 miles 

to the south). 2 Major earthquakes such as the 1906 

San Francisco, 1952 Kern County, and 1983 Coalinga 

quakes were felt and caused some minor to 

moderate property damage in Visalia. It is possible, 

but unlikely, that previously unknown faults could 

become active in the area. The State Geologist has 

not delineated any Alquist-Priolo Earthquake Fault 

Zones within or near the Planning Area. 

Groundshaking 

The most significant hazard associated with earthquakes 

for the Visalia area is ground shaking caused 

by earthquakes along the San Andreas fault to the 

west or Owens Valley fault to the east. However, the 

hazards due to groundshaking are considered to be 

low, according to the California Geological Survey 

and US Geological Survey’s Probabalistic Seismic 

Hazard Analysis. The analysis is based on historic 

1 Tulare County, General Plan Background Report, October 2004. 

pg. 8-11. 

2 USGS Fault Maps, http://quake.wr.usgs.gov/info/faultmaps

Huron 

Avenal 

46 

Kerman 

269 

145 

33 

SAN LUIS 

OBISPO 

COUNTY 

180 

Lemoore 

Naval Air 

Station 

41 

198 

Kettleman 

City 

San Andreas Fault Zone 

San Juan Fault Zone 

58 

5 

Easton 

KERN 

COUNTY 

41 

Lemoore 

33 

Fresno 

99 

Lost 

Hills 

Fowler 

43 

Hanford 

Selma 

Kings River 

Corcoran 

Sanger 

Kingsburg 

TULARE COUNTY 

KINGS COUNTY 

46 

5 

Buttonwillow 

Reedley 

201 

Orange 

Cove 

Dinuba 

Tulare 

Wasco 

Squaw 

Valley 

FRESNO COUNTY 

TULARE COUNTY 

Orosi 

Cutler 

Visalia 

43 

63 

99 

63 

137 

Tipton 

Woodlake 

Ivanhoe 

Pixley 

Farmers 

ville 

Earlimart 

Shafter 

180 

190 

198 

65 

Strathmore 

Delano 

Pond Poso 

58 

245 

McFarland 

Exeter 

Lindsay 

Porterville 

Ducor 

Rosedale Greenacres 

Kern River 

St Johns River 

99 

65 

Lake 

Kaweah 

Oildale 

Springville 

Lake 

Success 

TULARE COUNTY 

KERN COUNTY 

155 

Bakersfield 

58 

178 

190 

Unnamed 

Ground Breaks 

of 1952 

Camp 

Nelson 

Figure 8-1 

Figure 8-1: Regional Faults 


Regional Faults 


Active Fault with Historic 

(last 200 years) Displacement 

Active Fault with Holocene 

(last 11,000 years) Displacement 

Potentially Active Fault with 

Quaternary (last 1,600,000 years) 

Displacement 

Visalia City Limits 


County 

Source: Department of Conservation, 

California Geological Survey, 2005. 

0 5 10 20 

MILES 

AUGUST 2012 

8-3

New structures are required to adhere to current 

California Uniform Building Code (CUBC) standards. 

(Top) 

In the Planning Area, hazards due to ground shaking 

are considered to be low. Damage is most likely to 

occur to older masonry buildings. (Bottom) 

8-4 


earthquakes, slip rates on major faults and deformation 

throughout the region and the potential for 

amplification of seismic waves by near-surface geologic 

materials. The resulting earthquake shaking 

potential is used in developing building code design 

values, estimating future earthquake losses and prioritizing 

earthquake retrofit. In the Planning Area, low 

levels of shaking, with less frequency, are expected to 

damage only weaker masonry buildings. However, 

very infrequent earthquakes could still cause strong 

shaking. 3 

Ground Failure 

Earthquake-induced ground failures, such as ruptures, 

lateral spreading, ground lurching, seiches, or 

mudslides, are unlikely to occur in the Planning Area 

because of its relatively stable geologic formation and 

lack of active faults. 

3 California Geological Survey and US Geological Survey, 

Earthquake Shaking Potential for California, Map Sheet 48 

Revised 2008). 2008. http://www.conservation.ca.gov/cgs/ 

information/publications/ms/Documents/MS48_revised.pdf 

Seismic Safety 

Existing structures in the Planning Area could be 

affected by the types of earthquake-induced effects 

listed above, but to varying degrees based on length, 

intensity, and distance of the earthquake from a given 

building. New structures are required to adhere to 

current California Uniform Building Code (CUBC) 

standards for Seismic Zone 3, providingand provide 

adequate design, construction and maintenance of 

structures to prevent exposure of people and structures 

to major geologic hazards. In particular, any 

critical facilities such as hospitals, fire and police stations, 

and emergency communications and operations 

centers must be adequately designed, constructed 

and maintained with the goal of remaining 

functional after a large seismic event. The use of flexible 

utility connections, building anchors, and adequately 

reinforced concrete can reduce the loss of life 

and damage to buildings for human occupancy.

Objectives 

S-O-1 Minimize risks of property damage and personal 

injury posed by geologic and seismic 

hazards. 

Policies 

S-P-1 *Work with Caltrans to seismically retrofit 

or replace local ramps and freeway overpass 

bridges that are categorized as structurally 

deficient by Caltrans, are located in 

high ground shaking areas, and/or are necessary 

for first responders to use during and/ 

or immediately after a disaster or emergency. 

S-P-2 *Seismically retrofit or replace public works 

and/or emergency response facilities that are 

necessary during and/or immediately after a 

disaster or emergency. 

S-P-3 *Update the City’s Emergency Preparedness 

Plan to include an Earthquake Disaster Plan, 

and coordinate procedures with the County 

Emergency Services. 

S-P-4 *Establish a public relations and education 

program to increase community awareness 

for emergency preparedness, including “community 

emergency preparedness teams.” 

Involving residents and having voluntary programs 

to help people prepare is the key to an 

effective program. 

S-P-5 *Update subdivision and zoning ordinance 

review criteria to include seismic considerations. 

S-P-6 *Continue to inspect unoccupied existing 

unreinforced masonry structures and “critical 

facilities” constructed prior to 1948 and 

develop condemnation procedures to be 

included in a dangerous building ordinance. 

S-P-7 *Consult with a qualified engineering geologist 

to periodically review the Safety Element. 

8.2 FLOOD HAZARDS 

Visalia is subject to flood hazards, but not inundation 

hazards related to dam failure. Since the climate 

is relatively arid and development continues 

to increase the amount of impervious surfaces, surface 

run-off and storm drainage must be managed. 

The average annual precipitation in the Visalia area 

is approximately 11 inches. However, portions of the 

Kaweah watershed which contributes to flooding 

in Visalia have a mean annual precipitation of 40 

inches. Eighty–five percent of the annual precipitation 

occurs between November and April. 

In the Planning Area, waterways and surface runoff 

generally flow from east to west, terminating in the 

Tulare Lake Basin. Channels include the St. John’s 

River, Modoc Ditch, Mill Creek Ditch, Mill Creek, 

Tulare Irrigation District (TID) Canal, Packwood 

Creek, Cameron Creek, Deep Creek, Evans Creek, 

Persian Ditch (See Figure 8-2). Most watercourses 

are intermittent drainages that receive a significant 

portion of flow from storm water runoff during the 

rainy season. This intermittent flow is typically supplemented 

from water released from Terminus Dam 

on the Kaweah River. 



AUGUST 2012 

8-5

Historically, runoff was disposed of by directing it to 

the natural creeks, rivers and irrigation ditches that 

flow through the city.(Top) 

Approximately 25 percent of the total Planning Area is 

located within the 100-year floodplain and another 60 

percent is within the 500-year floodplain. (Bottom) 

8-6 


Monthly mean outflows from Lake Kaweah, the reservoir 

created by Terminus Dam, range from 81 cubic 

feet per second (cfs) in October to 1,747 cfs in June. 

In general, outflows are highest in the late spring and 

early summer and lowest in the fall. The lake is maintained 

for flood control, and water is allowed to drain 

as quickly as possible after heavy rains. At times, the 

reservoir’s capacity has not been sufficient to handle 

flows, resulting in flooding downstream. Outflow 

from Lake Kaweah drains down into the Kaweah 

River Delta system and through the many drainages 

and creeks that meander through the City of Visalia. 

The City’s municipal storm drainage system consists 

of drainage channels, 23 detention and retention 

basins, 33 pump stations and 250 miles of pipe. Historically, 

runoff was disposed of by directing it to the 

natural creeks, rivers and irrigation ditches that flow 

through the city. To mitigate the increased runoff 

due to urbanization, the City has invested thousands 

of dollars in the purchase of land and the construction 

of permanent retention basins. See the Parks, 

Schools, Public Facilities, and Utilities Element for 

more information about storm drainage facilities. 

Table 8-1: Floodplains in Planning Area 

Flood Zones 

Flood zone mapping by the Federal Emergency 

Management Authority (FEMA) indicates that 

approximately 25 percent of the total Planning Area 

is located within high risk areas within the 100-year 

floodplain and another 60 percent is in moderate 

risk areas within the 500-year floodplain (see Table 

8-1). FEMA updated the Flood Insurance Rate Map 

panels for Visalia in June 2009 to reflect the infrastructure 

improvements made to capture and convey 

storm water within the city. As shown in Figure 8-2, 

some areas of the City, in particular in the Northeast 

and Northwest, are at risk of flooding from a 

100-year storm event. Most of the rest of the City is 

within the 500-year floodplain. 

Type Acres Percent of Planning Area 

100 Year Floodplain 16,145 25% 

500 Year Floodplain 39,027 60% 

Area Outside Floodplain 9,949 15% 

Farmland of Local Importance 1,630 2% 

Source: FEMA, 2009.

Flooding Risks 

10 

160 acres 

40 

} 99 

RD 60 

High Risk 

(100 Year Floodplain) 

Moderate Risk 

(500 Year Floodplain) 

Creeks/Canals 

Urban Growth 

Boundary 


Boundary 


City Limits 

AVE 328 

RD 64 

AVE 280 

RD 68 

ROAD 68 

CAMP DR 

}198 

AVE 260 

RD 76 

ROAD 80 

ALTA AVE 


GOSHEN AVE 

N. PLAZA D R 

N. KELSEY ST 

S. PLAZA DR 

AVE 320 

W. RIGGIN AVE 

W. DOE AVE 

Source: FEMA, 2009; ICF, 2010; City of Visalia, 2010; 


RD 86 

ROAD 88 

RD 92 

N. SHIRK ST 

ROAD 92 

RD 92 


AVE 280 

ROAD 92B 

W. HURLEY AVE 

S. ROEBEN ST 

W. WALNUT AVE 

S. AKERS ST 

N. AKERS ST 

RD 100 

RD 100 

GOSHEN AVE 

W. NOBLE AVE 

W. TULARE AVE 

S. LINWOOD ST 


AVE 272 

AVE 264 


N. DEMAREE ST 

RD 108 

RD 108 

S. DEMAREE ST 

PRATT RD 




AVE 328 

W. RIGGIN AVE 

} 63 

RIVERWAY DR 


HALL ST 



JACOB ST 

MURRAY AVE 

S. CONYER ST 

LOCUST ST 

CENTER AVE 


VINE AVE 

W. WALNUT AVE 


CAMERON AVE 


RD 124 

} 63 

COURT ST 

S. COURT ST 

SANTA FE AVE 

1ST AVE 

SANTA FE AVE 


BURKE ST 

N. BURKE ST 


N. CAIN ST 

MAIN ST 


NOBLE AVE 

TULARE AVE 



GOSHEN AVE 

WALNUT AVE 


AVE 320 

PINKHAM ST 

AVE 272 

K AVE 

LOVER LANE LN 

LOVERS LN 

Figure 8-2: 


Flood Hazards 

Figure 8-2: Flood Zones 

ROAD 144 


0 0.5 1 2 

MILES 


AVE 313 

RD 148 

}216 

} 198 

AVE 280 

AVE 288 

AVE 292 

AUGUST 2012 

8-7

8-8 


Objectives 

S-O-2 Protect the community from risks to life and 

property posed by flooding and stormwater 

runoff. 

Policies 

Flood Hazards 

S-P-8 *Reinforce the City’s transportation infrastructure 

for protection from flooding 

through activities such as elevating the road, 

installing culverts beneath the road, or constructing 

a higher bridge across an area that 

experiences regular flooding. 

S-P-9 *Implement post-fire debris flow and channel 

treatments, such as seeding, mulching, and 

checking dams and debris racks, as needed. 

S-P-10 Implement recommendations contained in 

the County Flood Control Master Plan that 

are within the City’s jurisdiction. 

S-P-11 *Create and implement a public outreach 

program that informs property owners 

located in flood hazard and levee inundation 

areas about voluntary flood insurance. 

S-P-12 *Increase participation in the National Flood 

Insurance Program by enhanced floodplain 

management activities that may allow property 

owners to receive a discount on their 

flood insurance. 

S-P-13 *Work with State and federal agencies to create 

a program to acquire, relocate, or elevate 

critical facilities and residential structures, 

in particular those that have been identified 

as Repetitive Loss properties that are located 

within the 100-year floodplain. 

S-P-14 *Work with FEMA Region IX to address 

any floodplain management issues that may 

have arisen/arise from the countywide Digital 

Flood Insurance Rate Map, Community 

Assessment Visits, and/or the California 

Department of Water Resources oversight. 

