Committee Members. Member Title Organization. Development Administrator. Principal, Harmar Elementary School. Principal, Phillips Elementary School

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2 SECTION 1: Committee Members Member Title Organization Joe Tucker P.E. (Engineering) (Primary Contact) (740) Dr. Bruce Thomas (Education) City Engineer Superintendent City of City Schools William Hampton (Encouragement) Principal, Middle School City Schools Alan Linscott (Enforcement) Mike Stocky (Evaluation) Police Officer Development Administrator City of City of Michael Mullen Mayor City of Cheryl Cook Steve Arnold Scott Kratche Principal, Harmar Elementary School Principal, Phillips Elementary School Principal, Washington Elementary School City Schools City Schools City Schools Dave Davis Transportation Manager City Schools Jonni Tucker Public Health Nurse City of 2

3 Tracy Higgins Transportation Specialist Wood, Washington, and Wirt Counties Interstate Planning Commission Primary Contact: Joe Tucker City Engineer City of, Engineering Department 304 Putman Street, Ohio

4 SECTION 2: INTRODUCTION In early 2006, the City did not have a comprehensive Safe Routes to School (SRTS) plan. In the City s efforts to enhance pedestrian and bicyclist corridors, the City and local officials identified four schools to study and develop a School Travel Plan. With the SRTS plan never having been developed in the past, the City and the School District recognizes the opportunity and need for this plan. The schools identified are Harmar Elementary, Phillips Elementary, Washington Elementary, and Middle School. In preparation of development of the School Travel Plan, the City set a meeting with the school board in March 2008 to familiarize and inform school personnel to the SRTS program. Also this meeting served as a planning period to create an action plan for completing the first six sections of the School Travel Plan. Following the meeting with the school board in May of 2008 the State Coordinator from SRTS hosted a Workshop / Training Session at Phillips Elementary, one of our four identified schools. The School District and the City of s community has chosen to write a SRTS plan to help provide a safe, secure, and healthy alternative for students and their families when planning to travel to school premises. The City of School Travel Plan incorporates the input of a variety of local stakeholders, including city officials, school representatives, and community groups. The City of School Travel Plan focuses on providing a healthy and less costly alternative to parents carpooling and bus transporting students to and from the school campuses. In conclusion, the City of School Travel Plan, will address the needs of the community by allowing greater flexibility when accessing these sites for school functions, athletic events, and other school related activities. 4

5 SECTION 3: THE PUBLIC INPUT PROCESS The City of s SRTS Team represents many affiliations within the community that are interested in promoting active transportation for students to and from school and extracurricular activities. To have a successful plan the community has to have complete understanding and support of the SRTS plan. The City of involved the public early on in our plan and will continue to keep them involved throughout the process to the end. The heart of our plan will be the analysis, prioritization, and implementation of all public suggestions and comments. The community has a vital share in the outcomes and results due to their location in the center of action and their ability to reflect levels of expertise and commonsense in specific areas pertinent to the SRTS process and the ultimate substance of the plan. In doing so, there are several actions and events that will be either planned or are in progress: Parent Surveys The City of used the standard Parent/Guardian Survey supplied by the Ohio SRTS. The results of these surveys are included in Section 6 of this plan. Host Public Meetings The City of has hosted several public meetings to gain public comments. One was held in March of 2008 which included a presentation of the SRTS program to better inform the public of this program s purpose. A Regional Training was held in May of 2008 at Phillips Elementary. The City of has also hosted public meetings at each school s PTO meeting to collect input from the public in the spring of The City of s School Travel Team also has had additional public meetings at the team s discretion and will incorporate public comments, ideas, and problem solving into the SRTS plan. Interviewing Key Stakeholders The City of has met with several of the stakeholders and interviewed stakeholders directly related to student travel. The City of has conducted a presentation at each of the four schools at a PTO meeting with each school s principal present. These comments are shown in Attachment A. The City has taken all comments and has implemented them into the SRTS plan. We the City have interviewed school crossing guards and the City s Safety Service Director, who is in direct contact to law enforcement officers, to collect any pertinent ideas and concerns from them. These comments and suggestions are also including in Attachment A. (See Attached) Law enforcement officers will play an important role in implementing countermeasures of our plan, in enforcing traffic laws and ensuring greater pedestrian safety. Solicit Student Opinions The City recognizes that the students will have a unique perspective on some of the problems and solutions with walking and/or bicycling to 5

6 school. The City is working directly with each school to get students opinions. The teachers have asked students to write letter with their opinions. (See Attachment C) Publicize and Public Comment Period Once the first six sections are completed, the City will open a public comment period during which the public and community is encouraged to submit any suggestions, recommendations, and opinions for minimal changes. We will advertise the public comment period with our local newspapers, school newspapers, City website, and school websites. All feedback will be through letters and s. Public Participation In Pilot Projects In the past couple years, the City has done a few projects that public entities have been involved with. One of which is called Walk. Walk, is a project where the residents of the City can volunteer to evaluate sidewalks that are in the City limits, picking up any deficiencies they may have. Once completed the City will prioritize the data and start to replace sections of sidewalk, to improve our pedestrian corridors. Another example is our Market Street Sidewalk Reconstruction Project. This portion of sidewalk is located near Harmar Elementary, one of our selected four schools for SRTS. In this project, we reconstructed a non usable sidewalk and parking area into a usable and safer pedestrian corridor to the school. Included, new sidewalk, ADA accessible curb ramps, curb, and off street parallel parking for student drop off or pick up. This project was funded by CDBG. Incorporate Existing Plans & Infrastructure The City has put together an Alternate Transportation Plan that provides guidance for the implementation of interconnected bicycle and pedestrian networks for transportation. The intent of this plan is to consider the potential for greenways and trails, to evaluate the routes currently in use by bicyclists, pedestrians, and other human powered transportation activities. Also to recommend ways to improve access and safety related to the use of these routes. The plan also considers the location of parks and major schools in the county as well as other areas of interest such as businesses and industries. In result of this plan, the key benefits are: Economic Vitality, Tourism, Safer Neighborhoods, Cleaner Environment, Energy Efficiency, Health, Social Equity, and Greenways in Our Local Community. School Wellness Policy Objectives The City School District has recently put in place their School Wellness Policy. The City will be incorporating part of the School Wellness Policy s objectives into the SRTS plan. In doing so, will educate students on nutrition at school as well as at home. Also, will strive on the importance of physical activities both at school and outside the school environment, to keep students healthy. 6

7 SECTION 4: SCOPE These first six (6) sections of the SRTS Plan is the first draft of the City of s School Travel Plan. Additional components, such as sections seven (7) through twelve (12) will be completed by a consultant with help and input given by the City of. Each school, incorporated in this plan, has their own travel procedures, to and from school. Each school s Arrival and Dismissal procedure is stated later in section six (6). The scope of this plan will be developed to meet the specific needs of the four schools in the City of. The School Travel Plan will focus our efforts to include engineering solutions to current problems, education, targeted enforcement in school zones, and evaluation. All four schools, Harmar Elementary, Middle School, Phillips Elementary, and Washington Elementary are located within one mile of downtown. A map is attached that indicates the general locations of each school incorporated in this school travel plan. The four schools involved are: 1. Harmar Elementary is located at 100 Fort Square, OH The operating hours of Harmar Elementary are 8:50 A.M. to 3:50 P.M. The current enrollment is approximately 310 students in grades pre-school through grade five. 2. Middle School is located at 242 North Seventh Street, OH The operating hours of Middle School are 7:50 A.M. to 2:55 P.M. The current enrollment is approximately 670 students in grades six through eight. 3. Phillips Elementary is located at 300 Pike Street, OH The operating hours of Phillips Elementary are 8:50 A.M. to 3:45 P.M. The current enrollment is approximately 390 students in grades kindergarten through grade five. 4. Washington Elementary is located at 401 Washington Street, OH The operating hours of Washington Elementary are 8:55 A.M. to 3:35 P.M. The current enrollment is approximately 350 students in grades kindergarten through grade five. Attachment A map that indicates the location of the four schools incorporated in the City of School Travel Plan is included with this section. Along with the map of the locations of the schools, there is also attached a map that shows existing and proposed pedestrian and bicycle trails in the area. 7

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10 SECTION 4: SCHOOL DEMOGRAPHICS Harmar Elementary School Ethnicity African American Non Hispanic Percentage 1.0 % American Indian 0.3 % Asian 0.0 % Caucasian 98.1 % Hispanic 0.0 % Multiracial 0.6 % Migrant Students 0.0 % Economically Disadvantaged Students Limited English Proficient (LEP) Students 52.9 % 5.1 % Handicap Students 16.7 % Gifted Students 10.6 % 10

11 Middle School Ethnicity African American Non Hispanic Percentage 1.2 % American Indian 0.3 % Asian 0.5 % Caucasian 96.5 % Hispanic 0.8 % Multiracial 0.8 % Migrant Students 0.0 % Economically Disadvantaged Students Limited English Proficient (LEP) Students 42.2 % 0.6 % Handicap Students 14.3 % Gifted Students 29.7 % 11

12 Philips Elementary School Ethnicity African American Non Hispanic Percentage 0.5 % American Indian 0.0 % Asian 0.5 % Caucasian 95.3 % Hispanic 0.2 % Multiracial 3.4 % Migrant Students 0.0 % Economically Disadvantaged Students Limited English Proficient (LEP) Students 54.5 % 4.9 % Handicap Students 16.5 % Gifted Students 20.6 % 12

13 Washington Elementary School Ethnicity African American Non Hispanic Percentage 2.0 % American Indian 0.6 % Asian 0.3 % Caucasian 94.6 % Hispanic 0.6 % Multiracial 2.0 % Migrant Students 0.0 % Economically Disadvantaged Students Limited English Proficient (LEP) Students 58.8 % 5.4 % Handicap Students 11.9 % Gifted Students 10.2 % 13

14 SECTION 6: CURRENT SCHOOL TRAVEL ENVIRONMENT Parent Student Survey Results Harmar Elementary School Walk Bike Bus Family Carpool Totals* Percentages 13.0% 0.0% 68.1% 18.8% 0.0% * These results were from a take home survey for parents. The numbers in the total line represent the majority of how each student travels to and from school. Washington Elementary School Walk Bike Bus Family Carpool Totals* Percentages 33.0% 0.9% 16.1% 42.9% 7.1% * These results were from a take home survey for parents. The numbers in the total line represent the majority of how each student travels to and from school. Phillips Elementary School Walk Bike Bus Family Carpool Totals* Percentages 9.7% 0.0% 54.2% 33.3% 2.8% * These results were from a take home survey for parents. The numbers in the total line represent the majority of how each student travels to and from school. Middle School Walk Bike Bus Family Carpool Totals* Percentages 17.5% 2.5% 46.7% 25.0% 8.3% * These results were from a take home survey for parents. The numbers in the total line represent the majority of how each student travels to and from school. DISTANCE LIVED FROM SCHOOL BUILDING One Mile or Less One to Two Miles More Than Two Miles Harmar Elementary Washington Elementary Phillips Elementary Middle School Totals Total Survey Responses 14

15 Harmar Elementary School 11.6% 2.9% Kids That Get A Ride to School Kids That Get A Ride and Walk to School 85.5% Kids That Walk to School 15

16 Washington Elementary School 26.8% Kids That Get A Ride to School 14.3% 59% Kids That Get A Ride and Walk to School Kids That Walk to School 16

17 Phillips Elementary School 6.9% 2.8% Kids That Get A Ride to School Kids That Get A Ride and Walk to School Kids That Walk to School 90.3% 17

18 Middle School 10.8% 9.2% Kids That Get A Ride to School Kids That Get A Ride and Walk to School Kids That Walk to School 80% 18

19 ARRIVAL AND DISMISSAL PROCEDURES (School Travel Policy) Middle School ARRIVAL City Schools is not responsible for the safety or supervision of students on campus before 7:20 A.M. Students are not permitted on campus before 7:20 A.M. Use assigned entrance and exits. Students are to report to areas of the gym designated for grades 6, 7, and 8. If choosing to eat breakfast, students should report to cafeteria. (Fee, free and reduced-fee breakfast is available) Arrivals after 8:00 A.M. must report to office. WALKERS Leave the school grounds immediately upon dismissal. Use the steps and sidewalks properly (walk on the right) Do not walk in the street. Do not loiter on school grounds. The school cannot be responsible for the supervision of students on school property after 2:30 P.M. unless they are in a designated area waiting for a late bus or involved in a sanctioned after-school activity. Students in sanctioned after school activities are not permitted on campus until the arrival of the activity sponsor. Respect the rights of property owners on the way home. TRANSPORTATION OF STUDENTS: RULES AND REGULATIONS 1. To ensure the safe transportation of our students, all students riding the bus are under the direct supervision of the bus driver. The bus driver has the expressed authority to enforce district policies, rules, regulations or procedures concerning student s bus conduct. Student s disorderly conduct or refusal to follow the orders issued by the bus driver constitutes sufficient 19

