FINAL REPORT FOR THE OXNARD SIDEWALK SURVEY OXNARD, CALIFORNIA THE CITY OF OXNARD NOVEMBER 2015 PREPARED FOR PREPARED BY

Transcription

1 FI P F H X IK U X, IFI B 2015 PP F H I F X PP B

2 F Introduction... 4 Pedestrian emand odel emorandum... 6 xnard arrative emorandum Policies & Programs emorandum Policies & Programs atrix Project heets onceptual Plans and Graphics Palm rive from treet to treet aiders ay from allas rive to ose venue andalay Beach oad from Falkirk venue to osta de ro aviers oad from homas venue to ucca treet inth treet from street to B treet ia arina venue from ictoria venue to Bayview rive splanade rive north of ineyard venue treet and econd treet Harbour Island ane from Farralon ay to leutian ay B treet from hird treet to Fourth treet ttachment ost stimate etail ttachment B ity ap (Pre 1992) ttachment esults ap (Including ll Features) ttachment Public omment and esponse redits

3 I F able 1: ariable elated to Pedestrian emand... 8 able 2: perationalizing the ariables... 9 able 3: odebook able 4: everity verage Breakdown by rea able 5: ample ummary of rossing reatments for treets of arying anes, Posted peed imits, and verage aily raffic Programs atrix ost stimate etail reatment ypes and Unit ost I F FIGU Figure 1: peed Figure 2: otal umber of Bus rrivals by Bus top Figure 3: mployment ensity Figure 4: ommercially Zoned Parcels Figure 5: oastal and Harbor rea Figure 6: chools and Parks Figure 7: Pedestrian emand odel esults Figure 8: High Priority reas Figure 9: oastal High emand reas Figure 10: orth xnard High emand reas Figure 11: owntown xnard High emand reas Figure 12: entral / astern xnard High emand reas ample rosswalk ecision ool tandard rosswalk arking Patterns I F rea 1: Palm rive from treet to treet rea 2: aiders ay from allas rive to ose venue rea 3: andalay Beach oad from Falkirk venue to osta de ro rea 4: aviers oad from homas venue to ucca treet rea 5: inth treet from treet to B treet rea 6: ia arina venue from ictoria venue to Bayview rive rea 7: splanade rive rea 8: treet & econd treet rea 9: Harbour Island ane from Farralon ay to leutian ay rea 10: B treet & hird t... 95

4 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 4 IUI his report documents the process undertaken for the ity of xnard idewalk urvey project conducted by Fehr & Peers and ally wanson rchitects, Inc. his project was identified as a recommended priority within section of the 2012 Bicycle and Pedestrian Facilities aster Plan (BPFP) adopted by the ity of xnard. he scope of work for this project included the following major tasks: 1. Perform a video inventory of sidewalks, signs, curb ramps, and traffic calming devices within the entire ity of xnard (within parcels built pre-1992) to determine gaps and condition of the existing sidewalks provided. 2. stimate existing pedestrian volumes and demands across the city. 3. omplete field surveys of areas determined to have the highest concentration of pedestrian activity as estimated previously, including areas such as downtown, specific city parks, schools, and public buildings. he field surveys assessed features within intersections and public rights of way in compliance with mericans with isabilities ct () codes and guidelines. 4. Perform public outreach within the ity of xnard to help identify and prioritize locations within the city for future improvements. 5. reate a Geographic Information ystem (GI) database for the ity of xnard to identify and prioritize current and future projects as funding sources to be allocated for repairs to parts of the city s sidewalks and public rights of way. 6. Prepare final reports that include: a. onceptual plans including recommendations for identified high-priority areas. b. ables listing location and estimated cost of construction to repair features within identified high-priority areas. c. ecommend education, encouragement, and enforcement programs. ach of the following sections of this report represents a stage of the analysis in the project, including the assessment, results, and recommendations. First, the segments that are anticipated to have the highest number of pedestrians were identified using a GI-based pedestrian demand model, taking into account demographic variables as well as land use variables. his process is documented in the Pedestrian emand odel emorandum. econd, the highest demand segments were assessed for compliance with requirements and prioritized based on an everity verage score comprised of various deficiencies such as curb cuts, sidewalk running slope, cross slope, pedestrian push buttons and bus stops. his process is documented in the xnard arrative: High Pedestrian emand reas. hird, policies and programs were recommended that could be implemented in tandem with infrastructure improvements in order to further expand pedestrian safety and access. hese recommendations include an assessment of policies and programs that the ity of xnard already has in place. hese recommendations are documented in the Policies & Programs emorandum.

5 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 5 Finally, conceptual plans and graphics were developed for inclusion into project sheets for the top ten highest demand areas, prioritized based on their everity verage score as determined in the second section of this report. he recommended treatments address the deficiencies as well as improve the general pedestrian environment through treatments designed to increase safety and comfort for people walking. hese concepts and graphics for the top ten highest demand areas, along with relevant design standards and crash reduction factors (where applicable) are shown in the Project heets section of this report. ttachment details the assumptions and per-unit costs used to derive the planning level cost estimates in the Project heets. In addition to these memoranda and this final report, all data related to the demand model and the survey has been provided to the ity of xnard and is available upon request via -.

6 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 6 PI U

7 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 7 U ate: ovember 11, 2015 o: From: ubject: ity of xnard and ally wanson rchitects Fehr & Peers xnard idewalk urvey Pedestrian emand odel (Final) ef: IUI his report describes the pedestrian demand model methodology used to estimate relative demand for pedestrian facilities in xnard. he pedestrian demand model is one component of the xnard idewalk urvey project which identifies deficiencies in the pedestrian environment and develops a prioritization plan to address those deficiencies in the areas where they are needed most. his memo serves as the deliverable for Phase II : echnical emorandum including GI-based graphics documenting results of the model process and showing pedestrian demand levels. he pedestrian demand model utilizes physical and socioeconomic variables to predict where the demand for pedestrian activity will be highest. he xnard model uses variables which have been found to have a statistically significant effect on pedestrian demand based on a fully-validated statistical model developed by Fehr & Peers. his report includes the following sections: ethodology and approach aps of variables included in the model esults of the pedestrian demand model ummary and conclusion HG PPH his section describes the approach towards developing a pedestrian demand model and the methodology used for the ity of xnard. his analysis produced estimates of relative pedestrian activity at the street segment level. fter aggregating seven key variables, the values associated with each variable were assigned to the closest street segment. hen, the model results were calculated using a regression equation with weighted coefficients for each variable based on the result of previous Fehr & Peers research on pedestrian demand modeling.

8 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 8 he variables listed in able 1, below, are based on research Fehr & Peers conducted for the U nvironmental Protection gency (P) on the relationship between the built environment and travel patterns. even key variables were selected from this set for use in the xnard pedestrian demand model. Five variables were included based on statistical significance in a fully-validated pedestrian demand model conducted by Fehr & Peers for a different outhern alifornia coastal city, and two additional variables were included at the request of ity of xnard staff. able 1: ariables elated to Pedestrian emand ariable ource tatus tatistically ignificant ariables mployment ensity 2010 ongitudinal mployer- Included in pedestrian demand model Household ynamics data (via U ensus Bureau) ransit Frequency (# of transit ity of xnard, Gold oast ransit Included in pedestrian demand model vehicles stopping in P Peak period 4pm-7pm in one direction) ommercial istricts ity of xnard Included in pedestrian demand model as a pecial ttractor using the same weight as schools, parks, and coastal areas Proximity to oast U ensus IG file Included in pedestrian demand model as a pecial ttractor using the same weight as schools, parks, and commercial areas peed imit ity of xnard, entura ounty Fire epartment Included in pedestrian demand model dditional ariables ot tatistically ignificant Population ensity 2010 U ensus ot included in pedestrian demand model ransit Proximity (Bus & rail stop /station locations) ity of xnard, Gold oast ransit, etroink ot included in pedestrian demand model tudent Presence ity of xnard, xnard chool istricts, 2012 Included at the request of ity of xnard staff as a pecial ttractor using the same weight as parks, commercial areas, and coastal areas Proximity to Parks ity of xnard Included at the request of ity of xnard staff as a pecial ttractor using the same weight as schools, commercial areas, and coastal areas ge (% under 16 and 65+) U ensus ear ot included in pedestrian demand model stimates Income (edian Household U ensus ear ot included in pedestrian demand model Income) stimates ehicle wnership U ensus ear ot included in pedestrian demand model stimates ommute (% walking to work) U ensus ear ot included in pedestrian demand model stimates treet egment ength ity of xnard, entura ounty ot included in pedestrian demand model Intersection ensity ity of xnard, entura ounty ot included in pedestrian demand model treet lope ity of xnard ot included in pedestrian demand model and Use ix P mart ocation atabase, 2010 ot included in pedestrian demand model Pedestrian Facilities ity of xnard ot included in pedestrian demand model Bicycle Facilities ity of xnard ot included in pedestrian demand model Pedestrian ollisions I / I ot included in pedestrian demand model

9 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 9 he exclusion of variables listed in the table above from the pedestrian demand model should not be cause for concern. In a statistical regression, many variables are collinear or so highly correlated such that including both variables would not increase the accuracy of the model. Five of the seven variables that were ultimately included are the result of a fully-validated, statistically significant model using the variables that produce an effect on pedestrian demand. wo additional variables were included at the request of ity of xnard staff to capture the local importance of parks and schools within xnard communities. he values for each of the variables used in the model were joined to the street segments that were closest to the feature which contained the data. his process of operationalizing the data, along with any manual adjustments made during the process, is summarized in able 2. able 2: perationalizing the ariables ariable Join/erge ethod anual djustments peed efault speed already assigned to each street segment in the data file. anually corrected street segments where the default speed should be 10 mph but was coded as 1 mph in the data (Palm, spen Glen, range all, and edar ove). anually adjusted street segments representing gates to be the same speed as the adjacent segments, rather than 0 mph as they were coded in the data. anually adjusted street segments to reflect 85 th percentile speed instead of posted speed, where data were provided by ity of xnard. Bus Frequency ommercial Zoning mployment ensity istance to oast chools Parks Bus stops assigned the value of the sum of the number of buses between 4pm-7pm, for all lines stopping at that site. treet segments took the value of the closest bus stop within a 100 ft radius, which only captures one direction of transit activity. reas zoned entral Business istrict, eighborhood ommercial, ommercial, ffice, hopping enter, Business esearch Park, or oastal isitor-serving ommercial took value of 1; all else took 0. treet segment took the value of 1 if any overlying or adjacent parcels were coded 1; otherwise took 0. treet segment took the value of the overlying census block. here the street segment was on the border of two or more census blocks, street segment took the average of them. rea within 2000 feet of coast and/or harbor assigned a value of 1. treet segment took the value of 1 if within 2000 ft coastal area. chool parcels assigned a value of 1. treet segments within 100 feet of a school took the value of 1. Park parcels assigned a value of 1. treet segments within 100 feet of a park took the value of 1. anually adjusted street segments 3864 and 6378 (4th t) to take bus frequency attributes of top I (xnard ransit enter) which was >100 feet from the street segment. anually corrected spatially overlapping bus stops at t near enterpoint all to reflect the sum of all lines at that stop. anually removed buses from the bus yard at 3 rd and Hayes, which is not a stop that generates pedestrian traffic. anually added I bus lines to respective bus stops. anually added several parcels that were absent from the zoning shapefile. anually added commercial parcels in entura ounty and ity of Port Hueneme that fell within ½ mile of the ity of xnard border. anually corrected employment data assigned to Justin ay to reflect fewer jobs per square mile. anually divided ensus tract near Bubbling prings Park into commercial segment and park segment; assigned jobs per square mile to commercial segment only. one one anually added linear parks near ea Bridge, manually removed golf course near northern city boundary.

10 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 10 nce the variables were attached to street segments, the regression equation from Fehr & Peers previous pedestrian demand modeling was applied. regression equation correlates independent variables to a dependent variable, allowing us to investigate how much of an effect, for example, speed (independent variable) has on pedestrian demand (dependent variable). he regression equation has an 2 value which represents how much of the effect is caused by the independent variable. o investigate the effect of multiple variables, the equation simply includes a different coefficient for each variable, based on the relative impact of that particular variable on the cumulative effect produced. he equation also includes a constant, which is used to place the regression equation onto a graph it represents the place where the regression line would cross the y-axis. egression equations are produced in the following format: = + X 1 B 1 + X 2 B 2 + X 3 B 3 + X 4 B 4... here: = ependent variable (Pedestrian emand) = onstant X 1 = ariable 1 B 1 = oefficient 1 he regression equation used for the pedestrian demand model is as follows: = [mployment ensity] ( ) + [ransit Frequency] (3.675) + [pecial ttractors] (82.695) + [peed] (-5.699) here: = elative Pedestrian emand = 222 mployment ensity = Jobs per quare ile ransit Frequency = umber of buses arriving between 4pm and 7pm, by bus stop in a single direction pecial ttractors = oastal/harbor rea, chools, Parks, and ommercial reas peed = efault peed or 85 th Percentile peed, where available his equation uses the same coefficients and the same constant as the original regression model. he 2 value of the equation for the original regression model was 0.584, and we assume that it would be similar in this context. s noted earlier, the 2 value signifies how much of an interaction is explained by the variables included in the model, and values can range from 0 to 1. herefore, this model, as originally applied, explained roughly 58% of the observed pedestrian activity. s a predictive tool, we can assume it explains roughly 58% of the pedestrian activity expected in xnard. he original model tested numerous additional variables, with the highest 2 value obtained using the five variables referenced above. hese variables formed the basis for the xnard model, supplemented by two additional variables included at the request of the ity of xnard staff.

11 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 11 P F I his section includes maps of the variables included in the pedestrian demand model. s discussed in the section above, these variables include: peed Bus frequency during afternoon peak (4pm-7pm) mployment density ommercial zoning oastal/harbor reas chools Parks Figures 1-6 illustrate the spatial distribution of the individual variables across the ity of xnard. In Figure 1, speeds reflect the 85 th percentile speed where available, or the default speed where no data were available for operating speeds. ocal roads in the ity of Port Hueneme have a default speed of 35 mph while local roads in the ity of xnard primarily have a default speed of 25 mph or less. his difference accounts for the stark contrast in the majority of the roads shown in Port Hueneme. Figure 2 displays the number of buses arriving at a given stop, in one direction, in the peak period of 4 P 7 P. he data include bus arrivals from Gold oast ransit and entura ounty ransportation ommission s I Bus (onejo onnection, oastal xpress, and UI xnard). Figure 3 displays the number of jobs per square mile by census block, where available. mployment data was unavailable for some census blocks, since some blocks are entirely residential or otherwise employ no people, and therefore some census blocks lack data in Figure 3. Figure 4 illustrates the commercial areas used in the pecial ttractor variable, within the ity of xnard, the ity of Port Hueneme, and entura ounty. his map includes a planned commercial parcel at ose venue and amino el ol, as identified in the ortheast ommunity pecific Plan. his parcel was included at the request of ity of xnard staff. Figures 5 and 6 display the additional categories included within the pecial ttractor variable coastal/harbor areas (Figure 5), and schools and parks (Figure 6), inear parks were added near the ea Bridge development in the southwest part of xnard, and the golf course near the northern boundary of the city was manually removed based on discussions with ity of xnard staff.