8.3 HAZARDOUS MATERIALS 

The California Code of Regulations defines a hazardous 

material as a substance that, because of physical 

or chemical properties, quantity, concentration, or 

other characteristics, may either (1) cause an increase 

in mortality or an increase in serious, irreversible, or 

incapacitating, illness or (2) pose a substantial present 

or potential hazard to human health or environment 

when improperly treated, stored, transported or disposed 

of, or otherwise managed. 4 Hazardous wastes 

are hazardous materials that no longer have practical 

use, such as substances that have been discarded, 

discharged, spilled, contaminated, or are being stored 

prior to proper disposal. A hazardous materials incident 

involves the uncontrolled release of a hazardous 

substance during storage, use or transport. 

4 California Code of Regulations, Title 22, Division 4.5, Chapter 10, 

Article 2, Section 66260.10

Laws and Regulations 

Federal and State laws require detailed planning to 

ensure that hazardous materials are properly handled, 

used, stored, transported and disposed of, and in the 

event that such materials are accidentally released, 

to prevent or mitigate injury to health or the environment. 

Laws and regulations require hazardous 

materials users to train employees to manage them 

safely. The primary Federal agencies with responsibility 

for hazardous materials management include 

the U.S. Environmental Protection Agency (EPA), 

U.S. Department of Labor Occupational Safety 

and Health Administration (OSHA), and the U.S. 

Department of Transportation (DOT). In many 

cases, California State law mirrors or is more restrictive 

than federal law, and enforcement of these laws 

has been delegated to the State or a local agency. 

The State Water Resources Control Board (SWRCB) 

administers the aboveground storage tank (AST) program 

and the underground storage tank (UST) program. 

The AST program covers facilities that store 

petroleum in a single tank, or multiple tanks with 

an aggregate capacity in excess of 1,320 gallons, and 

requires that tank owners or operators file a storage 

statement, pay a facility fee, and prepare and implement 

a Federal Soil Prevention, Control and Countermeasure 

(SPCC) Plan. The SPCC Plan must identify 

procedures, methods, and equipment in place 

at the facility to prevent discharges of petroleum 

from reaching navigable waters. State laws governing 

USTs specify requirements for permitting, construction, 

installation, leak detection monitoring, repairs, 

release reporting requirements, corrective actions, 

cleanup, and closure. 

In Visalia, the Tulare County Environmental Health 

Division (TCEHD) is the local agency responsible 

for the implementation of the state-mandated Unified 

Hazardous Waste and Hazardous Materials 

Management Regulatory Program. Tulare County 

has prepared a Hazardous Materials Business Plan 

and a Multi-Jurisdictional Local Hazard Mitigation 

Plan (LHMP) which serves as the County’s emergency 

response plan for hazardous materials emergency 

incidents. In addition, the TCEHD acts as 

lead agency to ensure proper remediation of leaking 

underground petroleum storage tank sites and 

certain other contaminated sites. TCEHD provides 

three permanent Household Hazardous Waste 

(HHW) drop-off facilities in the County including 

one in Visalia, and operates mobile collection events 

throughout the year. These services are available free 

of charge to any Tulare County resident. 

The City of Visalia Fire Department provides some 

oversight of hazardous materials. The Fire Department 

is responsible for conducting inspections for 

code compliance and fire-safe practices and for investigation 

of fire and hazardous materials incidents. 

The Fire Department regulates explosive and hazardous 

materials under the Uniform Fire Code, and permits 

the handling, storage and use of any explosive or 

other hazardous material. 

Hazardous Materials Sites 

Areas where historic or on-going activities have 

resulted in the known or suspected release of hazardous 

materials into the soil and groundwater are 

identified by the Department of Toxic Substances 

Control and State Water Resources Control Board. 

Many contaminated sites are associated with leak- 



Many contaminated sites are associated with leaking 

underground storage tanks which have caused 

groundwater infiltration by gasoline and related 

compounds. (Top) 

State and federal legislation requires every business 

that handles hazardous materials report their 

inventories to the local fire department. This helps 

the City handle emergency incidents more effectively. 

(Bottom) 

AUGUST 2012 

8-9

10 

160 acres 

40 

} 99 

RD 60 

Contaminated Site Type 

!( 

!( 

!( 

!( 

!( 

!( 

Superfund Site 

State Response 

Corrective Action 

AVE 328 

Leaking Underground 

Storage Tank (SWRCB) 

Cleanup Program Site 

(SWRCB) 

Voluntary Cleanup 

(DTSC) 


City Limits 

!( 


RD 64 

AVE 280 

RD 68 

ROAD 68 

CAMP DR 

}198 

AVE 260 

RD 76 

ROAD 80 

ALTA AVE 


GOSHEN AVE 

Source: ICF, 2010; City of Visalia, 2010; 


N. PLAZA D R 

N. KELSEY ST 

S. PLAZA DR 

AVE 320 

W. RIGGIN AVE 

W. DOE AVE 

! ( 

! ( 

N. SHIRK ST 

! ( ( ! 

RD 86 

ROAD 88 

RD 92 

ROAD 92 

RD 92 


AVE 280 

ROAD 92B 

W. HURLEY AVE 

S. ROEBEN ST 

S. AKERS ST 

W. TULARE AVE 

( ! ( 

W. WALNUT AVE 

N. AKERS ST 

RD 100 

RD 100 

S. LINWOOD ST 

GOSHEN AVE 

W. NOBLE AVE 


AVE 272 

AVE 264 


N. DEMAREE ST 

RD 108 

RD 108 

S. DEMAREE ST 

PRATT RD 



( ! 


( ! 

( ! 

! ( ! ( 

!! (( !! (( ! ( 

( ! 

! ( 

AVE 328 

W. RIGGIN AVE 

} 63 

RIVERWAY DR 


( ! 

HALL ST 



JACOB ST 


( ! ( 

! ( 

! ! ( 

!! (( ! ( 

! ( !( 

( ! ( ! 

( ! ( ! ! ( ! ( ( ! 

MURRAY AVE 

S. CONYER ST 

LOCUST ST 

CENTER AVE 

VINE AVE 

W. WALNUT AVE 


CAMERON AVE 


RD 124 

} 63 

COURT ST 

S. COURT ST 

SANTA FE AVE 

1ST AVE 

SANTA FE AVE 


BURKE ST 

N. BURKE ST 


N. CAIN ST 

MAIN ST 


NOBLE AVE 

TULARE AVE 

! ( 


GOSHEN AVE 

WALNUT AVE 


AVE 320 

PINKHAM ST 

AVE 272 

Figure 8-3: 

Contaminated Sites 

Figure 8-3: Contaminated Sites 

LOVERS LN 

! ( 

K AVE 

LOVER LANE LN 

ROAD 144 


0 0.5 1 2 

MILES 


AVE 313 

( ! 

RD 148 

}216 

} 198 

AVE 280 

AVE 288 

AVE 292 

! (

ing underground storage tanks which have caused 

groundwater infiltration by gasoline and related compounds, 

or operations which have resulted in groundwater 

contamination by PCE. Sites with ongoing or 

active cleanup programs are shown on Figure 8-3, 

and detailed in Table A-1 in Appendix A. Most sites 

are associated with retail and commercial uses (e.g., 

gas stations, convenience stores, car washes, etc.), and 

some are associated with local industrial uses. 

The Planning Area contains one Superfund site, 

where electrical poles were treated between the 1920s 

and the 1980s. The Regional Water Quality Control 

Board (RWQCB) initiated cleanup in 1976, and the 

site was placed on the National Priorities List (NPL) 

in 1987, with the Department of Toxic Substances 

Control as lead agency. Work was completed in 2006, 

and achievement of water and soil standards was certified 

in 2009. Land use restrictions on the site prevent 

residential use, hospitals, schools, daycare facilities, 

or any use which disturbs the soil below a depth 

of ten feet. 

The Department of Toxic Substances Control has 

led state efforts at three other contaminated sites in 

Visalia. Agricultural chemicals were detected on the 

20-acre former site of Green Acres Airport on West 

Goshen Avenue. Site remediation involving soil excavation 

and removal and extensive water sampling was 

certified complete in 2009. Future residential use, 

day care centers, hospitals, schools, agriculture, or 

any soil excavation are not permitted without agency 

approval. 

At the So. Cal. Gas/Visalia MGP site on North Tipton 

Street, site investigations in 1988 found petroleum-based 

soil contamination and groundwater con- 

tamination with heavy metals and Volatile Organic 

Compounds (VOCs). The site was remediated and 

capped with asphalt, and a deed restriction requires 

that the present commercial/industrial use designation 

remain. 

Wastes containing VOCs were found to be contaminating 

groundwater from two adjacent parcels at 

Goshen Avenue and Shirk Road where various industrial 

activities had taken place. Remedial investigations 

began in 1991, and is still underway. 

Objectives 

S-O-3 Protect soils, surface water, and groundwater 

from contamination from hazardous materials. 

Policies 

S-P-15 Require remediation and cleanup of sites 

contaminated with hazardous substances. 

S-P-16 The level of remediation and cleanup will be 

determined based on the intended use and 

health risk to the public. At the minimum, 

remediation will be in compliance with federal 

and State standards. Clean up shall be 

required in conjunction with new development, 

reconstruction, property transfer of 

ownership, and/or continued operation after 

the discovery of contamination. 

S-P-17 Promote the reduction, recycling, and safe 

disposal of household hazardous wastes 

through public education and awareness. 

Collection programs should be reviewed 

annually and expanded where appropriate. 



AUGUST 2012 8-11


The City will also coordinate with hazardous 

waste recyclers to increase the frequency of 

hazardous waste collection events under this 

program. 

S-P-18 Ensure that all specified hazardous facilities 

conform to the Tulare County Hazardous 

Materials Business Plan. 

S-P-19 Coordinate enforcement of the Hazardous 

Material Disclosure Law and the implementation 

of the Hazardous Material Emergency 

Response Plan with the Tulare County 

Health and Human Service Agency. 

S-P-20 State and federal legislation requires every 

business that handles hazardous materials 

report their inventories to the local fire 

department. The program’s primary function 

is to identify, monitor, and assist businesses 

using or storing hazardous materials and 

allow the City to handle emergency incidents 

more effectively. The City will maintain and 

share this information with police, fire, and 

emergency services. 

S-P-21 Coordinate with the Tulare County Environmental 

Health Division and other appropriate 

regulatory agencies during the review 

process of all proposals for the use of hazardous 

materials or those involving properties 

that may have toxic contamination, such as 

petroleum hydrocarbons, CAM 17 metals, 

asbestos, and lead. 

S-P-22 Require applicants of projects in areas of 

known or suspected hazardous materials occurrences 

such as petroleum hydrocarbon contamination, 

CAM 17 metals, USTs, location 

of asbestos rocks and other such contamination 

to perform comprehensive soil and groundwater 

contamination assessments in accordance 

with regulatory agency testing standards, and 

if contamination exceeds regulatory action levels, 

require the project applicant to undertake 

remediation procedures prior to grading and 

development under the supervision of appropriate 

agencies, such as Tulare County Department 

of Environmental Heath, Department of 

Toxic Substances Control, or Regional Water 

Quality Control Board. 

8.4 FIRE HAZARDS 

Wildland Fires 

Fire hazard potential is largely dependent on the 

extent and type of vegetation, known as surface fuels, 

that exists within a region. Fire hazards are typically 

highest in heavily wooded, undeveloped areas as trees 

are a greater source of fuel than low-lying brush or 

grassland. Suburban, urban areas or rocky barren 

areas have minimal surface fuels and therefore typically 

have the lowest fire hazard. 

The California Department of Forestry and Fire 

Protection (CDF) maps areas of significant fire hazards 

in the state. These areas are identified based on 

weather, terrain, fuels (e.g. type of ground vegetation), 

and other factors. As Figure 8-4 illustrates, very small 

portions of the Planning Area are classified by CDF 

as having moderate fire hazards. In general, the threat

Fire Threat 

10 

160 acres 

40 

Moderate 

}} 99 

RD 60 

Non-Wildland/Non- 

Urban 

Urban Unzoned 

!( F Fire Station 

!( P Police Station 

Urban Growth 

Boundary 


Boundary 


City Limits 

AVE 328 

RD 64 

Visalia Police Department 

! 

Range 

AVE 280 

RD 68 

ROAD 68 

CAMP DR 

}} 198 

AVE 260 

!( P 

RD 76 

ROAD 80 

ALTA AVE 


GOSHEN AVE 

N. PLAZA D R 

!( F 

N. KELSEY ST 

S. PLAZA DR 

AVE 320 

W. RIGGIN AVE 

Station # 55! 

W. DOE AVE 

Station # 53 

! 

Source: Department of Forestry and Fire Protection, 2007; 

City of Visalia, 2010; Tulare County, 2010; Dyett & Bhatia, 2012. 

RD 86 

ROAD 88 

RD 92 

N. SHIRK ST 

ROAD 92 

RD 92 

!( F 


AVE 280 

ROAD 92B 

W. HURLEY AVE 

S. ROEBEN ST 

W. WALNUT AVE 

S. AKERS ST 

N. AKERS ST 

RD 100 

RD 100 

GOSHEN AVE 

W. NOBLE AVE 

W. TULARE AVE 

S. LINWOOD ST 


AVE 272 

AVE 264 


N. DEMAREE ST 

RD 108 

RD 108 

S. DEMAREE ST 

PRATT RD 


District # 2 

Substation 

! 


!( P 


!( P 

!( F 

AVE 328 

RIVERWAY DR 


W. RIGGIN AVE 

HALL ST 

Station # 51! 


District # 1 

Substation ! 


JACOB ST 

!( P !( F 


!( P !( F 

!( P 

MURRAY AVE 

S. CONYER ST 

LOCUST ST 

CENTER AVE 

W. WALNUT AVE 

! Station # 52 


CAMERON AVE 

Station # 54 

! 

