Safe Routes to School: Valverde Elementary Walk Audit Report. Image: CPLIVE, SkyscraperPage.com

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1 Safe Routes to School: Valverde Elementary Walk Audit Report Image: CPLIVE, SkyscraperPage.com April 28,

2 OVERVIEW As part of the 2014/2015 Denver Safe Routes to School (SRTS) Program, WalkDenver coordinated audits of pedestrian infrastructure within a roughly quarter mile radius around four schools: Munroe Elementary, Smith Renaissance School, Swansea Elementary, and Valverde Elementary. The Colorado Department of Transportation funded the walk audits through a SRTS non-infrastructure grant, managed by the Denver Department of Environmental Health. The grant also funded educational programming at the participating schools, provided by Bicycle Colorado and BikeDenver. Denver Health developed a matrix of Denver Public Schools that the project partners used to select the participating schools based on the following priorities: Percent of students living within 1 mile of the school Percent of students participating in the free and reduced lunch program Number of traffic crashes involving pedestrians that occurred during school hours (7:00 AM - 4:30 PM) To conduct the walk audits, WalkDenver recruited and trained volunteers during the fall and winter of The volunteers used the online tool WALKscope ( to collect data on sidewalks and intersections. The data from these walk audits, along with feedback gathered from residents, helped inform recommendations for improving the pedestrian environment around the schools. This report summarizes results of the walk audit around Valverde Elementary. The Valverde study area straddles the Athmar Park and Valverde neighborhoods in southwest Denver, bounded by Bayaud Ave to the north, Pecos St to the east, Center Ave to the south, and Bryant St to the west. Volunteers collected a total of 283 data points within the study area, including 215 sidewalk segments and 68 intersections. 2

3 At a meeting of the Athmar Park Neighborhood Association on July 28 th, 2015, neighborhood residents provided additional input on the walkability of the neighborhood. Major findings from the walk audit and resident feedback include the following: The vast majority of the study area s sidewalks and intersections were rated as poor or mediocre. Overall, 88% of sidewalks and 87% of intersections were rated three or less on a five-point quality scale. The majority of sidewalks in the study area of 215 total one-block segments are less than three feet wide rollover curbs, which are too narrow for wheelchairs or strollers, and, as the name suggests, can be easily mounted by vehicles, resulting in parked vehicles obstructing the sidewalk. Missing crosswalks, high traffic speeds and volumes, wide crossing distances, and poor driver behaviors at intersections all add up to unsafe conditions for pedestrians crossing or walking along Alameda Ave. Problems with drivers speeding and/or drivers failing to yield to pedestrians were reported along Alameda Ave and Tejon St. Neighborhood residents identified Alameda Ave, Federal Blvd, and Mississippi Ave as unsafe and uncomfortable to walk along. Residents also expressed a need for better connections across the Platte River and I-25 at Alameda and near the Alameda light rail station. No sidewalks are present on the north and east sides of West-Bar-Val-Wood Park. 3

4 OVERALL QUALITY OF THE PEDESTRIAN ENVIRONMENT Data collectors rated each sidewalk and intersection on a scale of 1 (lowest quality) to 5 (highest quality). The average rating for both sidewalks and intersections was 2.3. Out of 215 total one-block sidewalk segments, 88% received a rating of 3 or less, and out of 68 total intersections, 87% received a rating of 3 or less. Sixty-two percent of sidewalks and 72% of intersections received a rating of 2 or less. Only 4% of sidewalks and zero intersections received a rating of 5. Lowest quality ratings were spread relatively evenly throughout the neighborhood, and the highest quality ratings were found along the perimeter of the large superblock in the middle of the study area, as well as in the area southwest of West-Bar-Val-Wood Park. Overall Quality Raings 5 0% 4% 4 13% 8% 3 15% 26% 2 44% 59% 1 13% 18% 0% 20% 40% 60% 80% Intersecions Sidewalks