20 cause for disciplinary procedures to be initiated against the student. These disciplinary actions may range from the suspension or revocation of riding privileges in accordance with board policies and the Ohio Revised Code. 2. All students who reside over one (1) mile from their home elementary school and middle or high students who reside more than 2 miles from their respective schools are eligible for transportation. School buses will not be scheduled to travel roads where students live less than 1/2 mile to the intersection of a main route. 3. Pupils will ride their assigned buses to and from school. Parents must request, in writing to permit deviation from this rule. Requests shall be made to the transportation manager. 4. Pupils are assigned pick up and drop off locations (stops), unless a written request, signed by the parents, asking permission to be let on or off the bus at some other stop is presented to the bus driver. (No Senior High students will be discharged at the Middle School.) Parents will assume the responsibility of the child when such a request is made and granted. The administration reserves the right to refuse these requests for just cause. 5. Parents are responsible for the safety and conduct of the pupils while going to and from pickup points and for their meeting the bus on schedule. 6. Buses operate on a time schedule as outlined by the transportation manager and approved by the Superintendent and Board of Education. 7. Eating, drinking, chewing gum, and littering are not permitted on the bus. 8. Possession or the use of tobacco, drugs, or alcohol of any type is not permitted on the bus at any time. 9. Noise on the bus shall be kept to a minimum at all times to assure safety of operation. 10. Absolute quiet must be maintained at all railroad crossings or other dangerous areas. 11. Nothing shall be thrown out of the bus nor anything held so it extends out of the window. 12. All parts of pupils bodies shall be kept inside the bus at all times. 13. In accordance with the Board of Education s dangerous weapons policy, dangerous weapons, firearms, ammunition, explosives, fireworks, firecrackers, glass containers, animals, skateboards, other recreational items, or other dangerous materials that may interfere with the safe operation of the vehicle, shall not be transported. 14. Pupils may transport musical instruments, class projects, or articles so long as they can be held in the student s lap. Larger items will be placed in the under bus storage compartments when available. 15. No pupil shall stand up, leave or be out of their seat in any fashion while the bus is in motion. 16. Pupils shall be required to perform four (4) rear door emergency evacuation drills per year. The bus driver will supervise the drills. 20

21 17. Pupils shall be waiting at least ten (10) feet from the roadway, in an orderly manner, at the assigned loading area, to board the bus when it arrives. No pushing or shoving when boarding the bus. 18. Pupils may be required to sit three (3) to a seat and no standees shall be allowed. Seats can be assigned by the driver to maintain order and for evacuation purposes. 19. Parents are responsible for any damage to the school bus by their children. 20. In accordance with the Board s zero tolerance policy on violence, fighting or intimidating other students or board employees is strictly prohibited. Washington Elementary School ARRIVAL Students are to arrive no earlier than 8:55 A.M. unless prior approval by a teacher or the office has been given. Parents will be notified if students arrive too early. DISMISSAL Students will be dismissed at 3:30 P.M. where students will be released to their parents or transported to them, by bus. Parents are to contact the school when their child s regular dismissal has been changed. Without notification, the school will require your child to follow his/her regular dismissal procedure. During both Arrival and Dismissal Procedures crossing guards are used at the Washington St. & Third St, Washington St. & Fourth St. intersections also use the Third and Fourth Street intersections at the light. Students at Washington School are permitted to ride their bicycles to school if they are in grades 3-5, and if they obtain a bike permit. To obtain a permit the student must complete an application form, agree to abide by some specific safety rules, have a parent sign the application and wear a bike helmet. Students are required to walk their bicycles when on school property. Bike permits can be suspended if rules are not followed. Riding scooters, skateboards, or in-line skates to school is not permitted. Harmar Elementary School ARRIVAL Buses begin arriving at 8:40 A.M. and stop at the curb just outside the school fence for students to unload. Students enter via the small gate and line up by grade to enter the building. Some parents drop their kids off at the small gate used by bused students. Other parents drop students off at the gate at the North end of the Playground. 21

22 DISMISSAL Walkers exit the large gate near the Safety Town area of the playground. We ask that the students walk to the corner of Gilman and Market before crossing the street. Bused students will line up at the designated areas and be dismissed by the duty teacher. Students being picked up by parents will exit the gate at the upper end of the playground, cross Fort Square and Crawford to the parking area across from the school. Parents who drive are asked to park beside, not blocking, the gravel drive used by the buses to exit Gilman Ave. Students are not dismissed to the river side of the building. Parents picking up students are asked to meet their child on the playground or in the designated parking areas, not the classroom door. There are no crossing guards or school speed limit flasher used during these times. Bicycles are permitted to be rode to school for students in grades 3-5. Bike permits are required and can be obtained in the school office from the secretary. To obtain a permit, the student must complete an application form and agree to abide specific safety rules. Bike riders must wear a bike helmet. Students are required to walk their bicycles when on school property. Bike permits can be suspended if the rules are not followed. Phillips Elementary School ARRIVAL Buses begin arriving at 8:40 A.M. and proceed to the back of the school for students to unload. Students enter via the back doors and proceed directly to their classrooms. DISMISSAL The last bus departs at 3:55 P.M. and walkers and students being picked up by parents are dismissed first. They exit the front doors to meet their parents if being picked up. Walkers exit through all exit doors depending on which way they will be walking home. All bused students exit classrooms and report to the gym, where they line up according to which bus they ride home. These students are dismissed in order of bus arrival. They exit the back doors and directly enter the appropriate bus. The buses are the only moving vehicles in the back of the building at this time. The buses then exit on the opposite side of the building and proceed to Pike Street. There are no crossing guards on public streets. There is one overhead school pedestrian sign located on Pike Street. This is a very busy intersection and even with the sign, parents will not allow their children to walk to school. Thus they are driven to school by parents. The crossing at Pike Street is located on the busiest street in. However, an adult employee of the school acts as a crossing guard in front of the building to help insure students exit cars and enter the front of the building safely upon arrival in the morning. 22

23 Students in grades 3-5 are allowed to bike to school. Bike permits are required and can be obtained in the school office from the secretary. To obtain a permit the student must complete an application form, have approval from, his/her parents and agree to abide by specific safety rules. Bike riders must wear a bike helmet and walk their bikes while on school grounds. Bike permits can be suspended if rules are not followed. School Safety or Hazard Bussing At this time the City School District does not have a policy for School Safety or Hazard Bussing. GIS Mapping Attached below are two maps. One indicates parcel data, Right of way, and Traffic Controls. The other depicts School Boundaries and Two Mile Radius. Electronic copies of this information will be available to the task order consultant. 23

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30 Sidewalk Maintenance Policy The City of has an Annual ADA Curb Ramp Project that is tied together to our Annual Paving Project. We update all curb ramps associated to ADA Standards, along with some sidewalk replacement. As of 2009 the city has purchased a slab jacking machine, and will be correcting and maintaining our sidewalks annually. The City of also has a Sidewalk Maintenance Policy that gives responsibility to the property owner to maintain the sidewalk in front of their property. This is stated in Codified Ordinance 905, Section , and Paragraph B (See Attachment B). 30

31 Section 7 Barriers to Active Transportation Please refer to pages i and 1-12 of the Engineering Study performed by Stantec Consulting Services, Inc. located in Section 12.

32 Section 8 Creating Solutions and Counter Measures Middle School Goals: Increase student active transportation by ten percent. Increase active transportation safety around the school and on the travel routes of students to and from the school. Decrease the number of private vehicles picking up and dropping off students by ten percent. Educate and encourage students and parents about the benefits of active transportation. Educate students, parents, and community residents about active transportation safety. Engineering: Refer to pages and of the Engineering Study prepared by Stantec Consulting Services, Inc. located in Section 12. Education: Through creation of a website with up to date information about active transportation to and from the school (one website for all schools). Educate students, parents, and residents about active transportation and driver awareness with Public Service Announcements. Create handouts and flyers that can be given out at back to school nights and/or parent teacher conferences to educate parents and students about the program and a healthier and more active lifestyle. Educate students about the importance of active transportation through health and or physical education classes. Install Active Transportation Zone street signs at key entrances to the city. Hold a bike rodeo. Hold walk/bike to school days. Encouragement: Provide students with reflective Safety Gear with SRTS logo. Provide odometers and pedometers to students so they can track the miles they travel each day. Have prizes for attending the bike rodeo.

33 Provide First Aid training for adult volunteers. Enforcement: Run background checks on all adult volunteers. Increased police presence along the travel routes around the school during arrival and dismissal times, by paying for overtime. School personnel issuing Parking violation warning tickets in pick up and drop off zones. Increased police presence at the school during arrival and dismissal times, by utilizing off-duty officers in uniform. Evaluation: Monitoring traffic accident/violations in active transportation zone. Monitor the number of students participating in active transportation through surveys and occasional hand counts. Harmar Elementary School Goals: Increase student active transportation by ten percent. Increase active transportation safety around the school and on the travel routes of students to and from the school. Decrease the number of private vehicles picking up and dropping off students by ten percent. Improve the private vehicle pick up and drop off situation to increase safety for the students who use active transportation to and from school. Educate and encourage students and parents about the benefits of active transportation. Educate students, parents, and community residents about active transportation safety. Engineering: Refer to pages of the Engineering Study prepared by Stantec Consulting Services, Inc. located in Section 12. Education: Through creation of a website with up to date information about active transportation to and from the school (one website for all schools). Educate students, parents, and residents about active transportation and driver awareness with Public Service Announcements. Create handouts and flyers that can be given out at back to school nights and/or parent teacher conferences to educate parents and students about the program and a healthier and more active lifestyle.

34 Educate students about the importance of active transportation through health and or physical education classes. Install Active Transportation Zone street signs at key entrances to the city. Hold a bike rodeo. Purchase age appropriate DVD s about bicycle and pedestrian safety. Hold walk to school days. Organize Walking School Buses Encouragement: Provide students with reflective Safety Gear with SRTS logo. Provide odometers and pedometers to students so they can track the miles they travel each day. Have prizes for attending the bike rodeo. Let students who use active transportation out of class early. Get parents involved with the Walking School Buses Enforcement: Run background checks on all adult volunteers. Increased police presence along the travel routes around the school during arrival and dismissal times, by paying for overtime. School personnel issuing Parking violation warning tickets in pick up and drop off zones. Have crossing guards at key intersections. Purchase new/additional equipment for the crossing guards. Increased police presence at the school during arrival and dismissal times, by utilizing off-duty officers in uniform. Evaluation: Monitoring traffic accident/violations in active transportation zone. Monitor the number of students participating in active transportation through surveys and occasional hand counts. Phillips Elementary School Goals: Increase student active transportation by ten percent. Increase active transportation safety around the school and on the travel routes of students to and from the school. Decrease the number of private vehicles picking up and dropping off students by ten percent. Improve the private vehicle pick up and drop off situation to increase safety for the students who use active transportation to and from school.

35 Educate and encourage students and parents about the benefits of active transportation. Educate students, parents, and community residents about active transportation safety. Engineering: Refer to pages and of the Engineering Study prepared by Stantec Consulting Services, Inc. located in Section 12. Education: Create a website with up to date information about active transportation to and from the school (one website for all schools). Educate students, parents, and residents about active transportation and driver awareness with Public Service Announcements. Create handouts and flyers that can be given out at back to school nights and/or parent teacher conferences to educate parents and students about the program and a healthier and more active lifestyle. Educate students about the importance of active transportation through health and or physical education classes. Install Active Transportation Zone street signs at key entrances to the city. Hold a bike rodeo. Purchase age appropriate DVD s about bicycle and pedestrian safety. Hold walk to school days. Organize Walking School Buses Encouragement: Provide students with reflective Safety Gear with SRTS logo. Provide odometers and pedometers to students so they can track the miles they travel each day. Have prizes for attending the bike rodeo. Let students who use active transportation out of class early. Get parents involved with the Walking School Buses Enforcement: Run background checks on all adult volunteers. Increased police presence along the travel routes around the school during arrival and dismissal times, by paying for overtime. School personnel issuing Parking violation warning tickets in pick up and drop off zones. Have crossing guards at key intersections. Purchase new/additional equipment for the crossing guards.