Visalia Mall Police 

! 

Service Center 


RD 124 

VINE AVE 

COURT ST 

S. COURT ST 

1ST AVE 

!( P 

SANTA FE AVE 

SANTA FE AVE 

! 


BURKE ST 

N. BURKE ST 


N. CAIN ST 

MAIN ST 


NOBLE AVE 

TULARE AVE 

Downtown Police 

Service Center 

GOSHEN AVE 

!( P 


AVE 320 

Ferguson Street 

Police Service 

! Center 

PINKHAM ST 


Wildfire Hazards & Public Safety Facilities 

}} 63 

}} 63 



AVE 272 

K AVE 

LOVER LANE LN 

LOVERS LN 

!( F 

ROAD 144 

Mary's Vineyard 

Police Service 

Center 



! 

Station # 56 

0 0.5 1 2 

MILES 

! 

AVE 313 

RD 148 

Figure 8-4: 

Figure 8-4: Fire Hazards and Public Safety Services 

}} 216 

}} 198 

AVE 280 

AVE 288 

AVE 292 

AUGUST 2012 8-13


of wildland fires in Visalia is very small because of the 

area’s flat topography and relative absence of grassland, 

forest, and brush. The Planning Area is classified 

as a Local Responsibility Area (LRA), meaning 

that the City and County are responsible for incorporated 

and unincorporated areas, respectively. 

Urban Fires 

Even though Visalia is not considered to be a fireprone 

city, structural fires pose a greater risk to life 

and property than wildland fires. The City of Visalia 

requires all new development and subdivisions to 

meet or exceed Uniform Fire Code provisions, and 

reviews all development applications during the plan 

check process. Fire services are discussed further in 

the following section. 

Objectives 

S-O-4 Protect Visalia’s residents and businesses 

from potential fire hazards. 

Policies 

S-P-23 *Develop a community wildfire mitigation 

plan that identifies and prioritizes areas for 

hazard fuel reduction treatments, and recommend 

the types of methods of treatments. 

S-P-24 *Manage vegetation in areas within and 

adjacent to public rights-of-way and in close 

proximity to critical facilities in order to 

reduce the risk of tree failure and property 

damage and avoid creation of wind acceleration 

corridors within vegetated areas. 

S-P-25 Continue to offer a free annual tree chipping 

and tree pick-up day that encourages residents 

living in wind hazard areas to manage 

trees and shrubs at risk to falling on nearby 

structures. 

S-P-26 Continue to bolt down the roofs of critical 

facilities in wind gust hazard areas in order 

to prevent wind damage. 

S-P-27 Implement a fuel reduction program, such 

as the collection and disposal of dead fuel, 

within publicly-owned open spaces and 

around critical facilities located within a 

high and very high wildfire zones. 

S-P-28 Implement a vegetation management program 

that provides vegetation management 

services to elderly, disabled, or low-income 

property owners who lack the resources to 

remove flammable vegetation from around 

their homes. 

S-P-29 Implement a fuel modification program, 

which also includes residential maintenance 

requirements and enforcement, plan submittal 

and approval process, guidelines for 

planting, and a listing of undesirable plant 

species. Require builders and developers to 

submit their plans, complete with proposed 

fuel modification zones, to the Fire Department 

for review and approval prior to beginning 

construction.

S-P-30 Assist in solving the incendiary problem by 

improving law enforcement and investigation 

equipment, adapting equipment available 

in other fields; and purchasing new 

equipment where needed. Implement “noburn” 

programs, particularly in areas outside 

of immediate response zones of fire stations. 

S-P-31 Ensure availability of adequate water supplies 

to meet public health and safety needs, 

and for resource protection, by maintaining 

the following order of priority for water use: 

• Potable water supply, fire protection, and 

domestic use 

• Resource protection and preservation 

• Industrial, irrigation and commercial 

uses 

• Water-oriented or water-enhanced 

recreation 

• Air conditioning. 

8.5 SAFETY SERVICES AND 

EMERGENCY RESPONSE 

Police Services 

Law enforcement services in Visalia are provided by 

the Visalia Police Department (VPD). The Department 

currently has 143 sworn officers, as well as seven 

reserve sworn officers, 64 civilian officers, and 65 volunteers. 

Operations personnel are supported by dispatch, 

records, crime analysis, and other essential 

law enforcement units. Police headquarters is at 303 

South Johnson Street in downtown Visalia. In 2007, 

the Department opened substations on the City’s 

north and south sides and shifted to district-based 

operations. These facilities are intended to facilitate 

contact with the community and support robust incident 

response, and are shown on Figure 8-4. 

VPD does not adhere to service standards in terms 

of officers per thousand residents or incident response 

time. The Department’s response times were under 15 

minutes for 85 percent of all calls in 2008, and the 

average response time for Priority 1 calls was 4.2 minutes. 

5 Response times and the ability of the Police 

Department to provide acceptable levels of service 

are contingent on growing staffing levels, sworn and 

civilian, consistent with resident population and the 

population of visitors, merchants, schools, and shoppers 

in the service area. The Police Department has 

identified a new headquarters as a critical need, and 

this is anticipated to be part of the Civic Center Master 

Plan. Growth will impact service delivery over 

time, and there may be the need for additional substations 

within the 20-year planning period, located 

to serve growth areas. 

The Police Department collaborates with other law 

enforcement agencies and the District Attorney’s 

office on crime prevention. VPD works with City 

and County agencies and education and social service 

providers on a variety of outreach and youth 

programs. The Department is engaged in gang prevention 

efforts ranging from school presentations to 

intensive management of high-risk probation cases to 

injunctions against two gangs and the establishment 

of a “safe zone” in north Visalia. 

5 Visalia Police Department, General Plan Update Service Provider 

Response Form, 2010. 



Police Department substations on the City’s north and 

south sides are intended to facilitate contact with the 

community and support robust incident response. 

(Top) 

The ability of the Police Department to provide 

acceptable levels of service are contingent on growing 

staffing levels consistent with population growth. 

(Bottom) 

AUGUST 2012 8-15

VFD follows the National Fire Protection Association 

(NFPA) response time standard, aiming to respond to 

95 percent of calls within 5 minutes. (Top) 

VFD staffs five paramedic engine companies, one truck 

company and a Battalion Chief daily, from five fire 

station locations. Additional stations are likely to be 

required to serve the growing city. (Bottom) 


The Tulare County Sheriff’s Department provides police 

protection services and investigates crimes in unincorporated 

areas of the County, including rural and semirural 

areas within the Planning Area. The Department 

is headquartered on the County administrative campus 

in Visalia. As Visalia grows, the Police Department will 

need to work closely with the Sheriff’s Office. 

Fire Services 

Visalia Fire Department 

The Visalia Fire Department (VFD) provides fire and 

life safety services for residents located within the 

city limits while the Tulare County Fire Department 

provides additional services for unincorporated areas 

within the Planning Area. VFD staffs five paramedic 

engine companies, one truck company and a Battalion 

Chief daily, from five fire station locations. The 

engines and truck are staffed with three personnel, 

giving the VFD a daily minimum staffing of 19. All 

apparatus are staffed with a paramedic at all times. 

The locations of fire stations are illustrated in Figure 

8-4, along with 1.5 mile radii from fire stations demonstrating 

fire coverage for Visalia residents. 

FIRE RESPONSE STANDARD AND ISO RATING 

The Insurance Service Office (ISO)—a private organization 

that surveys fire departments in cities and 

towns across the United States—awarded the Visalia 

Fire Department a Class 4 rating (1 being highest and 

10 being lowest). This rating considers a community’s 

fire defense capacity versus fire potential, and then 

uses the score to set property insurance premiums for 

homeowners and commercial property owners. 

VFD follows the National Fire Protection Association 

(NFPA) response time standard, aiming 

to respond to 95 percent of calls within 5 minutes, 

including one minute of “turnout” and four minutes 

of driving. Currently, the Department has an average 

response time of 5 minutes 37 seconds. Areas of 

southwest Visalia and smaller areas in the northwest 

and northeast cannot reasonably be served within 

the Department’s target response time. These needs 

would become more acute if growth were to occur in 

the northwest, northeast, and southwest. The Department 

notes that increasing population has historically 

been accompanied by an increasing number of service 

calls, and there will be a need to increase staffing. 

The Department currently has 0.48 responders 

per 1,000 residents, compared to the NFPA standard 

of 1 per 1,000. 

FIRE PREVENTION 

Fire prevention is an important part of the Fire 

Department’s work. The Department conducts 

weed abatement, does public education programs in 

schools and other venues, and checks all development 

plans during the review process. The Fire Department’s 

focus is on making sure that proposed projects 

will be adequately served by water, and accessible to 

emergency vehicles. 

The Department enforces the City’s Hydrant Ordinance, 

which determines minimum spacing for fire 

hydrants. Street dimensions are scrutinized to ensure 

that space will be preserved for ladder trucks to be 

stabilized, and for emergency vehicles to turn around. 

Basic requirements in the City’s subdivision ordinance 

include 52-foot minimum right-of-way widths 

and a 53-foot turning radius for cul-de-sacs.

EMERGENCY RESPONSE 

In 2008, the Department responded to over 10,000 

alarms and calls. The great majority of these calls 

(94 percent) were not fire-related, with two-thirds 

of calls being for emergency medical or rescue services. 

Hazardous conditions, such as gas or oil spills 

and downed power lines, were the next most frequent 

source of alarms, at 11 percent. 

MUTUAL AND AUTOMATIC AID 

The City of Visalia actively participates in the California 

Master Mutual Aid Plan. Formal mutual aid 

agreements have been written between the City and 

surrounding jurisdictions. A broad automatic aid 

agreement encompassing 59 square miles surrounding 

Visalia exists between Tulare County and the City. 

Tulare County Fire Department 

The Tulare County Fire Department (TCFD) provides 

fire and emergency medical services in unincorporated 

areas. The Department’s Emergency Fire 

Communications Center, or Fire Com, provides dispatch 

services for the County Fire Department along 

with seven other rural fire districts, handling an average 

of 14,000 incidents annually. 6 The County Fire 

Department is also engaged in fire prevention work. 

This includes inspecting buildings and enforcing fire 

safety codes, conducting plan review for new buildings 

and fire protection systems, and interpreting fire 

safety codes during the design phase of new buildings. 

It also includes ongoing public education programs. 

TCFD has six battalion chiefs, 72 fire captains 

and lieutenants, and 400 reserve fire fighters. 

6 Tulare County Fire Department, accessed at http://www.co.tulare. 

ca.us/government/fire/default.asp, 2010. 

The Department operates 28 fire stations including 

one in the Planning Area (Fire Station 1) on South 

Lovers Lane. 

Emergency Planning 

The California Emergency Services Act (Government 

Code Section 8550-8668) requires each city to 

prepare and maintain an Emergency Plan for natural, 

manmade, or war-caused emergencies that result 

in conditions of disaster or in extreme peril to life. 

The Visalia Emergency Operations Plan was updated 

and adopted in 2011. The Plan includes planning 

and response scenarios for seismic hazards, extreme 

weather conditions, landslides, dam failure and other 

flooding, wildland fires, hazardous materials incidents, 

transportation emergencies, civil disturbance, 

and terrorist attacks. It is meant to work in conjunction 

with the Tulare County Emergency Operations 

Plan and the State Emergency Plan. The Emergency 

Council of the Tulare County Operational Area 

meets for regional coordination purposes at least four 

times per year. In addition, the City Fire Department 

has specific procedures for hazardous materials emergency 

response. 

Evacuation Routes and Potential Shelter Sites 

The City has designated several evacuation routes 

through Visalia to be used in case of catastrophic 

emergencies. The extent and the severity of a disaster 

will determine which routes and which direction 

people must take in order to escape or avoid the 

afflicted areas. Kaweah Delta Health Care District 

provides emergency health care services. 



Visalia will continue to upgrade preparedness 

strategies and techniques in all departments so as to 

be prepared when disaster, either natural or manmade, 

occurs. 

AUGUST 2012 8-17


In the event of a natural or man-made disaster, the 

City will coordinate with the Red Cross, Salvation 

Army, and state and federal agencies responsible for 

providing emergency shelter for displaced residents. 

The sites most commonly used are schools, senior 

centers, community centers, public buildings, and 

churches. 

Objectives 

S-O-5 Provide a comprehensive program of safety 

services including police, fire and medical 

response in all parts of the Visalia Planning 

Area. 

S-O-6 Provide comprehensive emergency response 

and evacuation routes for Visalia area residents. 

Policies 

S-P-32 *Integrate the Tulare County Hazard Mitigation 

Plan, in particular the hazard analysis 

and mitigation strategy sections, into the 

development review process, the City’s emergency 

operations plan, and capital improvement 

program, as appropriate. 

S-P-33 *Create a GIS-based pre-application review 

for new construction and major remodels of 

residential and/or non-residential structures 

in hazard areas. 

*Maps from the General Plan Update and the 

County’s Hazard Mitigation Plan can be integrated 

into the City’s GIS system. 

S-P-34 Continue to make available fire alarm systems, 

as referred to in this Element, to be 

tied directly and automatically to the Visalia 

City Fire Chief’s alarm-receiving center. 

This policy would apply to private companies 

that wish to have better protection, as well as 

public buildings and other structures where the 

Fire Chief and/or the building inspector deem 

it necessary to have such protection. 

S-P-35 Continue a program designed to eliminate 

unfit, unhealthy, dangerous, structurally 

unsafe, and fire hazardous housing units by 

rehabilitation or removal. 

S-P-36 Continue the use of an “inspection team” to 

inspect all deteriorated and dilapidated housing 

units in the City. 