12 U J H I ity of entura HB I II ity of xnard X GZ 101 FUH FIFH \\fpla1\data\jobs\ctive\2700s\2716_xnard itywide idewalk\graphics\gi\x\3rd dit\evisedemandodel.mxd peed xnard ity Boundary Half ile Buffer P H I ity of Port Hueneme I HU B X ote: he default speed on local streets in the ity of Port Hueneme is 35 mph, while the default speed of many local streets in the ity of xnard is 25 mph or less, which explains the contrast in color despite similar types of roads. he default speeds have been used in the Pedestrian emand odel, though the operating speeds may be similar. Figure 1 peed (efault peed or 85th Percentile peed, where available)

13 U J H I ity of entura HB I II ity of xnard X 101 GZ \\fpla1\data\jobs\ctive\2700s\2716_xnard itywide idewalk\graphics\gi\x\3rd dit\emandodel_harbor_s_oastline.mxd umber of Buses xnard ity Boundary Half ile Buffer P H I ity of Port Hueneme FUH I HU B FIFH X Figure 2 otal umber of Bus rrivals by Bus top Between 4 P - 7 P, in ne-ay irection

14 U J H I ity of entura HB I II ity of xnard X GZ 101 FUH FIFH \\fpla1\data\jobs\ctive\2700s\2716_xnard itywide idewalk\graphics\gi\x\3rd dit\evisedemandodel.mxd mployment 1-3,000 3,001-11,000 11,001-24,000 24,001-55,000 55, ,000 xnard ity Boundary Half ile Buffer P H I ity of Port Hueneme I HU B X Figure 3 mployment ensity (ongitudinal mployer-household ynamics data, 2010)

15 U J H I ity of entura HB I II ity of xnard X GZ 101 FUH FIFH \\fpla1\data\jobs\ctive\2700s\2716_xnard itywide idewalk\graphics\gi\x\3rd dit\evisedemandodel.mxd ommercially Zoned Parcels ot ommercially Zoned ommercially Zoned xnard ity Boundary Half ile Buffer P H I ity of Port Hueneme I HU B X Figure 4 ommercially Zoned Parcels ities of xnard and Port Hueneme; entura ounty

16 U J H I ity of entura HB I II ity of xnard X 101 GZ \\fpla1\data\jobs\ctive\2700s\2716_xnard itywide idewalk\graphics\gi\x\3rd dit\emandodel_harbor_s_oastline.mxd oastal and Harbor rea < 2,000 feet to coast or harbor xnard ity Boundary Half ile Buffer P H I ity of Port Hueneme FUH I HU B FIFH X Figure 5 oastal and Harbor rea

17 U J H I ity of entura HB I II ity of xnard X 101 GZ \\fpla1\data\jobs\ctive\2700s\2716_xnard itywide idewalk\graphics\gi\x\3rd dit\emandodel_harbor_s_oastline.mxd Parks chools xnard ity Boundary Half ile Buffer P H I ity of Port Hueneme FUH I HU B FIFH X Figure 6 chools and Parks

18 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 18 U F H PI his section presents the results of the pedestrian demand model, including the final map showing the street segments with highest anticipated pedestrian activity. fter processing the variables through the regression equation as described in the methodology section above, street segments representing the U-101 freeway, freeway on-ramps, and two unpaved access roads (through the iver idge Golf lub and parallel to lmond rive) were removed. Figure 7 shows the results of the pedestrian demand model. verall, pockets of high demand for walking are predicted to exist in a few key areas: owntown xnard, near the xnard ransit enter, along aviers d south of hannel Islands Boulevard, near the enterpoint all, along splanade r at the splanade hopping enter, and along some street segments near the harbor and coast. dditionally, areas of moderate pedestrian demand are predicted near pecial ttractors including the coast or harbor, schools, parks, and commercial areas, as well as along walkways in the hannel Islands Harbor, and in areas where there are bus stops. reas of low pedestrian demand are predicted to exist primarily along highspeed arterials and in exclusively residential developments. he fourteen highest demand areas based on the results of the pedestrian demand model are as follows, starting with the highest demand segments and decreasing in order: 1. treet & econd treet 2. B treet & hird treet 3. B treet & Fourth treet 4. Fourth treet at xnard Boulevard 5. splanade rive 6. treet from inden rive to aywood ay 7. inth treet & treet 8. aviers oad from homas ve to ucca treet 9. aiders ay from allas rive to ose ve 10. ia arina venue from ictoria ve to Bayview rive 11. Harbor Island ane from Farralon ay to leutian ay 12. Fifth treet from B treet to treet 13. andalay Beach oad from Falkirk ve to osta de ro ve 14. Palm rive from treet to treet Figures 8 through 12 show the locations of the above high demand street segments within the ity of xnard.

19 U J H I ity of entura HB I II ity of xnard X 101 GZ \\fpla1\data\jobs\ctive\2700s\2716_xnard itywide idewalk\graphics\gi\x\3rd dit\emandodel_harbor_s_oastline.mxd elative Pedestrian emand ow edium High xnard ity Boundary Half ile Buffer P H I ity of Port Hueneme FUH I HU B FIFH X Figure 7 Pedestrian emand odel esults

20 U J H I ity of entura HB I II ity of xnard X 101 GZ P FIFH HI. FIFH FUH I I P IH :\Jobs\ctive\2700s\2716_xnard itywide idewalk\graphics\gi\x\highpriorityreas.mxd BH High Priority reas xnard ity Boundary Half ile Buffer HB I H I ity of Port Hueneme I B HU I X Figure 8 High Priority reas

21 ia arina from ictoria to Bayview Harbor Island from Farralon to leutian :\Jobs\ctive\2700s\2716_xnard itywide idewalk\graphics\gi\x\highpriorityreas.mxd andalay Beach oad from Falkirk to osta de ro Pedestrian ollisions #* Proposed FB ocations issing urb amps High Priority reas xnard ity Boundary Half ile Buffer #* #* H I P Figure 9 oastal High emand reas

22 #* #* #* #* #* #* #* #* X FIF I H GZ FUH :\Jobs\ctive\2700s\2716_xnard itywide idewalk\graphics\gi\x\highpriorityreas.mxd orth xnard High emand reas Figure 10 Pedestrian ollisions #* Proposed FB ocations issing urb amps High reas xnard ity Boundary Half ile Buffer splanade rive

23 #* #* #* #* #* #* #* #* #* #* #* #* #* #* #* #*#* X FI H GZ J X FUH :\Jobs\ctive\2700s\2716_xnard itywide idewalk\graphics\gi\x\highpriorityreas.mxd owntown xnard High emand reas High Priority reas xnard ity Boundary Half ile Buffer Figure 11 Pedestrian ollisions #* Proposed FB ocations issing urb amps Palm rive from t. to t. t. & econd t. B t. & hird t. B t. & Fourth t. xnard Boulevard & Fourth t. Fifth t. from B t. to t. inth t. &. t.

24 J I #* #* #* t. from aurel to hannel Islands aviers from homas to ucca #* X #*#* U aiders ay from allas to ose :\Jobs\ctive\2700s\2716_xnard itywide idewalk\graphics\gi\x\highpriorityreas.mxd I #* #* #* B Pedestrian ollisions #* Proposed FB ocations issing urb amps HU High Priority reas xnard ity Boundary Half ile Buffer #* Figure 12 entral / astern xnard High emand reas

25 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 25 U UI he development of this pedestrian demand model was based on previous research conducted by Fehr & Peers for the U P and other coastal communities in outhern alifornia. hough the statistical model used for this memo was validated in a different context, it has not been validated for the ity of xnard with observed pedestrian counts, and therefore can be used for estimation only. he results of the model demonstrate logical pedestrian patterns based on land use, built environment factors, and natural geographic features. he areas with the highest predicted levels of pedestrian demand tended to be on streets in heavily commercial areas with higher relative employment density, adjacent to high frequency transit stops, on streets with lower relative speeds, or a combination of the above factors. dditional street segments near schools, parks, the coast line, or the harbor reflected moderate levels of predicted pedestrian demand. treet segments with only one of the above listed factors, such as low speeds in residential neighborhoods, registered with lower levels of predicted pedestrian demand. he data files associated with this model are available as a shapefile and as a.kml file, with field names defined in ppendix. he results have been manually adjusted based on local knowledge and discussion with ity of xnard staff.

26 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 26 PPIX he regression equation used for the pedestrian demand model is as follows: = [mployment ensity] ( ) + [ransit Frequency] (3.675) + [pecial ttractors] (82.695) + [peed] (-5.699) able 3 associates the variables listed in the equation, above, with the field titles in the shapefile. he variables are the last five fields in the file; the final field is the model results which were calculated using the above equation. ll preceding fields provide additional information about the street segment. able 3: odebook hapefile Field ame ariable Unit efaultpeed peed iles per hour BusFrequencyPrrivals ransit Frequency otal buses arriving at closest stop between 4P-7P, in one direction JobsPerqile mployment ensity Jobs per square mile ommercialrea ommercial Zoning 1/0, es/o oastalharborrea istance to cean Feet chool chool adjacent 1/0, es/o Park Park adjacent 1/0, es/o odelesults odel esults --

27 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 27 X I U

28 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 28 U ate: 11/11/2015 o: From: ubject: ity of xnard ally wanson rchitects Inc. xnard arrative: High Pedestrian emand reas (Final) IUI his report describes the overall perspective of the mericans with isabilities ct () deficiencies at each of the 14 high pedestrian demand areas identified. he 14 high pedestrian demand areas being analyzed were identified from the results of Fehr & Peers work in the Pedestrian emand odel emorandum section of this report. For detailed descriptions of each individual barrier feature (including bus stops, curb ramps, mid blocks and pedestrian signals) please see the eport ity of xnard High Pedestrian reas produced by ally wanson rchitects, Inc. HG PPH ach feature assessed was given a severity score based of the number of barriers found within each area and the amount they deviate from the codes. he codes are based on the standards provided in the Public ights of ay ccessibility Guidelines (PG), alifornia Building ode (B), anual on Uniform raffic ontrol evices (U) and the mericans with isabilities ct (). here were four feature types assessed in this assessment; these featured included: sidewalks, curb ramps, pedestrian push buttons and bus stops. he severity scores range from 0 100, with 100 being the most severe.

29 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 29 In order to look at each area objectively when some areas contain more features than others, the everity verage of each area was calculated, which is simply the average severity score of all individual barriers within an area. U F X I fter the everity verage of the 14 high pedestrian demand areas was determined, the areas were re ranked in accordance to areas with the highest to least everity verage (versus in the Pedestrian emand odel emorandum section which ranked the 14 areas by highest to least pedestrian demand). his ranking is provided in the following table.

30 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 30 able 4: everity verage Breakdown ank ame eighborhood everity verage 1 1 Palm rive from treet to treet ilson aiders ay from allas rive to ollege states 2 ose venue andalay Beach oad from Falkirk xnard hores 3 venue to osta de ro aviers oad from homas venue to ucca treet Bryce anyon orth, Blackstock orth & Blackstock outh inth treet & treet Hobson Park ast ia arina venue from ictoria ia arina 6 venue to Bayview rive splanade rive / treet & econd treet ilson Harbor Island ane from Farralon hannel Islands 9 ay to leutian ay B treet & hird treet ilson B treet & Fourth treet ilson treet from inden rive to Kamala Park 12 aywood ay Fifth treet from B treet to treet ilson & Hobson Park ast Fourth treet at xnard Boulevard ilson & Five Points ortheast 6.98 onceptual plans project sheets for the top 10 highest everity verage shown in the above table were developed which include design standards, projected cost estimates to repair the area, and potential funding sources. hese project sheets can be found later in the report. he following pages of this section meanwhile, provide an overall description of the deficiencies found within each of the 14 locations. 1 everity verage is the average severity scores of all features (sidewalks, curb ramps, pedestrian push buttons and bus stops) within each location to objectively compare different locations which have an unequal amount of features.

31 verall ssessment Palm rive from treet to treet he features in this area received the highest average severity score of all areas assessed. ll of the curb ramps in this area had ramp running slopes greater than 14%. standards set the maximum running slope for a curb ramp to be 8.3%. very curb ramp provided also had a top landing area that was not deep enough to provide a turning space. t the intersection of Palm rive and treet there are no curb ramps provided. he sidewalks along Palm rive had only a few small areas where the cross slope barriers occurred and a few vertical changes.

32 aiders ay from allas rive to ose venue he south side of aiders ay is inaccessible to pedestrians using a wheelchair because there are no curb ramps provided along that entire stretch of sidewalk. he pedestrian push buttons located at the intersection of ose ve and aiders ay are not equipped with accessible pedestrian push buttons that include a button locator tone, audible walk indication, vibrotactile indication and a button that contrasts with its surrounding casing.

33 andalay Beach oad from Falkirk venue to osta de ro he curb ramp located at the intersection of andalay Beach oad and Falkirk venue has a steep running slope and is non compliant. his ramp is low priority because it does not connect to another path of travel and is mainly used as a driveway for vehicles. he rest of the curb ramps in this area have high running slopes and do not provide a smooth transition from the ramp to the gutter area. one of the curb ramps in this area have detectible warnings. he sidewalks have slight cross slope and vertical change issues throughout.

34 aviers oad from homas venue to ucca treet he sidewalks in this area were identified as some of the most severe examined. Both sides of the sidewalk had a lot of vertical change barriers. ll four of the bus stops in this area had deficiencies. ll of the pedestrian push buttons in this area do not have a clear floor space with a slope under 2%. ll of the pedestrian push buttons do not provide a button locator tone, audible walk indication, vibrotactile indication and a button that contrasts with its surrounding casing. ll of the curb ramps in this area have deficiencies that would require new ramps to be built in order to mitigate the barriers.

35 inth treet & treet he curb ramps in this area have medium to low severity scores. here is one exception where no curb ramp is provided at a marked crosswalk at the intersection of inth treet and B treet. ll of the ramps in this area would need to be demolished and rebuilt to mitigate the barriers. he sidewalks on both the north and the south side have a low severity score. he pedestrian push buttons at the intersection of inth treet and treet do not provide a button locator tone, audible walk indication, vibrotactile indication and a button that contrasts with its surrounding casing.

36 ia arina venue from ictoria venue to Bayview rive he curb ramps on the north side of ia arina venue are low priority and only require detectable warnings. he curb ramps on the south side of ia arina venue have a high running slope on the ramps and both need to be demolished and rebuilt. he sidewalks on the north and south side both have vertical change issues throughout and small areas where the cross slope is greater than 2%.

37 splanade rive he sidewalks along this area had a lower severity score. he most severe stretch of sidewalk was along the southwestern section, where there were a lot of vertical change and cross slope barriers. one of the four bus stops in this area are completely compliant. ll of the curb ramps in this area have a medium severity score. he severity score of the barriers found for the pedestrian push buttons was high. one of the pedestrian push buttons included a compliant clear floor space. hese pedestrian push buttons also did not have all of the required features of an accessible pedestrian signal. here was construction blocking a section of the sidewalk on the west side of the street. he construction had also done damage to some of the surrounding sidewalks.

38 treet & econd treet one of the pedestrian push buttons in this area provide a button locator tone, audible walk indication, vibrotactile indication and a button that contrasts with its surrounding casing. ix of the eight pedestrian push buttons are located in areas where the reach distance is further than 10 from the clear floor space provided. he curb ramps in this area all had a low severity score. he sidewalk segments in this area also had a low overall severity score with occasional instances of cross slope and vertical changes. he bus stop by First treet and treet has a cross slope greater than 2% along the south ramp which leads to the boarding area. here is also a 4% slope adjacent to the bench area.

39 Harbor Island ane from Farralon ay to leutian ay he sidewalks along this area had a very low severity score. he curb ramps in this area only had slight barriers that were typically related to the gutter portion of the ramps. his area appeared to be located in a fairly new development.