36 Increased police presence at the school during arrival and dismissal times, by utilizing off-duty officers in uniform. Evaluation: Monitoring traffic accident/violations in active transportation zone. Monitor the number of students participating in active transportation through surveys and occasional hand counts. Washington Elementary School Goals: Increase student active transportation by ten percent. Increase active transportation safety around the school and on the travel routes of students to and from the school. Decrease the number of private vehicles picking up and dropping off students by ten percent. Improve the private vehicle pick up and drop off situation to increase safety for the students who use active transportation to and from school. Educate and encourage students and parents about the benefits of active transportation. Educate students, parents, and community residents about active transportation safety. Engineering: Refer to pages and of the Engineering Study prepared by Stantec Consulting Services, Inc. located in Section 12. Education: Create a website with up to date information about active transportation to and from the school (one website for all schools). Educate students, parents, and residents about active transportation and driver awareness with Public Service Announcements. Create handouts and flyers that can be given out at back to school nights and/or parent teacher conferences to educate parents and students about the program and a healthier and more active lifestyle. Educate students about the importance of active transportation through health and or physical education classes. Install Active Transportation Zone street signs at key entrances to the city. Hold a bike rodeo. Purchase age appropriate DVD s about bicycle and pedestrian safety. Hold walk to school days. Organize Walking School Buses

37 Encouragement: Provide students with reflective Safety Gear with SRTS logo. Provide odometers and pedometers to students so they can track the miles they travel each day. Have prizes for attending the bike rodeo. Let students who use active transportation out of class early. Get parents involved with the Walking School Buses Enforcement: Run background checks on all adult volunteers. Increased police presence along the travel routes around the school during arrival and dismissal times, by paying for overtime. School personnel issuing Parking violation warning tickets in pick up and drop off zones. Add crossing guards at additional key intersections. Purchase new/additional equipment for the crossing guards. Increased police presence at the school during arrival and dismissal times, by utilizing off-duty officers in uniform. Evaluation: Monitoring traffic accident/violations in active transportation zone. Monitor the number of students participating in active transportation through surveys and occasional hand counts.

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47 Section 10 The Action Plan The Safe Routes to Schools Committee is aware that the federal Safe Routes to School program may not be able to fund all of the action plan, therefore we are looking into alternative grant funding in order to complete the portions of the plan that the program is unable to fund. Below is a list of alternative funding sources we are considering. ATT Wireless Delta s Force for Global Good Commonwealth Fund Ford Motor Company Rite Aid Ronald McDonald House Charities The ABB Group Community Outreach Verizon Foundation W. K. Kellogg Foundation Walmart Stores Bikes Belong Other local businesses and charitable groups

48 Strategy Type Strategy Name Strategy Detail Time Frame Responsible Party Status Estimated Cost Possible Funding Source Percent of Students Affected Engineering Engineering Engineering Engineering Complete Streets Policy Upgrade Pedestrian Signal Heads Market Street sidewalk and curb ramps from SR 7 to Franklin St. Market Street Sidewalk, curb and tree lawn on the south side from Fort Sq. to Gilman St. The City of will adopt a complete streets policy Upgrade Pedestrian Signal Heads to those with the countdown feature as we need to replace the existing ones Construct 1,060 LF of sidewalk and 12 curb ramps Reconstruct 75 LF of sidewalk, curb and tree lawn Short- Term Long- Term ongoing Short- Term Short- Term City of City of City of City of Planning -$0- N/A 100% $35,200 SRTS/City 40-50% $70,000 SRTS/CDBG 30% $25,000 SRTS/CDBG 100%

49 Engineering Engineering Engineering Engineering Engineering Engineering Fort Square curb on the west side from Market St. to Crawford St. Fort Square- Market St.- Crawford St. Intersection Improvements Market Street and Fort Square One- Way Parent dropoff/pick-up zone on Market St. and Fort Sq. Gilman St. and Market St. Intersection Improvements Putnam Ave. and Franklin St. Intersection Improvements Construct 140 LF curb Re-stripe crosswalks with ladder style crosswalks, curb extensions on all 4 corners Refresh standard crosswalks, curb extensions on all 4 corners Short- Term Short- Term Re-stripe crosswalks with ladder style crosswalks, curb extensions on the inside corner of Market St. and Fort Sq. Make Market St. and Fort Square One- Way Create a Parent drop off/pick up zone Short- Term Short- Term Short- Term Medium- Term City of City of City of City of City of City of $5,000 SRTS 100% $6,000 SRTS/City 100% $1,000 SRTS/City 100% $2,000 SRTS 100% $30,000 SRTS/City 100% $80,000 SRTS/City 40%

50 Engineering Engineering Engineering Engineering Harmar Village New Sidewalk Harmar Hill Sidewalk Connection Part I Harmar Hill Sidewalk Connection Part II Harmar Hill Sidewalk Connection Part III Build 2,673 LF of new sidewalk and 19 curb ramps along Fearing St., Lord St., Barber St., Harmar St., and Pearl St. Build 1,130 LF of sidewalk and 4 curb ramps along Lancaster Street, from Douglas Ave. to just west of Fairview Lane, with retaining walls or cantilever system HAWK Beacon on SR 7 near Lancaster St. 700 LF of sidewalk and about 100 LF of stairs connecting Lancaster Street at SR 7 to Smith Street Medium- Term Long- Term Long- Term Long- Term City of City of City of City of $157,000 SRTS/CDBG 60% $205,000 SRTS 40-50% $70,000 SRTS 40-50% $125,000 SRTS 40-50%

51 Engineering Engineering Engineering Engineering Engineering Phillips School Crosswalks Phillips School Shared-Use Path Part I Phillips School Shared-Use Path Part II Greene Street and Hart Street Intersection Improvements Hart Street Crosswalk Refresh/ create new crosswalks with white striping on Phillips School Property Extend path, Approx. 90 LF, to align with front entrance of School and Stripe a new crosswalk Replace and elevate 130 LF of path along the southern end Refresh ladder style crosswalks, realign crosswalk across Greene St. and construct new ADA ramps Stripe a new crosswalk across Hart Street at Buckeye Street Short- Term Short- Term Short- Term Short- Term Short- Term City School District City School District City School District City of City of $900 SRTS/School District $2,000 SRTS/School District $4,000 SRTS/School District 100% 20-30% 20-30% $4,000 SRTS/CDBG 40-50% $200 SRTS 20%

52 Engineering Engineering Engineering Engineering Pike St. and Wayne St. Intersection Pedestrian Safety Improvements Phillips School Entrance from Pike Street Sidewalk Improvements Realignment of the connection of the sidewalk at Greene St. and Phillips St. Acme St. and Philips St. Intersection Pedestrian Safety Improvements Re-stripe ladder style crosswalks Build new sidewalk, curb and gutter, and restricted access of one drive to each of the businesses, excluding any R/W that may need to be acquired Realign and connect the sidewalk (300 LF) with a switchback due to grade issues, excluding any R/W that may need to be acquired Change pedestrian crossing button to hot call Short- Term Short- Term Short- Term Medium- Term City of City of City of City of $4,000 SRTS/City 20-30% $15,000 (Does not include cost of R/W acquisition if required) $15,000 (Does not include cost of R/W acquisition if required) SRTS/City 20-30% SRTS/City 20-30% $500 SRTS/City 30-40%

53 Engineering Engineering Engineering Engineering Engineering Engineering Phillips School Sidewalk Connectivity Improvements Phase I Phillips School Sidewalk Connectivity Improvements Phase II Phillips Street Curb and Sidewalk Improvements Acme Street Safety Improvements Phillips School Sidewalk Connectivity Improvements Phase III Ellenwood Ave. and Fourth St. Intersection Safety Improvements Construct 290 LF of sidewalk along Elmwood St. and Wayne St. Construct 840 LF of sidewalk along Wayne St. south of Pike St. Medium- Term Medium- Term Reconstruct poorly functioning curb and sidewalk and convert street to One- Way Construct 3 sets of curb extensions Construct 5,500 LF of sidewalk along Eighth St., Seventh St., Sixth St., and Fifth St. Reconstruct intersection to create a continuous pedestrian route Medium- Term Long- Term Long- Term Short- Term City of City of City of City of City of City of $15,000 SRTS/CDBG/ City $48,000 SRTS/CDBG/ City $120,000 SRTS/CDBG/ City $25,000 SRTS/CDBG/ City $164,000 SRTS/CDBG/ City 30-40% 20-30% 30-40% 30-40% 20-30% $4,000 SRTS 30-40%

54 Engineering/ Encouragement (Washington School) Engineering Engineering Engineering Engineering Bike Rack 10 Bikes Washington Elementary School Area Intersection Safety Improvements Phase I Fourth Street Safety Improvements Cisler Dr. and Warren St. Sidewalk Connector Third St. and Sacra Via Intersection Safety Improvements Install new bike rack Install curb ramps and crosswalk striping where needed Install curb extensions at the intersections with Montgomery, Warren, Washington, Wooster and Scammel Streets Construct a set of stairs and sidewalk Construct refuge medians on Third St. Short- Term Short- Term Medium- Term Medium- Term Medium- Term City School District City of City of City of City of $1,500 SRTS/ Bikes Belong/ School District $11,400 SRTS/City/ CDBG 10% 50-60% $160,000 SRTS 30-40% $40,000 SRTS 20-30% $24,000 SRTS/City 20-30%

55 Engineering Engineering Engineering Engineering/ Encouragement (Middle School) Tupper St. and Sixth St. Intersection Safety Improvements Fourth Street brick sidewalk repair Washington Elementary School Area Intersection Safety Improvements Phase II Bike Rack 20 Bikes Install standard crosswalks with ADA curb ramps south side of intersection Repair 460 LF of brick sidewalk Install curb extensions at Third and Montgomery, Third and Wooster, Fifth and Montgomery, Fifth and Washington, and Sixth and Washington Install new bike racks, 450 SF concrete pad, and 60 LF of 3 foot tall retaining wall Medium- Term Long- Term Long- Term Short- Term City of City of City of City School District $6,000 SRTS/CDBG 25-35% $13,000 SRTS 20-30% $160,000 SRTS/City 40-50% $15,000 SRTS/ Bikes Belong/ School District 10%

56 Engineering Engineering Engineering Engineering Greene Street Pedestrian Safety Improvements Seventh St. and Wooster St. Intersection Safety Improvements Install ladder style cross walks with flashing beacons at Greene and Vine St. and at Greene and Hart St. and a curb extension at the intersection of Phillips St. Install One-Way signage Narrow roadway from 24 to 22 feet and widen the sidewalk from Ephram Cutler St. to Wooster St., 740 LF Install standard crosswalks and move the stop bar on west bound Wooster St. Short- Term Walker Street Restricted Hours One- Way Seventh Street Safety Improvements Short- Term Short- Term Short- Term City of City of City of City of $70,000 SRTS/City 40-50% $300 SRTS/City 50-60% $14,800 SRTS/City 30-40% $1,400 SRTS/City 30-40%

57 Engineering Engineering Engineering Engineering Glendale Road Refuge Median Middle School Parking lot Median Island Tupper Street Sidewalk Improvements Middle School Sidewalk Connectivity Plan Phase I Construct a refuge median in Glendale road where the crosswalk for the stairs is Construct a concrete island between the east and west parking areas and install striped crosswalks Fill in gaps in missing sidewalk (330 LF) from Sixth to Seventh Replace poor condition wooden stairs with concrete from lower athletic field to Middle School, 170 LF of sidewalk, and a mid-block crosswalk on Glendale Road with rapid flash LED beacons Short- Term Short- Term Medium- Term Medium- Term City of City Schools City of City of and City Schools $15,000 SRTS/City 50-60% $10,000 SRTS/ School District 50-60% $33,000 SRTS/City 30-40% $85,000 SRTS/School District/City 40-50%

58 Engineering Engineering Walker Street Pedestrian Safety Improvements Middle School Sidewalk Connectivity Plan Phase II Widen sidewalk with retaining wall Construct 10,600 LF Sidewalk along Glendale Rd., Hillcrest Dr., Hadley Ln., Cisler Ln., Channel Ln., Becker Ln., and Sunset Ln. Medium- Term Long- Term City of City of $96,000 SRTS/City/ CDBG $1,025,000 SRTS/City/ CDBG 40-50% 40-50% Education Website Create a website to educate students, parents and community members Education PSA Make public service announcements about SRTS and driver awareness Education Handouts/ Flyers Handouts/Flyers to educate students and parents about SRTS School Year 2011/12 School Year 2010/11 and Beyond School Year 2010/11 and Beyond City School District City School District City School District $1,000- $1,500 $35,000- $40,000 $1,500- $2,000 SRTS/ Local Website Developer/ Other grant programs listed previously Local radio and television stations Local Printing Companies 60-70% 100% 100%

59 Education Heath / Physical Education Class Education Education/ Encouragement Education/ Encouragement Active Transportation Zone street signs Bike Rodeo (each school) Walk/Bike to School Days Inform students through their health / physical education classes about the importance of active transportation Place street signs that have Active Transportation Zone and SRTS logo in areas that children will be using active transportation Hold a Bike Rodeo to educate students about safe and active transportation on their bikes Hold walk to school days to educate and encourage students to use active transportation School Year 2010/11 and Beyond School Year 2011/12 School Year 2011/12 and Beyond School Year 2010/11 and Beyond City School District City School District City School District City School District $1,000- $1,500 $3,000- $5,000 $1,500- $2,000 SRTS/ Other grant programs listed previously SRTS/ Other grant programs listed previously SRTS/ Other grant programs listed previously 100% 100% 30-40% Planning -$0- N/A 40-50%