This team carries out appropriate action such 

as giving instructions, red tagging, posting and 

removal of housing units when necessary. The 

team approach incorporates staff from departments 

having expertise in the area of inspection 

for safety, sanitation, and structural adequacy. 

S-P-37 Continue to give those families that must 

remove or leave dilapidated units consideration 

in the allocation of housing units that are produced 

by publically-assisted housing programs. 

S-P-38 Locate critical facilities, such as nursing 

homes, housing for the elderly, and other 

housing for the mentally and physically 

infirm, within a reasonable distance (3 miles 

or 3 minutes) from fire stations.

S-P-39 *Continue to work with weather forecasting and 

public safety agencies to provide warning and 

protective information to residents, travelers, 

and visitors about severe valley fog conditions. 

S-P-40 Continue to rely on the Tulare County 

Office of Emergency Services to maintain 

inventories of available resources to be used 

during disasters. 

S-P-41 Continue to upgrade preparedness strategies 

and techniques in all departments so as to 

be prepared when disaster, either natural or 

man-made, occurs. 

S-P-42 Continue to coordinate a public education 

program in order to foster public awareness 

of fire hazards with the intention of reducing 

injury and loss of life, damage to property, 

and degradation of the natural environment, 

particularly in conjunction with the public 

school system and “critical facility.” 

Education programs can be carried out through 

public and private schools, the libraries, police 

and fire department, the news media, civic 

organizations and on the City website. Programs 

should seek to reach all age groups, socioeconomic 

classes, and both urban and rural residents. 

Education programs should be offered 

in both Spanish and English, as appropriate. 

S-P-43 Periodically conduct joint training exercises 

with the County, State and federal agencies 

and others with the goal of developing the 

best possible coordinated action in fire suppression 

and crowd control. 

S-P-44 Continue to keep geographically-indexed fire 

data in a GIS form that includes: 

• Number of fires by activity and area 

• Number of users in the activity 

• Number of fires by ignition index in State 

responsibility areas 

• Any other methods determined by the 

Safety Committee as necessary. 

8.6 NOISE 

The purpose of the Noise section is to identify the 

noise sources in the City, and to establish policies and 

programs to mitigate their potential impacts through 

both preventative and responsive measures. The regulation 

of noise sources such as traffic, railroad operations 

and aircraft operations is overseen by state and 

federal agencies; therefore, this element has a direct 

correlation with the land use, circulation, and housing 

elements. It guides the location of industrial land 

uses and transportation facilities, since they are common 

sources of excessive noise levels. This element 

also guides the location of particularly noise–sensitive 

uses, such as residences, schools, churches, and 

hospitals, so that they may be less affected by noise. 

Noise Characteristics and Measurement 

Noise is commonly defined as undesirable or 

unwanted sound. Noises vary widely in their scope, 

source, and volume, ranging from individual occurrences 

such as leaf blowers, to the intermittent disturbances 

of overhead aircraft, to the fairly constant 

noise generated by traffic on freeways. 



Figure 8-5: Typical Sound Levels 

AUGUST 2012 8-19


Three aspects of community noise are used in assessing 

the noise environment: 

• Level (e.g., magnitude or loudness). Sound levels 

are measured and expressed in decibels (dB) with 

10 dB roughly equal to the threshold of hearing. 

Figure 8-5 shows the decibel levels associated with 

different common sounds. Transient noise events 

may be described by their maximum A weighted 

noise level (dBA). 

• Frequency composition or spectrum. Frequency 

is a measure of the pressure fluctuations per 

second, measured in units of hertz (Hz). The 

characterization of sound level magnitude with 

respect to frequency is the sound spectrum, often 

described in octave bands, which divide the 

audible human frequency range (e.g., from 20 to 

20,000 Hz) into 10 segments. 

• Variation in sound level with time, measured 

as noise exposure. Most community noise is 

produced by many distant noise sources that 

change gradually throughout the day and produce 

a relatively steady background noise having no 

identifiable source. Identifiable events of brief 

duration, such as aircraft flyovers, cause the 

community noise level to vary from instant to 

instant. A single number called the equivalent 

sound level or Leq describes the average noise 

exposure level over a period of time. Hourly L eq 

values are called Hourly Noise Levels. 

Reporting Noise Levels 

Measuring and reporting noise levels involves 

accounting for variations in sensitivity to noise during 

the daytime versus nighttime hours. Noise descriptors 

used for analysis need to factor in human sensitivity 

to nighttime noise when background noise levels are 

generally lower than in the daytime and outside noise 

intrusions are more noticeable. Common descriptors 

include the Community Noise Equivalent Level 

(CNEL) and the Day-Night Average Level (DNL). 

Both reflect noise exposure over an average day with 

weighting to reflect the increased sensitivity to noise 

during the evening and night. The two descriptors 

are roughly equivalent. The CNEL descriptor is used 

in relation to major continuous noise sources, such 

as aircraft or traffic, and is the reference level for the 

Noise Element under State planning law. 

Knowledge of the following relationships is helpful in 

understanding how changes in noise and noise exposure 

are perceived: 

• Except under special conditions, a change in 

sound level of 1 dB cannot be perceived; 

• A 3 dB change is considered a just noticeable 

difference; 

• A 5 dB change is required before any noticeable 

change in community response would be expected. 

A 5 dB increase is often considered a significant 

impact; and 

• A 10 dB increase is subjectively heard as an 

approximate doubling in loudness and almost 

always causes an adverse community response. 

According to common practice, maximum noise levels 

of 60 dB are considered “normally acceptable” for 

unshielded residential development. Noise levels from 

60 dB to 70 dB fall within the “conditionally unacceptable” 

range, and those in the 70 to 75 dB range 

are considered “normally unacceptable.”

Noise Generation in Visalia 

A community noise survey was conducted to document 

noise exposure in the city containing noise 

sensitive land uses and for major roadways. Noise 

monitoring sites were selected to be representative of 

typical residential, commercial, or recreational areas 

within the city. Short-term noise monitoring was conducted 

at eight sites on April 15 and 16, 2010. Community 

noise monitoring systems were calibrated 

with acoustical calibrators in the field prior to use. 

The systems comply with all pertinent requirements 

of the American National Standards Institute (ANSI) 

Table 8-2: Short-Term Noise Measurements (2010) 

Site Location Date Time 

for Type I sound level meters. Three continuous longterm 

24-hour noise monitoring sites were also established 

in the city to record day-night statistical noise 

level trends and to develop CNEL values. The data 

collected included the hourly average (L eq ) the maximum 

level (L max ), and the minimum level (L min ) during 

the measurement period. Noise monitoring sites 

and the measured noise levels at each short-term site 

are summarized in Table 8-2. 

The major noise sources in Visalia are related to roadways 

and vehicle traffic. Other noise sources include air- 

Measured Sound Level, dB 

L eq L min L max 

1 Community Campus, 220 NW 3rd Ave 4/15/10 15 minutes 53.5 45.1 65.1 

2 Golden West High School 1717 N. McAuliff 4/15/10 15 minutes 49.8 42.2 62.1 

3 Rec Park/Rawhide Stadium 4/15/10 15 minutes 50.7 45.2 60.8 

4 College of the sequoias, 915 S. Mooney at 

Mineral King 

4/15/10 15 minutes 50.3 47.1 58.9 

5 Jefferson Park, Myrtle and S Watson 4/15/10 15 minutes 53.8 47.8 66.6 

6 Willow Glen School, 310 N Akers 4/15/10 15 minutes 55.1 47.1 65.1 

7 Crestwood School, 3001 W Whitendale Ave 4/15/10 15 minutes 54.9 46.3 70.2 

8 Highway 198 and Lovers Lane 4/15/10 15 minutes 67.0 57.6 82.6 

Source: ICF, 2010. 



AUGUST 2012 8-21


Figure 8-6: Future Noise Contours

craft and rail transportation. Noise produced by industry 

has a negligible effect on the City’s residential noise 

environment. 

Traffic Noise 

The level of highway traffic noise depends on three 

factors: (1) the volume of the traffic, (2) the speed of 

the traffic, and (3) the number of trucks in the flow 

of traffic. Vehicle noise is a combination of the noises 

produced by the engine, exhaust, tires, and wind generated 

by taller vehicles. Other factors that affect the 

perception of traffic noise include: distance from the 

highway, terrain, vegetation, and natural and structural 

obstacles. While tire noise from autos is generally 

located at ground level, truck noise sources can be 

located as high as ten to fifteen feet above the roadbed 

due to tall exhaust stacks and higher engines. 

Noise exposure contours for Visalia’s major roadways 

were modeled by applying the Federal Highway 

Administration’s noise modeling procedure. Traffic 

data representing annual average traffic volumes and 

truck mix, for existing conditions, were obtained from 

the project traffic engineers (Omni Means, 2010) and 

Caltrans. Using these data and the FHWA methodology, 

traffic noise levels were calculated for existing 

traffic volumes. These noise contours are conservative, 

meaning that the contours are modeled with minimal 

noise attenuation by natural barriers, buildings, etc. 

Existing traffic noise contours are provided in Table 

B-1, in Appendix B. 

Future development within the Planning Area will 

result in increased traffic volumes, thus increasing noise 

levels somewhat in some areas. Future noise contours 

are illustrated in Figure 8-6. In 2035, approximately 

___ acres (___ percent) will be within areas with noises 

levels greater than 60 dB. Approximately ___ percent 

of the single-family housing ___ percent of the multifamily 

housing, and ___ percent of the educational uses 

will be within the 60 dB contours. Approximately ___ 

percent of the single-family residential, ___ percent of 

the multi-family residential, and ___ percent of the educational 

uses will be within the 55 dB contours. Increases 

in traffic levels can be counteracted by the implementation 

of alternate forms of transportation and land use 

design that factor in noise concerns. Locating noisesensitive 

uses away from high-noise areas (e.g. major 

transportation routes) and buffering noise levels through 

design and landscaping features will help minimize 

future noise-related land use conflicts. Policies in this 

element establish review criteria for certain land uses to 

ensure that future noise levels will not exceed acceptable 

levels near noise-sensitive land uses. 

Railroad Operations Noise 

Railroad activity in the City occurs along two railroad 

lines: the Union Pacific Railroad and the Burlington 

Northern Santa Fe. Train movements occur 

on the Union Pacific Railroad approximately 5 times 

per week during daytime hours. Trains will usually 

have one engine and 20 cars. There are typically no 

train movements between the hours of 10:00 p.m. to 

7:00 a.m., and train speeds are restricted to 10 mph. 

Train movements rarely occur on the Burlington 

Northern Santa Fe Railroad. To represent a worstcase 

scenario, the highest noise level measured for 

the 1991 General Plan was used to calculate rail noise 

along the Union Pacific line. Where grade crossings 

exist, and warning horns and crossing alarms are signaled, 

individual single event noise levels associated 

with a train generally will increase by approximately 



Vehicle noise is a combination of the noises produced 

by the engine, exhaust, tires, and wind generated by 

taller vehicles. 

AUGUST 2012 8-23

The Visalia Municipal Airport hosts an estimated 71 

takeoffs and landings per day. The Tulare County 

Comprehensive Airport Land Use Plan (CALUP) aims to 

minimize the effects of aircraft noise on communities. 

(Top) 

Other noise sources are associated with service 

commercial uses such as automotive repair facilities, 

wrecking yards, tire installation centers, car washes, 

and loading docks. (Bottom) 


10 dB. Warning horns generally are signaled within 

one-quarter mile of a grade crossing. 

Visalia Municipal Airport Noise 

The City recognizes the importance of Visalia Municipal 

Airport to the community and region. The Tulare 

County Airport Land Use Commission (ALUC), the 

agency that has jurisdictional authority over the airport, 

assesses adjacent land use. The Tulare County 

Comprehensive Airport Land Use Plan (CALUP) 

guides the ALUC in determining appropriate compatible 

land uses with detailed findings and policies. 

This includes minimizing the effects of aircraft noise 

on communities adjacent to airports. At the time of 

the Airport Master Plan (2004), the Visalia Municipal 

Airport hosted approximately 26,000 total aircraft 

operations (an estimated 71 takeoffs and landings 

per day). 

Major Stationary Noise Sources 

Noise can result from many industrial processes, 

even when the best available noise control technology 

is applied. Noise exposures within industrial 

facilities are controlled by federal and state employee 

health and safety regulations set by the Occupational 

Safety and Health Administration [OSHA] and Cal- 

OSHA, but exterior noise levels may exceed locally 

acceptable standards. Commercial, recreational and 

public service facility activities can also produce noise 

that affects adjacent sensitive land uses. These noise 

sources can be continuous and may contain tonal 

components that may be annoying to individuals 

who live nearby. In addition, noise generation from 

fixed noise sources may vary based upon climatic 

conditions, time of day and existing ambient noise 

levels. 

Land use uses that may typically produce noise 

include wood processing facilities, pump stations, 

industrial facilities, trucking operations, tire shops, 

auto maintenance shops, metal fabricating shops, 

shopping centers, drive-up windows, car washes, 

loading docks, public works projects, batch plants, 

bottling and canning plants, recycling centers, electric 

generating stations, race tracks, landfills, sand 

and gravel operations, special events such as concerts, 

and athletic fields. Notable operations in the Visalia 

Planning Area are summarized below. 

Manufacturing and Food Processing Plants 

WALNUT DRYERS/HULLERS 

Three walnut processing facilities are in Visalia: The 

Phil Moodey walnut huller at Road 156 and Avenue 

280, the Blain Farming nut shelling operation at 

1240 E. Caldwell Avenue, and the Sequoia Walnut 

Growers Association Facility at Ben Maddox Road 

and Goshen Avenue. The dominant noise source is 

at the Phil Moodey facility where the blower separates 

the nuts from other materials. This facility 

operates a few hours per day. Noise levels of 77-78 

dBA were measured at 100 feet from the blower. The 

Moodey plant is surrounded by agricultural uses. 

