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CHANGE YOUR WAY: WALK UA! Slogan created by Cole Muldoon, Barrington Elementary Student

Upper Arlington SRTS School Travel Plan

Barrington, Greensview, Tremont, and Windermere Elementary Schools Upper Arlington, Franklin County, Ohio

ODOT District 6

School Travel Plan “Change Your Way: Walk UA!” Safe Routes to School Program Upper Arlington

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Table of Contents Section 1: The Safe Routes to School Team 2 Section 2: Introduction 5 Section 3: The Public Input Process 13 Section 4: Description of Schools 14

Section 4A: Description of Barrington Elementary 16 Section 5A: School Demographics 17 Section 6A: Current School Travel Environment 17 Section 4B: Description of Greensview Elementary 20 Section 5B: School Demographics 21 Section 6B: Current School Travel Environment 21 Section 4C: Description of Tremont Elementary 24 Section 5C: School Demographics 25 Section 6C: Current School Travel Environment 25 Section 4D: Description of Windermere Elementary 28 Section 5D: School Demographics 29 Section 6D: Current School Travel Environment 29

Section 7: Barriers to Active Transportation 32 Section 8: Creating Solutions 34 Section 9: Improvements Mapping 48 Section 10: The Action Plan 57 Section 11: Plan Endorsements 69 Section 12: Supporting Documents 75


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Section 1: The Safe Routes to School Team Recognizing the mobility challenges that students face within the City, Upper Arlington and the UA School District combined their efforts to establish a successful Safe Routes to School Program at four elementary schools. This effort is not the first time stakeholders have gathered. In the late 80’s, concerned residents, the school district and the City Engineer gathered to complete School Route Reports that included the generation of walking route mapping. This route mapping was created so that needed infrastructure could be installed. During this process, other areas of concern were identified and officials continue to work on these today. This new Safe Routes to School Program will serve as a catalyst to further the efforts previously started through the program above. It will also provide an opportunity to reach out and engage new members of the community which may not have had the opportunity to participate in the past program. Active parent/teacher organizations along with individual parents, grandparents, business partners, and senior citizens who volunteer at the schools are integral to the success of the school district. Stakeholders from the school, community and local government were identified and approached to participate in the STP program. The following stakeholders have agreed to volunteer to be a part of the SRTS Team and represent one of the 5 E’s in the table below.

NAME AFFILIATION EMAIL PROGRAM AREA(S)

Tom Komlanc City of UA [email protected]

City Engineer, overall plan lead, evaluation lead, engineering lead

Wayne Miller City of UA [email protected] Engineering support

Officer Scott Metcalf City of UA [email protected] DARE Officer, enforcement lead

Officer Heather Galli City of UA [email protected] Enforcement support

Emma Speight City of UA [email protected]

PR, plan development assistance, encouragement lead

Paul Craft Schools [email protected] Education/Health lead

Dan Donovan Schools [email protected] Encouragement support

Barrington Elementary

Dr. Quint Gage Assistant Principal [email protected] Lead contact for Barrington


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Wendy Gomez

Parent Safety Committee [email protected]

Christine Freytag

Parent Safety Committee [email protected]

Sergy Brodsky Parent [email protected] Develop plan

Keith DeVoe Parent [email protected] develop long range walkable community

Anita Dunasky Parent [email protected] Assist with surveys

Jennifer Giroux Parent [email protected] Planning team/take photos

Lara Holman Parent [email protected]

Christina Muldoon Parent [email protected] Planning team

Elisa Thomas Parent [email protected]

Wendy Panero Parent [email protected]@osu.edu Planning team

Ann Pema Parent [email protected] Public forums/develop plans

Fran Ward Parent [email protected]

Joe Cofer Neighbor [email protected] Taking photos / olumb forums

Jill and Frank Hess Neighbor [email protected] Gather info/public forums

Greensview Elementary

Jason Wulf Principal [email protected] Greensview lead

Scott & Kristen Medors

Parents Safety Committee [email protected]

Jenny Eversole Parent [email protected]

Tremont Elementary

Tom Bates Principal [email protected] Tremont lead

Kirks Albers Parent [email protected] where ever needed

Barry Schieferstein Parent [email protected] Planning Team/assist w/forums

Don Barringer


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Windermere Elementary

Steve Scarpitti Principal [email protected] Windermere lead

Carolyn Gifford

Parent Safety Committee

[email protected] Planning team/photos

Melissa Baldwin Parent [email protected]

David Berk Parent [email protected]

William Buescher Parent [email protected] Planning team/assist w/survey

Tiffany Cobb Parent [email protected] Planning team/assist w/survey

John Perry Parent [email protected] Planning team/photos

Amy Skidmore Parent [email protected] Planning team/photos

Jason Wulf Parent [email protected] Gather info/photos

Lisa Martin [email protected]

General Interest

Jenny Kizer

Parent Safety coord for Hastings & Wickliffe [email protected] May help with overall project

Sergey V Brodsky Windermere parent [email protected]

Dan Barringer [email protected] May help with overall project

Justin Rucker [email protected]

Jennifer Kizer Wickliffe parent [email protected]

The primary contact for the STP is:

Tom Komlanc City of Upper Arlington City Engineer 4100 Roberts Road Columbus, OH 43228 Phone: 614‐583‐5354 [email protected]