60 Encouragement Reflective Safety Gear with SRTS logo Encouragement Bicycle odometers / pedometers Provide to students reflective Safety Items i.e. wrist slap bands, zipper pulls, show lace tags, safety bike flags, draw string backpacks, rain slickers ect. during walk/bike to school days and Bike Rodeo and other events associated with SRTS Provide to students Bicycle odometers / pedometers so that they can track how many miles they travel each day by active transportation School Year 2011/12 and Beyond School Year 2011/12 and Beyond City School District City School District $20,000- $25,000 $15,000- $20,000 SRTS/ Other grant programs listed previously SRTS/ Other grant programs listed previously 100% 40-50%

61 Encouragement Prizes for Bike Rodeo Encouragement Walking School Buses Encouragement First Aid training Have a drawing for 2 or 3 new bikes (at each School) for students who attend the Bike Rodeo Start a program for walking school buses and get parent volunteers involved, Purchase equipment to facilitate i.e. walking rope, backpack 1 st aid kit, safety vest, ect. Provide First Aid training to adult volunteers School Year 2011/12 and Beyond School Year 2010/11 and Beyond School Year 2011/12 and Beyond City School District City School District City School District $1,500- $2,000 $1,000- $1,500 $7,500- $8,500 Local Merchant Donations SRTS/ Other grant programs listed previously SRTS/ Other grant programs listed previously 30-40% 50-60% 50-60% Enforcement Background checks for volunteers Run background checks on adult volunteers School Year 2011/12 and Beyond City School District $20,000- $30,000 SRTS/ Other grant programs listed previously 50-60%

62 Enforcement Enforcement Enforcement Increased police presence Issuing Parking violation warnings Additional crossing guards Increased police presents around schools and along active transportation routes during arrival and dismissal times overtime pay for police officers School personnel to issue Parking violation warnings in pick up and drop off zones Increase the number of crossing guards, utilizing College students, to cover more intersections School Year 2011/12 School Year 2011/12 School Year 2010/11 Police Department City School District City School District $35,000- $40,000 SRTS/ Other grant programs listed previously $400-$500 Local Printing Companies 100% 100% Planning -$0- N/A 30-40%

63 Enforcement Enforcement New and additional equipment for crossing guards Increased police presence Purchase new and additional equipment for the increase of crossing guards, i.e. safety vest, whistles, lighted road cone marked crossing, ect. Pay for off-duty Police Officer s to be on school grounds in uniform at arrival/dismissal times School Year 2010/11 School Year 2011/12 City School District Police Department $1,000- $1,500 $35,000- $40,000 SRTS/ Other grant programs listed previously SRTS/ Other grant programs listed previously 40-50% 100% Evaluation Evaluation Monitor traffic accidents / incidents Monitor student participation in active transportation Monitor traffic accidents / incidents in the active transportation zones Monitor student participation in active transportation by surveys and occasional teacher hand counts School Year 2011/12 School Year 2011/12 Police Department City School District Planning -$0- N/A 100% Planning -$0- N/A 100%

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66 Section 12 Supporting Documentation 1) Engineering Study by Stantec Consulting Services, Inc. 2) City Schools Arrival Procedures 3) City Schools Student Wellness Program 4) Middle School Handbook 5) Elementary Schools Handbook 6) Harmar School Handbook 7) Harmar School Procedures 8) Phillips School Handbook 9) Phillips School Procedures 10) Washington School Handbook 11) Cheryl Cook Harmar School Recommendations 12) from Sam Anderson Boys & Girls Club 13) from Alice Chapman Ely Chapman Education Foundation 14) Walk Mission Statement & Data 15) Washington County Alternate Transportation Plan ) Traffic and Operation Safety Study for the City of 17) Greene Street Safety Study 18) Third and Putnam Intersection Safety Study 19) Washington Street Intersection Study Award Letter 20) River Trail Phase II Plan 21) River Trail Phase III Preliminary Plan 22) Gilman-Fort Sidewalk Connector Request for Surveying Services Map 23) ADA Curb Ramps 2010 Bid Documents and Specifications 24) Gillman Avenue Resurfacing and Sidewalk Improvement Plan 25) Greene Street Safety Improvement Project Description 26) LED Traffic Signal Replacement Plan 27) Resurfacing Plan 28) Pike-7 th -Greene Intersection Improvements Preliminary Plan 29) Glendale-Putman-7 th Signal Replacement Plan 30) SR-7-Acme-Jefferson Intersection Improvements Preliminary Plan 31) SR-26 Resurfacing Plan 32) Photos of City Schools 33) Photos of Recent Projects in 34) Photo of Areas in Need of Improvement

67 Safe Routes to School Engineering Study City School District Harmar Elementary School Phillips Elementary School Washington Elementary School Middle School The City of, Ohio July 2010 Prepared for: Ohio Department of Transportation, District 10 Prepared by: Stantec Consulting Services, Inc.

68 School District Safe Routes to School Engineering Study Executive Summary The purpose of the City School District Safe Routes to School Engineering Study is to improve the safety and ability of students to walk and bike to Harmar, Philips, and Washington elementary schools, and Middle School through the implementation of infrastructure improvements within a two mile trip of each school. In order to fulfill this purpose, effective solutions must address the following needs: enhance connectivity for pedestrians and cyclists between neighborhoods and the schools; correct existing pedestrian and bike deficiencies along key routes; and promote a healthier lifestyle for the students of the City School District. All four schools under study are located on different campuses throughout the City of. The existing conditions surrounding each school were investigated in order to identify the primary barriers to safe walking and biking. Harmar Elementary School: Primary barriers include congestion around the school during drop-off and pick-up times, intersection safety concerns, and sections of missing or damaged sidewalk. Philips Elementary School: Primary barriers include a disorganized arrival and dismissal pattern and a lack of connectivity to the neighborhoods where students live. Washington Elementary School: Primary barriers include crossings of Fourth Street, large streets at unsignalized intersections, and sections of deteriorating or missing sidewalk. Middle School: Primary barriers include the elevation of the school building, the skewed and busy intersection of Putnam Street, 7 th Street, and Glendale Road, and well as the lack of sidewalks along several potential routes. Specific improvement suggestions were developed for each school with the goal of achieving the purpose and need of this planning project and addressing identified concerns. These recommendations were evaluated based on their ability to allow more students to safely walk or bike to school, as well as the general time frame in which they could feasibly be implemented. The recommendations were then divided into short-term (0-12 months), medium-term (1-3 years) and long-term (3+ years) solutions. i

69 School District Safe Routes to School Engineering Study The short-term suggestions addressing issues at the schools are summarized as follows: Harmar Elementary School: Construct sidewalk on Market Street, reduce congestion and improve circulation around the school, and improve safety at the intersection of Gilman and Market streets. Philips Elementary School: Improve several pedestrian crossings near the school and improve access to the school from Pike Street. Washington Elementary School: Improve pedestrian crossings in the neighborhood surrounding the school, prioritize pedestrian walking routes along Fourth and Sixth streets, and increase bike parking capacity and convenience. Middle School: Increase bike parking, enhance pedestrian safety on Seventh Street and across Glendale Road, and improve traffic circulation and student safety on the school property. ii

70 School District Safe Routes to School Engineering Study EXECUTIVE SUMMARY...i EXISTING CONDITIONS... 1 GENERAL OBSERVATIONS... 1 HARMAR ELEMENTARY SCHOOL... 3 PHILLIPS ELEMENTARY SCHOOL... 4 WASHINGTON ELEMENTARY SCHOOL... 6 MARIETTA MIDDLE SCHOOL... 8 ASSESSMENT OF CRASH DATA IMPROVEMENT SUGGESTIONS SAFETY AND ENCOURAGEMENT PROGRAMS NEW FACILITY DESIGN GUIDELINES ENGINEERING IMPROVEMENTS Recommendations for All Schools HARMAR ELEMENTARY SCHOOL PHILLIPS ELEMENTARY SCHOOL WASHINGTON ELEMENTARY SCHOOL MARIETTA MIDDLE SCHOOL REFERENCES iii

71 School District Safe Routes to School Engineering Study Existing Conditions In order to successfully identify, assess, and improve walking and biking routes to school, it is important to first take stock of the existing infrastructure and other conditions that affect the safety, comfort, and accessibility of those routes. Within a two-mile radius of Harmar, Phillips, and Washington elementary schools, and Middle School, current pedestrian and bicycle conditions were documented utilizing available mapping, windshield surveys, and walking audits of the school premises and surrounding neighborhoods. On June 24th, 2010, the Safe Routes to School (SRTS) team members (including City officials, school principals, and a planner with the Wood- Washington-Wirt Interstate Planning Commission) met with representatives from the Ohio Department of Transportation and Stantec Consulting Services, Inc to discuss and observe the existing walking and biking conditions around each school. Neither an arrival nor dismissal was observed as students at all four schools studied were on summer break. The group first met at the City Engineer s Office to identify specific safety concerns and barriers to walking and biking to the school. After this meeting, the group divided in half to conduct walk audits at Harmar and Phillips elementary schools in the morning, followed by Washington Elementary School and Middle School in the afternoon. In addition to discussing barriers, the group also discussed upcoming infrastructure projects to help coordinate recommendations with other improvements being pursued in the City of. The identified future projects include: SR 7 (Pike Street), Seventh Street, and Greene Street intersection improvements (Preliminary Engineering), SR 7, Acme Street, Jefferson Street intersection improvements (Preliminary Engineering), Walk sidewalk improvement program (citywide inventory), Gilman-Fort Sidewalk Connector (Preliminary Engineering), Greene Street Safety Improvements (Design), Glendale Road, Putnam Street, Seventh Street signal replacement (Design), and Ohio River Access Trail Phase III (Design) General Observations Settled in 1788, is rich in character, comprised of several large historic neighborhoods, brick streets, and many other historic places. Each of the four schools studied is located within a one-mile radius of the downtown core area. Like many older communities, s core neighborhoods are generally very walkable, featuring short blocks and wide sidewalks that are separated from traffic and shaded by mature trees. These sidewalks, many 100 years old or older, range in condition from easily accessible to severely cracked and heaved (Figure 1). Outside of the core, a dozen or more small neighborhoods lie atop ridges, small plateaus, and between the hills that 1

72 School District Safe Routes to School Engineering Study define the landscape of. These neighborhoods typically feature dense development with very narrow streets, sometimes with very steep slopes (Figure 2). While sidewalks are provided on many of these streets, others may lack the right of way width or have topography constrictions that may have discouraged their construction. Beyond their impact to pedestrian and bicycling infrastructure, the hills and the Muskingum and Ohio rivers concentrate much of the city s traffic on several arterial roadways, notably State Routes (SR) 7, 26, and 60. High traffic volumes, and in some places difficult topography, make some sections of roadway virtually impassable for students. These places include sections of SR 7 west of the Harmar Village, and most of SR 7 between the -Williamstown Bridge and Interstate 77. In addition to physical barriers, it is worth noting that school funding and capacity issues have led the City School District to define elementary school attendance boundaries that are not ideal for promoting students walking and biking to school. The recent closure of Reno and Oak Grove elementary schools has created imbalances in the number of students attending the remaining four elementary schools in the district, and a need for more classroom space on the east side of the city. As a result, many students living in the Norwood neighborhood, just north of Phillips Elementary School, are bused to Harmar Elementary School instead in order to avoid unacceptable levels of overcrowding at Phillips. While approximately half of the Norwood area lies within a two-mile walk or ride of Harmar Elementary School, all students in this Figure 2: Above, the steep terrain reduces the widths of roadways and sidewalks. Figure 1: Heaved sections of sidewalk are a significant problem in most sections of. Above, this repaired section of heaved sidewalk remains inaccessible to persons using mobility aids. neighborhood would have a trip of less than one mile if they attended Phillips. The issue of overcrowding and the policies implemented to address it are complex and require careful analysis. In this case, the current school attendance areas present a significant barrier to students walking and biking to school. In an attempt to address this, the district does have open enrolment at Phillips Elementary School if space is available, and several students from the Norwood neighborhood elect to go to Phillips. Common barriers to students walking and biking to school across all four schools studied include difficult topography, narrow roads and right-of-ways in steep areas, missing and damaged sections of sidewalk, and the need for students to cross some heavily traveled roadways. Beyond these common problems, each school also has specific barriers that impact student travel patterns. Given that the schools are all in separate locations, each one has been evaluated individually. Though each of the elementary schools have their own attendance areas, the middle school draws students from across all elementary school boundaries and the issues presented in the middle school section may overlap with those addressed in the elementary school sections. 2