Roof mounted fans were the dominant noise source 

at the Blain Farming facility. All other noise producing 

equipment is enclosed within the building. Noise 

levels of 76-78 dBA were measured at 100 feet west of 

the plant. Agricultural uses surround the plant. The 

dominant noise source at the Sequoia Walnut Growers 

Association plant is a rubber conveyor belt. Noise 

levels ranged from 68-69 dBA at a distance of 100 feet 

from the north side of the building. The plant operates 

from 8:00 a.m. to 5:00 p.m. for approximately six 

weeks per year. The plant is currently surrounded by

other businesses, including a used car lot and a fast 

food restaurant. 

Agricultural Operations 

AERIAL APPLICATION AIRCRAFT (CROP DUSTERS) AND 

OTHER FARMING OPERATIONS 

Aerial application aircraft are frequently used to spray 

crops or to spread seed or fertilizers. The horsepower 

ratings of various aircraft used for aerial application 

generally ranges from 300 to 1200. Measurements 

conducted with a Piper Brave (300 hp/3-bladed propeller) 

show noise ranged from 85-88 dBA at about 

600 feet, and 97-100 dBA at fifty feet. By contrast, 

measurements conducted with a Grumman Ag Cat 

(600 hp/2-bladed propeller indicated a maximum 

noise level of 103 dBA at 100 to 150 feet overhead. 

Finally, measurements taken at the Tulare Municipal 

Airport in 1998 showed noise from in the 90-95 dBA 

range at approximately 100 feet overhead. 

Other Noise Sources 

TULARE COUNTY LANDFILL, ROAD 80 

Operations at the Tulare County Landfill have not 

changed since the 1995 General Plan. Noise monitoring 

for this solid waste landfill documented noise 

from refuse trucks and automobiles entering and 

leaving the landfill, and the heavy equipment use 

to manage and cover the refuse. Noise levels ranged 

from 63-68 dBA at a distance of 300 feet. The posted 

operating hours of the landfill are 8:00 a.m. to 4:00 

p.m., seven days a week. 

GENERAL SERVICE COMMERCIAL AND LIGHT 

INDUSTRIAL USES 

Noise sources associated with service commercial 

uses such as automotive repair facilities, wrecking 

yards, tire installation centers, car washes, loading 

docks, etc., are found at various locations within the 

city. The noise emissions of these types of uses are 

dependent on many factors and are therefore difficult 

to quantify precisely. Nonetheless, noise generated by 

the these uses contributes to the ambient noise environment 

in the immediate vicinity of these uses and 

should be considered where either new noise-sensitive 

uses are proposed nearby or where similar uses are 

proposed in existing residential areas. 

PARKS AND SCHOOL PLAYING FIELDS 

There are numerous park and school uses within the 

city. Noise generated by these uses depends on the 

age and number of people utilizing the respective 

facility at a given time and the types of activities they 

are engaged in. School playing field activities tend 

to generate more noise than those of neighborhood 

parks, as the intensity of school playground usage 

tends to be higher. At a distance of 100 feet from an 

elementary school playground being used by 100 students, 

average and maximum noise levels of 60 and 

75 dB, respectively, can be expected. At organized 

events such as high-school football games with large 

crowds and public address systems, the noise generation 

is often significantly higher. As with service 

commercial uses, the noise generation of parks and 

school playing fields is variable. 



AUGUST 2012 8-25

Table 8-3: Transportation Noise Sources 

Noise-Sensitive Land Use Outdoor Activity Areas 1 Interior Spaces 


DNL/CNEL 2 , dB DNL/CNEL 2 , dB L eq dB 3 

Residential 65 45 –- 

Transient Lodging 65 45 –- 

Hospitals, Nursing Homes 65 45 –- 

Theaters, Auditoriums, Music Halls –- –- 35 

Churches, Meeting Halls 65 –- 45 

Office Buildings –- –- 45 

Schools, Libraries, Museums –- –- 45 

Notes: 

(1) Outdoor activity areas generally include backyards of single-family residences and outdoor patios, decks or common recreation 

areas of multi-family developments. 

(2) The CNEL is used for quantification of aircraft noise exposure as required by CAC Title 21. 

(3) As determined for a typical worst-case hour during periods of use. 

Table 8-4: Stationary Noise Sources 1 

Daytime 

(7:00 a.m. – 10:00 p.m.) 

Nighttime 

(10:00 p.m. – 7:00 a.m.) 

Hourly Equivalent Sound Level (L ), dBA eq 50 45 

Maximum Sound Level (L ), dBA max 

(1) As determined at the property line of the receiving noise-sensitive use. 

70 65 

Noise Sensitive Land Uses 

Noise-sensitive land uses are generally defined as 

locations where people reside or where the presence of 

unwanted sound could adversely affect the use of the 

land. Places where people live, sleep, recreate, worship 

and study generally are considered to be sensitive 

to noise because intrusive noise can be disruptive to 

these activities. 

City of Visalia Noise Ordinance 

Section 8.36 of the City’s Municipal Code contains 

the City’s noise ordinance, which establishes exterior 

and interior noise level standards. Standards are measured 

in terms of the cumulative number of minutes 

in any one-hour time period during which a noise 

level may be exceeded. Lower noise levels (measured 

in dBA) may be exceeded for longer periods. Separate 

thresholds are established for daytime (6 a.m. to 

7 p.m.) and nighttime (7 p.m. to 6 a.m.) hours. 

Under the current Ordinance, interior noise levels 

should not exceed 70 dBA during evening and 

daytime and 65 dBA during the nighttime, for any 

period of time. Exterior noise levels should not exceed 

55 dBA and 45 dBA, respectively. 

The Noise Ordinance should be updated to be consistent 

with the General Plan. It should include specific 

maximum hourly noise levels of outdoor activity 

areas and indoor spaces for specified land use 

types; measurement standards; required noise mitigation 

standards for new residential development in 

noise-impacted environments; uniform guidelines for 

acoustical studies based on current professional standards; 

and enforcement procedures.

The Noise Ordinance may remain primarily oriented 

to limiting the generation of noise emissions, but 

should also include provisions for mandatory mitigation 

actions based on target hourly noise levels established 

in the General Plan. 

Finally, the Noise Ordinance should establish performance 

standards for noise reduction for new housing 

that may be exposed to community noise levels above 

65 dB DNL/CNEL, as shown on the Noise Contour 

Maps, based on the target acceptable noise levels for outdoor 

activity levels and interior spaces in Tables 8-2 and 

8-3. Noise mitigation measures that may be proposed to 

acheive these noise level targets include but are not limited 

to the following: 

• All façades must be constructed with substantial 

weight and insulation; 

• Sound-rated windows with enhanced noise 

reduction for habitable rooms; 

• Sound-rated doors with enhance reduction for all 

exterior entries at habitable rooms; 

• Minimum setbacks and exterior barriers; 

• Acoustic baffling of vents for chimneys, attic and 

gable ends; 

• Installation of a mechanical ventilation system 

affording comfort and fresh air under closed 

window conditions is required. 

Alternative acoustical designs that achieve the prescribed 

noise level reduction may be approved, provided 

a certified qualified Acoustical Engineer Consultant 

submits information demonstrating that the 

required reductions to meet the specific targets for 

outdoor activity areas and interior spaces can be 

achieved and maintained. 

Objectives 

N-O-1 Strive to achieve an acceptable noise environment 

for present and future residents of Visalia. 

N-O-2 Protect the City’s economic base by preventing 

the encroachment of incompatible land 

uses near known noise producing industries, 

railroads, airports and other sources. 

N-O-3 Protect noise sensitive land uses such as 

schools, hospitals, and senior care facilities 

from encroachment of and exposure to 

excessive levels of noise. 

Policies 

N-P-1 *Update the City’s Noise Ordinance as 

needed to be in conformance with the General 

Plan. 

N-P-2 *Promote the use of noise attenuation measures 

to improve the acoustic environment 

inside residences where existing single-family 

residential development is located in a noiseimpacted 

environment such as along an arterial 

street or adjacent to a noise-producing use. 

N-P-3 Establish performance standards for noise 

reduction for new housing that may be 

exposed to community noise levels above 

65 dB DNL/CNEL, as shown on the Noise 

Contour Maps, based on the target acceptable 

noise levels for outdoor activity levels 

and interior spaces in Tables 8-2 and 8-3. 

Noise mitigation measures that may be considered 

to achieve these noise level targets 

include but are not limited to the following: 



AUGUST 2012 8-27

Locating noise-sensitive uses away from high-noise 

areas and buffering noise levels through design and 

landscaping features will help minimize future noiserelated 

land use conflicts. 


• Construct façades with substantial weight 

and insulation; 

• Use sound-rated windows with enhanced 

noise reduction for primary sleeping and 

activity areas; 

• Use sound-rated doors for all exterior 

entries at primary sleeping and activity 

areas; 

• Use minimum setbacks and exterior 

barriers; 

• Use acoustic baffling of vents for 

chimneys, attic and gable ends; 

• Install a mechanical ventilation system 

that provides fresh air under closed 

window conditions. 

Alternative acoustical designs that achieve 

the prescribed noise level standards may be 

approved, provided that a qualified Acoustical 

Consultant submits information demonstrating 

that the alternative designs will achieve and 

maintain the specific targets for outdoor activity 

areas and interior spaces. 

N-P-4 Where new development of industrial, commercial 

or other noise generating land uses 

(including roadways, railroads, and airports) 

may result in noise levels that exceed the 

noise level exposure criteria established by 

Tables 8-2 and 8-3, require a noise study to 

determine impacts, and require developers to 

mitigate these impacts in conformance with 

Tables 8-2 and 8-3 as a condition of permit 

approval through appropriate means. 

Noise mitigation measures may include but are 

not limited to: 

• Screen and control noise sources, such as 

parking and loading facilities, outdoor 

activities, and mechanical equipment; 

• Increase setbacks for noise sources from 

adjacent dwellings; 

• Retain fences, walls, and landscaping that 

serve as noise buffers; 

• Use soundproofing materials and doubleglazed 

windows; 

• Use open space, building orientation and 

design, landscaping and running water to 

mask sounds; and 

• Control hours of operation, including 

deliveries and trash pickup, to minimize 

noise impacts. 

Alternative acoustical designs that achieve 

the prescribed noise level reduction may be 

approved, provided a qualified Acoustical Consultant 

submits information demonstrating 

that the alternative designs will achieve and 

maintain the specific targets for outdoor activity 

areas and interior spaces. As a last resort, developers 

may propose to construct noise walls along 

state highways and arterials when compatible 

with aesthetic concerns and neighborhood character. 

This would be a developer responsibility, 

with no City funding.

N-P-5 Continue to enforce applicable State Noise 

Insulation Standards (California Administrative 

Code, Title 24) and Uniform Building 

Code (UBC) noise requirements. 

N-P-6 Establish noise level performance standards 

for new equipment and vehicles purchased 

by the City consistent with the best available 

control technology (BACT) to minimize 

noise and vibration. 

N-P-7 Use the land use compatibility zone guidelines 

contained in the Airport Master Plan 

or more current information on airport noise 

to assess noise compatibility of airport operation 

with proposed land uses. 



AUGUST 2012 8-29



GLOSSARY 

100-Year Flood. That flood event that has a one-percent 

chance of occurrence in any one year. 

500-Year Flood. The magnitude of a flood expected 

to occur on the average every 500 years, based on 

historical data. The 500-year flood has a 1/500, or 0.2 

percent, chance of occurring in any given year. 

Acre, Gross. Area of a site calculated to the centerline 

of bounding streets and other public rights-ofway. 

Acre, Gross Developable. Area of a site, including 

proposed public streets and other proposed rights-ofway 

but excluding areas subject to physical or environmental 

constraints, which include creek corridors 

and floodways, and areas to be dedicated for greenways 

or habitat protection. 

Acre, Net. Area of a site excluding land to be dedicated 

for required easements for vehicles and rights 

of way, either public or private; land dedicated to be 

hazardous and unbuildable; and land to be dedicated 

for schools and parks or other facilities dedicated for 

public use. 

Affordable Housing. Housing capable of being purchased 

or rented by a household with very low, low 

(earning below 80 percent of the Tulare County 

area median income), or moderate income, (earning 

between 80 to 120 percent of the County area 

median income) based on a household’s ability to 

make monthly payments necessary to obtain housing. 

Housing is considered affordable when a household 

pays less than 30% of its gross monthly income 

for housing property taxes, insurance, and utilities. 

Aquifer. An underground, water-bearing layer of 

earth, porous rock, sand, or gravel, through which 

water can seep or be held in natural storage. Aquifers 

generally hold sufficient water to be used as a water 

supply. 

Arterial. Arterials collect and distribute traffic to/ 

from freeways and expressways to/from collector 

streets. 

Attainment Status. Under amendments to the Federal 

Clean Air Act, the EPA has classified air basins 

or portions thereof, as either “attainment” or “nonattainment” 

for each criteria air pollutant, based 

on whether or not the national standards have been 

achieved. 

Best Management Practices (BMP). The combination 

of conservation measures, structure, or management 

practices that reduces or avoids adverse impacts 

of development on adjoining site’s land, water, or 

waterways, and waterbodies. 

Bike Facilities. These include bike paths (Class I 

Facilities), bike lanes (Class II Facilities), and bike 

routes (Class III Facilities), following a classification 

system established in the Visalia Bikeway Plan.