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Section 2: Introduction The SRTS Team recognizes the growing national problem linking health issues of children to their level of physical activity. While children are getting less and less activity, the proportion of overweight children has been increasing dramatically. The percentages of 6‐11 and 12‐19 year‐old kids considered severely overweight have tripled in the last 30 years (Hedley AA, Ogden CL, Johnson CL, Carroll MD, Curtin LR, & Flegal KM 2004). The SRTS Team also recognizes that physical activity can take many forms, including the act of walking and/or biking to school. In 2001, only 16% of children in the US were walking compared to 42% in 1969 (Center for Disease Control 2005). This not only creates lower activity levels for children it also creates an unhealthy environment around the school and causes traffic congestion. In 2003, 20%‐25% of morning traffic was due to parents driving children to school (NHTSA 2003; Dept. of Environment). It is the SRTS Team’s intent to encourage children throughout the community to walk, including Barrington, Greensview, Tremont and Windermere Elementary Schools. In order to improve the health of the students attending these Schools, the SRTS team is committed to improving the walking and bicycling conditions within a 2‐mile radius of the school, increase the physical activity of our students, and decrease air pollution by reducing the number of times students are driven to school by parents. The study area boundary for the SRTS Program is a two mile radius around each of the schools with special attention focused on the ½ mile walk radius, realistically expecting elementary aged children can handle this distance without too much trouble. Special consideration will be given to the students’ cognitive reasoning skills and height restrictions when solutions are considered. Below is an illustration of common pedestrian characteristics by age for reference with the shaded area representing the ages of Upper Arlington SRTS students.*


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Age Characteristics 0‐4 • Learning to Walk

• Requires constant adult supervision • Developing peripheral vision, depth perception

5‐8 • Increasing independence, but still requiring supervision • Poor depth perception

9‐13 • Susceptible to “dart out” intersection dash • Poor judgment • Sense of invulnerability

14‐18 • Improved awareness of traffic environment • Poor judgment

19‐40 • Active, fully aware of traffic environment 41‐65 • Slowing of reflexes 65+ • Difficulty of crossing street

• Vision Loss • Difficulty of hearing vehicles approaching from behind • High fatality rate if hit

* AASHTO Guide for Planning, Design, and Operation of Pedestrian Facilities

The SRTS Team has developed The Upper Arlington School Travel Plan for Barrington, Greensview, Tremont and Windermere Elementary Schools to ensure a comprehensive planning process is instituted. This will result in the correct set of action items, bring together a diverse group of stakeholders, and create a larger level of community awareness and acceptance of the SRTS program. Existing Education, Encouragement, and Enforcement Programs In order to correctly identify the right solution for the issues/concerns that will be generated during this planning process, the SRTS team will identify existing or planned programs that fall under the 5 “E’s” of the Program: Education, Encouragement, Enforcement, Engineering and Evaluation. The City and School District have long been committed to creating a safe neighborhood for its younger residents and the following programs have been implemented prior to the start of Safe Routes to School Program. Education Programs, Policies or Activities Each year the Parks & Recreation Department and the Police Division Community Relations Office hosts a Safety Town Program, Upper Arlington’s safety awareness and education program for kindergartners and first‐graders. It is held for a two week period and each year 400 young graduates leave the program with a head start on staying safe in a number of different situations, such as pedestrian and traffic safety, fire prevention, school bus safety, poison substance avoidance, animal safety, water safety and personal safety. This year the event was held from June 15 through June 26, 2009 at Wickliffe Elementary School.


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Encouragement Programs, Policies or Activities The UA School District Wellness Policy 8150 was adopted in May 2006 and serves all students who attend schools within the district. This 20 page document is a comprehensive and detailed approach on how to encourage good nutrition, physical activities, and promote health/nutrition education for the students and staff. Several examples of encouraging walking can be seen throughout the policy document. Running or walking clubs were suggested as types of physical activity opportunities that could take place before, during and after school. Walk‐a‐thons were suggested as a type of fundraiser that doesn’t involve candy. Please see the Appendix for a copy of the complete policy. School specific encouragement programs are listed in the table below: Encouragement Activity/Program Barrington Wellness Advisory Group sponsored the October 8, 2008 National Walk to School Day. Greensview Walking Club IWALK 2009 Partnership with OSU Navy ROTC and Walking Club Tremont IWALK 2009 Walking Club’s “Top Walkers” – celebrated Windermere IWALK 2009 Kids on the Run Running Club 2009 May 9 2009 Windermere Wish 5K Run Enforcement Programs, Policies or Activities The PTO Safety Committee has been established at Barrington, Greensview and Windermere. Interested Barrington parents volunteer for one week during the school year to assist with the Langston Road student drop off each morning. This helps to ensure a safe and orderly arrival for students. Review of each school’s parent newsletters included many reminders of drop off and pick up procedures, some including directions on how to effectively park, stand, and walk around the campus. Further, a Safe School Hotline has been established at Windermere Elementary. An important policy adopted in 2006 by Councilmember Mauger, introduced legislation that prioritizes the installation of sidewalks on at least one side of the street when arterial and collector streets are repaved.