73 School District Safe Routes to School Engineering Study Harmar Elementary School Harmar Elementary School is located west of the Muskingum River from downtown. It serves students locally from the Harmar Village area of the City, and those bused in from Harmar Hill as well as the east side of. Harmar Village is a fairly flat neighborhood of very old homes surrounded by the Muskingum and Ohio rivers on the north, east and south, and SR 7 and Harmar Hill on the west. The speed and volume of traffic on SR 7, the lack of continuous sidewalk, and a 200 foot change in elevation between Harmar Hill and Harmar Village are all major barriers to students walking and biking from Harmar Hill to the school. Sidewalk has been constructed along Lancaster Street from SR 7 to Douglas Avenue, as well as along SR 7 from Lancaster Street to Market Street. The sidewalk along SR 7 is very narrow and immediately adjacent to the southbound travel lane. For pedestrians using this route, there is currently no safe crossing of SR 7 and team members noted that drivers regularly exceed the 40 mph posted speed through this stretch. Figure 3: The intersection of SR 7 and Lancaster Street. Though some pedestrian facilities have been constructed, a safe crossing across SR 7 and the completion of a sidewalk up Harmar Hill are both needed before students can be expected to walk from the hill into the village to go to school. Access across the Muskingum River to the rest of the City is provided via a pedestrian path on a former railroad bridge, and sidewalks on the Putnam Street bridge. Both structures connect downtown to Harmar Village, and could provide access for those students living in the Harmar Elementary School attendance area on the east side of the river. Given that it is a 1.1 mile trip from the school to N Seventh Street, it may be unlikely to expect large numbers of elementary school students to walk from this area to the school. Focusing on the area immediately around the school, Harmar Village is fairly walkable with short blocks and generally quiet streets, most of which have sidewalk. A common problem, as mentioned for all schools, is the sidewalk condition. During the site visit, it was observed that many sections of sidewalk were either missing, badly cracked, or heaved. An intersection safety concern was found at the intersection of Franklin Street and Putnam Avenue. The free-flow right turn permitted for northbound to eastbound traffic at this otherwise stop controlled intersection presents a safety concern for student pedestrians who may be trying to cross the eastern and southern legs of the intersection. In short, drivers approach the intersection with the expectation that they may drive through unimpeded and thus may not be looking for pedestrians. 3

74 School District Safe Routes to School Engineering Study The most significant concern expressed by the SRTS Team and observed during the walk audit at Harmar Elementary School was the lack of an orderly circulation pattern and infrastructure for parents dropping off and picking up their children at the school. Although school was not in session on the day of the site visit, parents picking up Figure 4: Parents pick up students after a Safety Town program at Harmar Elementary School. children from a Safety Town program provided a clear understanding of the current situation. The lack of a clear process and number of vehicles at the school, results in parents parking on the tree lawn, sidewalks, crosswalks, and even double parking in the street. This creates a very difficult walking and biking environment in front of the school (Figure 4). Phillips Elementary School Phillips Elementary School is the largest elementary school in the school district with approximately 390 students enrolled. The school serves those who live south of Greene Street (SR 26) and north of the Ohio River, a region that includes some densely populated neighborhoods northeast of the school, as well as the more rural areas of the district east of Interstate Route (IR) 77. One of the most significant barriers to students safely walking and biking to school Phillips Elementary School is the congestion and lack of order that occurs during dismissal and arrival times at the school. Parents enter the school driveway from Pike Street (SR 7) at the Wayne Street intersection and park in either the parking lot or travel lanes in front of the school building or in the parking lot on the west side of the building. They then either walk to the school to get their children or have their children meet them in one of several parking lots. The lack of order and the amount of traffic is so great that parents routinely show up early and ask for their children to be released early so they can avoid the congestion. Because of distance and spare development further to the east, IR 77 generally forms the eastern extent from which students can walk or bike to school. The exception to this is the neighborhood just south of Greene Street and east of IR 77. Sidewalk along Greene Street and an underpass of IR 77 creates a viable route for residents of this area. The only other crossing of IR 77 is at the SR 7 interchange. The lack of sidewalk and the presence of free flow traffic at the interchange ramps make the area hazardous for students. However, given the lack of residential uses along SR 7, this does not present a barrier to travel. The lack of residential uses along SR 7 means that no students attending Phillips Elementary School need to walk along this high volume roadway. It does, however, act as a barrier for the small residential area just south of SR 7 between Wayne and Hart streets. Students walking and biking to school from this area must cross at the Wayne Street intersection. Equipped with pedestrian signal heads and push buttons, a marked crosswalk, and school zone markings, many of the improvements necessary to enhance pedestrian safety have been implemented. Even with these improvements, the 4

75 School District Safe Routes to School Engineering Study long crossing distance and traffic volumes may inhibit those wishing to walk or bike through the intersection. During the walk audit it was discovered that the crosswalk striping is badly worn and almost invisible to drivers. The lack of defined sidewalk along Wayne Street northeast and southwest of its intersection with SR 7 was another concern noted during the walk audit. This is especially true across the 200 feet of uncontrolled driveway entrance to the northeast (Figure 5). This uncontrolled access to the retail properties along SR 7 makes driver behavior unpredictable and does not define the pedestrian path. Further to the north of these driveways, the first approximately 130 feet of the path leading to the school travels through a low spot that is prone to flooding. In addition to being impassable when flooded, prolonged flooding has led to mud deposits and grass causing deterioration of the path (Figure 6). The walk leading to the school is protected from drivers parking on it by bollards, which was reported to be an effective method for keeping the path clear. South of SR 7, there is a lack of sidewalk along Wayne Street, forcing students to walk in the ditch or on the roadway. The lack of sidewalk continues throughout most of the neighborhood between SR 7 and the Ohio River. Figure 5: Students must cross 200 feet of uncontrolled driveway while traveling from the intersection of SR 7 and Wayne Street to the path leading to the school. The lack of defined space for the pedestrian is a significant barrier to a safe and comfortable route to school. Figure 6: The continuation of the path toward the school travels through an area with poor drainage, leading to the presence of mud and the growth of grass and algae of which can make the path difficult for students to traverse. The majority of students attending Phillips Elementary School live to the east and northeast. The primary access route for these students is a pedestrian path built between the school s playground and Phillips Street. This street is very narrow (approximately 16 feet wide) and runs from Greene Street, along the south side of a large residential neighborhood, to just west of I-77. At its western terminus, Phillips Street intersects Greene Street at a sharp Y on a steep upslope. The poor sharp angle and slope of Phillips Street away from the intersection makes visibility at this intersection particularly difficult for pedestrians and motorists alike. Further east on Phillips Street, residents typically park with two tires in the tree lawn or sidewalk to maintain an adequate travel lane due to the narrow width (Figure 7). This practice creates a barrier for students who use the south sidewalk as their route to the school. Similar barriers observed in the neighborhood include the presence of bushes blocking sidewalks and the poor condition of some sections of sidewalk. 5

76 School District Safe Routes to School Engineering Study The neighborhood to the east of Acme Street appears to have few barriers to walking and biking. The streets are residential in nature with little traffic and adequate sidewalks. Students walking or biking to school from this neighborhood would cross Acme Street at the signalized intersection of Acme and Phillips streets as it is equipped with pedestrian signal heads and push buttons. The signal is programmed to rest on green for Acme Street and change when a vehicle stops at the stop bar on Phillips Street. When pressing the pedestrian push button for a walk signal, walk audit participants had to wait for the green cycle to conclude on Acme Street before receiving a walk signal. Though not a significant barrier, the delay created by the signal appeared to be unnecessary Figure 7: Vehicles parked across the tree lawn and sidewalk on Phillips Street. given the volume of traffic observed on Acme Street. This condition does not encourage students to use the push buttons unless traffic volumes or congestion require them to do so. Making this route pedestrian friendly is important because Phillips Street is the collector route that funnels students from the surrounding neighborhood to the school. The speed and volume of traffic along Acme Street may also present a concern for pedestrian safety. Acme Street provides motorists a convenient connection between SR 7 and SR 26, and therefore carries a high volume of traffic. While the posted speed limit is 25 mph, vehicles were observed travelling faster than this during the walk audit. The street is overly-wide for two lane road (46 feet wide at Kenwood Street and 32 feet wide at Phillips Street), a factor which likely contributes to speeding problems. To the immediate west of the school are a few single-family homes and an apartment complex. These residences are well connected to the school; however closure of a sidewalk gap along Elmwood Avenue, improved pedestrian crossings, and the demolition of an abandoned house on the corner of Buckeye Avenue and Elmwood Street (which students have been seen entering according to a local resident) would improve the safety of routes for these students. Washington Elementary School Comprised primarily of the older, residential neighborhoods in central, Washington Elementary School s attendance area is very walkable and about a third of the school s students walk or bike to school. Despite generally good walking and biking conditions, there are barriers that inhibit more students from walking or biking to school; principally the safety of students crossing at several intersections near the school, the general condition of sidewalks, and deficient curb ramps throughout the attendance area. 6

77 School District Safe Routes to School Engineering Study Crossing safety was reported as a problem at the signalized intersection of Washington and Fifth streets where the lack of pedestrian signal heads and push buttons are barriers to students crossing at this busy intersection. The intersection of Warren and Fourth streets is another intersection of concern. This is where students who live northwest of Warren Street would cross to the northeast (school) side of Fourth Street. With stop control on Warren Street, the minor approach, traffic on Fourth Street remains unimpeded on a 40 foot wide roadway. Though the presence of parked cars helps to reduce the width of travel lanes, students trying to cross at the intersection will most likely be required to enter the street before determining if it is safe to cross. Figures 8 and 9 illustrate this point, showing the view of the pedestrian on the corner versus the perspective of one closer to the through traffic lane. Though students could travel to the signalized intersection of Washington and Fourth streets, team members confirmed that students cross either at Warren Street or some point mid-block to avoid the longer trip. Figure 8: At left, the view of a pedestrian standing on the curb - they cannot see vehicles coming and drivers cannot see them. Figure 9: Shows the approximate point where someone would need to stand in the road to determine if it is safe to cross. Without the provision of a curb extension, a student would need to stand unprotected in the roadway in order to see and be seen. At the intersection of Washington and Fourth streets, it was observed that the intersection is very wide, permitting turns at a high rate of speed and resulting in longer than necessary crossing distances. In addition to this issue, team members identified a problem with a sizable amount of water collecting and freezing in the wintertime at the curb ramp on the west corner (facing Fourth Street) of the intersection. On the day of observation, there was more than an inch of water covering most of the truncated domes and intruding into the street by about 18 inches. This is a barrier for students walking across the northwest crosswalk (Figure 10). In general, other barriers throughout the attendance area include places where sidewalk damage and disrepair have made sections inaccessible to the mobility impaired and even hazardous for those riding bikes, rollerblades, or scooters to school. This includes sections of brick sidewalk that are overgrown or have sunken into grassy yards. In other places, attempts to correct heaved sidewalks in a way that would save trees have resulted in sections of sidewalk remaining damaged and potentially hazardous during the winter season. Generally, the City has been proactive in trying to resolve these issues. Though many curb ramps have been fixed throughout the city, some that remain very inaccessible, featuring not only a curb at the end of the sidewalk but a significantly sloped slabs ramping those who walk to sidewalks that in some cases sit 18 to 24 inches above the street pavement. Another concern was the wear of crosswalk and school markings on many of the area s brick streets. While there is a desire to maintain 7