Buffer. In terms of land use, a buffer is a transitional 

zone or piece of land between two different land 

uses. 

Buildout. That level of development characterized 

by full occupancy of all developable sites in accordance 

with the General Plan; the maximum probable 

level of development envisioned by the General 

Plan under specified assumptions about densities and 

intensities. Buildout does not necessarily assume parcels 

are developed at maximum allowable intensities. 

Capital Improvement Program (CIP). The multiyear 

scheduling of public physical improvements 

based on studies of fiscal resources available and the 

choice of specific improvements to be constructed. 

Carbon Dioxide (CO2). The most common of the 

greenhouse gases, CO2 is emitted as a result of fossil 

fuel combustion, with contributions from cement 

manufacture. 

Carbon Dioxide Equivalent (CO2e). A standard 

measurement for assessing total greenhouse gas 

emissions, scaling emissions of non-CO2 greenhouse 

gases based on their relative global warming potential 

compared to CO2. 

Carbon Monoxide (CO). A colorless, odorless gas 

formed by the incomplete combustion of fuels, 

which is toxic because of its tendency to reduce the 

oxygen-carrying capacity of the blood. 

Climate Change. Climate change, or global climate 

change, refers to a change in the average climate of 

the earth that may be measured by wind patterns, 

storms, precipitation, and temperature. The baseline 

by which these changes are measured originates in 

historical records identifying temperature changes 

that have occurred in the distant past, such as during 

previous ice ages. 

Collector. Collectors serve as connectors between 

local and arterial streets and provide direct access to 

parcels. 

Community Garden. A cooperatively-managed garden 

in an urbanized area. Community gardens can 

be a source of fresh produce and provide learning 

opportunities for community members. 

Community Noise Equivalent Level (CNEL). The 

average equivalent A-weighted sound level during a 

24-hour day, obtained after addition of five decibels 

to sound levels in the evening from 7 p.m. to 10 p.m. 

and after addition of 10 decibels to sound levels in 

the night from 10 p.m. to 7 a.m. 

Compatible. Capable of existing together without 

conflict or ill effects. 

Complete Streets. Complete Streets are designed 

and operated to enable safe, attractive, and comfortable 

access and travel for all users, including motorists, 

pedestrians, bicyclists, children, seniors, individuals 

with disabilities, and users of public transportation.

Connectivity. The quality of street patterns that 

allows for through movement between and within 

neighborhoods. 

Conservation. The management of natural resources 

to prevent waste, destruction, or neglect. 

Consistent. Free from variation or contradiction. 

Programs in the General Plan are to be consistent, 

not contradictory. State law requires consistency 

between a general plan and implementation measures 

such as the zoning ordinance. 

Criteria Air Pollutants. Six pollutants identified by 

EPA under the federal Clean Air Act that are pervasive 

in urban environments and for which State and 

national health-based ambient air quality standards 

have been established. These are ozone, carbon monoxide 

(CO), nitrogen dioxide (NO2), sulfur dioxide 

(SO2), particulate matter (PM), and lead. 

Critical Facilities. Hospitals and other care facilities 

and similar uses that should be located within a reasonable 

distance (3 miles or 3 minutes) from fire stations. 

Cultural Facilities. Premises operated to accommodate 

cultural pursuits such as visual or performing 

arts, lectures, or exhibitions. 

Curb Cut. The opening along the curb line at which 

point vehicles or other wheeled forms of transportation 

may enter or leave the roadway. Curb cuts are 

essential at street corners for wheelchair users. 

Day-Night Average Sound Level (Ldn). The 

A-weighted average sound level for a given area 

(measured in decibels) during a 24-hour period with 

a 10 dB weighting applied to night-time sound levels 

(after 10 p.m. and before 7 a.m.). The Ldn is approximately 

numerically equal to the CNEL for most 

environmental settings. 

Decibel (dB). A unit of measurement used to express 

the relative intensity of sound as heard by the human 

ear describing the amplitude of sound, equal to 20 

times the logarithm to the base 10 of the ratio of the 

pressure of the sound measured to the reference pressure, 

which is 20 micropascals (20 micronewtons per 

square meter). 

Decibel, A-weighted (dBA). The “A-weighted” scale 

for measuring sound in decibels; weights or reduces 

the effects of low and high frequencies in order to 

stimulate human hearing. Every increase of 10 dBA 

doubles the perceived loudness though the noise is 

actually ten times more intense. 

Dedication. The commitment by an owner or developer 

of private land for public use, and the acceptance 

of land for such use by the governmental 

agency having jurisdiction over the public function 

for which it will be used. Dedications for roads, 

parks, school sites, or other public uses often are 

required by the city as conditions of approval on a 

development. 

Dedication, In lieu of. Cash payments which may 

be required of an owner or developer as a substitute

for a dedication of land, usually calculated in dollars 

per lot, and referred to as in lieu fees or in lieu contributions. 

Density. The number of residential dwelling units 

per acre of land. Densities specified in the General 

Plan are expressed in units per gross developable 

acre. (See “Acres, Gross,” and “Acres, Gross Developable.”) 

Density Bonus. The allocation of development 

rights that allow a parcel to accommodate additional 

square footage or additional residential units beyond 

the maximum for which the parcel is zoned, usually 

in exchange for the provision or preservation of an 

amenity at the same site or at another location.Under 

California State Law, residential projects that provide 

affordable housing may be entitled to a 35 percent 

increase of the underlying zone district. 

Detention Area. A detention area is an area in the 

natural environment where rainwater runoff and 

stormwater naturally collects. Human activity and 

construction of homes have the effect of changing 

the size and shape of a detention area. 

Detention Basin/Pond. Facilities classified according 

to the broad function they serve, such as storage, 

diversion or detention. Detention facilities are 

constructed to retard flood runoff and minimize the 

effect of floods. 

Developer. An individual who, or business which, 

prepares raw land for the construction of buildings 

or builds or causes to be built physical building space 

for use primarily by others, and in which the preparation 

of the land or the creation of the building 

space is in itself a business and is not incidental to 

another business or activity. 

Development. The physical extension and/or construction 

of urban land uses. Development activities 

include but are not limited to: subdivision of land; 

construction or alteration of structures, roads, utilities, 

and other facilities; installation of septic systems; 

grading; deposit of refuse, debris, or fill materials; 

and clearing of natural vegetation cover (with 

the exception of agricultural activities). Routine 

repair and maintenance activities are not considered 

as “development.” 

Easement. A right given by the owner of land to 

another party for specific limited use of that land. An 

easement may be acquired by a government through 

dedication when the purchase of an entire interest in 

the property may be too expensive or unnecessary; 

usually needed for utilities or shared parking. 

Economic Base. Basic economic sectors in a community 

are those that make products and services 

that are sold outside the community, thereby creating 

income for local workers and companies. 

Endangered Species, California. A native species or 

sub-species of a bird, mammal, fish, amphibian, reptile, 

or plant, which is in serious danger of becoming 

extinct throughout all or a significant portion of 

its range, due to one or more factors, including loss 

in habitat, change in habitat, over-exploitation, pre-

dation, competition, or disease. The status is determined 

by the State Department of Fish and Game 

together with the State Fish and Game Commission. 

Endangered Species, Federal. A species which is in 

danger of extinction throughout all or a significant 

portion of its range, other than the species of the 

Class Insect determined to constitute a pest whose 

protection under the provisions of the 1973 Endangered 

Species Act, as amended, would present an 

overwhelming and overriding risk to humans. The 

status is determined by the US Fish and Wildlife 

Service and the Department of the Interior. 

Environmental Impact Report (EIR). A document 

used to evaluate the potential environmental impacts 

of a project, evaluate reasonable alternatives to the 

project, and identify mitigation measures necessary 

to minimize the impacts. The California Environmental 

Quality Act (CEQA) requires that the agency 

with primary responsibility over the approval of a 

project (the lead agency) evaluate the project’s potential 

impacts in an Environmental Impact Report 

(EIR). 

Environmental Justice. Environmental Justice refers 

to the fair treatment of all people – regardless of race, 

income, and religion – when implementing policies 

that affect housing and the environment. The federal 

and State government have policies that require 

agencies to identify and avoid placing a disproportionately 

large number of minority and low-income 

populations in certain geographical locations. 

Equivalent Sound Level (Leq). A single-number representation 

of the fluctuating sound level in decibels 

over a specified period of time. It is a sound-energy 

average of the fluctuating level. 

Erosion. The process by which material is removed 

from the earth’s surface (including weathering, dissolution, 

abrasion, and transportation), most commonly 

by wind or water. 

Expansive Soils. Soils which swell when they absorb 

water and shrink as they dry. 

Farmland Classification. California Department of 

Conservation system for categorizing farmland with 

respect to its potential for agricultural productivity 

based on soil type and other physical characteristics. 

Fault. A fracture in the earth’s crust forming a 

boundary between rock masses that have shifted. 

An active fault is a fault that has moved recently and 

which is likely to again. An inactive fault is a fault 

which shows no evidence of movement in recent geologic 

time and little potential for movement. 

Findings. Findings are defined as the results of an 

investigation, carried out by an investigating team. 

Floodplain. An area adjacent to a lake, stream, ocean 

or other body of water lying outside the ordinary 

banks of the water body and periodically inundated 

by flood flows. Often referred to as the area likely to 

be inundated by the 100-year flood.

Flood Zone. The relatively level land area on either 

side of the banks of a stream that is subject to flooding 

under a 100-year or a 500-year flood. 

Floor Area, Gross. The total horizontal area in 

square feet of all floors within the exterior walls of 

a building, but not including the area of unroofed 

inner courts or shaft enclosures. 

Floor Area Ratio (FAR). The ratio between gross 

floor area of structures on a site and gross site area. 

Thus, a building with a floor area of 100,000 square 

feet on a 50,000 square-foot lot will have a FAR of 

2.0. 

Examples showing the concept of FAR: 

Flora and Fauna. Flora and fauna refer to plant and 

wildlife, respectively. The indigenous plant and wildlife 

of a geographical region is often referred to as 

that region’s flora and fauna. 

Freeway. Freeways provide intra- and inter-regional 

mobility. Freeway access is restricted to primary 

arterials via interchanges. 

Global Warming Potential. The relative impact of 

each greenhouse gas on climate change, on a scale 

based on the impact of carbon dioxide, whose Global 

Warming Potential (GWP) is 1. 

Green Building. A Green Building generally refer 

to one that is environmentally friendly in terms of 

energy consumption, or the waste they produce during 

its entire life-cycle. A Green Building will have 

little or no significant impact on the environment. 

Green buildings are scored by rating systems, such as 

the Leadership in Energy and Environmental Design 

(LEED) rating system developed by the U.S. Green 

Building Council, Green Globes from GBI and 

other locally developed rating systems. 

Greenhouse Gases. Greenhouse gases are gases 

in the atmosphere that absorb and emit radiation 

within the thermal infrared range. This process is 

the fundamental cause of the greenhouse effect. Carbon 

dioxide, methane, and ozone are examples of 

greenhouse gases. 

Groundwater. Water under the earth’s surface, often 

confined to aquifers capable of supplying wells and 

springs.

Groundwater Recharge. The natural process of 

infiltration and percolation of rainwater from land 

areas or streams through permeable soils into waterholding 

rocks that provide underground storage (i.e. 

aquifers). 

Habitat. The natural environmental of a plant or 

animal. 

Hazardous Material. A material or form of energy 

that could cause injury or illness to persons, livestock, 

or the natural environment. Some examples 

from everyday life include, gasoline, fertilizers, 

detergent, used cooking oil, mineral spirits, batteries, 

and paint. 

Hazardous Waste. Waste which requires special handling 

to avoid illness or injury to persons or damage 

to property. Includes, but is not limited to, inorganic 

mineral acids of sulfur, fluorine, chlorine, nitrogen, 

chromium, phosphorous, selenium and arsenic and 

their common salts; lead, nickel, and mercury and 

their inorganic salts or metallo-organic derivatives; 

coal, tar acids such as phenol and cresols and their 

salts; and all radioactive materials. 

Historic Resource. A historic building or site that 

is noteworthy for its significance in local, state, 

national, its architecture or design, or its works of 

art, memorabilia, or artifacts. 

Historic Structure. A structure deemed to be historically 

significant based on its visual quality, design, 

history, association, context, and/or integrity. 

Household. An occupied housing unit. 

Impact Fee. A fee, also called a development fee, levied 

on the developer of a project by a city, county, 

or other public agency as compensation for otherwise-unmitigated 

impacts the project will produce. 

California Government Code § 54990 specifies that 

development fees shall not exceed the estimated reasonable 

cost of providing the service for which the 

fee is charged. To lawfully impose a development 

fee, the public agency must verify its method of calculation 

and document proper restrictions on use of 

the fund. 

Impervious Surface. Any material which reduces or 

prevents absorption of water into land. 

Implementation. Actions, procedures, programs, or 

techniques that carry out policies. 

Infill. The development of new housing or other 

buildings on scattered vacant lots in a predominantly 

developed area or on new building parcels created by 

permitted lot splits. 

Infiltration. The introduction of underground water, 

such as groundwater, into wastewater collection systems. 

Infiltration results in increased wastewater 

flow levels. 

Infrastructure. Permanent utility installations, 

including roads, water supply lines, sewage collection 

pipes, and power and communications lines.

Intersection Capacity. The maximum number of 

vehicles that has a reasonable expectation of passing 

through an intersection in one direction during a 

given time period under prevailing roadway and traffic 

conditions. 

Intrusive Noise. That noise which intrudes over and 

above the existing ambient noise at a given location. 