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Policies adopted by the UA School District include safety measures for students exiting school busses. it is against the law for a student to get on or off at a bus stop that requires them to cross four lanes of traffic, to get to or from their home, even if they can use a crosswalk or cross at a traffic light. Parents are encouraged to make sure that the bus stop they choose for their child is on the resident side of a four‐lane road. The Following School Safety Laws and Courtesies were included in a brochure created in 1989 with the completion of the School Route Reports and include City and State of Ohio policies. The brochure is intended to remind all residents of the responsibilities they have in making driving and walking safe for school children and others. It was later revised in 1999. 1. Pedestrian on Crosswalk has Right‐of‐Way (C.O. 381.01) The driver of a vehicle shall yield the right‐of‐way, slowing down or stopping if need be to yield to a pedestrian crossing the roadway within a marked crosswalk or unmarked crosswalk at an intersection. Whenever a vehicle is stopped at a marked crosswalk or at any unmarked crosswalk at an intersection to permit a pedestrian to cross the roadway, the operator of any other vehicle approaching from the rear shall not overtake and pass such stopped vehicle. 2. Duties of Pedestrians (C.O. 381.04 & 05) Pedestrians shall not step into or upon a public road or highway without looking in all directions to see what is approaching. Pedestrians shall use walks and paths parallel to the street when they are available. Pedestrians shall face approaching traffic when walking along or upon the traveled portion of a street or highway without usable walks or paths. 3. Stopping for a School Bus (C.O. 363.06) The driver of a vehicle upon meeting or overtaking from either direction any school bus which has stopped for the purpose of receiving or discharging passengers shall stop the vehicle not less than ten (10) feet from the front or rear of the school bus. 4. School Safety Patrol (C.O. 315.02D) Every person shall obey signals from members of the School Safety Patrol stationed in the vicinity of school buildings. 5. Right Turn on Red Ohio Law allows a right turn after stopping at a red traffic signal, but ONLY WHEN:

1. There is no sign posted at the intersection forbidding right turns on red; 2. You have come to a complete STOP and have allowed all crossing traffic and all pedestrians to proceed through the intersection; and 3. You can clearly see that the turn can be completed safely.


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6. STOPPING IN ACCORDANCE WITH OHIO LAW: A Driver must stop:

a. Behind the stop line or crosswalk at any “stop” sign or at a red traffic signal. b. Behind the stop line or crosswalk at any red traffic signal where right or left turns on red are permitted. The driver may only proceed with a legal turn on red after coming to a full stop and yielding the right of way to all crossing traffic and to all pedestrians crossing the intersection. c. At a flashing red traffic signal and yield to all traffic that does not have to stop. d. At a sidewalk, or if there is no sidewalk, at a point prior to entering the roadway, when emerging from an alley, driveway or private road on a business or residence district. Drivers must yield the right of way to any pedestrian on the sidewalk. e. Before entering an intersection if there is not sufficient space on the other side to accommodate the vehicle. The law applies whether or not a traffic signal gives a driver the right to proceed. f. At the approach of a public safety vehicle (such as a police car, fire engine or ambulance) displaying flashing lights and sounding a warning signal, unless the vehicle is traveling in the opposite direction on a divided highway. Drivers should move as far as possible to the right of the road and remain there until the emergency vehicle has passed.

7. YIELDING IN ACCORDANCE WITH OHIO LAW: A driver must yield the right‐of‐way:

a. When directed by a yield sign: b. When crossing or entering a through highway from a smaller, less traveled road; c. To a vehicle approaching from the right at an intersection of two similar roads without a traffic control device: d. To a pedestrian in a marked crosswalk, or at an unmarked crosswalk at an intersection: e. On the approach of a public safety vehicle (see “Stopping,’ No.Bf); and f. For all vehicles which are part of a funeral procession. Each vehicle in the funeral procession must have its headlights lit and must display a purple and white pennant or similar device.

8. SPEED LIMITS IN ACCORDANCE WITH C.O. 363.05 Vehicles may not be driven at speeds greater or less than reasonable, depending on conditions of traffic, road and weather. A driver must keep the vehicle under control in order to be able to bring it to a stop within assured clear distance ahead. It is prima‐facie lawful to drive at a speed not exceeding:

• 15mph on all alleys. • 20 mph when passing a school building or grounds during school recess and while’ children are going to or leaving school, and when appropriate signs giving notice of the school are erected. • 25 mph in all other portions of the City except on state routes, through streets or highways outside business districts and alleys.


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• 35 mph on all state routes or through streets and highways within the City outside business districts.

9. PARKING IN ACCORDANCE WITH C.O. 371.03 A vehicle must be parked facing the direction of traffic on that side of the street, parallel to and not more than 12 inches from the right curb, on one‐way roads, vehicles may be parked parallel to and not more than 12 inches from the right or left curb. City ordinances permit angle parking in some locations. Parking Prohibited No person shall stand or park a vehicle except when necessary to avoid conflict with other traffic, or in compliance with the directions of a law enforcement officer or traffic control device, in any of the following places:

a. On a curb or sidewalk (except a bicycle.) b. In front of a public or private driveway without authority of the owner, or within five feet (5) of such private driveway. c. Within an intersection. d. Within 10 feet of a fire hydrant. e. On a crosswalk. f. Within 20 feet of a crosswalk or intersection, g. Within 30 feet of a flashing beacon, stop sign, yield sign, or traffic control device. h. Between a safety zone and the adjacent curb, or within 30 feet of points on the curb immediately opposite the ends of a safety zone, unless a different length is indicated by a traffic control device. i. Within 50 feet of the nearest rail of a railroad crossing. j. Within twenty (20) feet from a driveway entrance to a fire house. k. Alongside or opposite a street excavation or obstruction, when such parking would obstruct traffic. I. Alongside a vehicle stopped or parked at the edge or curb of a street. m. On a highway bridge or within a highway tunnel. n. At any place where signs prohibit parking. o. Within two foot of another parked vehicle.