78 School District Safe Routes to School Engineering Study the historic character of the street surface, inspection during the walk audit revealed significant problems for thermoplastic striping paint to remain durable when applied to brick streets. Even when properly applied, there is concern about whether or not it is visible enough for motorists. With the substantial setback of many sidewalks throughout the neighborhood, there is heightened important for crosswalk and school zone markings to be visible to drivers. Like the other schools evaluated, Washington Elementary School does not have a defined pattern for student drop-off and pick-up. Parents typically park and walk to the school where they meet with their children and walk back to their cars. Though a safe and effective method, the lack of efficiency may be leading to significant levels of congestion in the area. As the observation occurred during the summer break, it is unclear how significant of a problem this may actually be. Even though many students live within the walkable street grid surrounding Washington Elementary School, it should be noted that topography challenges and a lack of sidewalk on some streets make walk and biking to school difficult for some students. This is a particular problem (and perhaps an opportunity) for those who live along Cisler and Ridgewood drives, and other roads to the extreme Figure 10: Water collects in the curb ramp and street. Though inconvenient during the fall and spring, this problem could hazardous for students during the winter months. north or northeast of the school. Though there are maybe a couple dozen homes on Cisler Drive (between Washington and Oak streets), they sit 70 to 100 feet above the closest sidewalk and significant improvements would be needed to connect them to the network. The large apartment complex off Ridgewood Drive was identified as a dense population of students; however, these units sit about a hundred feet lower than the nearest sidewalk on Washington Street/Cisler Drive. To the extent that could be determined, these barriers may be the easiest to overcome of all of the local roads that lack pedestrian infrastructure in the hills surrounding the school s neighborhood. Middle School Occupying s old high school building, Middle School rises above the city, sitting atop a bluff. The school s physical location is perhaps its biggest barrier as students must climb 103 steps to reach the school building. Vehicular and pedestrian access is limited to a driveway and the stairs on the northwest side of the school, and a narrow residential street and sidewalk on the southeast side of the school. Despite the climb and lack of access points, many students walk to school. Still others choose to ride their bikes to the bottom of the hill, park them at the YMCA across Glendale Road from the school, and climb the steps. The single location of greatest concern for students traveling to the Middle School is the intersection of Seventh Street, Putnam Street, Glendale Road, and the school s main access drive. The skewed, five-legged intersection is signalized and does have marked crosswalks, pedestrian signal heads, and push buttons all necessary for such a difficult intersection. Design work is also underway to replace the signal at this intersection, but this project is not expected to significantly change the geometry or roadway markings. Because the observation occurred during the summer break, traffic was not observed during an arrival or departure. However, crosswalk visibility as well as vehicles stopping in the crosswalk may be barriers to safety that should be evaluated and if verified, corrected through enforcement and improved signage and striping. A much worn stop bar on the middle school drive and the proximity of all existing stop bars to crosswalks may encourage such a problem. 8

79 School District Safe Routes to School Engineering Study Figure 11: Very narrow (3.5 foot wide) sidewalk along Walker Street southeast of the middle school. Beyond the five-legged intersection, significant barriers include very narrow and missing sidewalk along key routes to the school. Along some routes, such as Walker Street (Figure 11), sidewalk is present, but is in bad disrepair or is very narrow due to topography constraints. Other routes lack sidewalk altogether. Some of the key streets without sidewalk include the north side of Greene Street between Hart and Plum streets, Hillcrest Drive, Glendale Road north of Hadley Lane, Hadley Lane, and Channel Lane. With the exception of Greene Street, these streets connect to residential areas, including several large apartment complexes, north of the school, and are generally very hilly and winding. The Seventh Street corridor, particularly north of the school, was pointed out during the walk audit as a safety concern. This is the primary street used by middle school students walking and biking to school from the older residential areas of the City. Seventh Street carries heavy traffic volumes and the sidewalk, while five feet wide, sits immediately adjacent to the back of curb, providing pedestrians no separation from passing traffic. Widening the sidewalk along Seventh Street north of Cutler Street may be necessary to improve pedestrian comfort and safety. As students approach the school, they cross Glendale Road at a marked crosswalk at the base of the stairs to the school building. The crosswalk is approximately 230 feet north of the previously discussed five-legged intersection. Although it is well marked with ladder-style crosswalk striping, it is located on a curve and traffic is heavy on Glendale Road, so visibility of pedestrians may be a concern. There is a school crosswalk sign at the crosswalk, but there is no beacon or other advanced warning to alert drivers to potential presence of students crossing. The heavy traffic volumes may also make it difficult to find an adequate gap in traffic to cross, and though the crosswalk traverses a striped out median, no refuge island exists to allow students to Figure 12: The middle school steps crosswalk across Glendale Road. Though located in a school speed limit zone, lack of good visibility at the crossing is a barrier for students. cross half of the street and wait for a gap in the other direction. The crosswalk across the middle school driveway is also not very visible, having only been painted with yellow paint, which wears quickly, and there is no signage for drivers or pedestrians reminding them to look both ways. 9

80 School District Safe Routes to School Engineering Study Additional intersections of difficulty for students traveling to Middle School are the intersections of Seventh Street with Green Street (SR 26) and Seventh Street with Pike Street/Green Street (SR 7). These currently operate as two intersections, but are under study and may potentially be combined into one intersection or roundabout. The north intersection (Seventh Street and SR 26) has a crosswalk, pedestrian signal heads and push buttons, while the southern intersection (Seventh Street and SR 7) does not. As a primary path for middle school students who live south of SR 7 to get to school, it is critical that pedestrian infrastructure be included in this intersection reconfiguration project. During the meeting and walk audit, SRTS Team members also reported circulation problems in the parking lot at the middle school both during and after school hours. During the walk audit, multiple vehicles were observed cutting through the school s parking lot, presumably to get from Seventh or Putnam Street to the residential areas south and east of the school. This cut-through traffic only further complicates a hectic arrival and dismissal situation during which parents enter the school parking lot via both sides of the school and park wherever is convenient, including blocking the exit to Walker Street. 10

81 School District Safe Routes to School Engineering Study Assessment of Crash Data A review of crash data provided by ODOT for the latest available three year period (2005 to 2007) shows that 32 crashes involving pedestrians and bicyclists were reported within a two-mile radius of the four schools studied. A closer examination shows that 2 of these crashes were reported outside of the school district boundary and will not be evaluated. Of the remaining 30 crashes, all but one occurred within the City of. These crashes resulted in one fatality for a pedestrian in 2006, 16 injured pedestrians and 8 injured cyclists. Roughly half of the crashes were reported in locations scattered throughout the city, and there were several concentrations of crashes, generally around downtown and College. Two intersections that more than two crashes include: Seventh Street/Putnam Street/Glendale Road signalized intersection: three crashes resulting in two injured pedestrians and an unhurt cyclist. Though design work is being completed to replace the signal at the intersection, the project will not include modifications to the intersection s control markings. Pedestrian and cyclist safety is of utmost importance at this intersection as it is the main entrance to Middle School. SR-7(Pike Street)/SR-26 (Greene Street)/Seventh Street signalized intersection: three crashes resulting in one pedestrian fatality, one pedestrian injury, and one unhurt cyclist. This intersection is a known problem and preliminary engineering work is underway to improve safety for drivers, pedestrians, and cyclists. The concentration of crashes at both intersections is troubling. The crash report data for the crashes at the Seventh Street/Putnam Street/Glendale Road intersection and the SR-7/SR-26/Seventh Street intersection were requested from ODOT in an effort to identify any potential crash trends, but have not yet been obtained. Beyond these intersections, several streets had high numbers of crashes including Putnam Street, which had four crashes in the downtown area: one near the intersection of Front and Putnam streets (one injured pedestrian), two between Second and Third (SR-7/SR-60) streets (one injured cyclist, one unhurt pedestrian), and one near the intersection of Fourth and Putnam streets (one injured pedestrian). The intersections of Putnam Street with Front, Second, Third, and Fourth streets all are signalized with marked crosswalks, pedestrian signal heads and push buttons. In the heart of the s downtown, there is a lot of pedestrian activity and the concentration of crashes is likely indicative of heavy pedestrian volumes and not necessarily unsafe conditions. Safety along the corridor is important as this is the primary route for students who live in Harmar Village to walk or bike to the Middle School. Two crashes also occurred on Front Street between Greene and Butler streets, resulting in two injured pedestrians from one crash, and an unhurt pedestrian in the second. Crashes reported near the intersections of Greene and Second streets, and Butler and Third streets resulted in an unhurt pedestrian and an injured cyclist respectively. These crashes, occurring at unique locations, are not assumed to constitute any specific safety problem or trend. 11

82 School District Safe Routes to School Engineering Study Outside of the downtown area, the remaining 15 crashes were reported to have occurred on a combination of local roads and state routes. SR 7 Two crashes occurred on SR 7 west of the Muskingum River, one at the intersection with Douglas Avenue, and a second crash just south of the intersection with Market Street, both crashes injuring one pedestrian. Though there are sidewalks along SR 7, there are few if any safe places for pedestrians or cyclists to cross the road. For this reason, students are not encouraged to cross this section of road until safety enhancements are implemented. The SR-7/Market Street intersection was ranked as the 11 th worst for crashes by WWW in their Traffic Operations and Safety Study for the City of Seven crashes occurred on or within close proximity to SR 7 east of the Muskingum River. These crashes were all discussed above. SR 550 A cyclist was unharmed from a crash on SR 550 at an intersection with Virginia Street. There are no pedestrian facilities in this area and no students are expected to be walking through this intersection. SR 26 Across town, two crashes occurred on SR 26, one reported just west of N Hart Street, and another at an intersection with Colegate Drive, both crashes resulted in one injured pedestrian. The intersection of SR 26 and Colegate Drive does not have pedestrian signal heads or push buttons. SR 60 Two crashes occurred north of downtown on SR 60 (Third Street). A crash that reportedly injured a cyclist occurred near an intersection with Sacra Via Street. The second crash, injuring a pedestrian, was reported at an intersection with Marion Street. These crashes are in addition to the three crashes mentioned on Putnam Street (near its intersection with Third Street (SR 7/SR 60), and the crash at Butler and Third streets. Given that each of these incidents occurred at unique locations, there is not enough data to evaluate whether these crashes constitute a distinct trend. This is also the case for the six remaining crashes that generally occurred on local roads, at Memorial Hospital, or on the campus of Washington State Community College. 12

83 School District Safe Routes to School Engineering Study Improvement Suggestions Safety and Encouragement Programs Perceived or real safety issues may be minimized by instituting education, enforcement and encouragement programs along identified SRTS routes and around the school property. Drop-off and pick-up policies should continually be monitored for safety and effectiveness and enforced with a reasonable level of effort. Encouragement programs can include a Walk/Bike to School Day or a walking school bus and should be implemented in conjunction with infrastructure improvements. Such programs would ideally be organized by members of the SRTS team, involved parents, and school staff. The following non-infrastructure recommendations are offered to the school district to help improve the safety of students walking or biking to school. Establish drop-off and pick-up procedures at all schools The need for better defined procedures, signage, striping, and supervision over the student arrival and dismissal process was identified at all four schools. A chaotic school circulation pattern creates a barrier to students walking and biking and should be evaluated and corrected at each school. Although infrastructure improvements designed to support such a system are included for the schools in this report, defining the rules and procedures, as well as getting the word out to parents and others will be a task the schools must pursue. With these policies, enforcement efforts are needed to ensure that motorists follow applicable traffic regulations and school policies. Provide young cyclist education to the current bike license requirements The current bike license program is a great way to encourage safe bike riding to school. A young cyclist education component could be added as a requirement to getting a license as a way to incorporate education initiatives into existing programming. In such a program, instructors would teach children how to ride safely, obey traffic laws, be mindful of other vehicles, and negotiate hazards such as railroad tracks and intersections. Remove dangerous structures from school travel routes One specific enforcement recommendation for Phillips Elementary School is the condemnation and demolition of the abandoned residence on the southwest corner of Elmwood and Buckeye streets. The proximity of this building to the school presents a serious safety concern, and an area resident stated that children are frequently seen entering and playing in the structure. The City has said they are working to address the issue by utilizing HUD Neighborhood Stabilization Program funding to demolish the structures. This effort should be completed as soon as possible. 13

84 School District Safe Routes to School Engineering Study New Facility Design Guidelines It should be noted that the City of has been cognizant of the challenges facing pedestrians and cyclists in the city, and that they have made progress toward improving connectivity in recent years. It is recommended that the City of adopt a Complete Streets policy to be applied to future City transportation projects. This policy will help ensure that all users of the transportation network are appropriately considered and safely accommodated in future improvements. Such a policy would address the need to include sidewalks and bike facilities in future capital road improvement projects, bridging gaps in the infrastructure network and increasing opportunities for students to walk and ride to school. This includes the need to ensure that sidewalk and multi-use path connections are made within and between new development and surrounding land uses. As previously discussed, this study identified several infrastructure improvement projects that are currently under design or in the planning s. Each of these projects has the potential to remove barriers that currently inhibit students from walking and biking to school in the vicinity. To the extent feasible, it is recommended that these projects be designed to maximize safety for student pedestrians and cyclists. Where sidewalks are to be constructed as a part of any project, it is recommended that they be physically separated from the roadway with a tree lawn of at least five feet. Where new traffic or pedestrian signals are erected, it is recommended that they be equipped with pedestrian push buttons and signal heads that include a countdown feature informing pedestrians how much time they have left before they should complete crossing the street. Engineering Improvements The engineering improvement suggestions provided to the SRTS team members aim to reduce vehicle speeds, establish safer crossings, and improve pedestrian and bike facilities within a two-mile trip of Harmar, Phillips, and Washington elementary schools, and Middle School. Specific improvement suggestions were developed with the goal of achieving the project Purpose and Need. The recommendations are grouped according to a general time frame in which treatments should be completed. They are defined as follows: Short-Term: 0-12 Months Medium-Term: 1-3 Years Long-Term: 3+ Years The following improvement suggestions provide the City School District and the City of with a range of possible improvements so that projects may be prioritized and budgeted accordingly. Cost estimates are for planning purposes only and should not be considered detailed engineering cost estimates. The estimates provided assume the recommendation would be implemented with others of a similar scope, allowing for economies of scale when contracting a firm to design and construct an improvement. 14