5 SIDEWALK QUALITY Four main factors related to the overall quality of sidewalks: sidewalk type, accessibility, safety, and pedestrian amenities. Sidewalk Type The neighborhood s rare five-feet-or-wider detached sidewalks (meaning sidewalks with a buffer separating them from the roadway, only 2 the 215 sidewalks surveyed) received the highest overall quality ratings by far, averaging 4.5. The neighborhood s wider attached sidewalks (13 of 215 sidewalks surveyed) and narrow detached sidewalks (7 of 215 sidewalks) were given moderate overall ratings. Narrower attached sidewalks (51 of 215 sidewalks) received an average rating of 2.6. The vast majority of the neighborhood is served by lessthan-three-feet rollover curbs (129 of 215 sidewalks), which cannot accommodate wheelchairs or strollers and are designed so that vehicles can roll up onto them, blocking the sidewalk. These rollover curbs received an average rating of only 2.2. Areas with no sidewalks (11 of 215 block faces) all received the lowest possible quality rating of one. Most of the study area south of Alameda (except for the perimeter of the large superblock) is served by narrow rollover curbs, and a mix of sidewalk types is found along and north of Alameda. Most block faces with no sidewalks are concentrated north and east of West-Bar-Val-Wood Park. Zuni St near Dakota Ave; 5-feet or more detached sidewalk; overall quality rating 5 (high) Dakota Ave near Raritan St; less than 3-ft rollover curb; overall quality rating 3 (moderate) Pecos St near Bayaud Ave; no sidewalk; overall quality rating 1 (low) Average Raing by Sidewalk Type Other 5-feet-or-more-detached Less-than-5-feet-detached 5-feet-or-more-ajached Less-than-5-feet-ajached Less-than-3-feet-rollover-curb No-sidewalk

6 The majority of the neighborhood s sidewalks are less than 3-ft rollover curbs, which are too narrow for wheelchairs or strollers and can be easily obstructed by parked vehicles or overgrown vegetation, such as this segment along Bryant St near Cedar Ave (overall quality rating of 1). 6

7 Accessibility Sidewalks with accessibility issues, including obstructions (poles, dumpsters, parked cars, overgrown vegetation, etc.), cracked and uneven surfaces, and various other sidewalk problems (which data collectors could specify) generally were associated with lower overall quality ratings. For sidewalks receiving a quality rating of 1 or 2 (lowest ratings), data collectors reported that 16% had obstructions, 12% were cracked or uneven, and 15% had other problems. For sidewalks receiving a quality rating of 4 or 5, data collectors reported that only 8% had obstructions and none were cracked/uneven or had other problems. Overall, data collectors reported that 13% of sidewalks surveyed had obstructions, 8% had cracked or uneven surfaces, and 11% had other problems. The majority of these accessibility problems are concentrated in the northern portion of the study area, though problems are also scattered throughout the rest of the study area. 7

8 Safety Low sidewalk quality ratings were also somewhat correlated with safety concerns related to the volume or speed of traffic, poor lighting or visibility, or other safety problems (which data collectors could specify). For the sidewalks that received a quality rating of 1 or 2, data collectors reported that 24% had unsafe lighting or visibility, 13% had unsafe traffic speeds or volumes, and 7% had other safety problems. For sidewalks that received a quality rating of 4 or 5, data collectors reported that none had unsafe lighting or visibility, 12% had unsafe traffic speeds or volumes, and 4% had other problems. Overall, data collectors reported that 27% of the sidewalks surveyed had unsafe lighting or visibility, 10% had unsafe traffic speeds or volumes, and 5% had other safety problems. Concerns about poor lighting were most prevalent in the southern portion of the neighborhood, while concerns about unsafe traffic speeds or volumes were concentrated most heavily along Alameda Ave. 8

9 Amenities The presence of sidewalk amenities, such as shade trees, quality landscaping, benches, or public art correlated with high overall quality ratings. For sidewalks rated 1 or 2, only 10% had shade trees, 4% had quality landscaping, and 1% had other amenities (includes benches, public art, or other amenities that data collectors could specify). By contrast, for sidewalks rated 4 or 5, 64% had shade trees, 64% had quality landscaping, and 8% had other amenities. Overall, data collectors reported that 28% of sidewalks surveyed had shade trees, 18% had nice landscaping, and 2% had benches, public art, or other amenities. Data collectors reported that sidewalk amenities were more densely concentrated in the northern and western parts of the neighborhood. * Multiple amenities indicates a combination of shade trees and nice landscaping, except in two instances where benches or public art were also marked as present. 9

10 INTERSECTION QUALITY Four main factors related to the overall quality of intersections: driver behavior, traffic controls (crosswalks, traffic/pedestrian signals, or stop signs), the width of the crossing (number of lanes), and pedestrian amenities. Driver Behavior Instances of poor driver behavior (based on brief field observations by data collectors) also correlated with overall quality ratings. High intersection quality ratings were generally associated with better driver behavior. For intersections receiving a 4 or 5, data collectors reported zero driver behavior problems. By contrast, for intersections rated 1 or 2 (the lowest ratings), data collectors reported that drivers obeyed speed limits at just 71% of intersections, yielded to pedestrians at 90%, and obeyed traffic signals and stop signs at 98% of intersections. Overall, data collectors reported that drivers obeyed speed limits at 76% of intersections, yielded to pedestrians at 91%, and obeyed stop signs/traffic signals at 99% of intersections. Problems with driver behavior are somewhat prevalent along Alameda Ave and Tejon St. 10