40 B treet & hird treet he sidewalks in this area had a very low severity score. he majority of the curb ramps in this area had very slight barriers. he curb ramps on the north side of hird treet and B treet had very high running slopes. one of the pedestrian push buttons included all of the required features of an accessible pedestrian push button. he pedestrian push buttons located on the north side of the hird treet and B treet intersection are placed where the clear floor space is on the sloped ramp. he bus stop located at hird treet and treet has a high slope running towards the street at the boarding area.

41 B treet & Fourth treet he sidewalks in this area had a very low severity score. he curb ramps at the intersection of B treet and Fourth treet all have steep gutter slopes greater than the maximum 5%. he curb ramp at the north part of the northeastern corner of the intersection at B treet and Fourth treet is not aligned with the adjacent crosswalks and does not directly lead to another path of travel. his ramp should be removed to prevent pedestrians from trying to cross at a location that does not connect to the adjacent crosswalk.

42 treet from aywood ay to inden rive he sidewalks in this area have a very low severity score. here were only a few slight barriers along each side of the sidewalk. he curb ramps on the east side of treet have one compliant ramp and the other two are very close. he curb ramps on the west side of treet have high running slopes and require the ramps be demolished and rebuilt to mitigate the barriers. ll of the bus stops in this area have slight barriers. one of the bus stops provide a clear 30 x 48 space adjacent to the bench under the shelter area.

43 Fifth treet from B treet to treet he two sidewalk segments assessed had a very low severity score with a few cross slope and vertical change instances.

44 Fourth treet at xnard Boulevard he small sidewalk segments in this area had a very low severity scores with a few gutter slope and top landing barriers at the curb ramps. here are 12 curb ramps in this small area. he curb ramps in this area all had very low severity scores. his area overall had the lowest severity score average among all the features assessed.

45 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 45 PII & PG U

46 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 46 U ate: ovember 11, 2015 o: ity of xnard and ally wanson rchitects From: ubject: Fehr & Peers xnard idewalk urvey enu of itywide ducation and nforcement Programs (FI) ef: IUI his memorandum provides a customized package of education, encouragement, enforcement and evaluation programs for the ity of xnard. he attached worksheet in the section Policies & Programs atrix summarizes all the programming options described in this memo, and highlights in yellow the draft priority programming efforts recommended for xnard based on best practices, local needs, and the capacity of the ity and other involved agencies. he highlighted priority programs are discussed in the first section of this memo under ecommended ducation, ncouragement, nforcement and valuation fforts, and the remaining programs are discussed in the second section of this memo under dditional ducation, ncouragement, nforcement, and valuation fforts. For all programs, the worksheet notes the key partners and stakeholders, timeline, and effectiveness, and whether the program was included in the 2012 Bicycle and Pedestrian Facilities aster Plan. For the priority programs, the worksheet identifies additional information: order of magnitude costs, potential funding sources, and links to case studies. his memo and the accompanying worksheet serve as the deliverables for Phase III v, vi, and vii. hile engineering and infrastructure enhancements are critical elements for improving pedestrian safety, educational programming, encouragement campaigns and enforcement efforts are complementary to infrastructure investment and essential components of a city s fully-developed pedestrian safety strategy. dditionally, conducting evaluation efforts around all types of pedestrian improvements can help demonstrate the value of investing in a well-developed pedestrian strategy. ducation, encouragement and enforcement programs increase the safety, utility, and viability of infrastructure projects. hey often include a combination of municipal support and volunteer engagement, which can have an exponential effect on the extent to which a community embraces a city s pedestrian safety efforts. Because of this community-supported model, support programming can have

47 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 47 very large effects while relying on small budgets. ducation campaigns should include residents of all ages, especially emphasizing school-aged children where safe walking habits can be instilled as a life-long lesson. hese types of support programs also ensure compliance with the criteria required by the ctive ransportation Program (P) for an active transportation plan. he P provides funding for the implementation of pedestrian programs and infrastructure. he first section of this memo provides detailed information on the draft priority program recommendations, highlighted in the accompanying Programs atrix in yellow. he second section of this memo provides brief explanatory information about the full portfolio of programming options. Both sections are organized by the Four s : ducation programs help to inform residents both those who primarily walk and those who do not often walk about the rights, responsibilities, and resources available for pedestrians. ncouragement programs are similar to education programs, but focus more on addressing individual barriers to walking and encouraging people to try walking as a mode of transportation or recreationally. nforcement programs involve efforts by the police department, and have been demonstrated to be very effective in improving safety for road users. valuation efforts can demonstrate the value and benefit of investing in pedestrian infrastructure and programming. UI, UG, F UI FF taff / gency raining (ducation) Provide city staff and enforcement staff with training on new pedestrian design treatments in right of way. his also includes working with ity maintenance and utility crews to ensure they understand the needs of pedestrians and follow standard procedures when working on or adjacent to roadways and walkways. stablishing internal understanding of the issues facing pedestrians in the city is a critical step to developing effective, implementable policies and infrastructure. raining for city staff should occur whenever a new policy is adopted or new set of guidelines is developed. afe outes to chool () (ducation) his category refers to a variety of children s programs aimed at promoting both walking and bicycling to school and improving traffic safety around schools. he program takes a comprehensive 5 approach with specific engineering, education, encouragement, enforcement, and evaluation. he programs involve partnerships among school staff, parents, students, city staff, school districts, neighbors, and law enforcement. he ational enter for afe outes to chool has in-depth programming information.

48 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 48 Integrating educational messages into a comprehensive program can be a very effective way to kickstart a citywide program. pecific education tools include: Pedestrian skills training for 1st and 3rd graders Bicycle skills training for 3rd and 5th graders essaging to parents about safe driving, walking and bicycling habits reating drop-off and pick-up procedures Incorporating information about walking and bicycling into classroom subjects such as math or science (e.g., calculate average walking speeds or distances) ssemblies or classroom sessions about walking and biking safety argeted vents in High-eed reas (ducation, ncouragement, nforcement) In general, education, encouragement, and enforcement events and programs should be targeted in highneed areas first, if resources are limited and a city-wide program is not possible. he challenge is determining what constitutes high need. everal metrics are available to set a threshold for need, including but not limited to income, health disparity, pollution exposure, injury risk, and age-related vulnerability (older adults or children). he alnvirocreen ool developed by the alifornia ffice of nvironmental Health Hazard ssessment is one robust method of measuring the combined impact of these disparities, and is used by state funding programs such as the ctive ransportation Program to determine whether a project is located in a high need area. ore information about alnvirocreen can be found at oehha.ca.gov/ej/ces2.html. his education strategy works well in conjunction with several of the evaluation strategies discussed below, which involve data collection, analysis, and performance evaluation. pen treets vents (ncouragement) xplore opportunities to host an open streets event, such as pen treets in anta Barbara or icvia in os ngeles. hese events are good opportunities not only to encourage walking and biking, but to distribute educational materials, and to engage with the public about future pedestrian facilities. Pedestrian raining for fficers / Pedestrian iaison fficer (nforcement) aw enforcement officers should receive training specifically focused on pedestrian safety and enforcement principles. s a cost-saving measure, the ity of xnard may collaborate with surrounding jurisdictions and share resources as practical. dditionally, the xnard Police epartment should consider appointing a pedestrian liaison officer who is a single point of contact for all matters concerning pedestrian safety. raffic afety Grants (nforcement) everal grant sources exist specifically for traffic safety related efforts. he ity of xnard has pursued alifornia ffice of raffic afety grants in past funding cycles. Grants can be used for outreach campaigns and to support the normal time budgeted for police officer duties. ore information is available on the website (

49 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 49 ctivity ata ollection and onitoring (valuation) Partner with local schools and colleges to conduct annual pedestrian counts and an annual monitoring program that reviews and compares these counts. dditionally, xnard can require that all traffic study counts include bicycles and pedestrians to estimate activity levels and changes over time. ollision ata and onitoring (valuation) he tatewide Integrated raffic ecords ystem and the ransportation Injury apping ystem are two state-wide resources that make it relatively easy to monitor collision data. However, the data can lag up to two years behind, which makes it challenging to evaluate improvements in a time-efficient manner along collision-related parameters. he ity of xnard can work with the xnard Police epartment, emergency responders, and health professionals to develop a more timely collision reporting and analysis practice. Performance easurement and etrics (valuation) evelop metrics to measure the impact of walking on public health, resident and merchant perceptions, environmental impact, amount of walking activity, and safety (note: it may not be possible to isolate the impact of walking alone on these variables). ome examples are provided below: Public Health Partner with local schools to measure distance walked or calories burned during alk to chool ay/onth/eek. esident and erchant Perceptions urvey questions such as how frequently do you walk around town? hat prevents you from walking? and hat mode of travel do you use for short trips? aim to understand attitudes toward walking and common concerns. hese surveys, which should be available in nglish and panish, can be done citywide or as part of an program for parents. nvironmental Impact easure reductions in vehicle miles traveled or vehicle emissions through surveys. he ity of xnard engages in this practice. mount of alking Partner with local schools to conduct counts, and/or require pedestrian counts with traffic studies so that changes in levels of walking can be measured over time. afety eview the number of pedestrian-involved collisions on a regular basis and develop collision rates as data on the number of pedestrians is collected over time. he ity of xnard engages in this practice when applying for related grants. II UI, UG, F UI PG UI ducation programs help to inform residents both those who primarily walk and those who do not often walk about the rights, responsibilities, and resources available for pedestrians. ducation programs can be ongoing, in partnership with schools or the police department, or they can be one-time events in advance of pedestrian infrastructure installation.

50 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 50 een Pedestrian afety ducation eens benefit from different educational messages than adults or children. any teens also already take drivers education, health education, or other courses where walking curricula could be easily integrated. he ity should work with local teen-organizations or schools to facilitate a participatory process whereby teens create educational messages. outh Participatory ction esearch (P) is an effective way to assist youth to create visuals, videos, or campaigns for pedestrian safety among their peers. he alifornia epartment of Public Health has guides on P and youth-led projects. afe outes mbassadors / Pedestrian afety ducation eam team of afe outes mbassadors or Pedestrian afety ducators can help implement direct afe outes to chool programming, teen pedestrian safety education, and outreach to the community, parents, and school officials. hey can act as the public face of pedestrian and bicycle safety efforts for the city. successful example of this program is from hicago, Illinois, where afe outes mbassadors and Bicycle mbassadors promote, educate, and inform students and the general public about pedestrian and bicycle safety issues. Pedestrian cale ignage and ayfinding Pedestrian scale signage can help people who are walking understand where they are, what is within walking distance, and what the best path is to get there. For example, simple street signs are often installed too high for pedestrians to see easily, and could be duplicated at pedestrian scale to help pedestrians navigate throughout the ity of xnard. ore expansive wayfinding efforts could include maps with key destinations and a 5-10 minute walking distance highlighted. hese wayfinding efforts should be effectively branded and tied into any existing signage efforts in the entral Business istrict or coastal business districts. itywide alking aps ttractive maps with walking routes, both in print and on city websites, can serve as an educational tool. hese maps should highlight convenient routes for walking in xnard and include tips on safe walking practices. aps should be distributed at public facilities throughout the ity and at businesses that express interest in participating. eb Presence ia a website dedicated to pedestrian projects in xnard, city staff can provide overviews and updates on implementation of major projects and their related goals, design features, schedule of approval, design and construction, impacts to neighborhood, etc. he website should be hosted within the ity s web domain. ne example is the ity of os ngeles Pedestrian afety Program ( In addition to maintaining a website, city staff can increase presence on witter, Facebook, Instagram, Flickr, and other social media platforms as a way of communicating news, educating residents, and soliciting feedback and public input about future projects.

51 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 51 Billboards/lectronic essage Boards Billboards and electronic message boards promote safety in the community, inform the public about pedestrian safety programs, and provide feedback on the program s effects. essages can focus on safety and / or explain new design treatments in the public right-of-way. hey can be changed regularly and the boards can be moved to maximize their impact. igns can also be displayed on bus shelters. Public ervice nnouncements adio and television public service announcements (Ps) can provide accurate and current information to the public. Ps are valuable as they are versatile and can reach a large audience about walking safety issues, education, and announcements. ne challenge is that Ps can be costly and may not reach the intended audience. lower-cost alternative is to air Ps only on public access channels; however, this low-cost approach may not be as effective as using a public relations firm and purchasing advertising time targeted to a specific audience. ideos ideos can be shown before ouncil eetings, uploaded to ouube, and embedded on the ity s website to promote pedestrian safety projects and explain new design concepts for xnard s streets. Flyers, Postcards, Brochures and Pamphlets hese print materials can be distributed to residents and businesses along the major streets affected by new pedestrian infrastructure projects, and made available at public buildings, public meetings, and other major activity centers. hey can also be printed as an on-going effort to disseminate pedestrian safety messaging, including topics such as safe street crossing at various types of intersections, pedestrians rights and responsibilities when crossing the street, and motorists rights and responsibilities related to pedestrians. hese materials should be provided in multiple languages, and can target specific populations such as children or older adults. xamples are available through the Federal Highway dministration ( ( and the ational Highway raffic afety dministration ( Pedestrian and lcohol wareness ampaign ccording to the enters for isease ontrol and Prevention, alcohol involvement for the driver or the pedestrian was reported in 48% of the traffic crashes that resulted in pedestrian death. his safety risk can be addressed through a targeted campaign to increase awareness of the problem, both for pedestrians and drivers. his campaign can be implemented in partnership with businesses, restaurants, bars, and local colleges to obtain a wide reach while retaining a targeted approach.

52 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 52 afety evice Giveaway t special events, the ity of xnard can provide community members with pedestrian equipment such as walking/jogging lights and reflectors, pedometers, or water bottles. hese giveaways help draw attention to safe walking throughout the city. UG PG & PII ncouragement programs are similar to education programs, but focus more on addressing individual barriers to walking and encouraging people to try walking as a mode of transportation or recreationally. his category also includes overall policies that can help shape the pedestrian environment and encourage a safe, comfortable walking environment throughout the city. Pedestrian-riented peed imits and peed urveys Pedestrian fatality rates increase exponentially with vehicle speed. hus, reducing vehicle speeds in pedestrian zones may be one of the most important strategies for enhancing pedestrian safety. recent policy directive from the alifornia epartment of ransportation, pursuant to the alifornia ehicle odes () and resulting in changes to the alifornia anual on Uniform raffic ontrol evices (U), provides state and local municipalities with the authority to reduce the posted speed limit if an engineering and traffic study demonstrates that a different (lower) speed limit may be a better fit based on local conditions. he allowable reduction is five miles per hour from what the posted speed limit needs to be based on the 85th percentile speed of free-flowing traffic. he city could explore the use of reduced speed limits in school zones or heavy pedestrian areas, and could consider pedestrian volumes when setting speed limits. Pedestrian-riented raffic ignal and top ign arrants Providing all-way stop or signal control at an intersection may improve pedestrian safety by reducing speeds and controlling pedestrian-vehicle conflicts. he U defines warrants for installing signals and stop signs. he ity may choose to define relaxed pedestrian criteria to encourage pedestrian safety. Best practices for stop-sign warrant application include: equiring a crash history of three instead of five collisions based on routine underreporting educing traffic volume thresholds based on latent demand Providing consideration for school children, pedestrians and traffic speeds Pedestrian-Friendly raffic ignals Pedestrian-friendly traffic signals can include eading Pedestrian Intervals (PIs), leading or lagging protected left turn phases, pedestrian crossing beacons (such as the ectangular apid Flash Beacon or the High Intensity ctivated rosswalk, two FH-approved alternatives), and pedestrian scrambles. n PI gives pedestrians an advance walk signal before motorists get a green signal, giving the pedestrian several seconds to start walking in the crosswalk before a concurrent signal is provided to vehicles. his

53 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 53 makes pedestrians more visible to motorists and motorists more likely to yield to them. ypical PI settings provide 3 to 6 seconds of advance walk time. eading or lagging protected left turn phases provide a green arrow for left turning vehicles while stopping both on-coming traffic and parallel pedestrian crossings to eliminate conflicts. Protected left turn phasing is particularly appropriate for locations with relatively high left turn volumes. he pedestrian crossing beacon rests dark when not in use. hen a pedestrian pushbutton or detector is actuated, the beacon begins with a flashing yellow light, followed by a solid yellow light, altering drivers to slow. solid red light requires drivers to stop while pedestrians have the right-of-way to cross the street. he ity of xnard has been working to install pedestrian crossing beacons to improve pedestrian safety at unsignalized intersections. pedestrian scramble phase, sometimes called a Barnes ance, is a cycle which allows pedestrians to cross in all directions. Pedestrian scramble phases are appropriate for intersections with high pedestrian volumes. o improve safety, pedestrian scramble phases can be paired with a right-turn-on-red restriction. By introducing an exclusive phase for pedestrians, the total cycle length increases for all users. esign Policies and evelopment tandards esign policies and development standards can improve the pedestrian walking experience, encourage walking, enhance economic vitality, and offer funding opportunities for pedestrian improvements. he city can develop guidelines for façade design, urban art, open space, sidewalks, and gateways. ity staff can also encourage pedestrian-oriented development through internal review of projects on a case-bycase basis. he ity of xnard General Plan includes some recommendations that new development site design be oriented to pedestrian access. dditionally, some ordinances in the ity ode address the importance of these elements and provide guidance. pecific types of design policies and development standards that have an effect on the pedestrian environment include: doption of treet ree equirements: treet trees enhance the pedestrian environment by providing shade and a buffer from vehicles. treet trees may also enhance property values, especially in residential neighborhoods. However, street trees, when improperly selected, planted, or maintained, may cause damage to sidewalks and adjacent public utilities. doption of pen pace equirements: esidents typically rate open space as among a jurisdiction s key assets and needs. pen space may encourage walking, especially for recreational trips. andscaping requirements and lot building coverage limits result in open space provisions for residential and non-residential land uses. he xnard ity ode includes open space requirements. doption of ewspaper ack rdinance: ewspaper racks may obstruct walkways and reduce accessibility and pedestrian visibility when ordinances are not in place.