The relative intrusiveness of a sound depends upon 

its amplitude, duration, frequency, time of occurrence, 

and tonal or information content as well as 

the prevailing noise level. 

ISO Rating. This rating considers a community’s 

fire defense capacity versus fire potential, and then 

uses the score to set property insurance premiums 

for homeowners and commercial property owners. 

Jobs-Employed Residents Ratio. Total jobs divided 

by total employed residents (i.e. people who live in 

the area, but may work anywhere). A ratio of 1.0 

typically indicates a balance. A ratio greater than 1.0 

indicates a net in-commute; less than 1.0 indicates a 

net out-commute. 

K Factor. Erosion factor K indicates the susceptibility 

of a soil to sheet and rill erosion by water. Factor 

K is one of six factors used in the Universal Soil 

Loss Equation (USLE) and the Revised Universal 

Soil Loss Equation (RUSLE) to predict the average 

annual rate of soil loss by sheet and rill erosion in 

tons per acre per year. The estimates are based primarily 

on percentage of silt, sand, and organic matter 

and on soil structure and saturated hydraulic 

conductivity (Ksat). Values of K range from 0.02 to 

0.69. Other factors being equal, the higher the value, 

the more susceptible the soil is to sheet and rill erosion 

by water. 

L10. A statistical descriptor indicating the sound 

level exceeded ten percent of the time. It is a commonly 

used descriptor of community noise, and has 

been used in Federal Highway Administration standards 

and the standards of some cities. 

LEED. The Leadership in Energy and Environmental 

Design (LEED) Green Building Rating System 

is the nationally accepted benchmark for the design, 

construction, and operation of high performance 

green buildings. 

Level of Service, LOS (traffic). A qualitative measure 

describing operational conditions within a traffic 

stream and the perception of motorists and/or 

passengers regarding these conditions. A level of service 

definition generally describes these conditions 

in terms of such factors as traffic volumes, speed 

and travel time, delays at traffic signals, freedom 

to maneuver, traffic interruptions, comfort, convenience, 

and safety. 

Liquefaction. A sudden large decrease in the shearing 

resistance of a cohesion less soil, caused by a collapse 

of the structure by shock or strain, and associated 

with a sudden but temporary increase of the 

pore fluid pressure. 

Low Impact Development. Site planning and development 

features that reduce impermeable surface 

areas and increase infiltration, such as use of permeable 

paving, vegetated swales, and water retention 

facilities.

Maximum Contaminant Level. Are standards that 

are set by the Environmental Protection Agency for 

drinking water quality in Title 40 of the Code of 

Federal Regulations. The limit is usually expressed 

as a concentration in milligrams or micrograms per 

liter of water. 

Median Strip. The dividing area, either paved or 

landscaped, between opposing lanes of traffic on a 

roadway. 

Minerals. Any naturally occurring chemical element 

or compound, or groups of elements and 

compounds, formed from inorganic processes and 

organic substances, including, but not limited to, 

coal, peat, and bituminous rock, but excluding geothermal 

resources, natural gas, and petroleum (Public 

Resources Code Section 2005). 

Mitigation. A specific action taken to reduce environmental 

impacts. Mitigation measures are required 

as a component of an environmental impact report 

(EIR) if significant measures are identified. 

Mitigation Measures. Action taken to avoid, minimize, 

or eliminate environmental impacts. Mitigation 

includes: avoiding the impact altogether by not 

taking a certain action or parts of an action; minimizing 

impacts by limiting the degree or magnitude 

of the action and its implementation; rectifying the 

impact by repairing, rehabilitating, or restoring the 

affected environment; reducing or eliminating the 

impact over time by preservation and maintenance 

during the life of the action; and compensating 

for the impact by repairing or providing substitute 

resources or environments. 

Mixed Use. Describes a development project which 

includes two or more categories of land use such as 

residential and commercial, or commercial and professional 

office and the like For further discussion see 

the Land Use Element section on Mixed-use centers. 

Mode (transportation). Each form of transportation 

is a mode: public transit, bicycling, walking, and 

driving. 

Mode split (transportation). The proportion of trips 

that use each mode of transportation. 

Nitrogen Oxides (NOx). Chemical compounds containing 

nitrogen and oxygen; reacts with volatile 

organic compounds, in the presence of heat and sunlight 

to form ozone. It is also a major precursor to 

acid rain. 

Noise Attenuation. Reduction of the level of a noise 

source using a substance, material, or surface. 

Noise Contours. Lines drawn about a noise source 

indicating equal levels of noise exposure. CNEL 

and Ldn are the metrics utilized herein to describe 

annoyance due to noise and to establish land use 

planning criteria for noise. 

Open Space. Any parcel or area of land or water 

that is essentially unimproved. The General Plan 

designates privately-owned rural/grazing lands, and 

devoted open space areas as defined by California 

planning law.

Overdraft. A groundwater basin is in overdraft conditions 

when the amount of water being drawn out 

exceeds the amount of water being recharged. 

Overlay District. A zoning designation that may 

be applied in addition to the “underlying” zoning 

district, to meet a specific, additional goal, such as 

to encourage affordable housing or allow flexibility 

with parking requirements. 

Ozone. A compound consisting of three oxygen 

atoms that is the primary constituent of smog. It 

is formed through chemical reactions in the atmosphere 

involving volatile organic compounds, nitrogen 

oxides, and sunlight. Surface level Ozone can 

initiate damage to the lungs as well as damage to 

trees, crops, and materials. There is a natural layer 

of Ozone in the upper atmosphere, which shields the 

earth from harmful ultraviolet radiation. 

Paleontological Resources. The mineralized remains 

of prehistoric plant and animal life, not including 

human remains or artifacts—also known as fossils. 

Park Ratio. The amount of parkland in acres to 

1,000 residents. 

Particulate Matter (PM-10 and PM-2.5). Particulate 

matter in the atmosphere results from many kinds 

of dust- and fume-producing industrial and agricultural 

operations, fuel combustion, and atmospheric 

photochemical reactions. PM-10 and PM-2.5 consist 

of particulate matter that is 10 microns or less in 

diameter and 2.5 microns or less in diameter, respectively. 

PM-10 and PM-2.5 represent fractions of par- 

ticulate matter that can be inhaled into the air passages 

and the lungs and can cause adverse health 

effects. 

Peak Hour. The busiest one-hour period for traffic 

during a 24-hour period. The PM peak hour is the 

busiest one hour period of traffic during the evening 

commute period. The AM peak hour is the busiest 

one hour period during the morning commute. 

Pedestrian-oriented Development. Development 

designed with an emphasis on the street sidewalk 

and on pedestrian access to the building, rather than 

an auto access and parking areas. 

Performance Standards. A statement representing a 

commitment by a public agency to attain a specified 

level or quality of performance through its programs 

and policies. 

Planning Area. The land area addressed by a General 

Plan, including land within the city limits and 

land outside the city limits that bears a relation to 

the City’s planning. This area is not all intended for 

development; the Urban Growth Boundary shows 

the future development area. 

Pocket Parks. Parks less than 2 acres in area that 

may provide amenities for the immediate area, such 

as playlots in residential neighborhoods, or plazas in 

commercial and mixed-use areas. 

Rare or Endangered Species. A species of animal 

or plant listed in Sections 670.2 or 670.5, Title 14, 

California Administrative Code; or Title 50, Code

of Federal Regulations, Section 17.11 or Section 17.2, 

pursuant to the Federal Endangered Species Act designating 

species as rare, threatened, or endangered. 

Retention Area. A pond, pool, lagoon, or basin used 

for the storage of water runoff, which is not pumped 

to another location. 

Right-of-Way. A continuous strip of land reserved 

for or actually occupied by a road, crosswalk, railroad, 

electric transmission lines, oil or gas pipeline, 

water line, sanitary storm sewer or other similar use. 

Riparian. Characteristic vegetation along waterways, 

often described as “riparian corridors.” 

Seismic. Caused by or subject to earthquakes or 

earth vibrations. 

Sensitive Receptors. Persons or land users that are 

most sensitive to negative effects of air pollutants. 

Persons who are sensitive receptors include children, 

the elderly, the acutely ill, and the chronically ill. 

The term “sensitive receptors” can also refer to the 

land use categories where these people live or spend 

a significant amount of time. Such areas include residences, 

schools, playgrounds, child-care centers, hospitals, 

retirement homes, and convalescent homes. 

Shrink-Swell Potential. The extent to which a soil 

expands in volume when water is absorbed and 

shrinks as the soil dries. Expansive soils, with a high 

shrink-swell potential, are largely comprised of clays. 

Significant Effect. A beneficial or detrimental 

impact on the environment. May include, but is not 

limited to, significant changes in an area’s air, water, 

and land resources. 

Siltation. The process of silt deposition. Silt is a loose 

sedimentary material composed of finely divided 

particles of soil or rock, often carried in cloudy suspension 

in water. 

Solid Waste. General category that includes organic 

wastes, paper products, metals, glass, plastics, cloth, 

brick, rock, soil, leather, rubber, yard wastes, and 

wood. 

Special Status Species. Any species which is listed, 

or proposed for listing, as threatened or endangered 

by the U.S. Fish and Wildlife Service or National 

Marine Fisheries Service under the provisions of the 

Endangered Species Act. It also includes any species 

designated by the U.S. Fish and Wildlife Service as a 

“candidate” or “species of concern” or species identified 

on California Native Plant Society’s Lists 1A, 1B, 

or 2, implying potential danger of extinction. 

Specific Plan. A plan that provides detailed design 

and implementation tools for a specific portion of 

the area covered by a general plan. A specific plan 

may include all regulations, conditions, programs, 

and/or proposed legislation which may be necessary 

or convenient for the systematic implementation of 

any general plan element(s).

Sphere of Influence (SOI). The ultimate service 

area of an incorporated city, as established by Tulare 

County LAFCO. 

Stationary Source. A source of air pollution that is 

not mobile, such as a heating plant or an exhaust 

stack from a laboratory. 

Stormwater Runoff. Surplus surface water generated 

by rainfall that does not seep into the earth but flows 

overland to a watercourse. 

Stormwater Management. A coordinated strategy to 

minimize the speed and volume of stormwater runoff, 

control water pollution, and maximize groundwater 

recharge. 

Student Generation Rate. The number of new students 

that is projected to occur with new housing 

units. 

Subsidence. Subsidence occurs when a large portion 

of land is displaced vertically, usually due to the 

withdrawal of groundwater, oil, or natural gas. 

Threatened Species, California. A species of animal 

or plant is endangered when its survival and reproduction 

in the wild are in immediate jeopardy from 

one or more causes, including loss of habitat, change 

in habitat, over-exploitation, predation, competition, 

disease, or other factors; or when although not 

presently threatened with extinction, the species is 

existing in such small numbers that it may become 

endangered if its environment worsens. A species 

of animal or plant shall be presumed to be rare or 

endangered as it is listed in Sections 670.2 or 670.5, 

Title 14, California Code of Regulations; or Title 50, 

Code of Federal Regulations Sections 17.11 or 17.12 

pursuant to the Federal Endangered Species Act as 

rare, threatened, or endangered. 

Threatened Species, Federal. A species which is 

likely to become an endangered species within the 

foreseeable future throughout all or a significant 

portion of its range. 

Total Dissolved Solids (TDS). Total dissolved solids 

comprise inorganic salts and small amounts of 

organic matter that are dissolved in water. The principal 

constituents are usually calcium, magnesium, 

sodium and potassium and the anions carbonate, 

bicarbonate, chloride, sulphate and, particularly in 

groundwater, nitrate (from agricultural use). 

Toxic Air Contaminant. An air pollutant that may 

increase a person’s risk of developing cancer and/ 

or other serious health effects. Toxic air contaminants 

include more than 700 chemical compounds 

that have been determined to have potential adverse 

health impacts. 

Transit Oriented Development. A development or 

planning concept typified by the location of residential 

and commercial districts around a transit station 

or corridor with high quality service, good walkability, 

parking management and other design features 

that facilitate transit use and maximize overall accessibility.

Transportation Demand Management. Measures 

to improve the movement of persons and goods 

through better and more efficient utilization of existing 

transportation systems (e.g., streets and roads, 

freeways and bus systems) and measures to reduce 

the number of single-occupant vehicles utilized for 

commute purposes. 

Trip Generation. The number of vehicle trip ends 

associated with (i.e., produced by) a particular land 

use or traffic study site. A trip end is defined as a 

single vehicle movement. Roundtrips consist of two 

trip ends. 

Urban Development Boundary (UDB). The 

administrative boundary beyond which urban development 

is not allowed during the General Plan’s first 

time period. Plan policies provide specific criteria for 

moving from the UDB, or First Tier, to the Urban 

Growth Boundary (UGB, or Second Tier). 

Urban Growth Boundary (UGB). The line within 

which all urban development is to be contained. The 

primary purpose of an UGB is to limit the extent of 

urbanization. 

Use. The purpose for which a lot or structure is or 

may be leased, occupied, maintained, arranged, 

designed, intended, constructed, erected, moved, 

altered, and/or enlarged as per the City’s Zoning 

Ordinance and General Plan land use designation. 

Vehicle Miles Traveled (VMT). A measure of both 

the volume and extent of motor vehicle operation; 

the total number of vehicle miles traveled within a 

specified geographical area (whether the entire country 

or a smaller area) over a given period of time. 

View Corridor. The line-of-sight (identified as to 

height, width, and distance) of an observer looking 

toward an object of significance to the community 

(e.g., ridgeline, river, historic building, etc.). 