11 Traffic Controls High intersection ratings were also associated with the presence of traffic controls, including marked crosswalks. Of the intersections receiving a rating of 4 or 5, 22% had marked crosswalks for all crossing directions. For intersections that were rated 1 or 2, only 4% had crosswalks. Overall, only 9% of intersections had marked crosswalks for all crossing directions, and 7% had crosswalks for some crossing directions. Traffic lights with pedestrian signals also were somewhat associated with higher overall ratings, as 11% of intersections rated 4 or 5 possessed traffic lights and pedestrian signals, while just 4% of the intersections rated 1 or 2 did. Finally, stop signs, or at least all-way stops, correlated with higher overall ratings. All-way stops were present at 33% of intersections rated 4 or 5 and only 8% of intersections rated 1 or 2. All-way stops were found at 18% of intersections overall. Crosswalks are mostly located along Tejon St next to the schools, Pecos St, and along Alameda Ave at signalized intersections. However, many of the intersections along these busier streets are missing crosswalks, making them difficult and dangerous to cross, especially Alameda, which is by far the busiest and widest street in the study area. 11

12 Crossing Distance Wide crossing distances (6-7 lanes) make crossing Alameda Ave dangerous, even in locations where crosswalks are present, such as this intersection at Alameda and Yuma St The number of lanes to cross at each intersection (defined as the count of traffic lanes and turn lanes for the widest street at each intersection) also somewhat correlated with overall intersection ratings. For intersections rated 1 or 2, the average number of lanes to cross was 2.5. For intersections rated 4 or 5, the average number of lanes to cross was 2.0. The vast majority of intersections in the study area have only 2 lanes to cross. Wider crossings are located only along Alameda Ave, which has 6 lanes at most intersections (3 westbound lanes, 2 eastbound lanes, and a center/left turn lane), and one intersection with an additional right turn lane (totaling 7 travel lanes). Three of these intersections are unsignalized and do not have crosswalks, creating a dangerous situation for pedestrians. 12

13 Intersection Amenities Pedestrian amenities at intersections can include curb ramps, bulb-outs/curb extensions, and median island refuges. Only curb ramps are present in the Valverde study area. The presence of curb ramps was somewhat associated with higher overall quality ratings at intersections. For intersections rated 1 or 2, 78% had curb ramps, while 89% of intersections rated 4 or 5 had curb ramps. Overall, data collectors reported that 81% of intersections surveyed had curb ramps. Though curb ramps are present at most intersections, they often are not present at every corner and may connect to toonarrow sidewalks, such as at Bryant St and Virginia Ave. 13

14 COMMUNITY INPUT At an Athmar Park Neighborhood Association meeting on July 28 th, 2015, neighborhood residents provided input on the walkability of the neighborhood. Residents placed colored dots on a map indicating neighborhood destinations they like to or would like to walk to; drew lines on a second map to mark routes they like to walk along or would like to walk along, if improved; and placed sticky notes on a third map to explain barriers that discourage them from walking in the neighborhood. Overall, the community s feedback indicated a high number and diversity of walking destinations throughout the neighborhood, and it highlighted the need for improvement along many walking routes, especially along major arterials. Given the small number of residents who participated (approximately 20), responses may not be representative of the community as a whole. Destinations The most popular destination for neighborhood residents to walk to include the various parks in the area as well as retail and restaurants along Federal Blvd, Alameda, and other locations. 14

15 Routes Residents used colored highlighters to draw routes they currently like to walk along as well as routes they would like to walk along, if improved. A number of residents indicated they like to walk many of the quieter residential streets throughout the neighborhood as well as around the various parks. Routes that residents would like to walk along, if improved, include along Alameda Ave, Federal Blvd, Mississippi Ave, and across the Platte River and I-25 to the Alameda LRT Station (where no pedestrian connection currently exists). Barriers Residents also used sticky notes to identify and explain barriers that discourage them from walking in the neighborhood. Common themes that emerged from residents feedback include the following: Major arterials in the vicinity (Alameda, Federal, Mississippi, and Broadway) are unsafe and uncomfortable to walk along. Residents desire better connections across the Platte and I-25 at Alameda and near the Alameda light rail station Speeding traffic is common on several streets in the area, including Mississippi, Platte River Dr, Lipan St, Exposition Ave, Jason St, and Zuni St. 15