54 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 54 ewspaper ack rdinance improves the pedestrian realm by reducing clutter and organizing sidewalk zones. ewspaper ack rdinance details size, location, and maintenance requirements. he xnard ity ode includes a newspaper rack regulation. doption of treet Furniture equirements: treet furniture encourages walking by accommodating pedestrians with benches to rest along the route or wait for transit; trash receptacles to maintain a clean environment; street trees for shade, etc. Uniform street furniture requirements also enhance the design of the pedestrian realm and may improve economic vitality. he ity has established street furniture requirements. doption of Public rt Program: Public art enhances public space that is experienced by pedestrians. his could include public art in active pedestrian areas, like the entral Business istrict, or in places that otherwise feel uninviting to pedestrians, such as freeway underpasses. he ity has a public art program. doption of a emporary Use Program for acant pace in Business istrict: emporary uses for vacant space in the business district can avoid the uninviting, unsafe, or unpleasant effects of business closures on a block-face, causing voids in activity level and eyes on the streets. Utilizing the space more creatively between tenants or uses can help bridge these gaps, and can provide ideal opportunities for temporary art installations, food trucks, or pop-up shops. he ity has a temporary use program. doption of omplete treets Policy omplete treets Policies accommodate all modes of travel and travelers of all ages and abilities. he ten elements of a omplete treets Policy are itemized by the ational omplete treets oalition: (ational omplete treets oalition, 2015) 1. Includes a vision for how and why the community wants to complete its streets. 2. pecifies that all users includes pedestrians, bicyclists and transit passengers of all ages and abilities, as well as trucks, buses and automobiles. 3. pplies to both new and retrofit projects, including design, planning, maintenance, and operations, for the entire right of way. 4. akes any exceptions specific and sets a clear procedure that requires high-level approval of exceptions. 5. ncourages street connectivity and aims to create a comprehensive, integrated, connected network for all modes. 6. Is adoptable by all agencies to cover all roads. 7. irects the use of the latest and best design criteria and guidelines while recognizing the need for flexibility in balancing user needs.

55 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page irects that omplete treets solutions will complement the context of the community. 9. stablishes performance standards with measurable outcomes. 10. Includes specific next steps for implementation of the policy. he ity of xnard already includes many elements of a omplete treets policy in the irculation lement of the General Plan. he ity could formalize these elements into an official omplete treets Policy in order to institutionalize the practices associated with omplete treets. ore information can be found at he following jurisdictions have established practices for omplete treets, including implementation of these policies through multi-modal level of service thresholds, and may serve as models for xnard: Fort ollins, olorado s ulti-odal evel of ervice anual: pdxh% pdf harlotte, orth arolina s Urban treet esign Guidelines: acramento ransportation and ir Quality ollaborative Best Practices for omplete treets: an Francisco, alifornia, epartment of Public Health s Pedestrian Quality Index: an Francisco ounty ransportation uthority s ulti-modal Impact riteria: %20appendix%2005%20-%20tia.pdf Use of eighborhood-ized chools eighborhood-sized schools, as opposed to mega schools on the periphery, are a key ingredient for encouraging walking and bicycling to school. lementary schools within the ity of xnard are already well-integrated into the fabric of the neighborhoods, and the xnard General Plan includes a policy related to bicycle and pedestrian access to schools. o implement this effort further, pedestrian and improvements could be prioritized near schools. he ity could further adopt a formal policy to encourage neighborhood-sized schools, work with the local school districts to also establish a policy on neighborhood-sized and -oriented schools as part of a afe-outes-to-chool policy, and work with the school districts to establish suggested walking routes and address potential barriers to pedestrian or bicycle access.

56 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 56 rosswalk Installation, emoval and nhancement Policy formal policy for crosswalk installation, removal, and enhancement provides transparency in decision-making and adopts best practices in pedestrian safety and accommodation. he city could adopt a formal crosswalk policy, using research to inform the decisions to provide marked crossings at uncontrolled locations. he figure at right provides a sample crosswalk decision tool that can be employed to determine locations where marked uncontrolled crossings are appropriate. nce the decision to provide a marked crossing has been made, the decision on what type of crossing would be based on able 1, below. his table provides guidance on the type of appropriate crossing and enhancement treatments that are appropriate based on that location s number of lanes, average daily traffic, posted speed limit, and presence of a raised median. hese samples may be studied further before application to local conditions. he crosswalk policy should reflect best practices and recent research with respect to the installation, removal, and enhancement of crosswalks, which includes removing crosswalks only as an option of last resort and providing safety enhanced midblock crossings where pedestrians already demonstrate the desire to cross. his policy may consider adopting the triple four crosswalk striping treatment as used in acramento and other jurisdictions in alifornia. dditionally, the policy should include criteria for riple 4 rosswalk tyle (rik Fredericks via Flickr)

57 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 57 installing crosswalk enhancements, such as flashing beacons, in-roadway warning lights, or in-roadway pedestrian signs. he ity of xnard already installs flashing beacons to upgrade crosswalks. dditional crosswalk policy resources include: acramento Pedestrian rossing Guidelines (an be downloaded from: orks/ransportation/programs-and-ervices/pedestrian-program) tockton rosswalk Policy ( Federal Highway dministration tudy on arked versus Unmarked rosswalks ( ational ooperative Highway esearch Program eport on rosswalks at Uncontrolled ocations ( altrans/u Berkeley tudy on Pedestrian/river Behavior at arked versus Unmarked rosswalks ( tandard rosswalk arking Patterns Image source: FH, Planning and esigning for Pedestrian afety ourse, 2008 able 1, below, refers to evel 1, evel 2, and evel 3 devices, which are categorized based on the level of safety concern they are intended to address: evel 1 (all cases), evel 2 (enhancements), and evel 3 (advanced enhancements). hese categories are cumulative; for example, a evel 2 device also includes appropriate evel 1 devices. evel 1 devices include pedestrian refuge islands, curb bulb-outs, highvisibility markings, advanced yield or stop lines, advanced warning signs, or in-street pedestrian crossing signs. evel 2 devices include raised crosswalks, overhead pedestrian crossing beacons, or rectangular rapid flashing beacons. evel 3 devices include pedestrian overpasses or underpasses, High Intensity ctivated rosswalk beacons, or pedestrian signals.

58 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 58 1: U F IG F F IG, P P II, G I FFI evel ne: wo-ane treets umber of ars Posted peed (average daily traffic) 30 miles per hour or less 35 miles per hour 40 miles per hour or more Up to 15,000 cars per day riple-four riple-four riple-four plus a pedestrian refuge, overhead flashing beacons, or other evel 1 and 2 devices 15,000 cars or more per day riple-four plus a pedestrian refuge, overhead flashing beacons, or other evel 1 and 2 devices Pedestrian signal or bridge (evel 3 device) evel wo: hree-ane treets umber of ars Posted peed (average daily traffic) 30 miles per hour or less 35 miles per hour 40 miles per hour or more 9,000 cars or fewer per day riple-four riple-four riple-four plus a pedestrian refuge, overhead 9,000-12,000 cars per day flashing beacons, or other riple-four plus a evel 1 and 2 devices pedestrian refuge, overhead 12,000-15,000 cars per day flashing beacons, or other riple-four plus a Pedestrian signal or bridge evel 1 and 2 devices pedestrian refuge, overhead (evel 3 device) 15,000 cars or more per day flashing beacons, or other Pedestrian signal or bridge evel 1 and 2 devices (evel 3 device) evel hree: Four or ore anes ith a aised edian umber of ars Posted peed (average daily traffic) 30 miles per hour or less 35 miles per hour 40 miles per hour or more 9,000 cars or fewer per day riple-four riple-four riple-four plus a pedestrian refuge, overhead flashing beacons, or other evel 1 and 2 devices 9,000-12,000 cars per day riple-four plus a pedestrian refuge, Pedestrian signal or bridge (evel 3 device) overhead flashing 12,000-15,000 cars per day riple-four plus a pedestrian beacons, or other evel 1 refuge, overhead flashing and 2 devices beacons, or other evel 1 and

59 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 59 1: U F IG F F IG, P P II, G I FFI 2 devices 15,000 cars or more per day Pedestrian signal or bridge (evel 3 device) Pedestrian signal or bridge (evel 3 device) evel Four: Four or ore anes ithout a aised edian umber of ars Posted peed (average daily traffic) 30 miles per hour or less 35 miles per hour 40 miles per hour or more 9,000 cars or fewer per day riple-four riple-four riple-four plus a pedestrian refuge, overhead flashing beacons, or other evel 1 and 2 devices 9,000-12,000 cars per day riple-four plus a pedestrian refuge or other riple-four plus a pedestrian refuge, overhead Pedestrian signal or bridge (evel 3 device) 12,000-15,000 cars per day evel 1 device riple-four plus a pedestrian refuge, overhead flashing beacons, or other evel 1 and 2 devices flashing beacons, or other evel 1 and 2 devices 15,000 cars or more per day Pedestrian signal or bridge (evel 3 device) Pedestrian signal or bridge (evel 3 device) ource: afety ffects of arked ersus Unmarked rosswalks at Uncontrolled ocations, Federal Highway dministration. doption of ision Zero Policy ision Zero policy sets the goal of reducing traffic-related fatalities to zero by a certain year. hough it is ambitious, it clearly articulates the idea that even one traffic-related fatality is unacceptable, and that the city is actively working to improve safety conditions for all road users including vulnerable users like pedestrians and cyclists throughout the city. doption of onstruction ccess tandards onstruction access standards ensure pedestrians have an alternate path during construction projects that obstruct the sidewalk or shoulder. he most pedestrian-friendly option is to construct a temporary walkway protected from traffic with temporary -compliant ramps where necessary. stablishing and

60 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 60 enforcing these standards can allow a city to maintain a pedestrian-oriented environment even in periods of heavy development. Program Pedestrian pace Programming pedestrian space requires a relatively low capital investment and can be done in partnership with businesses, non-profits, and community organizations. xisting spaces, including parks, plazas, sidewalks and even temporarily-closed streets can be activated by scheduling and promoting concerts, farmers markets, festivals, and other fun, exciting public uses. hese temporary uses can be regularly scheduled or discreet events. In xnard, many of the downtown spaces are already programmed during summer months with great success. his idea could be further developed in other parts of the city, or implemented more permanently by closing down a street parking space, an alley, or a redundant street segment to install furniture, planters, or fitness equipment. he ity of xnard closed treet in owntown xnard to traffic for several years as part of a redevelopment effort. he ity reopened treet in the 1980s after evaluating the effect on adjacent businesses, traffic flow, crime and pedestrian activity. It is possible that renewed support for this type of program may exist in xnard based on recent successes in other nearby jurisdictions, such as the People t program at the ity of os ngeles. ore information on People t can be found at General Plan Updates Planning principles contained in a city s General Plan can provide an important policy context for developing pedestrian-oriented, walkable areas. ransit-oriented development, higher densities, and mixed uses are important planning tools for pedestrian-oriented areas. he ity of xnard has enhanced pedestrian-friendly goals, policies, and actions defined in the General Plan through the development of a Bicycle and Pedestrian Facilities aster Plan, adopted in dditionally, the irculation lement of the Plan assigns roadway typologies, which could include a layered network approach with prioritized corridors for transit, pedestrian, bicycle, and auto travel. Future updates to the General Plan could include pedestrian nodes, pedestrian-oriented guidelines, and sidewalk networks as part of the irculation lement. Pedestrian aster Plan Updates his type of plan augments the irculation lement in the General Plan, and typically includes a large menu of policy, program, and practice suggestions, as well as site-specific (and prototypical) engineering treatment suggestions. Pedestrian aster Plan documents a jurisdiction s vision for improving walkability and pedestrian safety; establishes policies, programs, and practices; and outlines the prioritization and budgeting process for project implementation. he 2002 xnard Bicycle and Pedestrian aster Plan was updated in 2012 with recommended facilities and policies through nother update to the plan would be appropriate for adoption in 2020, or sooner if the ity s policies, vision, and priorities have changed since 2012.

61 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 61 Preparation of a ultural or Historical Preservation Plan cultural or historical preservation plan can help identify some of the most valuable assets in a community, and can work to promote pedestrian access to these sites. stablishing goals and setting policies and programs to retain cultural and historical assets with attention to pedestrian access can increase economic vitality, tourism, and community engagement. alk to ork ay Host and promote alk to ork ay, an event often hosted by various cities around the country annually in pril. his is a good opportunity to give away safety equipment, raise the visibility of walking and pedestrian safety in the ity, and partner with local community groups and businesses to create a pedestrian advocacy community. Pop-up eighborhood vent uring the design development phase of pedestrian infrastructure, xnard can host a pop-up event with temporary in-street installations at the site of approved facilities. hese events allow community members to try out, touch, and see the potential improvements in their future location. he event helps residents understand the benefits of sometimes unusual or untraditional neighborhood greenway treatments, such as traffic diverters, parklets, pavement markings and signage. ideshare eek he ity of xnard can promote and participate in ideshare eek, a regional event sponsored by the entura ounty ir Pollution ontrol istrict and the entura ounty ransportation ommission in the month of ctober. It is also a good opportunity to distribute pedestrian education materials and work with local businesses to sponsor future pedestrian events. alking chool Buses stablish alking chool Buses to and from schools in xnard. alking chool Buses are organized walking groups where adults pick up kids along a specific route to school at specific locations. his way, children are supervised during their travel to school. hese programs can be organized on a weekly or daily basis, or for special events like alk to chool ay. alking ascot walking mascot helps generate excitement around walking to school, and can be used in conjunction with a alk to chool ay celebration, walking school buses, or afe outes to chool programs. In Bellevue,, a walking mascot campaign at their elementary school was used in conjunction with roadway improvements. he mascot, called PedBee, is also featured on school safety signs and makes personal appearances at school safety days. afety days include local staff from the ity s ransportation and Police epartments. hildren are taught walking and traffic safety basics, such as crossing the street safely. hildren are also given traffic safety workbooks that provide guidance with hands-on activities such as coloring and safety procedure quizzes.