Parking for Motorists with Disabilities No person shall park any motor vehicle at special parking locations designated with the handicapped’ symbol unless the motor vehicle is displaying a state‐issued parking card or special license plates for those with disabilities Zones C.O. §371.05 (1) No person shall, except on Sunday, stop, stand or park a vehicle, other than a motor bus, in a bus loading and unloading area when such area has been designated as a loading area by the City Manager and identified by appropriate signs or other marking, except that the driver of a passenger vehicle may stop temporarily therein for the purpose of, and while actually engaged in, loading or unloading passengers, where such stopping does not interfere with any motor bus entering or leaving such loading or unloading area. (2) No Person shall, between the hours of 8:00 am. and 4:00 p.m. on any school day, stop, stand or park a vehicle in any space adjacent to a public or parochial school ground which has


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been designated by the City Manager as a loading or unloading zone for school buses. e. Loading Zones C.O. §37 1.09 No person shall stop, stand or park a vehicle for any purpose or period of time other than for the expeditious loading or unloading of passengers or materials in any place marked as a passenger or loading zone during the hours when the provisions applicable to passenger and loading zones are in effect. In no case shall the stop for loading and unloading materials exceed thirty (30) minutes, and for loading and unloading passengers three (3) minutes. The City Manager or his designee is authorized to designate loading zones and erect appropriate signs thereat. f. Fire Lanes, Prohibited Parking C.O. §371.12 With the written approval of the owner or person in charge of private property, the City Manager is authorized to designate fire lanes on such property, which lanes shall be kept open and free of obstructions, in order to permit free access of fire and other emergency equipment and to facilitate the rendering of service by the fire division and other emergency agencies. When so designated and identified by signs or pavement markings, it shall be unlawful for any person to park any vehicle in a fire lane or to otherwise obstruct the same. Provided, however, that the City Manager may, by written regulation, modify such prohibition to the extent necessary to permit the performance of necessary maintenance or permit loading and unloading of materials to the extent necessary for the use of any building on said premises. Engineering Programs, Policies or Activities In 2002, the City of Upper Arlington completed an update to their 1978 Transportation Plan. This plan was unique in that it took a different approach than the typical thoroughfare plan and investigated and planned for multi modal facilities that include sidewalks and bikeways. It also included a section that discussed transportation facilities near schools and the importance of providing the right facilities so that students have the ability to walk or bike to school: “In reality, very few children should need to be driven to school since the majority live within a 10‐minute walk or a short bike ride (if facilities existed) of their neighborhood school.” The Transportation Plan on Page 5‐8 Table 5.1 lists the planned bike facilities and the destination that they will serve. The planned facilities that can positively impact the school from the Safe Routes to School Program are protected path systems consisting of 5‐foot parallel off‐street bike paths on both sides of the street that will serve all skill levels of bikers. This includes Tremont Road from Kenny Road to Lane Avenue and Redding Road from Fishinger Road to Canterbury Road which will benefit students who attend Tremont. Students that attend Windermere will benefit from a protected path system on Fishinger Road from Riverside Drive to North Star Road. Barrington and Tremont students will benefit from a protected path system on Lane Avenue from North Star Road to Riverside Drive. The Tremont Road improvements are the only projects directly adjacent to one of the Safe Routes schools. Below is a conceptual typical section of the improvement from


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the Transportation Plan: Several sidewalk construction projects have been planned throughout the City and will focus on walking routes that students take to and from school. The City was allocated $668,000 through the American Recovery and Reinvestment Act of 2009 as part of an economic stimulus package that quickly could provide a stimulus to the US economy in the wake of the economic downturn. The six streets eligible for funding for sidewalks are:

• Barrington Road from North Star Road to Northwest Boulevard (sidewalk to be installed on both sides of the street).

• Glenn Avenue from Tremont Road to Stanford Road (sidewalk to be installed on the east side of the street).

• Waltham Road from Cambridge Boulevard to Upper Chelsea Road (sidewalk to be installed on the south side of the street).

• Lane Road from Reed Road to the Lane Road library (1945 Lane Road) (sidewalk to be installed on the south side of the street).

• Mountview Road from Fishinger to McCoy roads (sidewalk to be installed on the east side of the street).

Residents along Barrington Road between North Star Road and Northwest Boulevard distributed a petition and obtained 60% approval from residents to agree to split the cost of constructing sidewalk when the repaving of the street occurs this summer. This was a one‐time exception that the City will chip in on a resident‐driven sidewalk petition. Improvement projects scheduled for fiscal year 2010 include the addition of a learning center and the enclosure of a sidewalk leading to learning pods at


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Barrington Elementary estimated at $1.2‐million. As stated above, in 2006 legislation was passed by City Council that prioritizes the installation of sidewalks on at least one side of the street when arterial and collector streets are repaved ( Resolution Number #10 2008). Section 3: The Public Input Process Public Meeting Descriptions Upper Arlington staff met with several members of the school staff and about 20 residents at the Upper Arlington Municipal Services Center April 7, 2009 for the first in a series of Safe Routes to School (SRTS) planning meetings. This meeting introduced the program to the residents and asked for interested parents to join a committee in which they would identify barriers that prevent children from walking to school. The meeting was advertised in several places including an article in the This Week dated April 1 which read as follows: “The city will host a public forum at 6 p.m. Tuesday, April 7, at the Municipal Services Center, 3600 Tremont Road, to gather citizen input on the Safe Routes to School Plan. During the meeting, residents will be encouraged to give feedback on existing conditions and develop programs to increase walking and biking to school.” The meeting was also advertised in the April 2009 Greeensview Gazette. On April 15, a story in the This Week provided a recap of the April 7 introductory SRTS meeting. In the article contact information was provided for interested residents who would like to be involved with the program. All of the referenced public involvement material above is included in the appendix. Public Comment Period The public comment period for the program will be ongoing and continuous throughout the life of the program. Stakeholder Interview Results Personnel from Stantec Consulting Services, Inc observed dismissal procedures for all of the schools during the last week of May 2009. During the observations, informal interviews were conducted with principals, safety patrol, and parents. Parents who were on the SRTS team for Barrington met the consultant during the observation and gave invaluable insight to the current travel conditions. More discussion of the