85 School District Safe Routes to School Engineering Study Recommendations for All Schools Upgrade and add new and improved bike racks as needed As current racks reach the end of their useful life and are replaced, or as additional capacity is required, it is recommended that new bike racks be installed that are designed to support students bicycles from at least two points on the bike s frame. Two examples of racks that meet this requirement are provided in Figures 13 and 14. In Figure 13 (left), inverted-u style bike racks are shown, which provide parking for two bikes per loop and cost about $300 each to purchase and install. In Figure 14, the campus or city style rack is shown, which are available in a variety of sizes to accommodate three to 11 bikes per rack, costing from $600 to $1,200 to purchase and install. Figure 13: Three inverted-u bicycle racks (left). The racks, supporting two bikes a piece, provide at least two points of support to parked bikes and allow racks to be spaced for easy access. Figure 14: Several campus style racks, which include a loop of metal that helps support each parked bike in two places, as well as provides something to lock the bike to. Improve sidewalks throughout the city Utilizing the sidewalk evaluation database developed through the Walk program, the City should prioritize sidewalk repair, replacement, and construction projects. Efforts to improve walks should be prioritized around local schools to best help area children walk or bike to school. Upgrade pedestrian signal heads as they require replacement It is recommended that pedestrian signal heads be upgraded to those with a countdown feature as they require replacement. These devices not only reduce pedestrian crashes, but have been shown to reduce vehicular crashes as well. While intersection or improvements that call for new pedestrian signal heads to be installed should be of this type and should be eligible for funding, the replacement of existing functional signals would not be. 15

86 School District Safe Routes to School Engineering Study Harmar Elementary School Short-Term (0-12 Months) Improve pedestrian facilities along Market Street Construct 1,060 linear feet (LF) of sidewalk and 12 curb ramps on Market Street between SR 7 and Franklin Street. Cost estimate: $70,000 Address congestion and unsafe conditions around the school the following recommendations are offered to improve pedestrian safety in front of Harmar Elementary School: o Reconstruct 75 LF of sidewalk, curb, and a tree lawn on the south side of Market Street from Fort Square to Gilman Street. This should be designed to prevent parents from parking on the tree lawn or sidewalk, yet allow parallel parking. Bollards should be installed if necessary. Cost estimate: $25,000. o Construct 140 LF of curb on the west side of Fort Square from Market Street to Crawford Street to prevent parents from parking off the side of the road. Cost estimate: $5,000. o Restripe crosswalks at the intersections of Fort Square with Market and Crawford streets with high visibility ladder-style crosswalks (Figure 15). Utilize a curb extension on the inside corner of Market Street and Fort Square to prevent parents from parking where visibility is needed to ensure safe use of the crosswalk. Bollards should be used if necessary. Cost estimate: $6,000. o Study and implement a plan to make Market Street and Fort Square one-way during arrival and dismissal times. This could be done by implementing the following turning restrictions at the intersection of Fort Square and Crawford Street during school hours: no left turn from west bound Fort Square to southbound Figure 15: A ladder-style crosswalk of which is more visible to drivers than a standard crosswalk. Ladder rungs can be painted outside of the typical tire tracks to improve the lifespan of the markings. Fort Square (at Crawford Street), left turn only for traffic traveling south on Crawford Street at its intersection with Fort Square, and do not enter except buses signs for southbound traffic on the south leg of the Fort Square and Crawford Street intersection. Cost estimate: $1,

87 School District Safe Routes to School Engineering Study o Implement a parent pick-up and drop-off zone off Market Street and Fort Square with students loading and unloading on Fort Square. Buses, if able, would circulate from Crawford Street, south on Fort Square and sit westbound on Market Street. With the one way restriction (except busses) and the help of a crossing guard or other staff, this should better order the arrival and dismissal process, thus improving safety for students walking and biking. Cost estimate for supplemental signage and striping to help parents with the new system: $2,000. Improve intersection safety at the intersection of Gilman and Market streets Crosswalks should be restriped with ladder-style striping, and curb extensions constructed on all four corners. This will reduce crossing distances, improve crosswalk visibility, and help control vehicle movements at this congested intersection near the school. Cost estimate: $30,000. Medium-Term (1-3 Years) Improve intersection safety at the Putnam Avenue and Franklin Street intersection Install curb extensions, ADA compliant curb ramps, and refresh the standard crosswalk markings at this intersection to control vehicle speeds, shorten crossing distances, and improve visibility for pedestrians. The free flow right turn from northbound Franklin Street to Putnam Avenue should also be eliminated as this presents a significant safety concerns for both pedestrians and motorists. Cost estimate: $80,000 ($20,000 per corner includes moving existing drainage structures). Construct sidewalk in Harmar Village The installation of 2,673 LF of sidewalk and 19 curb ramps are recommended on Fearing Street (between Lord and Market streets), Lord Street (between Fearing and Franklin streets), Barber Street (between Elm and Lord streets), Harmar Street (between Market and Pearl streets), and Pearl Street (between Franklin and Barber streets) streets in Harmar Village. Cost estimate: $157,000 Long-Term (3-10 Years) Connect Harmar Hill with Harmar Village and Harmar Elementary School The following projects are required to provide a pedestrian connection to Harmar Elementary School for students who live atop Harmar Hill: o Construct 1,130 linear feet (LF) of sidewalk and four curb ramps on the east side of Lancaster Street from Douglas Avenue to just west of Fairview Lane. The project will require either constructing a retaining wall or cantilevering system to support the new sidewalk. Cost estimate: $205,000 (cost reflects the greater complexity of this project over standard sidewalk installation). o Install a HAWK beacon on SR 7 near the Lancaster Street intersection. Cost of the HAWK beacon would be about $70,

88 School District Safe Routes to School Engineering Study o Construct a sidewalk linking the southern terminus of the Lancaster Street sidewalk at its intersection with SR-7 with the end of sidewalk along Lancaster Street just west of Smith Street. Approximately 700 LF of ramps, landings, and sidewalk will be required and should travel north and then turn south to provide sufficient space for the required 5% slope ramps. About 100 LF of stairs and landings can cut across the two ramps to provide a more direct path for those students who would use them. The ramps and stairs are required to help students with the 32-foot change in elevation. Cost estimate: $125,000. Phillips Elementary School Short-Term (0-12 Months) Refresh crosswalks on the Phillips Elementary School property The two existing ladder-style crosswalks leading to the front of the school across the main drive should be replaced with white striping to enhance visibility. Additionally, a third crosswalk should be added on the west side of the school to provide a marked crossing just north of the western entrance drive. Cost estimate: $900. Improve the shared-use path leading to Phillips Elementary School The following recommendations will improve the existing shared-use path that leads to the front of the school along Wayne Street: o Extend the northern end of the path to the crosswalk aligned with the front door of the school to shorten the crossing distance for students and condense crossing locations. A new ladder-style crosswalk should be striped across the eastern drive of the southern front parking lot where the extended path crosses. The existing crosswalk at the end of the path (approximately 90 feet in length) should be removed. Cost estimate: $2,000. o Replace and elevate approximately 130 LF at the southern end of the path. This will provide a smooth walking and riding surface for students traveling to school and ensure that the southernmost portion of the path does not flood during rain events. Cost estimate: $4,000. Enhance pedestrian crossings at the intersection of Greene and Hart streets The existing ladder-style crosswalk across Hart Street should be refreshed with new pavement markings. The crosswalk on Greene Street should be realigned to cross at a perpendicular angle to reduce the crossing distance. New ADA compliant curb ramps will also need to be constructed on Greene Street as the crosswalk currently ends at a private driveway. Cost estimate: $4,000. Provide a pedestrian crossing on Hart Street at Buckeye Street A standard crosswalk should be installed across Hart Street at Buckeye Street to provide a route to Phillips Elementary School from the Mills apartment complex. Cost estimate: $

89 School District Safe Routes to School Engineering Study Improve pedestrian safety and visibility at the Pike Street/Wayne Street intersection As this is the primary entrance to the school for vehicles as well as students walking and biking from south of the school, it is vital to ensure that pedestrians can safely cross this busy intersection. The badly worn standard crosswalk markings should be replaced with ladder-style crosswalks to enhance visibility of the crosswalk. Cost estimate: $4,000. Define a pedestrian route along Wayne Street north of Pike Street The existing uncontrolled access to Papa John s Pizza and the used car dealership on the northwest corner of the intersection should be replaced with curb and gutter and one, 24 foot wide defined driveway for each business. The 195 LF sidewalk should be constructed from the intersection to the existing shared-use path on school property. The sidewalk should extend through the driveways as well as the alley behind Papa John s, with the drive profiles rising to meet the sidewalk in order to give pedestrians and cyclists priority. A protective curb should be placed behind the sidewalk to discourage drivers from parking or driving over the sidewalk, and a tree lawn should be constructed between the sidewalk and the new curb. Right-of-way acquisition may be required if there is not an existing easement wide enough to encompass the new sidewalk. Cost estimate: $22,000 (not including ROW costs). Connect the sidewalks on Greene and Phillips streets This improvement would connect the existing sidewalk along the south side of Greene Street with the sidewalk on the north side of Phillips Street just east of the intersection between these two roads, thus allowing students to avoid this dangerous intersection. Due to the elevation difference between Greene and Phillips streets, the sidewalk connection would be approximately 300 LF and would require a switchback to achieve an acceptable grade of 5%. Because of these grading issues, an easement may be needed from the Community Action Program Corporation of Washington/Morgan Counties property on the corner. Cost estimate: $15,000 (does not include right-of-way costs). Medium-Term (1-3 Years) Enhance the pedestrian crossing at the intersection of Acme and Phillips streets The traffic signal operation at this intersection should be altered to reduce wait time for pedestrians that activate the pushbutton. It is recommended that, if feasible, the signal operate with a hot call for the pedestrian walk signal. This means that as soon as a pedestrian presses the button, the cross-street signal (Acme Street) turns yellow. This immediate response improves safety by incentivizing use of the signal by pedestrians. Cost estimate: $500. Improve pedestrian connectivity to Phillips Elementary School from the west Construct a small segment of sidewalk on Elmwood Street from its northern terminus to Wayne Street (western school drive) and sidewalk on the north side of Wayne Street leading to the school property (approximately 290 LF total). Cost estimate: $15,000. Improve pedestrian connectivity to Phillips Elementary School from the south Construct approximately 840 LF of sidewalk along Wayne Street between Sixth Street and 19

90 School District Safe Routes to School Engineering Study Pike Street to provide access to the pedestrian crossing at the Pike Street/Wayne Street intersection. Cost estimate: $48,000. Address pedestrian access issues on Phillips Street As the primary travel route to Phillips Elementary School, it is important that pedestrians have a safe and comfortable place to walk on Phillips Street. To this end, it is recommended that the existing sidewalk be reconstructed and new curb be installed on the south side of Phillips Street beginning at the pedestrian path to the school and park and extending approximately 720 LF to the east. From this point to Acme Street the sidewalk should be widened and the curb replaced to prevent vehicles from parking on the sidewalk. In addition to these recommended infrastructure improvements, it is recommended that Phillips Street be converted to one-way eastbound between Greene and Acme streets. At 16 feet wide, there is not adequate space for safe two-way traffic, particularly with on-street parking as is currently the case. Cost estimate: $120,000. Long-Term (3-10 Years) Install traffic calming measures along Acme Street Three sets of curb extensions (Figure 16) should be installed along Acme Street in order to control vehicle speeds through the residential neighborhoods to the east of Phillips Elementary School. The installation of intersection curb extensions at Phillips and Kenwood streets and a pair of midblock curb extensions halfway between the two streets would effectively narrow Acme Street to 22 or 24 feet in width and help maintain vehicle speeds at the posted 25 mph speed limit. The intersection curb extensions would also shorten pedestrian crossing distances. Cost estimate: $25,000. Figure 16: The curb extension above will help calm traffic by narrowing the through travel lane, defining a parking lane, and decreasing the crossing distance when placed on corners (as shown above). Improve pedestrian connectivity to Phillips Elementary School from the south The following recommendations would improve travel routes to the school for students living south of Pike Street by installing sidewalks on several streets: o Construct approximately 3,700 LF of sidewalk on Eighth Street between its eastern terminus and Hart Street. Cost estimate: $110,000. o Construct approximately 500 LF of sidewalk on Seventh Street between its eastern terminus and Charles Street. Cost estimate: $15,