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17 RECOMMENDATIONS Based on the WALKscope walk audit and community input, WalkDenver offers the following recommendations for improving pedestrian access to Valverde Elementary and other neighborhood destinations. 1. Transform Alameda Avenue into a more pedestrian and business friendly street 2. Transform Tejon Street into a priority pedestrian corridor for the neighborhood 3. Improve pedestrian access to the Alameda Light Rail Station 4. Use low-cost, interim design strategies. These recommendations are highlighted in the following map and discussed in further detail below. 17

18 1. Transform Alameda Avenue into a More Pedestrian and Business Friendly Street While pedestrian conditions are poor throughout the neighborhood surrounding Valverde Elementary, Alameda Avenue is clearly a critical pedestrian destination where not only the school is located, but also many shopping opportunities that residents wish to reach on foot. Alameda is also an important corridor for automobile traffic, carrying an average of 31,000 vehicles per day (CDOT, 2014). The following changes to Alameda Avenue would make the street safer and more comfortable for pedestrians, support businesses located along the corridor, and still accommodate current traffic volumes: Repair the sidewalks where they are significantly cracked and uneven. Add street trees and quality landscaping to provide shade, enhance the pedestrian microclimate and calm traffic. Alameda currently has sidewalks that are wider than many of the surrounding residential streets, but the corridor is noticeably lacking greenery. Add pedestrian-scale lighting to improve pedestrian safety at night. Eliminate the third west-bound travel lane (City data from 2009 indicate that traffic counts are actually higher in the east-bound direction), and repurpose this space for on-street parking and curb extensions at the intersections. On-street parking both supports local businesses and has a traffic calming effect, while curb extensions shorten crossing distances and increase visibility for pedestrians. Add crosswalks and traffic signals at Bryant St and Raritan St. These would each cut large (approx ft) gaps between crossing locations along Alameda in half. A rare section of Alameda Avenue with well-maintained sidewalks, street trees, and landscaping. 18

19 2. Transform Tejon Street into a Priority Pedestrian Corridor for the Neighborhood Tejon Street is another important corridor that connects Valverde Elementary to West-Bar-Val-Wood Park to the north and Huston Lake Park to the south (via Ohio Avenue), destinations residents indicated they would like to be able to walk to. Specific changes to make Tejon Street more pedestrian friendly include: Add sidewalks where they are currently missing and widen existing sidewalks to be at least 5 five feet wide. Narrow the travel lanes to calm traffic. Consider adding bicycle facilities. Add street trees and quality landscaping to provide shade, enhance the pedestrian microclimate and calm traffic. Add pedestrian-scale lighting to improve pedestrian safety at night. Add crosswalks where they are missing and extend the curbs at intersections near Valverde Elementary and West-Bar-Val-Wood Park to shorten pedestrian crossing distances and increase pedestrian visibility. Raise the crosswalks at these intersections to reinforce safe travel speeds and the residential nature of the street. Use artistic crosswalk designs to further increase visibility and contribute to the neighborhood s sense of place. Extended curbs and raised crosswalk. Source: NACTO Urban Street Design Guide Creatively designed crosswalks can help create a sense of place 3. Improve Pedestrian Access to the Alameda Light Rail Station Although located outside of the current study area, the Alameda Light Rail Station is clearly a high priority destination for neighborhood residents that, while not too far from Valverde Elementary, is difficult to reach on foot due to the challenges of crossing the Platte River, I-25, and the railroad tracks. Alameda Avenue, currently the only east-west access to the station, is extremely hostile to pedestrians in this area. The Alameda Station Area Plan (Denver Community Planning and Development, 2009) notes that improving east-west connectivity is an extremely important objective and identifies investment in bicycle/pedestrian bridges as an efficient 19

20 method to improve connectivity without the high cost and impacts of new streets. The plan recommends shared bicycle and pedestrian bridges from Alameda Station over the Consolidated Main Line alignment, I-25 and the Platte River, ultimately connecting to Virginia Avenue to the west. The plan also calls for separated 20

21 bicycle and pedestrian routes parallel to Alameda Avenue, between Cherokee and Lipan streets. 4. Use Low-Cost, Interim Design Strategies Recognizing that it may take several years to identify funding for and implement the changes outlined above, Primary Pedestrian Circulation Concept from the Alameda Station Area Plan. 21

22 the City can deploy low-cost, interim strategies to test out some of the design concepts in the near term. For example, sidewalks and curbs can be temporarily expanded using materials such as epoxied gravel, planter beds, and bollards. Interim sidewalk widening. Source: NACTO Urban Street Design Guide 22