Walkable. A characteristic of an area in which a variety 

of housing types, retail uses, parks, schools and 

other destinations are in close proximity and wellconnected 

by streets and paths that provide a good 

pedestrian environment. 

Water Recycling. The reuse of tertiary-treated wastewater 

for landscaping, industrial cooling, irrigation, 

groundwater recharge, or other uses. 

Watershed. The total area above a given point on 

a watercourse which contributes water to the flow 

of the watercourse; the entire region drained by a 

watercourse. 

Wetlands. Areas that are permanently wet or periodically 

covered with shallow water, such as saltwater 

and freshwater marshes, open or closed brackish 

marshes, swamps, mud flats, and fens. 

Wildlife Corridor. A natural corridor, such as an 

undeveloped ravine, that is frequently used by wildlife 

to travel from one area to another. 

Williamson Act. Known formally as the California 

Land Conservation Act of 1965, it was designed as an 

incentive to retain prime agricultural land and open

space in agricultural use, thereby slowing its conversion 

to urban and suburban development. The program 

entails a ten-year contract between an owner 

of land and (usually) a county whereby the land is 

taxed on the basis of its agricultural use rather than 

the market value. The land becomes subject to certain 

enforceable restrictions, and certain conditions 

need to be met prior to approval of an agreement. 

Zoning Ordinance. Title 17 of the Visalia Municipal 

Code divides incorporated City land into districts 

and establishes regulations governing the use, placement, 

spacing, and size of buildings, open spaces, 

and other facilities. 

LIST OF ACRONYMS 

af/y: acre feet/year 

ADA: Americans with Disabilities Act 

ADT: Average daily traffic 

AHO: Affordable Housing Overlay zone 

ALUC: Airport Land Use Commission 

AST: Aboveground Storage Tank 

BAU: Business as Usual 

BACT: Best Available Control Technology 

BMP: Best Management Practice 

Caltrans: California Department of Transportation 

CalGreen: California Green Building Code 

CalRecycle: California Department of Resources 

Recycling and Recovery 

CAP: Climate Action Plan 

CARB: California Air Resources Board 

CDFG: California Department of Fish and Game 

CEQA: California Environmental Quality Act 

CFCs: Chlorofluorocarbons

cfs: Cubic feet per second 

CGS: California Geologic Survey 

CIP: Capital Improvement Program 

CLG: Certified Local Government 

CMP: Congestion Management Program 

CNDDB: California Natural Diversity Database 

CNEL: Community Noise Equivalent Level 

CO2e: Carbon Dioxide Equivalent 

COS: College of the Sequoias 

CWMA: Consolidated Waste Management Authority 

dB: Decibel 

dBA: Decibel A-Weighted 

DNL: Day-Night Average Noise Level 

DOF: Department of Finance 

DPM: Diesel Particulate Matter 

DTSC: Department of Toxic Substances Control 

DU: Dwelling Unit 

du/ac: Dwelling Units per acre (measure of density) 

DWR: Department of Water Resources 

EIR: Environmental Impact Report (CEQA) 

EPA: Environmental Protection Agency 

FAR: Floor Area Ratio (measure of intensity) 

FEMA: Federal Emergency Management Act 

FMMP: Farmland Mapping and Monitoring Program 

GCC: Global Climate Change 

GHG: Greenhouse Gases 

GIS: Geographic Information Systems 

GP: General Plan 

GPURC: General Plan Update Review Committee 

gpcpd: gallons per capita per day (water use) 

GWP: Global Warming Potential 

HSR: High Speed Rail 

HHW: Household Hazardous Waste 

ISO: Insurance Service Office 

KART: Kings Area Rural Transit 

KDHCD: Kaweah Delta Health Care District 

KDWCD: Kaweah Delta Water Conservation District 

LAFCO: Local Agency Formation Commission

LEED: Leadership in Energy and Environmental- 

Design 

LID: Low Impact Development 

Leq: Equivalent Sound Level 

Ldn: Day-Night Average Sound Level 

LHMP: Local Hazards Mitigation Plan 

LOS: Level of Service 

LUST: Leaking Underground Storage Tank 

MCL: Maximum Contaminant Level 

mgd: Million gallons per day (water or wastewater) 

MT: Metric ton (greenhouse gases) 

NAAQS: National Ambient Air Quality Standards 

NAHC: Native American Heritage Commission 

NAICS: North American Industry Classification 

System 

NFPA: National Fire Protection Association 

NPDES: National Pollution Discharge Elimination 

System 

NFIP: National Flood Insurance Program 

NWI: National Wetlands Inventory 

PM-2.5: Suspended particulate matter 2.5 microns or 

less in diameter 

PM-10: Suspended particulate matter 10 microns or 

less in diameter 

ppb: Parts per billion 

ppd: Pounds per person per day (waste) 

ppm: Parts per million (106) by volume or weight 

ROG: Reactive Organic Gases 

RTP: Regional Transportation Plan 

RWQCB: Regional Water Quality Control Board 

SIP: State Implementation Plan (Air Pollution) 

SJVAPCD: San Joaquin Valley Air Pollution Control 

District 

SJVAB: San Joaquin Valley Air Basin 

SMARA: Surface Mining and Reclamation Act 

SOI: Sphere of Influence 

Sq. Ft.: Square Feet 

SR: State Route 

SWMP: Storm Water Management Plan 

SWRCB: State Water Resources Control Board 

TAC: Toxic Air Contaminant

TAZ: Traffic Analysis Zone 

TCAG: Tulare County Association of Governments 

TCAT: Tulare County Area Transit 

TCEHD: Tulare County Environmental Health Division 

TDM: Transportation Demand Management 

TID: Tulare Irrigation District 

TOD: Transit Oriented Development 

UDB: Urban Development Boundary 

UGB: Urban Growth Boundary 

USGS: United States Geologic Survey 

UST: Underground Storage Tank 

UWMP: Urban Water Management Plan 

V/C: Volume to Capacity Ratio 

VEDC: Visalia Economic Development Corporation 

VFD: Visalia Fire Department 

VMT: Vehicle Miles Traveled 

VOC: Volatile Organic Chemicals 

VPD: Vehicles per Day 

VPD: Visalia Police Department 

VT: Visalia Transit 

VUSD: Visalia Unified School District 

WCP: Water Conservation Plant

APPENDIX A: HAZARDOUS SUBSTANCE SITES 

Table A-1: Contaminated Sites 



ID Site Name Address Site Type Cleanup Status 

ACTIVE CASES IDENTIFIED BY THE DEPARTMENT OF TOXIC SUBSTANCES CONTROL 

1 Edison/Visalia Pole Yard 432 Ben Maddox Way Federal Superfund - Listed Active - Land Use Restrictions 

2 Kaweah Crop Duster - Green Acres Airport 2530 W. Goshen State Response Active - Land Use Restrictions 

3 So. Cal. Gas/Visalia MGP 300 N. Tipton St. State Response Certified - Land Use Restrictions 

4 Goshen Avenue and Shirk Road Site 6941 and 6707 W. Goshen Ave. State Response Active 

5 Visalia Dry Cleaner Investigation Central City Area State Response Active 

6 Former Country Club Cleaners 5214 and 5240 W. Walnut Ave. Voluntary Cleanup Active 

7 Former Lamoure's Cleaners and Laundry, Noble 1415 E. Noble Ave. Voluntary Cleanup Active 

8 Former Village Cleaners 2615 S. Mooney Blvd. Voluntary Cleanup Active 

9 Lamour's Cleaners, Mooney 2911 S. Mooney Blvd. Voluntary Cleanup Active 

10 Miller's Cleaners, Whitendale 2235 W. Whitendale Ave. Voluntary Cleanup Active 

11 Millers Dry Cleaners 110 N. Willis St. Voluntary Cleanup Active 

12 Mission Uniform 520 E. Mineral King Ave. Voluntary Cleanup Active 

13 One Hour Martinizing 717 W. Main St. Voluntary Cleanup Active 

14 Paragon Dry Cleaners 119 S. Willis St. Voluntary Cleanup Active 

15 Visalia Civic Center Brownfields Development NW Burke St. and Oak Ave. Voluntary Cleanup Active 

OPEN CASES IDENTIFIED BY THE STATE WATER RESOURCES CONTROL BOARD 

16 Country Club Cleaners 2000 W. Whitendale Ave. Cleanup Program Site Open 

17 Sierra Beverage Co. 1001 S. Ben Maddox Way Cleanup Program Site Open 

18 CDF Visalia Maintenance Yard 1968 S. Lovers Ln. Cleanup Program Site Open - Site Assessment 

19 Former Cargill Property 31189 Road 68 Cleanup Program Site Open - Site Assessment 

20 Holiday RV Park 6610 Betty Drive Cleanup Program Site Open - Site Assessment 

21 Kawneer Company 7200 Doe Ave. Cleanup Program Site Open - Site Assessment 

22 Trellis Company Avenue 305 Cleanup Program Site Open - Site Assessment 

23 Union Pacific Railroad - Goshen Junction Effie Cleanup Program Site Open - Site Assessment 

AUGUST 2012 

A-1

Table A-1: Contaminated Sites 

ID Site Name Address Site Type Cleanup Status 

24 Valley Warehouse 31071 Road 68 Cleanup Program Site Open - Site Assessment 

25 Visalia Village Shopping Center (Near Time Oil Inc.) 2615 S. Mooney Blvd. Cleanup Program Site Open - Site Assessment 

26 Dunn's Sand, Inc. 15602 Avenue 296 Cleanup Program Site Open - Remediation 

27 Sprague Electric Co. (Former) 26899 S. Mooney Blvd. Cleanup Program Site Open - Remediation 

28 California Acid Delinting - Visalia Cleanup Program Site Open - Inactive 

29 Milbros Investment Company Ave. 305 & Hwy. 99 Cleanup Program Site Open - Inactive 

30 Mooney Grove Park 27000 S. Mooney Blvd. LUST Cleanup Site Open - Site Assessment 

31 R.L. Frakes 620 E. Center LUST Cleanup Site Open - Site Assessment 

32 Sanders Market 27548 Road 148 LUST Cleanup Site Open - Site Assessment 

33 Shell Service Station 201 W. Noble LUST Cleanup Site Open - Site Assessment 

34 The Job Shop 2129 E. Main St. LUST Cleanup Site Open - Site Assessment 

35 Time Oil Co./Mooney Mart 2440 S. Mooney Blvd. LUST Cleanup Site Open - Site Assessment 

36 Tulare County Motor Pool Burrel & Sunset LUST Cleanup Site Open - Site Assessment 

37 Fast Break Food Store 30821 Hwy. 99 LUST Cleanup Site Open - Remediation 

38 JA Fischer Inc. 1633 E. Mineral King LUST Cleanup Site Open - Remediation 

39 Lee's Mini Mart 540 N. Court St. LUST Cleanup Site Open - Remediation 

40 Tosco - Facility #2177 100 W. Mineral King LUST Cleanup Site Open - Remediation 

41 Double D Mini Mart 1500 W. Houston LUST Cleanup Site Open - Verification Monitoring 

42 Langendorf Bakery 525 N. Burke LUST Cleanup Site Open - Inactive 

42 Langendorf Bakery 525 N. Burke LUST Cleanup Site Open - Inactive 

Note: The four highlighted sites are identified by both DTSC and SWRCB. SWCRB classifies each of these sites as Cleanup Program Sites, and classifies their status as Open. 

Sources: California Department of Toxic Substances Control, 2010, State Water Resources Control Board, 2010. 

A-2 

VISALIA GENERAL PLAN UPDATE

APPENDIX B: EXISTING TRAFFIC NOISE CONTOURS 

Table B-1: Existing Traffic Noise Contours 



Distance to Contour (feet) 

Street Limits L dn at 50 feet 70 L dn 65 L dn 60 L dn 

Akers St Visalia Pkwy to Caldwell Ave 64


B-2 




Burke St Cambridge Ave to Tulare Ave 54






Conyer St Noble Ave to Mineral King Ave 61

B-4 





Giddings St Noble Ave Mineral King Ave 64






Houston Ave Willis St to Dinuba Blvd 65


B-6 




Main St Conyer St to West St 60






Riggin Ave Dinuba Blvd to Santa Fe St


B-8 




Walnut Ave Akers St to Demaree St 64






Willis St Acequia Ave to Main St 55

B-10 VISALIA GENERAL PLAN UPDATE 


CONSULTANTS 

Dyett & Bhatia 

Urban and Regional Planners 

755 Sansome Street, Suite 400 

San Francisco, CA 94111 

Michael Dyett, FAICP, Principal-in-Charge 

Sophie Martin, Senior Associate 

Sarah Nurmela, Senior Associate 

Peter Winch, Associate 

Isha Bhattarai, GIS Specialist 

Mark Chambers, Graphics Manager 

Diana Nankin, Senior Graphic Designer 

Catarina Bang, Project Assistant 

Joyce Lee, Project Assistant 

Economic & Planning Systems 

2501 Ninth Street, Suite 200 

Berkeley, California 94710 

Jason Moody, Managing Principal 

Michael Nimon, Associate 

ICF International 

630 K Street Suite 400 

Sacramento, CA 95818 

Sally Zeff, Principal 

Omni-Means 

309 West Main Street, Suite 100 

Visalia, California 93291 

Marty Inouye, Principal 

Gary Mills, Traffic Engineer 

Provost & Pritchard 

130 North Garden Street 

Visalia, CA 93291 

John Dutton, Principal Engineer

D Y E T T & B H ATIA 

Urban and Regional Planners 

755 Sansome Street, Suite 400 

San Francisco, California 94111 

415 956 4300 415 956 7315

General Plan Update Review Committee Draft Elements Part 2 For ...

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