91 School District Safe Routes to School Engineering Study o Construct approximately 800 LF of sidewalk on Sixth Street between its eastern terminus and Hart Street. Cost estimate: $24,000 o Construct approximately 500 LF of sidewalk on Fifth Street between its eastern terminus and Hart Street. Cost estimate: $15,000 Washington Elementary School Short-Term (0-12 Months) Enhance pedestrian priority across Ellenwood Avenue The drive apron of Ellenwood Avenue at Fourth Street should be reconstructed to create a continuous pedestrian route across the street. Continuing the sidewalk through the drive and profiling the drive to accommodate the sidewalk will result in a smoother and more visible sidewalk crossing as well as slower turning speeds for vehicles turning onto Ellenwood Avenue. Given the proximity to the school and infrequency of traffic on Ellenwood Avneue, students walking along Fourth Street should be given priority over turning vehicles. Cost estimate: $4,000. Increase the capacity and convenience of bike parking A new bicycle rack, of the types previously described should be installed at the south entrance to the school. The rack should be located on a paved surface near the entrance where surveillance can easily deter vandalism and theft. Cost estimate: $1,500 (parking for 10 bikes). Improve pedestrian crossings in the neighborhood surrounding Washington Elementary School In order to improve pedestrian safety and better define school travel routes, crosswalks are needed at the following intersections surrounding the school: o Install standard crosswalk markings across Camp Avenue at its intersections with Third and Fourth streets. Cost estimate: $200. o Install standard crosswalk markings on all four legs of the intersection of Fifth and Wooster streets. Cost estimate: $1,600. o Install standard crosswalk markings on all four legs of the intersection of Sixth and Montgomery streets and ADA compliant curb ramps across the southwest leg of the intersection. Cost estimate: $5,000. o Install standard crosswalk markings on all four legs of the intersection of Sixth and Warren streets. Cost estimate: $1,600. o Install ladder-style crosswalk markings and ADA compliant curb ramps across Garfield Street just north of Fifth Street to provide a shorter and more visible pedestrian crossing. Cost Estimate: $3,

92 School District Safe Routes to School Engineering Study Maintain a clear walking path on Sixth Street Concrete parking blocks should be installed in the driveway immediately west of Warren Street on Sixth Street to ensure that vehicles do not pull onto the sidewalk and block the pedestrian path. Cost estimate: $400. Medium-Term (1-3 Years) Calm traffic on Fourth Street near Washington Elementary School In order to slow vehicle speeds, shorten crossing distances, and improve pedestrian visibility along the primary walking route to Washington Elementary School, curb extensions are recommended at the intersections of Fourth Street with Montgomery, Warren, Washington, Wooster, and Scammel streets. Cost estimate: $160,000 (assumes $8,000 per curb extension and $32,000 per intersection). Provide a pedestrian route to Washington Elementary School from Cisler Drive A staircase should be constructed along the existing right-of-way between Cisler Drive and Warren Street. This will provide a direct pedestrian connection for a large number of students and avoid the dangerous curve further south on Cisler Drive. Cost estimate: $40,000. Improve the safety of pedestrians crossing Third Street at Sacra Via Street Construct median refuge islands (Figure 17) at the existing crosswalks on Third Street west of southbound Sacra Via Street and between northbound Sacra Via Street and Warren Street. This will force drivers to make slower turning movements and provide pedestrians with a refuge when crossing Third Street at this location where multiple Figure 17: A median refuge island and crosswalk. Such islands can vary in width and can be used with center left turn lanes or on streets with sufficient width to allow traffic to be shifted toward the curb. different turning movements may be taking place. Cost estimate: $24,000. Improve the safety of pedestrians crossing Tupper Street at Sixth Street Install standard crosswalk markings and ADA compliant curb ramps across the south leg of Tupper Street at Sixth Street. Cost estimate: $6,000. Long-Term (3-10 Years) Repair sidewalk on Fourth Street The existing brick sidewalk along the southwest side of Fourth Street between Camp Avenue and Warren Street (460 LF) is badly sunken and 22

93 School District Safe Routes to School Engineering Study covered with grass. The brick should be removed, the bed leveled, and the brick relayed to provide a level walking route. Cost estimate: $13,000. Maintain a clear walking path on Fifth Street The large driveway for the property on the northern corner of Fifth and Montgomery streets should be reduced in width and the current perpendicular parking spaces should be converted to angled parking on the street. This would provide the same number of parking spaces while ensuring that vehicles to not park across the sidewalk. Cost estimate: $25,000. Calm traffic in the neighborhood around Washington Elementary School The following recommendations are offered to improve pedestrian safety by controlling vehicle speeds, shortening crossing distances, and improving pedestrian visibility along walking routes: o Install curb extensions along Third Street at the intersections of Montgomery and Wooster streets. Cost estimate: $64,000. o Install curb extensions along Fifth Street at the intersections of Montgomery and Washington streets. Cost estimate: $64,000. o Install curb extensions at the intersection of Sixth and Washington streets. Cost estimate: $32,000. Middle School Short-Term (0-12 Months) Increase bicycle parking capacity for Middle School - Additional bike parking should be constructed near the middle school, consisting of a bike racks on a paved parking pad built into the hillside with a small retaining wall. This could be located on school property on the southeast side of Glendale Road or between the middle school drive and stairs climbing from the Putnam/Seventh/Glendale intersection. Cost estimate for 10 inverted U-racks (20 spaces): $3,000; The concrete pad and retaining wall $12,000 ($15,000 total). Alternatively, the City could choose to work with the YMCA to add spaces where students currently park and where bikes are more visible and less prone to theft or vandalism. Adding the racks on YMCA property would not be eligible for Safe Routes to School funding. Improve the safety of students traveling on Greene Street The following recommendations are designed to help permit safer travel from the Norwood neighborhood (north of Greene Street) to the middle school: o Install a rapid flasher LED beacon, upgrade the crosswalk to a ladder-style striping, and construct two accessible curb ramps at the crosswalk on the west legs of both 23

94 School District Safe Routes to School Engineering Study the Greene Street/Vine Street intersection as well as the Greene Street/Hart Street intersection. The Greene Street/Hart Street intersection crosswalk should cross Greene Street perpendicular to the curb to shorten the crossing distance. Existing advanced crosswalk flashing signage on Greene Street near Hart Street would be removed in favor of a new, pedestrian activated rapid flash LED beacon at the crossing. Cost estimate for both intersection improvements: $54,000. o A large curb extension should be constructed at the intersection of Greene and Phillips streets to shorten the crossing distance across the Phillips Street leg of the intersection, and better define the eastbound through movement on Greene Street from the turning movement onto eastbound Phillips Street. The current configuration, a wye intersection where through eastbound traffic veers left, permits allows traffic from eastbound Greene Street to easily travel straight onto Phillips Street with little warning and no inclination to slow down. Phillips Street, 16 feet wide in this section, descends from the intersection at a rate making it uncomfortable for pedestrians to cross. A curb extension would require traffic turning onto Phillips to slow down before turning onto the street, and improve pedestrian safety by allow pedestrians to more easily discern whether a vehicle intends to turn. The construction of two curb ramps and the striping of a stop bar on Phillips should be included in the project. Cost estimate for the curb extension island: $16,000. Better organize the arrival and dismissal procedure to improve pedestrian and cyclist safety Signs should be installed indicating that Walker Street operates one-way northbound during school arrival and dismissal hours. Because Walker Street is so narrow and steep, this will eliminate some of the potential conflicts between students walking along the road and two-way traffic trying to negotiate the steep slopes and sharp turns. The signage must be paired with enforcement efforts to ensure that drivers comply with the new restriction. Cost estimate: $300. Improve pedestrian safety and comfort along Seventh Street Widen the sidewalk along the east side of Seventh Street from Cutler Street to Wooster Street (approximately 740 LF) to provide students better separation from the high traffic volumes on Seventh Street. Because truck traffic is prohibited on Seventh Street north of Cutler Street, the road can be narrowed from 24 to 22 feet, which would provide an additional two feet of space to widen the sidewalk. Cost estimate: $14,800. Enhance pedestrian crossings of Seventh Street Standard crosswalk markings should be striped at the intersections of Seventh Street with Cutler and Wooster streets to allow students to cross to the east side of Seventh Street. The stop bar on the northeast leg of Wooster Street should also be moved behind the crosswalk so that motorists are not encouraged to stop in the crosswalk. Cost estimate: $1,400. Construct a protected pedestrian crossing on Glendale Road A pedestrian refuge island should be installed on Glendale Road just north of the Seventh Street intersection. The refuge island would be constructed in the existing painted median and would 24

95 School District Safe Routes to School Engineering Study incorporate the existing school crosswalk. The median island would better protect middle school students crossing Glendale Road to the staircase, and would raise awareness of motorists to the presence of increased pedestrian activity. Cost estimate: $15,000 Create a protected pedestrian crossing to better define the Middle School parking lot A large median island should be constructed in the school parking lot to protect students walking through the parking lot and to better define bus and parent pick-up and drop-off areas. The existing crosswalk through the parking lot is approximately 100 feet in length and is badly faded. The installation of a forty-foot wide median in the parking lot would essentially create two drives into the bus and teacher parking portion of the lot and separate it from the parent drop-off loop. The crosswalk would go through the center of the median and should be re-striped for enhanced visibility, particularly through the two newly created drives. Cost estimate: $10,000. Medium-Term (1-3 Years) Provide a pedestrian route to Seventh Street along Tupper Street A few small gaps in the sidewalk along Tupper Street (approximately 380 LF) between Sixth and Seventh streets should be closed in order to complete this route from the older neighborhoods of the City to the middle school. Cost estimate: $33,000. Improve the pedestrian connection from Middle School to the north Replace a deteriorated wood staircase on the north side of the school with a concrete structure to provide an improved connectivity to the school for students walking from the north and northeast so that they would not have to walk around the majority of the school property to access the building. At the location the stairs intersect the school drive, two small sections of sidewalk (approximately 300 LF total), and a new ladder-style crosswalk across the drive would also be installed. Cost estimate: $75,000. Further improve crossing safety across Glendale Road northeast of the school In conjunction with the new stairway to the school, a new mid-block crosswalk should be installed on Glendale Road to allow students to access the athletic fields and the stairs. The crosswalk should consist of ladder-style pavement markings and rapid flash LED beacons (Figure 18) to alert motorists to the presence of the crossing. It should be located near the eastern end of the football field, but not so far east that the sight distance of motorists is reduced by the curve in Glendale Road. Cost estimate: $10,000. Figure 18: Rapid flash LED beacon are pedestrian activated and generally successful at improving yielding compliance at crosswalks. 25

96 School District Safe Routes to School Engineering Study Long-Term (3-10 Years) Improve the safety of students traveling on Greene Street Approximately 1,500 LF of sidewalk should be constructed on the north side of Greene Street from Plum Street to Hart Street. Closing this gap in the sidewalk network will eliminate the need for students from Norwood to cross Greene Street twice (once at Phillips to the south side and once at Hart back to the north side) on their route to school, thus significantly reducing potential safety conflicts. A rough cost estimate for the sidewalk and retaining walls: $500,000. Additional research by a geotechnical engineer will be required to determine a better estimate of the cost of such a project. Improve pedestrian safety on Walker Street The existing 3.5-foot wide sidewalk along the southwest side of Walker Street should be widened from the school property to Quarry Street (approximately 480 LF) to provide adequate walking space for pedestrians. Provision of safe and comfortable pedestrian facilities is particularly important in this area due to the steep hills, sharp corners, and poor visibility created by the topography of the area. One challenge for this improvement will be the approximately three-foot drop-off directly adjacent to the existing sidewalk. It is assumed that retaining walls will be necessary to complete this project. Cost estimate: $96,000. Create pedestrian routes to Middle School from the north and northeast The following improvement recommendations consist of several substantial sidewalk projects aimed at creating pedestrian routes to residential areas along the hilly and winding roads to the north and northeast of the school. Several apartment complexes are located in this area that have concentrated numbers of students who are not eligible for busing, but who also have no safe route to walk or bike to school. Most of these sidewalk projects will involve grading issues and retaining walls for portions of the route, a factor that the cost estimates attempt to account for: Construct approximately 2,700 LF of sidewalk on Glendale Road between Hadley Lane and Colegate Drive. Cost estimate: $223,000. Construct approximately 2,500 LF of sidewalk on Hillcrest Drive from the apartments just north of Gross Street to Ephraim Cutler Street. Cost estimate: $330,000. Construct approximately 2,400 LF of sidewalk on Hadley Lane between Glendale Road and Colegate Drive and on Cisler Lane from Hadley Lane to the Colonial Terrace apartment complex. Cost estimate: $242,000. Construct approximately 3,000 LF of sidewalk on all of Channel, Becker, and Sunset lanes. Cost estimate: $230,

97 School District Safe Routes to School Engineering Study References , Guide for the Planning, Design, and Operation of Pedestrian Facilities, AASHTO 1999, Guide for the Development of Bicycle Facilities, AASHTO 2007, Location and Design Manual, Volume One, Roadway Design, ODOT 27

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