62 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 62 orner aptains / afe Passages Program he orner aptain program is effective in neighborhoods where lack of adult supervision is a barrier for children to walk to school. eighbors or parents agree to stand at a corner of a route to school during the start or end of the school day to supervise kids as they walk to or from school. ith clear sight lines, students will be seen the entire length of the block. orner captains should wear reflective vests for safety and to demonstrate their official participation in the program. In hicago, a similar program was implemented in partnership between hicago Public chools and the hicago Police epartment called afe Passages, using paid community-hired staff to ensure students had adult supervision and a rapid connection to police, if necessary, on their walking commute to and from school. Individualized arketing Individualized marketing programs encourage walking, carpooling, bicycling and transit use through information packets with personalized route selections and suggested organized activities that get people out in their neighborhoods or places of employment to shop, work, and discover how many trips they can easily, conveniently, and safely make without using a car. successful example of an individualized marketing program is martrips, developed in Portland, regon, which provides print and online materials to help individuals make the switch to other modes of transportation for some trips. ransportation emand anagement Programs ransportation emand anagement () programs encourage multi-modal travel by incentivizing non-auto options. s new development occurs, programs can be expanded, formalized, and strengthened. he xnard General Plan references in order to reduce vehicle trips, meet air quality goals, and reduce congestion. Further, the ity of xnard adopted a Plan in ovember s part of a comprehensive program, the ity of xnard can hire or identify a part-time oordinator, create a program and accompanying website with separate pages for employees, residents, and visitors, and develop a policy which formalizes the following actions, some of which already occur through the entura ounty ransportation ommission or the ity of xnard: ational ight ut Incentivizes non-auto travel options (e.g., commuter checks, parking cash-out programs, transit passes, bicycling stipends, etc.) reates support for major employers to implement a program (e.g., emergency ride home programs, which is already available through entura ounty ransportation ommission) Involves the local transit provider(s) in major decisions he city can distribute pedestrian safety education materials and/or equipment at neighborhood block parties or local police department events during ational ight ut, typically held annually in ugust.

63 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 63 eighborhood Pace ar esidents can set the pace on streets in their neighborhood by driving no faster than the posted speed limit. n streets with only one lane in each direction, this will effectively force other motorists to drive slower. any communities distribute stickers that say eighborhood Pace ar - rive the peed imit, which residents can place on their rear windshield. peeding can increase the risk of collisions, as well as the severity of collisions that involve pedestrians. evelop ommunications trategy for mergency esponders mergency responders can be vital partners in a city s effort to improve pedestrian safety. In particular, they can become compelling advocates for changes to infrastructure that improves pedestrian safety, but appears to interfere with emergency response time or maneuverability. stablishing early partnerships with emergency responders can avoid these perceived conflicts, and can offer insight and differing perspective into public safety. he ity of xnard already engages in this practice. F FF nforcement tools involve efforts by the police department, and have been demonstrated to be very effective in improving safety for road users. However, some programs can require a significant investment of staff time from local police departments or city agencies. Increased Fines for otor ehicle rivers n increase in traffic fines for infractions that have particular safety implications for pedestrians, such as red-light running, speeding, and running stop signs, has been shown to discourage driver violations and improve safety. ariations on this include double fines in school zones and construction zones. Police Bicycle Patrol police patrol conducted by bicycle helps to bring awareness and attention to the safety issues related to walking and bicycling within xnard. It also can improve the relationship between police officers and community members, pedestrians and bicyclists. he ity of xnard has a police bicycle patrol. reas with high pedestrian activity, such as owntown xnard and around schools could be prioritized to receive more frequent bicycle patrols. peed nforcement in chool Zones trict enforcement of speed laws in school zones can improve the safety for children walking to school. zero tolerance policy for speeders in school zones, and an increase in fines for drivers who violate the posted school zone speed limit, are both potential approaches. peed railers and ctive peed onitors peed trailers and active speed monitors display the speed of oncoming vehicles. peed trailers are portable, whereas speed monitors are installed at permanent locations. Both devices help officers track motorist speed, display current speed to motorists, and create awareness of the posted speed limit.

64 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 64 evices should be placed at known locations with reported speeding, and should be used in conjunction with random ticketing operations. he ity of xnard utilizes these tools to discourage speeding. eighborhood peed atch/adar ending Program If speeding is a problem, law enforcement officers can lend speed radar guns to students or residents to check speeds of passing vehicles. he student or resident records the license plate number of any speeding vehicles, and law enforcement will send a speeding notice warning to the motorist. group of organized neighbors can also commit to periodically monitoring streets for speeding vehicles. he xnard Police epartment already has an active eighborhood atch program that could develop and integrate a speed watch or radar lending initiative. attletale ights o help law enforcement officers catch red-light runners safely and more effectively, a rat box is wired into the backside of a traffic signal controller and allows enforcement officers stationed downstream to identify, pursue, and cite red-light runners. arning signs may be set up along with the box to warn drivers about the fine for red-light violations. at boxes are a low-cost initiative (approximately $100 to install the box), but do require police officers for enforcement. raffic omplaint Hotline xnard residents can report non-emergency traffic violations to law enforcement through an established traffic complaint hotline. fficers can target problem areas more effectively with records of traffic complaints. his also allows the community to engage efficiently with officers. argeted nforcement fforts argeted enforcement efforts draw attention to specific issues, such as crosswalk violations, speeding, or driving under the influence, which can endanger pedestrians. hese efforts often include both citations and educational materials that focus on safe and lawful behavior for all road users. nforcement can be targeted at areas such as schools, public facilities, and locations with demonstrated collision history. idewalk iding Prohibition idewalk bicycle riding can be dangerous for pedestrians, particularly in areas of high activity such as owntown xnard. he ity of xnard has a prohibition on sidewalk bicycle riding for bicyclists over 12 years old. he ity can develop and post educational signage on the sidewalk to inform bicycle riders and pedestrians that riding in the bike lane is safer for everyone. UI valuation efforts can demonstrate the value of investing in pedestrian infrastructure and programming. hese efforts can also help guide data collection, even if not to immediately work towards evaluation of particular projects or initiatives.

65 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 65 Inventory of idewalks, Informal Pathways, and Key pportunity reas GI-based sidewalk inventory enables coordinated efforts between pedestrian improvements and development projects. n inventory allows project identification, prioritization, and coordination with new development, roadway resurfacing, and other city infrastructure projects. he xnard idewalk urvey project is a key element of this program. Future action could include ongoing re-assessment and maintenance of the GI database, as well as expansion of the database to include the conditions of all street segments. Inventory of Pedestrian raffic ontrol evices he 2009 federal anual of Uniform raffic ontrol evices (U) requires the installation of countdown pedestrian signals for all new signals. eplacing traffic signal bulbs with bulbs is also suggested to increase visibility and improve efficiency. In order to assist this process, and to prioritize future retrofits and infrastructure projects, the ity should maintain an inventory of pedestrian signs, markings, and traffic control devices. he xnard idewalk urvey project began the process of inventorying these types of devices for all sidewalks adjacent to buildings constructed before oordination with Health gencies Involving non-traditional partners such as mergency edical ervice () personnel, public health agencies, pediatricians, etc., in the planning or design of pedestrian facilities may create opportunities to be more proactive with pedestrian safety, identify pedestrian safety challenges and education venues, and secure funding. dditionally, under-reporting of pedestrian-vehicle collisions could be a problem that may be partially mitigated by involving the medical community in pedestrian safety planning. 1 he ity of xnard could seek opportunities for technical collaboration and funding with first responders, public health and health care professionals. Health Impact ssessments Health Impact ssessments (HI) are a tool borrowed from the field of public health to assess how healthy a community is, related to community design and public space. n HI can help a city identify public health-related areas of improvement, utilize new data sources and analytic methods, and develop action items to improve the health of the community overall and mitigate disproportionate distribution of negative health effects across a population. his evaluation effort can be undertaken in conjunction with health professionals, as described above. alking udits onduct walking audits as part of outreach strategies for new development projects or as a comprehensive program. walking audit leads stakeholders on a set course to discuss pedestrian 1 ciortino,., assar,., adetsky,. and. Knudson, an Francisco Pedestrian Injury urveillance: apping, Underreporting, and Injury everity in Police and Hospital ecords, ccident nalysis and Prevention, olume 37, Issue 6, ovember 2005, Pages

66 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 66 safety concerns and strategies to improve safety. alking audits can be conducted as part of a Pedestrian afety ssessment, offered through the Berkeley ech ransfer Program, free to participating cities. ore information about the Pedestrian afety ssessments can be found at he ity of xnard has conducted alking udits in the past, and could continue the practice as part of an ongoing evaluation strategy.

67 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 67 PII & PG IX

68 Programs atrix Page 1 Program / Policy ecommended ducation Programs Key Partners and takeholders imeline ffectiveness ost ow ed High ow ed High ecommended in Bicycle and Pedestrian aster Plan 2012 ome ction lready aken by xnard F ost Potential Funding ources, ase tudies & esources taff / gency raining ity departments earterm periodic x x x x F alifornia ctive ransportation Program; FH Pedestrian Focus raining (via PBI): ning/webinars_fh.cfm Florida raining: ofdesign/raining/fp/egistra tion.html afe outes to chool dditional ducation Programs een raffic afety ducation afe outes mbassadors / Pedestrian afety ducation eam Pedestrian-cale ignage and ayfinding itywide alking aps eb presence Billboards / lectronic essage Boards chool districts xnard Union High chool istrict ity departments, xnard chool istricts ity departments ity departments ity departments ity departments idterm ongoing x x x x x F idterm ongoing x x x earterm ongoing x x x idterrecurring non- x x x earterm periodic x x x earterm ongoing x x earterm periodic x x alifornia ctive ransportation Program; iverside ounty Program: 11/04/27/riversidecounty-srts/ Glendale Program: content/uploads/2011/05/- uccess-tory_glendale_ pdf ote: ellow highlighting indicates a recommended program for the ity of xnard. evised 11/25/2015

69 Programs atrix Page 2 Program / Policy Key Partners and takeholders imeline ffectiveness ost ow ed High ow ed High ecommended in Bicycle and Pedestrian aster Plan 2012 ome ction lready aken by xnard F ost Potential Funding ources, ase tudies & esources Public ervice nnouncements ideos Flyers, Postcards, Brochures and Pamphlets Pedestrian and lcohol wareness ampaign afety evice Giveaway ecommended ncouragement Programs ity departments, Gold ine ransit, local radio and stations ity departments, local stations ity departments ity departments, BI, bars & restaurants ity departments idterm periodic x x idterm periodic x x earterm periodic x x x idterm periodic x x earterm periodic x x x argeted vents in High-eed reas ity departments, public works idterm periodic x x x 0.5 F idterm pen treets vents ity departments periodic x x x F dditional ncouragement Programs Pedestrian-riented peed imits and peed urveys x x Pedestrian-riented raffic ignal and top ign arrants x x Pedestrian-Friendly raffic ignals (PIs, agging efts, Ped cramble, Pedestrian Beacons) Public orks, ity epartments x x x esign Policies and evelopment tandards x x x doption of treet ree equirements x x doption of pen pace equirements x x x alifornia ctive ransportation Program; tate standard for establishing "high needs areas" via the alnvirocreen ool: oehha.ca.gov/ej/ces2.html anta Barbara pen treets: ote: ellow highlighting indicates a recommended program for the ity of xnard. evised 11/25/2015

70 Programs atrix Page 3 Program / Policy Key Partners and takeholders imeline ffectiveness ost ow ed High ow ed High ecommended in Bicycle and Pedestrian aster Plan 2012 ome ction lready aken by xnard F ost Potential Funding ources, ase tudies & esources doption of ewspaper ack rdinance x x x doption of treet Furniture equirements x x x doption of Public rt Program ity departments, BI x x x doption of a emporary Use Program for acant pace in Business istrict ity departments, BI x x x doption of omplete treets Policy x x x Use of eighborhood-ized chools x x x rosswalk Installation, emoval and nhancement Policy x x doption of ision Zero Policy ity departments earterm nonrecurring x x doption of onstruction ccess tandards ity departments x x Program Pedestrian pace ity departments, BI x x General Plan Updates x x x Pedestrian aster Plan Updates x x x Preparation of a ultural or Historical Preservation Plan x x ity departments, advocacy organizations, community organizations, xnard Police epartment, school districts, owntown xnard PBI, hamber idterm alk to ork ay of ommerce periodic x x Pop-Up eighborhood vent ity departments idterm periodic x x idterm ideshare eek ity departments periodic x x alking chool Buses x x x ote: ellow highlighting indicates a recommended program for the ity of xnard. evised 11/25/2015

71 Programs atrix Page 4 Program / Policy Key Partners and takeholders imeline ffectiveness ost ow ed High ow ed High ecommended in Bicycle and Pedestrian aster Plan 2012 alking ascot ity departments, school districts idterm ongoing x x idterm orner aptains / afe Passages program ity departments, school districts ongoing x x Individualized arketing ity departments, advocacy organizations, community organizations idterm ongoing x x ransportation emand anagement Programs ity departments, mployers x x x x ational ight ut ity departments, xnard Police epartment earterm periodic x x earterm eighborhood Pace ar ity departments ongoing x x evelop ommunications trategy for mergency esponders ity departments idterm ongoing x x x ecommended nforcement Programs Pedestrian raining for fficers / Pedestrian iaison fficer xnard Police epartment earterm periodic x x ome ction lready aken by xnard F ost F Potential Funding ources, ase tudies & esources alifornia ffice of raffic afety; PBI xamples: grams/enforcement_worklawenf orce.cfm raffic afety Grants dditional nforcement Programs Increased Fines Police Bicycle Patrol peed nforcement in chool Zones ity departments, xnard Police epartment ity departments, xnard Police epartment xnard Police epartment xnard Police epartment, school districts idterm periodic x x x 0.25 F idterm ongoing x x idterm ongoing x x x x earterm ongoing x x x alifornia ffice of raffic afety; os ngeles Police epartment - istracted riving Ps: ote: ellow highlighting indicates a recommended program for the ity of xnard. evised 11/25/2015

72 Programs atrix Page 5 Program / Policy peed railers and ctive peed onitors eighborhood peed atch / adar ending Program attletale ights raffic omplaint Hotline argeted nforcement vents idewalk Bicycle iding Prohibition ecommended valuation Programs ctivity ata ollection and onitoring Key Partners and takeholders xnard Police epartment xnard Police epartment xnard Police epartment xnard Police epartment ity departments, xnard Police epartment xnard Police epartment dvocacy organizations, xnard ommunity ollege, city departments imeline ffectiveness ost ow ed High ow ed High ecommended in Bicycle and Pedestrian aster Plan 2012 ome ction lready aken by xnard idterm ongoing x x x x idterm ongoing x x x ongterm ongoing x x idterm ongoing x x idterm periodic x x idterrecurring non- x x x earterm ongoing x x x x x F ost F Potential Funding ources, ase tudies & esources al tate ong Beach - Bicyclist ounts: /parking/program/rideshare/for m_evolunteers.html ollision ata and onitoring ity departments, xnard Police epartment earterm periodic x x F FH Guidance on imeliness in rash eporting, with examples: inalrpt /ch2.cfm#tbl3 Performance easurement and etrics ity departments idterm ongoing x x x 0.5 F dditional valuation Programs Inventory of idewalks, Informal Pathways, and Key pportunity reas x x x x Inventory of Pedestrian raffic ontrol evices x x x oordination with Health gencies x x eattle Performance easures for Pedestrian afety: tation/pedestrian_masterplan/p mp_monitor.htm ote: ellow highlighting indicates a recommended program for the ity of xnard. evised 11/25/2015

73 Programs atrix Page 6 Program / Policy Key Partners and takeholders imeline ffectiveness ow ed High ow ed High Use of Health Impact ssessments ity epartments x x ost ecommended in Bicycle and Pedestrian aster Plan 2012 ome ction lready aken by xnard F ost Potential Funding ources, ase tudies & esources alking udits ity departments, school districts idterm periodic x x x x Berkeley ech ransfer Pedestrian afety udit program; edu/services/pedestrian-safetyassessments ote: ellow highlighting indicates a recommended program for the ity of xnard. evised 11/25/2015

74 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 74 PJ H PU GPHI

75 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 75 U ate: 11/11/2015 o: From: ubject: ity of xnard ally wanson rchitects Inc. Fehr & Peers Project heets onceptual Plans & Graphics IUI his section provides conceptual planning for the top 10 areas out of the 14 identified areas in this report sorted by their everity verage. he conceptual plans provide recommendations to address deficiencies at each location as well as improve general pedestrian environment by increasing safety and comfort for people walking. o supplement these recommendations, the conceptual plans cite relevant design standards, note potential funding sources and provide preliminary cost estimates to address all deficiencies identified. one of the 10 identified areas were specifically addressed in the 2012 Bicycle and Pedestrian Facilities aster Plan (BPFP) thus no information from the BPFP is included in the following project sheets. ote: efer to ppendix for all assumptions and details used to development preliminary cost estimates for each area.