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interviews is included in each school’s Section 7: Barriers to Active Transportation because they relate to areas of concern for that particular school. Observation notes are also included in the Appendix. Section 4: Description of Schools The scope of this plan addresses the needs of four schools that are part of the Upper Arlington School District: Barrington, Greensview, Tremont and Windermere Elementary Schools. The Upper Arlington City School District is comprised of one high school, two middle schools, and five elementary schools. The district also offers preschool and before‐ and after‐school child care programs. Nearly 5,700 students in the metropolitan Columbus, Ohio, area are served by district personnel, facilities, and programs. Please reference the next page for an overall map with the locations of all four schools. Each of the Upper Arlington schools has been cited for excellence by the U.S. Department of Education, and the district once again has earned an "excellent" rating from the Ohio Department of Education on the annual State Report Card. The number of high school National Merit Finalists consistently ranks at or near the top in Ohio each year, and the percentage of students passing all five parts of the Ohio Graduation Test as sophomores is certainly exemplary. All of the schools are located within the corporation limits of Upper Arlington, a northwest suburb of Columbus bounded by US 33 and Interstate 315. There are over 33,000 residents encompassing 9.8 square miles of land area that was originally designed as Garden‐City inspired which means curving streets lined with trees were preferred from the typical grid street layout. The city limits for Upper Arlington extend to Henderson Road on the north to Fifth Avenue on the south, and from Riverside Drive on the west to North Star Road and Kenny Road on the east. Fortunately, the four schools are situated within or near residential development, creating a much better sense of place and community compared to schools that are currently being built away from the centers of town. Almost all of the streets directly adjacent to the schools are 25 mph residential streets. The only exception is Northwest Boulevard which has a speed limit of 35mph and carries two lanes of traffic in each direction. Most streets directly adjacent to the schools are two lane roads with traffic traveling in both directions except for Andover Road, located north of Barrington, which is a one way northbound only street. Tremont Road, west of Tremont Elementary has four paved lanes although parking is allowed on both sides of the road and the northbound curb lane is striped for parking. School zone signs surround each of the schools and flashers are located along Northwest Boulevard at Barrington and along Tremont Avenue at Tremont.


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Barrington Elementary is located at 1780 Barrington Road. The Principal is Pam Yoder, Assistant Principal is Dr. Quint Gage and the 2008‐2009 PTO President was Sara Greenlee. The 2008‐2009 enrollment totaled 731 students in grades k‐5. Barrington Elementary attendance area is bounded roughly by Lane Avenue on the north, North Star on the east, King and Fifth Avenue on the south and Route 33 on the west. It encompasses 1.8 square miles or 1,134 acres. The attendance boundary will serve as the study area, with closer attention to the ½ mile walk radius around the school.

Section 4A: Barrington Elementary


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Section 5A: School Demographics Ethnicity Barrington State Average White 98% 78% Unspecified 2% n/a Student Subgroups Barrington State Average Economically Disadvantaged Students

n/a 36%

Students with Disabilities 6% 14% http://www.greatschools.net/cgi‐bin/oh/other/1569#toc Section 6A: Current School Travel Environment Summary of Class and Parent Survey Results The data was collected during the week of May 5‐9, with student data collected by classroom teachers on three days, May 6‐8 (Tuesday, Wednesday, and Thursday). The weather was overcast or clear for those three days, with intermittent rain on Wednesday during school dismissal. A total of 311 parent surveys were returned, representing 559 students in grades K‐5. Approximately 2/3 of the classrooms are represented in the classroom surveys. At Barrington, 33% of children walk to school regularly, and 2% bicycle. 65% of students live within ½ mile of the school. The distance to school strongly affects the travel mode for children, with 63% students living within a quarter mile walk or bike ride, dropping to just 27% who live ¼‐ ½ mile from school, and 13% for those living between ½ to 1 mile. No families who live more than a mile reported children walking or biking. See the appendix for a copy of the May 2009 Safe Routes to School Survey of Families and Student Data Barrington Elementary School Results Summary. Arrival and Dismissal Procedures Classes are in session from 8:15am to 2:50pm. At 8:00am, supervision is present on the school campus and includes Pat Hall, a paid staff who assists in the morning parent drop off. At 8:05am the warning bell rings and the start time bell rings at 8:10am. The tardy bell rings at 8:15am. Lynette McGuckin assists in afternoon dismissal.

Lynette Directing Parents


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The afternoon dismissal occurs between 2:45 pm and 3:10pm. At 2:45pm the bus/warning bell rings, at 2:50pm the first dismissal bell rings and at 3:10pm the final dismissal occurs. If students arrive prior to 8:15am, they usually play in the playground. During dismissal, students waiting to be picked up by parents also utilize the playground. When there is inclement weather, students wait under the atrium. School Travel Policies The Board of Education, each August or September, approves transportation routes and schedules for eligible students. Upper Arlington City School District Administrative Guidelines (8600.01 Student Transportation) establish guidelines used by officials to determine which students will be provided school bus transportation. Students in grades k‐8 residing outside a one mile radius of the assigned school are offered school bus transportation. School bus transportation is also offered for handicapped students and students attending career centers, the gifted center, the Burbank Early Childhood School, and OWA jobs sites. See the Appendix for a copy of the complete guidelines. School Safety or Hazard Bussing Kindergarten students who live within a one mile radius whose route to the assigned school building as a pedestrian necessitates exposure to unusually dangerous conditions shall be offered transportation. At the present time the following streets or intersections have been deemed unsafe or hazardous:

1. Lane Road (west of Reed Road; 2. Riverside Drive; 3. Henderson Road; 4. Kenny Road; 5. Intersection of Reed and Lange Roads; and 6. Fishinger Road (west of Mountview Road).