76 Install 2 new parallel curb ramps 3 Install 2 new parallel curb ramp 5 Install new parallel curb ramp 2 Install 2 new parallel curb ramps 4 Install new perpendicular curb ramp rea 1 Palm rive from treet to treet

77 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page Palm rive from treet to treet ecommendations for Palm rive from treet to treet include: econstruct curb ramps along Palm rive comply with Install new curb ramps at Palm rive and treet ighten curb radius as part of ramp reconstruction at Palm rive and treet ( corner) IG GUI Urban treet esign Guide urb xtensions (nacto.org/publication/urban-streetdesign-guide/) Best Practices ool Kit for tate and ocal Governments hapter 6: urb amps and Pedestrian rossings ( Proposed Guidelines for Pedestrian Facilities in the Public ight-of-ay hapter 3: echnical equirements ( technical-requirements) IG I ow - $7,951 edium - $13,032 High - $36,710 (ee ppendix for assumptions and detail.) PI FUIG U General Fund apital Improvement Program ransportation evelopment ct, rticle 3 ompetitive Grants for Pedestrian and Bicycle Facilities and Improvements () ir Pollution Buy-down Fee Fund ongestion itigation ir Quality Improvement (Q) Grant alifornia ctive ransportation Program Federal urface ransportation Funding dditional funding sources are detailed in hapter 7 of the 2012 Bicycle and Pedestrian Facilities aster Plan. HU

78 PUH BU F \\fpla03\data\jobs\ctive\2700s\2716_xnard itywide idewalk\graphics\i\ite2\aiders_allas_to_ose.i allas rive aiders ay ose venue 7 6 PUH BU F 1 2 ield limit lines High visibility crosswalk 3 runcated dome ramp surfaces 5 4 urb ramps on southern side of aiders ay 6 urb extensions High visibility crosswalk + epaired gutter lips + epaired ramp slopes 7 ccessible push buttons rea 2 aiders ay from allas rive to ose venue

79 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page aiders ay from allas rive to ose venue ecommendations for aiders ay from allas rive to ose venue include: onstruct curb ramps along south side at driveways to provide continuous access along the sidewalk Upgrade pedestrian push buttons at ose venue to meet compliance Install high visibility crosswalk across ose venue () at aiders ay onstruct curb ramp at allas rive and aiders ay ( corner) to provide direct access to xnard High chool from the north and west Install high visibility crosswalk across aiders ay at allas rive in conjunction with curb ramp described above IG GUI Urban treet esign Guide urb xtensions (nacto.org/publication/urban-streetdesign-guide/) Best Practices ool Kit for tate and ocal Governments hapter 6: urb amps and Pedestrian rossings ( Proposed Guidelines for Pedestrian Facilities in the Public ight-of-ay hapter 3: echnical equirements ( technical-requirements) IG I ow - $37,183 edium - $49,235 High - $79,060 (ee ppendix for assumptions and detail.) PI FUIG U General Fund apital Improvement Program ransportation evelopment ct, rticle 3 ompetitive Grants for Pedestrian and Bicycle Facilities and Improvements () ir Pollution Buy-down Fee Fund ongestion itigation ir Quality Improvement (Q) Grant alifornia ctive ransportation Program Federal urface ransportation Funding dditional funding sources are detailed in hapter 7 of the 2012 Bicycle and Pedestrian Facilities aster Plan. HU

80 Falkirk venue \\fpla03\data\jobs\ctive\2700s\2716_xnard itywide idewalk\graphics\i\ ite3_andalay_falkirk_to_ostadero.i andalay Beach oad 5 osta de ro 1 ield limit lines 3 urb extensions 5 econstructed curb ramps + epaired gutter lips 2 High visibility tapered crosswalk runcated dome ramp 4 surfaces lternate crosswalk location + epaired ramp slopes rea 3 andalay Beach oad from Falkirk venue to osta de ro

81 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page andalay Beach oad from Falkirk venue to osta de ro ecommendations for andalay Beach oad from Falkirk venue to osta de ro include: econstruct curb ramps at andalay Beach oad and osta de ro to meet compliance Install curb extension and reconstruct curb ramp at mid-block crossing () to provide additional visibility, shorten crossing distance, attain compliance, and retain drainage Install high visibility crosswalk at mid-block crossing, including wider tapering continental striping with contrast markings Install yield markings in advance of the mid-block crossing IG GUI Urban treet esign Guide urb xtensions (nacto.org/publication/urban-streetdesign-guide/) Best Practices ool Kit for tate and ocal Governments hapter 6: urb amps and Pedestrian rossings ( Proposed Guidelines for Pedestrian Facilities in the Public ight-of-ay hapter 3: echnical equirements ( technical-requirements) IG I ow - $15,308 edium - $21,184 High - $36,155 (ee ppendix for assumptions and detail.) PI FUIG U General Fund apital Improvement Program ransportation evelopment ct, rticle 3 ompetitive Grants for Pedestrian and Bicycle Facilities and Improvements () ir Pollution Buy-down Fee Fund ongestion itigation ir Quality Improvement (Q) Grant alifornia ctive ransportation Program Federal urface ransportation Funding dditional funding sources are detailed in hapter 7 of the 2012 Bicycle and Pedestrian Facilities aster Plan. HU

82 Install new parallel curb ramps 1 3 Install new perpendicular curb ramp 5 Install new blended transition 7 Provide new clear floor space at bus stop elocate bench under bus shelter Install new pedestrian pushbuttons Provide new bus stop boarding area 8 Provide new bus stop pad rea 4 aviers oad from homas venue to ucca treet

83 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page aviers oad from homas venue to ucca treet ecommendations for aviers oad from homas venue to ucca treet include: Upgrade bus stops to meet compliance econstruct curb ramps to meet compliance Upgrade pedestrian push buttons to meet compliance Install curb extensions Install high-visibility crosswalks Increase crossing time H UI F Between 2008 and 2014, eight pedestrian collisions were reported between homas venue and ucca treet on aviers oad. Five of these collisions occurred as a result of a violation of the pedestrian right of way, one occurred because of improper turning, one because of unsafe speed, and one because of driving under the influence of alcohol or drugs. Interventions that reduce collision risk should be prioritized, including curb extensions to shorten crossing distances, signal modifications to give pedestrians more time to cross and reduce conflicts with turning vehicles, or potentially a road diet to reduce the number of travel lanes to three (one in each direction plus a center turning lane). IG GUI Urban treet esign Guide urb xtensions (nacto.org/publication/urban-streetdesign-guide/) Best Practices ool Kit for tate and ocal Governments hapter 6: urb amps and Pedestrian rossings ( Proposed Guidelines for Pedestrian Facilities in the Public ight-of-ay hapter 3: echnical equirements ( technical-requirements) IG I ow - $24,825 edium - $29,949 High - $35,072 (ee ppendix for assumptions and detail.) PI FUIG U General Fund apital Improvement Program ransportation evelopment ct, rticle 3 ompetitive Grants for Pedestrian and Bicycle Facilities and Improvements () ir Pollution Buy-down Fee Fund ongestion itigation ir Quality Improvement (Q) Grant alifornia ctive ransportation Program Federal urface ransportation Funding dditional funding sources are detailed in hapter 7 of the 2012 Bicycle and Pedestrian Facilities aster Plan. HU

84 PUH BU F PUH BU F PUH BU F PUH BU F PUH BU F PUH BU F \\fpla03\data\jobs\ctive\2700s\2716_xnard itywide idewalk\graphics\i\ite6_iaarina_ictoria_to_bayview.i P treet P P PUH BU F 1 P inth treet P B treet 5 1 High visibility crosswalk 3 ccessible push buttons 5 ew curb ramp + epaired gutter lips 2 runcated dome ramp surfaces 4 urb extensions + epaired ramp slopes rea 5 inth treet from treet to B treet

85 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page inth treet from treet to B treet ecommendations for inth treet from treet to B treet include: onstruct curb ramp at B treet () onstruct curb extensions at B treet and inth treet econstruct curb ramp at B treet () econstruct curb ramps at inth treet and treet efresh all paint markings Upgrade pedestrian push buttons at inth treet and treet IG GUI Urban treet esign Guide urb xtensions (nacto.org/publication/urban-streetdesign-guide/) Best Practices ool Kit for tate and ocal Governments hapter 6: urb amps and Pedestrian rossings ( Proposed Guidelines for Pedestrian Facilities in the Public ight-of-ay hapter 3: echnical equirements ( technical-requirements) IG I ow - $33,649 edium - $45,176 High - $83,013 (ee ppendix for assumptions and detail.) PI FUIG U General Fund apital Improvement Program ransportation evelopment ct, rticle 3 ompetitive Grants for Pedestrian and Bicycle Facilities and Improvements () ir Pollution Buy-down Fee Fund ongestion itigation ir Quality Improvement (Q) Grant alifornia ctive ransportation Program Federal urface ransportation Funding dditional funding sources are detailed in hapter 7 of the 2012 Bicycle and Pedestrian Facilities aster Plan. HU

86 P PUH BU F P P 1 2 \\fpla03\data\jobs\ctive\2700s\2716_xnard itywide idewalk\graphics\i\ite6_iaarina_ictoria_to_bayview.i ictoria venue P PUH BU F ia arina venue P 1 Pedestrian hybrid beacon 3 High visibility crosswalk 5 runcated dome ramp surfaces + epaired gutter lips 2 ealigned turn lane 4 ccessible push buttons 6 urb extensions + epaired ramp slopes rea 6 ia arina venue from ictoria venue to Bayview rive

87 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page ia arina venue from ictoria venue to Bayview rive ecommendations for ia arina venue from ictoria venue to Bayview rive include: Upgrade curb ramp on ia arina venue and ictoria venue () to comply with econstruct curb ramps on south side of ia arina venue to meet compliance epair sidewalks to address vertical change issues Pending further study, consider Pedestrian Hybrid Beacon (PHB) in conjunction with high visibility mid-block crossing treatment and raised pedestrian median at ia arina venue and ictoria venue to improve access to commercial development, recreational, and coastal facilities. o ore information about the PHB and examples can be seen here: FH Guidance: emphis, xample: elaware xample: uscon, Z xample: IG GUI Urban treet esign Guide urb xtensions (nacto.org/publication/urban-streetdesign-guide/) Best Practices ool Kit for tate and ocal Governments hapter 6: urb amps and Pedestrian rossings ( Proposed Guidelines for Pedestrian Facilities in the Public ight-of-ay hapter 3: echnical equirements ( technical-requirements) IG I ow - $181,454 edium - $230,858 High - $274,190 (ee ppendix for assumptions and detail.) PI FUIG U General Fund apital Improvement Program ransportation evelopment ct, rticle 3 ompetitive Grants for Pedestrian and Bicycle Facilities and Improvements () ir Pollution Buy-down Fee Fund ongestion itigation ir Quality Improvement (Q) Grant alifornia ctive ransportation Program Federal urface ransportation Funding dditional funding sources are detailed in hapter 7 of the 2012 Bicycle and Pedestrian Facilities aster Plan. HU

88 Install new parallel curb ramp Install new bus stop pad 3 4 Install 3 new perpendicular curb ramps and 3 new accessible pedestrian signals Provide compliant benches. 5 6 Install new sidewalk and install new perpendicular curb ramp at driveway Install new parallel curb ramp and new accessible pedestrian signal 7 Install new perpendicular curb ramp and new accessible pedestrian signal rea 7 splanade rive

89 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page splanade rive north of ineyard venue ecommendations for splanade rive north of ineyard venue include: onstruct sidewalk on west side to complete pedestrian network from where it currently terminates to ineyard venue, including -compliant curb ramp, crosswalk, and push button. onitor and re-assess driveway crossing location after construction is complete should have high visibility crosswalks across all 4 legs of the intersection with the driveways to Food4ess and the splanade shopping center and -compliant curb ramps at the completion of the construction on the east side of splanade rive. Pending further observation of pedestrian and vehicle flows and additional study, changes to the signal timing may have benefits for pedestrian and vehicle operations. o If the driveway is currently pre-timed, automatic pedestrian recall would allow pedestrians to receive the K signal whenever a vehicle gets the green light, and would enable the removal of pedestrian push buttons. o If the driveway is currently actuated, automatic pedestrian recall would allow pedestrians to receive the K signal whenever a vehicle gets the green light, but pedestrian push buttons would still be necessary to allow a pedestrian to recall a K signal when no vehicles are present. onitor and re-assess any additional un-signalized mid-block crossings to ensure high visibility crosswalks, yield markings, and -compliant curb ramps. Upgrade curb ramps at splanade rive and ineyard. IG GUI Urban treet esign Guide urb xtensions (nacto.org/publication/urban-streetdesign-guide/) Best Practices ool Kit for tate and ocal Governments hapter 6: urb amps and Pedestrian rossings ( Proposed Guidelines for Pedestrian Facilities in the Public ight-of-ay hapter 3: echnical equirements ( technical-requirements) PI FUIG U General Fund apital Improvement Program ransportation evelopment ct, rticle 3 ompetitive Grants for Pedestrian and Bicycle Facilities and Improvements () ir Pollution Buy-down Fee Fund ongestion itigation ir Quality Improvement (Q) Grant alifornia ctive ransportation Program Federal urface ransportation Funding dditional funding sources are detailed in hapter 7 of the 2012 Bicycle and Pedestrian Facilities aster Plan.