These streets or intersections do not affect the attendance boundary for students attending Barrington Elementary.


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Location of Crossing Guards/Safety Patrol A student must be in the 5th grade to be on safety patrol and undergo educational training. Each safety patrol member is required to carry a flag and wear a safety vest. There are students stationed at every corner around the school: Northwest Blvd & Guilford Rd, Guilford Rd & Andover Rd, Barrington Rd & Andover Rd, and Barrington Rd & Northwest Blvd. As mentioned above, paid staff assists with the parent drop off and pick up area and are stationed along Barrington Rd, just south of the atrium and playground. Staff is present outside during the afternoon dismissal to assist as needed. The Assistant Principal, Quint Gage, assists with parent pick up during the dismissal period and usually is stationed closer to the Barrington Rd & Northwest Blvd intersection. One teacher is stationed at the kindergarten playground where kindergarten students wait for their parents. Description of Pedestrian and Bike Routes on School Grounds The school campus encompasses an entire city block except for the northwest corner which is occupied by six houses. Sidewalks are constructed from eight entrance points along the west and south sides of the school. The kindergarten only entrance is located near the office entrance on the southwest corner of the building. Depending on the location of the classroom, first through fifth graders typically use the entrance on Andover Road near the gymnasium and the two entrances under the atrium that face Barrington Rd. Bike parking is located near the main entrance on Andover Rd and situated underneath a large tree. Please see the appendix for circulation, sidewalk inventory and student location mapping.

Bike Rack Parking


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Greensview Elementary is located at 4301 Greensview Drive. The Principal is Jason Wulf, and the 2008‐2009 PTO President was Lisa Young. The 2008‐2009 enrollment totaled 403 students in grades k‐5. Greensview Elementary attendance area is bounded roughly by Henderson Road on the north, Kenny Road and the city corporation limits on the east, Fishinger and Lane Roads on the south and Reed Road and Route 33 on the west. It encompasses 3.0 square miles or 1,948 acres. Students that live west of Reed Road are bussed because it has been deemed an unsafe road to cross. The study area will primarily focus on the ½ mile walk radius on the eastern portion of the attendance boundary. Focus will also be given to Reed Road with the purpose of providing a safe connection so that hazard bussing can be eliminated and students can walk and bike to school safely.

Section 4B: Greensview Elementary


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Section 5B: School Demographics Ethnicity Greensview State Average White 81% 78% Asian or Pacific Islander 13% 1% Multiracial 4% 3% Unspecified 2% n/a Student Subgroups Greensview State Average Economically Disadvantaged Students

3% 36%

Students with Disabilities 7% 14% http://www.greatschools.net/cgi‐bin/oh/other/1570#teachers Section 6B: Current School Travel Environment Summary of Class and Parent Survey Results The data was collected during the week of May 11‐15, with student data collected by classroom teachers on three days, May 12‐14 (Tuesday, Wednesday, and Thursday). A total of 134 parent surveys were returned, representing 403 students in grades K‐5. There were 16 out of 19 classrooms that participated in the student departure and tally and represented 84% of the total number of attending students. The location of Greensview in relation to the attendance boundary differs from the other SRTS schools in that it is not centrally located within the boundary. This results in many of the students living more than a mile from the school, with 35% of students living 1‐2 miles and 11% living more than 2 miles away. The students living within less than a mile from school make up 52% of students, with 28% students living within a quarter mile traveling on foot or bike, 13% who live ¼‐ ½ mile, and 10% for those living between ½ to 1 mile. Most students who live more than a mile away take the bus or are driven by their parent(s). One student reported biking to school living 1‐2 miles from school. No families who live within ½ to 1 mile reported children walking or biking. At Greensview, 17% of students walk and 1% of students bike regularly to school. See the appendix for a copy of the Spring 2009 Parent Survey Summary Report for Greensview Elementary.


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Arrival and Dismissal Procedures Classes are in session from 8:15am to 2:50pm. Pick up and drop off area is located on the south side of the school along Langston Drive. All children are instructed to exit at the main entrance at the southeast corner of the school. The afternoon dismissal occurs between 2:45 pm and 2:50pm. At 2:45pm, the bus/warning bell rings and at 2:50pm the final dismissal bell rings. School Travel Policies The Board of Education, each August or September, approves transportation routes and schedules for eligible students. Upper Arlington City School District Administrative Guidelines (8600.01 Student Transportation) establish guidelines used by officials to determine which students will be provided school bus transportation. Students in grades k‐8 residing outside a one mile radius of the assigned school are offered school bus transportation. School bus transportation is also offered for handicapped students and students attending career centers, the gifted center, the Burbank Early Childhood School, and OWA jobs sites. See the Appendix for a copy of the complete guidelines. School Safety or Hazard Bussing Kindergarten students who live within a one mile radius whose route to the assigned school building as a pedestrian necessitates exposure to unusually dangerous conditions shall be offered transportation. At the present time the following streets or intersections have been deemed unsafe or hazardous:

1. Lane Road (west of Reed Road); 2. Riverside Drive; 3. Henderson Road; 4. Kenny Road; 5. Intersection of Reed and Lange Roads; and 6. Fishinger Road (west of Mountview Road).