90 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 90 IG I ow - $10,930 edium - $13,823 High - $19,585 (ee ppendix for assumptions and detail.) HU

91 Install 2 new perpendicular curb ramps egrade ramp and boarding area to remove slope issues 4 Install new perpendicular curb ramp 3 5 Install 2 truncated dome surfaces at 2 blended transitions 6 Install 4 new accessible pedestrian signals Install 4 new accessible pedestrian signals 7 8 egrade 2 curb ramps with slope issues and no flares Install new perpendicular curb ramp rea 8 treet & econd treet

92 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page treet and econd treet ecommendations for treet and econd treet include: Upgrade curb ramps to meet compliance Upgrade pedestrian push buttons to meet compliance Upgrade bus stops to meet compliance epair sidewalks to address vertical change issues IG GUI Urban treet esign Guide urb xtensions (nacto.org/publication/urban-streetdesign-guide/) Best Practices ool Kit for tate and ocal Governments hapter 6: urb amps and Pedestrian rossings ( Proposed Guidelines for Pedestrian Facilities in the Public ight-of-ay hapter 3: echnical equirements ( technical-requirements) IG I ow - $8,212 edium - $8,909 High - $9,970 (ee ppendix for assumptions and detail.) PI FUIG U General Fund apital Improvement Program ransportation evelopment ct, rticle 3 ompetitive Grants for Pedestrian and Bicycle Facilities and Improvements () ir Pollution Buy-down Fee Fund ongestion itigation ir Quality Improvement (Q) Grant alifornia ctive ransportation Program Federal urface ransportation Funding dditional funding sources are detailed in hapter 7 of the 2012 Bicycle and Pedestrian Facilities aster Plan. HU

93 Provide a gutter landing area in front of the curb ramp 3 Install new perpendicular curb ramp 2 Provide flush transition from the curb ramp to the gutter area 4 Provide a gutter landing area in front of the curb ramp rea 9 Harbour Island ane from Farralon ay to leutian ay

94 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page Harbour Island ane from Farralon ay to leutian ay ecommendations for Harbour Island ane from Farralon ay to leutian ay include: Upgrade curb ramps to meet compliance, including gutter landing area and flush transitions Install new curb ramp at Harbour Island ane and leutian ay IG GUI Urban treet esign Guide urb xtensions (nacto.org/publication/urban-streetdesign-guide/) Best Practices ool Kit for tate and ocal Governments hapter 6: urb amps and Pedestrian rossings ( Proposed Guidelines for Pedestrian Facilities in the Public ight-of-ay hapter 3: echnical equirements ( technical-requirements) IG I ow - $1,096 edium - $1,221 High - $1,346 (ee ppendix for assumptions and detail.) PI FUIG U General Fund apital Improvement Program ransportation evelopment ct, rticle 3 ompetitive Grants for Pedestrian and Bicycle Facilities and Improvements () ir Pollution Buy-down Fee Fund ongestion itigation ir Quality Improvement (Q) Grant alifornia ctive ransportation Program Federal urface ransportation Funding dditional funding sources are detailed in hapter 7 of the 2012 Bicycle and Pedestrian Facilities aster Plan. HU

95 Install 4 new perpendicular curb ramps 3 Install new accessible pedestrian signals 6 epave and provide clear space and nonsloped boarding area 8 Install truncated dome surfaces at each curb ramp at intersection 2 Install new accessible pedestrian signals 4 Install 2 truncated dome surfaces at 2 perpendicular curb ramps 7 Install new perpendicular curb ramp 9 emolish nonessential curb ramp 5 Install new accessible pedestrian signals and repave area near it rea 10 B treet & hird treet

96 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page B treet from hird treet to Fourth treet ecommendations for B treet from hird treet to Fourth treet include: Upgrade curb ramps to meet compliance Upgrade pedestrian push buttons to meet compliance emove extra curb ramp at Fourth treet and B treet () IG GUI Urban treet esign Guide urb xtensions (nacto.org/publication/urban-streetdesign-guide/) Best Practices ool Kit for tate and ocal Governments hapter 6: urb amps and Pedestrian rossings ( Proposed Guidelines for Pedestrian Facilities in the Public ight-of-ay hapter 3: echnical equirements ( technical-requirements) IG I ow - $6,992 edium - $11,687 High - $38,222 (ee ppendix for assumptions and detail.) PI FUIG U General Fund apital Improvement Program ransportation evelopment ct, rticle 3 ompetitive Grants for Pedestrian and Bicycle Facilities and Improvements () ir Pollution Buy-down Fee Fund ongestion itigation ir Quality Improvement (Q) Grant alifornia ctive ransportation Program Federal urface ransportation Funding dditional funding sources are detailed in hapter 7 of the 2012 Bicycle and Pedestrian Facilities aster Plan. HU

97 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 97 H I I

98 xnard idewalk urvey Planning evel ost stimate Updated 11/20/15 irectional ocation (if # Project egment/intersection applicable) Proposed reatment Units (ow) (edium) Unit ost (High) (ow) (edium) (High) 1 Palm rive t to t urb ramps (construct new) 8 $ 500 $ 563 $ 625 $ 4,000 $ 4,500 $ 5,000 runcated ome amp urfaces 96 $ 6 $ 42 $ 260 $ 576 $ 4,032 $ 24,960 ighten urb adius at corner - Palm & t 75 $ 45 $ 60 $ 90 $ 3,375 $ 4,500 $ 6,750 Project otal $ 7,951 $ 13,032 $ 36,710 2 aiders ay allas r to ose ve urb ramps (construct new) 6 $ 500 $ 563 $ 625 $ 3,000 $ 3,375 $ 3,750 allas r to ose ve urb extension 6 $ 3,333 $ 4,167 $ 5,000 $ 20,000 $ 25,000 $ 30,000 allas r to ose ve runcated ome amp urfaces 72 $ 6 $ 42 $ 260 $ 432 $ 3,024 $ 18,720 aiders ay and ose ve Ped push buttons (install new/upgrade) 4 $ 400 $ 400 $ 400 $ 1,600 $ 1,600 $ 1,600 aiders ay and ose ve orth High-visability crosswalk (install) 900 $ 3.0 $ 4 $ 5 $ 2,700 $ 3,600 $ 4,500 allas r/aiders ay outheast corner urb ramps (construct new) 2 $ 500 $ 563 $ 625 $ 1,000 $ 1,125 $ 1,250 allas r/aiders ay urb extension 2 $ 3,333 $ 4,167 $ 5,000 $ 6,667 $ 8,333 $ 10,000 allas r/aiders ay ield markings 2 $ 100 $ 100 $ 100 $ 200 $ 200 $ 200 allas r/aiders ay ield to pedestrian signs 2 $ 150 $ 270 $ 450 $ 300 $ 540 $ 900 allas r/aiders ay runcated ome amp urfaces 24 $ 6 $ 42 $ 260 $ 144 $ 1,008 $ 6,240 aiders ay/allas r cross aiders ay High-visability crosswalk (install) 380 $ 3.0 $ 4 $ 5 $ 1,140 $ 1,520 $ 1,900 Project otal $ 37,183 $ 49,325 $ 79,060 id-block crossing, 3 andalay Beach d Falkirk ve to osta de ro Unit ost Unit ost otal stimated ost otal stimated ost otal stimated ost northeast side urb extension 1 $ 3,333 $ 4,167 $ 5,000 $ 3,333 $ 4,167 $ 5,000 id-block crossing, Falkirk ve to osta de ro northeast side urb ramps (modify existing) 1 $ 500 $ 563 $ 625 $ 500 $ 563 $ 625 Falkirk ve to osta de ro High-visability crosswalks (install) (2) 740 $ 3.0 $ 4 $ 5 $ 2,220 $ 2,960 $ 3,700 Falkirk ve to osta de ro ield markings 4 $ 100 $ 100 $ 100 $ 400 $ 400 $ 400 Falkirk ve to osta de ro runcated ome amp urfaces 24 $ 6 $ 42 $ 260 $ 144 $ 1,008 $ 6,240 Falkirk ve to osta de ro Pedestrian signs 6 $ 150 $ 270 $ 450 $ 900 $ 1,620 $ 2,700 andalay Beach d/osta de ro runcated ome amp urfaces 24 $ 6 $ 42 $ 260 $ 144 $ 1,008 $ 6,240 andalay Beach d/osta de ro urb extension 2 $ 3,333 $ 4,167 $ 5,000 $ 6,667 $ 8,333 $ 10,000 andalay Beach d/osta de ro urb ramps (modify existing) 2 $ 500 $ 563 $ 625 $ 1,000 $ 1,125 $ 1,250 Project otal $ 15,308 $ 21,184 $ 36,155 4 aviers d homas ve to ucca t High-visability crosswalk (install) 4040 $ 3 $ 4 $ 5 $ 12,120 $ 16,160 $ 20,200 homas ve to ucca t urb ramps (construct new) 4 $ 500 $ 563 $ 625 $ 2,000 $ 2,250 $ 2,500 homas ve to ucca t Ped push buttons (install new/upgrade) 16 $ 400 $ 400 $ 400 $ 6,400 $ 6,400 $ 6,400 homas ve to ucca t urb extension 1 $ 3,333 $ 4,167 $ 5,000 $ 3,333 $ 4,167 $ 5,000 homas ve to ucca t ew Bus top Pad 48 $ 20 $ 20 $ 20 $ 960 $ 960 $ 960 homas ve to ucca t Upgrade bus stops (clear space, move bench) 12 $ 1 $ 1 $ 1 $ 12 $ 12 $ 12 Project otal $ 24,825 $ 29,949 $ 35,072 5 inth t t to B t efresh paint markings 84 $ 1 $ 1 $ 2 $ 42 $ 84 $ 168 inth t/b t outh urb ramps (construct new) 12 $ 500 $ 563 $ 625 $ 6,000 $ 6,750 $ 7,500 inth t/b t urb extension 6 $ 3,333 $ 4,167 $ 5,000 $ 20,000 $ 25,000 $ 30,000 inth t/ t High-visability crosswalk (install) 431 $ 3 $ 4 $ 5 $ 1,293 $ 1,724 $ 2,155 inth t/ t runcated ome amp urfaces 144 $ 6 $ 42 $ 260 $ 864 $ 6,048 $ 37,440 inth t/ t ield to pedestrian signs 1 $ 150 $ 270 $ 450 $ 150 $ 270 $ 450 inth t/ t ield markings 1 $ 100 $ 100 $ 100 $ 100 $ 100 $ 100 inth t/ t Ped push buttons (install new/upgrade) 13 $ 400 $ 400 $ 400 $ 5,200 $ 5,200 $ 5,200 Project otal $ 33,649 $ 45,176 $ 83,013

99 xnard idewalk urvey Planning evel ost stimate Updated 11/20/15 # Project egment/intersection irectional ocation (if applicable) Proposed reatment Units Unit ost (ow) Unit ost (edium) Unit ost (High) otal stimated ost (ow) otal stimated ost (edium) otal stimated ost 6 ia arina ve ia arina ve/ictoria ve High-visability crosswalk (install) 870 $ 3 $ 4 $ 5 $ 2,610 $ 3,480 $ 4,350 ia arina ve/ictoria ve runcated ome amp urfaces 4 $ 6 $ 42 $ 260 $ 24 $ 168 $ 1,040 ictoria ve to Bayview r outh urb ramps (modify existing) 4 $ 500 $ 563 $ 625 $ 2,000 $ 2,250 $ 2,500 ictoria idblock High-visability crosswalk (install) 940 $ 3 $ 4 $ 5 $ 2,820 $ 3,760 $ 4,700 ictoria idblock efresh paint markings (realigned right turn lane) 400 $ 1 $ 1 $ 2 $ 200 $ 400 $ 800 ictoria idblock Ped push buttons (install) 2 $ 400 $ 400 $ 400 $ 800 $ 800 $ 800 ia arina ve/ictoria ve Pedestrian Hybrid Beacon 2 $ 86,500 $ 110,000 $ 130,000 $ 173,000 $ 220,000 $ 260,000 Project otal $ 181,454 $ 230,858 $ 274,190 7 splanade r orth of ineyard ve est onstruct sidewalks 350 $ 7 $ 9 $ 10 $ 2,450 $ 2,975 $ 3,500 orth of ineyard ve est urb ramps (construct new) 7 $ 500 $ 563 $ 625 $ 3,500 $ 3,938 $ 4,375 orth of ineyard ve est Ped push buttons (install new/upgrade) 5 $ 400 $ 400 $ 400 $ 2,000 $ 2,000 $ 2,000 orth of ineyard ve ew Bus top Pad 48 $ 20 $ 20 $ 20 $ 960 $ 960 $ 960 orth of ineyard ve ew bench 1 $ 220 $ 1,550 $ 5,750 $ 220 $ 1,550 $ 5,750 t riveway High-visability crosswalk (install) 600 $ 3 $ 4 $ 5 $ 1,800 $ 2,400 $ 3,000 Project otal $ 10,930 $ 13,823 $ 19,585 8 t and econd t t and econd t urb ramps (modify existing) 2 $ 500 $ 563 $ 625 $ 1,000 $ 1,125 $ 1,250 t and econd t urb ramps (construct new) 4 $ 500 $ 563 $ 625 $ 2,000 $ 2,250 $ 2,500 t and econd t Ped push buttons (install new/upgrade) 8 $ 400 $ 400 $ 400 $ 3,200 $ 3,200 $ 3,200 t and econd t runcated ome amp urfaces 2 $ 6 $ 42 $ 260 $ 12 $ 84 $ 520 B t and econd t urb ramps (modify existing) 1 $ 500 $ 563 $ 625 $ 500 $ 563 $ 625 B t and econd t urb ramps (construct new) 1 $ 500 $ 563 $ 625 $ 500 $ 563 $ 625 t and First t urb ramps (construct new) 2 $ 500 $ 563 $ 625 $ 1,000 $ 1,125 $ 1,250 Project otal $ 8,212 $ 8,909 $ 9,970 9 Harbor Island ane Farralon ay to leutian ay urb ramps (construct new) 2 $ 500 $ 563 $ 625 $ 1,000 $ 1,125 $ 1,250 Harbor Island ane (south side) ew gutter landing area 24 $ 4 $ 4 $ 4 $ 96 $ 96 $ 96 Project otal $ 1,096 $ 1,221 $ 1, B t hird t/b t Ped push buttons (install new/upgrade) 8 $ 400 $ 400 $ 400 $ 3,200 $ 3,200 $ 3,200 hird t/b t urb ramps (construct new) 4 $ 500 $ 563 $ 625 $ 2,000 $ 2,250 $ 2,500 hird t/b t runcated ome amp urfaces 24 $ 6 $ 42 $ 260 $ 144 $ 1,008 $ 6,240 Fourth t/ t urb ramps (construct new) 2 $ 500 $ 563 $ 625 $ 1,000 $ 1,125 $ 1,250 hird t Upgrade bus stops (clear space) 48 $ 1 $ 1 $ 1 $ 48 $ 48 $ 48 Fourth t/b t emove curb ramp 12 $ 2 $ 2 $ 2 $ 24 $ 24 $ 24 Fourth t/b t runcated ome amp urfaces 96 $ 6 $ 42 $ 260 $ 576 $ 4,032 $ 24,960 ew Bus top Pad 48 $ 20 $ 20 $ 20 $ 960 $ 960 $ 960 Project otal $ 6,992 $ 11,687 $ 38,222 Grand otal $ 327,600 $ 425,163 $ 613,323 (High)

100 xnard idewalk urvey ost stimate Parameters Updated 11/20/15 reatment ypes and Unit ost Unit ost Item: Units ow edium High ource High-viz crosswalk (ew or restripe) Per F $ 3 $ 4 $ 5 BP P - G Puffin signals ach $ 150 $ 150 $ 150 FP - G Pedestrian Hybrid Beacon ach $ 86,500 $ 110,000 $ 130,000 BP P - G urb extensions Per extension $ 3,333 $ 4,167 $ 5,000 FP urb ramps (construct new) Per ramp $ 500 $ 563 $ 625 FP ivil ng urb ramps (modify existing) Per ramp $ 500 $ 563 $ 625 FP ivil ng epair sidewalks Per F $ 9 $ 12 $ 15 FP ivil ng Ped push buttons (install new/upgrade) ach $ 400 $ 400 $ 400 P etwork ost st Upgrade bus stops (clear space) Per F $ 1 $ 1 $ 1 FP G II - G efresh paint markings Per F $ 0.50 $ 1.00 $ 2.00 BP P - G onstruct new sidewalks Per F $ 7 $ 9 $ 10 FP ivil ng ield markings ach $ 100 $ 100 $ 100 FP - G edian efuge Island Per F $ 18 $ 25 $ 30 FP ivil ng runcated ome amp urfaces Per F $ 6 $ 42 $ 260 Zegeer ew Bus top Pad Per F $ 20 $ 20 $ 20 FP G II - G ew bench ach $ 220 $ 1,550 $ 5,750 Zegeer ew gutter landing area Per F $ 4 $ 4 $ 4 FP G II - G emove curb ramp Per F $ 2 $ 2 $ 2 FP G II - G ield to pedestrian signs ach $ 150 $ 270 $ 450 FP - G

101 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 101 H B I P (P 1992)

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HIGH H FIIH K JUIP H K ilver P IG G I 53 HIGH BIH UZ U 70 H G H I K U 69 G JU G 52 Z PK B KK 22 PI 23 I IFFI 20 H FF HIP 68 FI IXH II IBU I B HUG I 50 P UK FUH I r r H FIFH 19 FUH 67 B I UB 49 P K U 18 I P K P II H IGGIG H 48 H KII BH I 17 X U HB K K H P FI G 47 U aval Base entura ounty Port Hueneme I 46 BI 79 F P P P H I HI I I I H 63 I H B 62 FI G 29 F 30 GI FI PIFI P H UKI 45 I I I GU KIG IH B B e ham s i v e I U 48 I F P HU IX 14 HUI HI FI 232 H K X PI X X I U UI UI UI PK K I G PK PU I 27 PU PK JI I JKIGH 58 H I PUI II F I H idewalk urvey esults I GZ P HU G G 56 P G G 25 II FI G FI G BIH FGH HU P H I 40 BIK K FI HI J I I FI I #7 B GI BUH GZ FI I # F F B UG P I H 46 K 55 F JU U I 37 UI I U IF B P H I 6 BZ HB IGH B rosswalks BI H PK G 35 UB BI G IU G I HK H 34 5 Parcels with Buildings <= U 4 BBIG I P IK I 33 idewalks HK G I G 43 B 32 X PIK U UZ H I igns B B Z FI U U B urbamps 40 J H I BIH P H 10 hannel Islands Harbor PedestrianPushButtons UG I F B UH H 1 egend FXG I H 2 U K H 31 PI 12 I U B B 33 B P I J I B H I IG 11 B Z G I PIU PK F UH B F I I #4 Z } G IK I K B PK I IG U 232 I I F P HU IX 13 Hollywood Beach HZ HI II IH K PK HI UUI G J HI IGHH I B FI I #6 U IZ F 21 H I B B I I I FI H PK J H I 19 4 PPI H GIU U H Z Z P B 16 IF I P B I I I HK I I PK 2 JK JK I I KH J G I FII Q K I 11 U I PK K PK F I Q U I G I IHI K G H I F I HI P U H GZ I UFF HK 1 I I HU G G I U G HB I HK H B H H U IF I I I PK I B U P H H HBU I FIH I I K I KI H I } U I HU B P J FIH B IH F F I GPG I IG U I I B 12 H B H I QU I Q B J IG B G KI B H G U H B I KH P J I B K I KI F B KH F H P I JU I K K F BH PK F JU J I PI I H X B B K cuiff H K B U I I IPI I H I H B I IB I F KI I G I BIG B I I I P K K P P I I KIG 2 I I PHIIU GZ G 1 B I II K P IF I FF G I I B I I I F H U P Q I I H FFI FFI K B I K FFI I BI H I HI P K G FIH I PK K P H IU I PI K I U xnard hores B H H P K B PI H FIH P I H I P U U F F I B H P HI IGG Z B U I B KIK H B H H B I UF B H B IP P UK PK GZ K I FXG UH UI PK U B B H F I FIFH G F K I F IX FIFH JU GU I UKIK Z II I H X H IF K B I I U P J I H GIU I FIFH I I F U 8 FIFH I I I P G H H I B H U P IIG xnard irport UB JUB HI F FIFH U H H U IH I P UB KUQU PB I KIG I H IB I IG G PK X FIH UB B H andalay Beach U H I FUHI G IG I J X I IH GI I K I GH B I G PIG HIBIU PP GZ FF I FF I I P K H B BU G PU HI G I I PH H K I IH IH H I I IIG K Z I 1 I I JUB K U QUI U HI H IGHIG KUQU H P B I HI K P I UX U H UB IH K P UP UHBK PK K B B BI PI PZ I I B H BI PK H J U IU I BU K P U B P B QUI H G I K K U G I G U I K K H G I U I B G G F I H F I P K F H F U H I I PK H X HIGH I P G GZ I G BK H I PK H GZ FI I F KP UIFI H H U HI H I I a t n a IB BK B U U G P I G KI H ( / I I I HI GZ K GU U GZ BK K F IG G P KI K GZ B GZ P G G U K B I G P P F I B H a r la P K B K I K G I B IG F FX U G B I I GF U BU B G I I ounty of entura IG G I G U H P I K H I r e v i G U H I U FF G K I G P K X P I I BU U H F I G H I I B B H H I K F IZ H I BB P P I P BI H P I I K I I H I K I I P FU I IG GF U G H U GU B B U PI G ) P (P X FI F H IF ) (P I J I U B KIB H I Z I I G I I (P ) 101 G G G I P B ) I G (P (P ) H H H I H H KI G IG H I PPHI I K B U QU I H H U P I G I K G U I KH B ) (P H I H J G PH B H K I P K I ) (P I I P K U ) H (P ) (P I KI IG PI J H (P ) I G IF B G H ) H (P H U I ) (P (P ) I H ) (P IZ (P) P BI B B H U 8 H I (P ) K F P I I (P ) K (P ) H U G B HI ) (P G G K FI H I U B P I (P ) P I G G GBI KI H ) (P G ) B G U Q U (P ) UG H H I (P) ) I (P P I P IG G K H I I ) (P IG G ( P I ) P K( FI G P H H I I P G U GH K (P ) IB (P ) H ity of entura U P ) G (P H H I F K H H P I H IGH U U P F K I K P B B F B PI I BJ F QU I H U B I I (P ) I ) (P P ( / 101 U B B H PH I ) (P ) II (P P ) (P F (P ) G ) (P U (P ) BU ) (P G GI B B B I I QU ) K (P I IZ P I K F H HU G H U I P BU K I P I I B I I I ) I (P B I H U U I U ) (P H I (P ) I I H ) ( P I ) P U ( I F F I G G G I H P B H H I P G I G P P I U BI H I HI I H B PH G J B H P FI I HPI PK H ity of xnard Geographic Information ystems pril 13, 2015 he mapped data is created and designed by the ity of xnard GI Program, which is developed and operated solely for the convenience of the ity. he map is for illustrative purposes only. he ity does not warrant the accuracy of this map, and no decision involving a risk of injury or economic loss should be made in reliance thereon. ata ources: ity of xnard GI epartment ounty of entura GI epartment

105 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 105 H PUI P

106 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 106 U ate: 11/11/2015 o: From: ubject: ity of xnard ally wanson rchitects Inc. Fehr & Peers Public omment and esponse IUI n ctober 7, 2015, the Inter eighborhood ouncil rganization (I) as part of their general meeting, met with the ity of xnard, ally wanson rchitects, Inc., and Fehr & Peers to discuss the itywide idewalk urvey project. t this meeting, comments from the public were taken and additional comments were also taken from the public after the meeting via . ll comments were incorporated into the final report where applicable and relevant. PUI he following are comments (not all inclusive) taken from the public at the I meeting that took place on ctober 7, ally wanson rchitects and Fehr & Peers responses are highlighted in green. onger countdown timers are needed for crossing aviers Blvd his comment has been incorporated into the report for rea 4 of the Project heets idewalk issues at hannel Islands and Knoll ong distance buses create lots of foot traffic at xnard Blvd and 5 th t 9 th and riffel north of the 5 points intersection no marked crosswalk outside mobile home park by xnard Blvd xnard Blvd between 5 th t and the 5 points intersection sidewalk issues

107 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 107 amps are in bad shape along xnard Blvd between 5 points intersection and 3 rd t idewalk issues at xnard and 8 th t 435. treet has sidewalk issues Broken and missing sidewalks on treet between 6 th and 7 th idewalk issues along 700 block of treet he following are comments taken from the public via s a previous member of the ity Planning ommission, I occasionally review projects and planned developments in the city, mostly for my own benefit. hile reviewing the draft report for the proposed ity idewalk eport, I couldn't help but notice the extreme disparity in the anticipated budget costs. It's apparent the bulk of disparity stems from the installation of "High isibility rosswalks". ccording to the customary design criteria for these crosswalks I can only imagine the main reason for the enormous cost differential would only occur if special design features, ie: brick, stone, lighting strips, etc were incorporated into the design. lthough the use of such features is aesthetically pleasing to the eye, the actual safety benefit of these features is highly questionable. I would hope that the ity taff and eport onsultants take this into consideration and re-evaluate the actual costs for the installations of the noted improvements. - ost estimates for high visibility crosswalks have been modified in the report to be a square-footage based cost estimate rather than fixed costs. he resulting changes makes the resulting range between low to high not as disparate. hese changes have modified the cost estimates for reas 1-7 in the Project heets. o save city sidewalks, choose appropriate street trees as mentioned in the report under esign Policies and evelopment tandards. onsider replacing many of the agnolia trees that produce copious amounts of leaf and seed pod litter while, more importantly, lifting the nearby sidewalks. he same goes for any surface root tree. Is it cheaper to replace the trees now or pay the inevitable maintenance cost and potential trip-and-fall claims? I'll vote for the former since it would reduce my maintenance labor. - ypically, the costs to initiate preventative measures is overall cheaper than the inevitable costs later invoked by potential repairs and claims. For preventative measures to function efficiently though, require an infrastructure that can properly plan and allocate resources to maximize preventative care. s discussed under esign Policies and evelopment tandards, the ity should develop guidelines, policies, and standards which work to target these issues.

108 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 108 Fifth treet between treet and H treet is not wide enough to accommodate both on street parking and a bicycle lane. In order to install a bicycle lane parking on this roadway segment would have to be prohibited. I'm certain not all the residents living on Fifth treet would agree to that. Pedestrian idewalk on 5th street orth side between G and alley needs repair. he sidewalk is raised and is a trip hazard. It is also highly used by pedestrians and cyclists and disabled people on scooters and such. lso highly recommended is a solid white line of striping on the street for parking (that is legal and utilized) and to give pedestrians and cyclists a protective lane from cars. he striping should be from H street to street in both sides of 5th street. ehicles hug the curb on 5th street (when there are no parked cars) making the single lane street into two lanes during rush hour and they travel faster than speed limit. ehicles at stop sign on G treet and 5th street facing outh are almost clipped by vehicles that make the single lane road into two lanes. Pedestrians and cyclists need to be protected. I have just become aware of this project. I made an attempt to bring some problem curb-cuts, etc. to someone's attention once & no one knew who to call. s an active handicapped person limited to an electric wheelchair, I get around many areas of xnard by sidewalk I have encountered quite a few which are barely passable to completely impassable areas within a 0-3 mile area of my home. ome of which would be laughable if they were not so absolutely necessary for those of us who need to use them I would love to give input to the right people. I have transportation limitations, so getting to meetings, etc (especially after dark) is problematic. Kindly accept these comments on the city's raft ity idewalk urvey, which is currently available for public comment through ovember 5, I understand that the raft urvey focuses on mericans with isabilities () accommodations and sidewalk conditions. It is also my understanding (from our telephone conversation last week) that the raft urvey is not, ironically enough, a study on "walkability" or the four main conditions normally associated with a good walking environment: convenience, safety, comfort and degree to which the walk is interesting. evertheless, the comments in this letter cannot avoid noting topics of "walkability" along with comments on specific items in the raft urvey since sidewalks go together with walking and concerns. lso, though my comments target specific areas noted in the raft urvey, it is my hope that the observations can have broader consideration to other areas of the city. orth treet at Palm he raft urvey notes the intersection of orth treet at Palm rive. he intersection is in need of curb ramps. his is true. But I am surprised that the report does not note the unusually wide curb radius of this intersection. he curb radius of orth at Palm is considerably wider than all other intersections on orth treet. his allows cars to turn onto Palm rive at much higher speeds than at other intersections on treet. he wider curb radius also means that people walking or using wheelchairs confront a wider intersection to cross

109 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 109 than others in this area. Because of these two factors, the intersection stands out as one that is markedly less safe for people on foot or in wheelchairs. he following photos compare orth at Palm to orth at agnolia, one block south, which is representative of other intersections on treet. orth treet at Palm rive (wide curb radius, faster car speed, longer crossing) orth treet at agnolia rive (sharper curb radius, slower turning, shorter crossing, typical of all other treet intersections) s an aside, if the city is going to the expense of building curb ramps at this intersection, then perhaps it is money well spent to combine that effort with redoing the sidewalk to have a tighter curb radius. splanade rive he raft report notes several deficiencies on splanade rive. hough many of those (not all) have been addressed with the completion of the new Food4ess grocery store, the raft report does mention a need to monitor mid-block crossings. Get rid of the "walk" button at the new, three-way, signalized intersection of splanade and "riveway." his is a shopping area bordered by parking lots, where it should be expected that people will walk. he intersection is also immediately next to two major bus stops for several busy Gold oast and I routes with people walking and using wheelchairs around the area. In short, splanade at riveway is a pedestrian area in the highest degree. s such, I question the need for a pedestrian call button at all. he button forces people walking and those in wheelchairs to: first, reach the button - and to reach it in time for the next cycle of the light; second: perform an extra task to get across the street. If pedestrians and wheelchairs are known to be in this area of parking, shopping and public transportation, then the traffic light should anticipate pedestrians at each change of the light.

110 ity of xnard ally wanson rchitects, Inc. ovember 25, 2015 Page 110 I urge the ity in the strongest sense to take a lesson from downtown xnard and remove the "walk button" at splanade at riveway. ne of the things that makes downtown xnard such a walkable area is the fact that the signalized intersections do not use the walk button. Images below show the Gold oast and I bus stops and pedestrian call buttons. hy are the buttons needed at these busy bus-stop locations? Planning of pedestrian circulation could be better he anticipated walking routes at this intersection could have been planned better. he approach to Food4ess at the intersection's east side delivers people walking or in wheelchairs directly into the path of cars exiting the parking lot. From there, if one wants to walk to the store's entrance without walking in the car space, one must push a button, wait for the light, and use a 90-degree route rather than a straight diagonal route, similar to the pattern expected between the store's parking lot and entrance. eft image: People walking and in wheelchairs end up face-to-face with exiting cars at Food4ess (note the "don't walk" hand as I did not reach the button in time for the light to change; thus, had to wait an additional cycle of the light). ight image: People walking and in wheelchairs face a poorly thought out route to the Food4ess entrance. - hese comments have been incorporated into the report for reas 1 and 7 of the Project heets. In regards to splanade rive, an engineering study should be conducted to determine whether a passive/pre-timed pedestrian detection device is suitable for the proposed intersection in lieu of an actuated pedestrian push button. his study should be conducted when all construction is done and all stores in the area are up and running to observe the operational effects of these options to both pedestrians and vehicles.