Main southeast entrance on Greensview Drive


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At the present time, there is hazard bussing for students living west of Reed who would have to cross Reed Road as part of their walking route. Location of Crossing Guards/Safety Patrol Safety patrol is stationed at the Langston Drive and Greensview Drive intersection. Gini Trexler, a Teacher from Greensview Elementary, stays with the patrol to enforce and direct the parents who are driving through the intersection. The Principal, Jason Wulf, maintains a presence during dismissal near the southeast exit and assists with parent pick up. Description of Pedestrian and Bike Routes on School Grounds Students currently access the school grounds from three locations: 1) The sidewalk on Langston Drive near the playground, 2) the sidewalk on Langston Drive near the southeast main entrance, and 3) the sidewalk on Greensview Drive near the southeast main entrance. There is also an entrance on the north side of the building that does not have a direct connection to the sidewalk on the surrounding streets. A new building addition on this same north side will include a sidewalk connection to Windham Road. Bike racks are located in the rear of the building against one of the walls of the school. Students have access the bike racks from one entrance, the sidewalk on Langston Drive near the playground. On school grounds, the biker crosses the playground area to reach the racks. Once their bike is parked, they must then walk around the building to the southeast doors to enter the building. Please see the appendix for circulation, sidewalk inventory and student location mapping.

Bike Rack Parking


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Tremont Elementary is located at 2900 Tremont Road. The Principal is Tom Bates and the 2008‐2009 PTO President was Cindi Klamar. The 2008‐2009 enrollment totaled 517 students in grades k‐5. The attendance area for Tremont Elementary attendance area is bounded roughly by Wickliffe Road, Ridgecliff Road and Fishinger Roads on the north, North Star on the east, Lane Avenue on the south, and Route 33 on the west. It encompasses 2.4 square miles or 1,536 acres. The attendance boundary will serve as the study area, with closer attention to the ½ mile walk radius around the school.

Section 4C: Tremont Elementary


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Section 5C: School Demographics Ethnicity Tremont State Average White 84% 78% Asian or Pacific Islander 10% 1% Multiracial 4% 3% Unspecified 2% n/a Student Subgroups Tremont State Average Economically Disadvantaged Students

6% 36%

Students with Disabilities 8% 14% http://www.greatschools.net/cgi‐bin/oh/other/1573#toc Section 6C: Current School Travel Environment Summary of Class and Parent Survey Results Parent surveys were distributed with a deadline date of May 28th. There were a total of 104 surveys returned of the 517 enrolled at the school. Most students that attend Tremont live within a mile of the school. Distances are fairly evenly distributed with 28% living less than ¼ mile, 27% living between ¼ to ½ mile, and 27% living between ½ mile and one mile away. The remaining 18% of students live one mile or more from the school and all reported being driven or bussed. Students who reported walking and biking live within a mile of the school and comprise 26% of respondents. Of this amount, 22% are walkers and 4% are bikers. Most students who live more than a mile away take the bus or are driven by their parent(s). The travel mode used most by students is being driven to school by their parents (64%). See the appendix for a copy of the Spring 2009 Parent Survey Summary Report for Tremont Elementary. Arrival and Dismissal Procedures Classes are in session from 8:15am to 2:50pm. The afternoon dismissal occurs between 2:45 pm and 3:10pm. At 2:45pm the bus/warning bell rings and at 2:50pm the final dismissal bell rings. There is a pick up and drop off area in the parking lot on the south side of the building and another one located on the west side of the building. Busses are located on the west side of the building, south of the Farleigh


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and Tremont intersection. Students exit the southern entrance along Tremont to catch the bus. School Travel Policies The Board of Education, each August or September, approves transportation routes and schedules for eligible students. Upper Arlington City School District Administrative Guidelines (8600.01 Student Transportation) establish guidelines used by officials to determine which students will be provided school bus transportation. Students in grades k‐8 residing outside a one mile radius of the assigned school are offered school bus transportation. School bus transportation is also offered for handicapped students and students attending career centers, the gifted center, the Burbank Early Childhood School, and OWA jobs sites. See the Appendix for a copy of the complete guidelines. School Safety or Hazard Bussing Kindergarten students who live within a one mile radius whose route to the assigned school building as a pedestrian necessitates exposure to unusually dangerous conditions shall be offered transportation. At the present time the following streets or intersections have been deemed unsafe or hazardous:

1. Lane Road (west of Reed Road; 2. Riverside Drive; 3. Henderson Road; 4. Kenny Road; 5. Intersection of Reed and Lange Roads; and 6. Fishinger Road (west of Mountview Road).

These streets or intersections do not affect the attendance boundary for students attending Tremont Elementary. Location of Crossing Guards/Safety Patrol Safety patrol is stationed at the Farleigh Road and Tremont pedestrian crossing. This is a pedestrian actuated signalized intersection with two crosswalks. They are provided safety vests and flags and during rainy days are given hard hats and rain slickers.


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Description of Pedestrian and Bike Routes on School Grounds Students currently access the school grounds from three directions. The northern entrance has five different sidewalk connections; two directly to Ridgeview Road, one to the Senior Center and the remaining two to other access points around the school. There are two entrances located on the western side of the building and both can be directly accessed from Tremont Road. The southern pedestrian facilities lead the pedestrian through the parking lot and pick up drop off area and connect with the playground and the city pool. The playground is separated by bollards to prevent cars from entering and also acts as an access point to the southeast entrance. Bike racks are located near the playground/pool access point mentioned above. Two more areas on the west side of the school have bike racks, one near the north entrance and the other closer to the kindergarten playground. Please see the appendix for circulation, sidewalk inventory and student location mapping.

Safety Patrol in action


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Windermere Elementary is located at 4101 Windermere Road. The Principal is Steve Scarpitti, and the 2008‐2009 PTO President was Janice Walsh. The 2008‐2009 enrollment totaled 447 students in grades k‐5. The attendance area is bounded roughly by Lane Road on the north, Reed and Fishinger Roads on the east, Wickliffe and Ridgecliff Roads on the south, and Route 33 on the west. It encompasses 2.5 square miles or 1,598 acres. The attendance boundary will serve as the study area, with closer attention to the ½ mile walk radius around the school.

Section 4D: Windermere Elementary


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Section 5D: School Demographics Ethnicity Windermere State Average White 96% 78% Multiracial 4% 3% Student Subgroups Windermere State Average Economically Disadvantaged Students

3% 36%

Students with Disabilities 9% 14% http://www.greatschools.net/modperl/browse_school/oh/1575 Section 6D: Current School Travel Environment Summary of Class and Parent Survey Results The data was collected during the week of May 4‐9, with student data collected by classroom teachers on three days, May 5‐7 (Tuesday, Wednesday, and Thursday). A total of 176 parent surveys were returned, representing 447 students in grades K‐5. There were 19 out of 19 classrooms that participated in the student departure and tally and represented 100% of the total number of attending students. Most students at Windermere live within a two mile radius of the school (87%), with 19% less than ¼ mile, 14% between ¼ mile to ½ mile, 27% between ½ mile to one mile and 27% between one and two miles (2% of respondents did not know how far away they lived). Fifty‐five percent of respondents indicated they drove their child to and from school. There was a total of 23 students who walk to school that live within ¼ mile from the school. Six students living between less than 1/4 to two miles ride their bike regularly to school. See the appendix for a copy of the Spring 2009 Parent Survey Summary Report for Windermere Elementary. Arrival and Dismissal Procedures Classes are in session from 8:15am to 2:50pm. The afternoon dismissal occurs between 2:45 pm and 2:50pm. At 2:45pm the bus/warning bell rings and at 2:50pm the final dismissal bell rings. Designated pick up and drop off areas are located on Haviland Road on the


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south side of the street and along Windermere Road on the west side of the street. The Windermere Road area has signage to remind parent not to park and remain in their cars. Cones and signage is also provided on the Haviland Road area designating the Stop, Drop and Go area. See the photo to the right. Additional streets parents park along are on either side of Haviland Road and Nayland Road, east of Windermere Road. The entrance on the northwest corner of the building is designated for kindergarten walkers. Grades 1‐5 walkers and parent pick ups 1‐5 exit the main entrance located on the corner of Windermere Road and Haviland Road. During bus pick up, busses enter the parking lot from Windermere Road, circle around and exit onto Middlesex Road. Students who are waiting for busses exit the south entrance near the parking lot. School Travel Policies The Board of Education, each August or September, approves transportation routes and schedules for eligible students. Upper Arlington City School District Administrative Guidelines (8600.01 Student Transportation) establish guidelines used by officials to determine which students will be provided school bus transportation. Students in grades k‐8 residing outside a one mile radius of the assigned school are offered school bus transportation. School bus transportation is also offered for handicapped students and students attending career centers, the gifted center, the Burbank Early Childhood School, and OWA jobs sites. See the Appendix for a copy of the complete guidelines. School Safety or Hazard Bussing Kindergarten students who live within a one mile radius whose route to the assigned school building as a pedestrian necessitates exposure to unusually dangerous conditions shall be offered transportation. At the present time the following streets or intersections have been deemed unsafe or hazardous:

1. Lane Road (west of Reed Road); 2. Riverside Drive; 3. Henderson Road; 4. Kenny Road; 5. Intersection of Reed and Lange Roads; and

Stop, Drop and Go Area


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6. Fishinger Road (west of Mountview Road). These streets or intersections do not affect the attendance boundary for students attending Windermere Elementary. Location of Crossing Guards/Safety Patrol Safety patrol is stationed at the following non‐signalized intersections around the school:

• Windermere Road and Haviland Road

• Windermere Road and Nayland Road

• Windermere Road and Middlesex Road

Safety patrol is provided safety vests and flags. Description of Pedestrian and Bike Routes on School Grounds There are currently seven entrance points that contain sidewalk from the neighborhood streets to the school. They are located on the north and east sides of the building. The northern side of the building has four entrances, two for the kindergarten area and the other two for the rest of the students at the main entrance. The main entrance also has two access points on the east side of the building. The last access point is located on the south side of the building near the parking lot entrance.

Near the southern access point, bike riders can safely reach the bike rack without riding through the parking lot. The bike racks are located on the western side of the parking lot, just east of the playground. Riders can then walk through the playground to the rear doors to enter the school.

Please see the appendix for circulation, sidewalk inventory and student location mapping.

Safety Patrol at the Windermere & Haviland intersection

Bike Parking


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Section 7: Barriers to Active Transportation Barriers to students walking or biking to school generally varied across the four schools studied. Barriers varied from school to school, primarily consisting of infrastructure barriers; though education, encouragement, enforcement and evaluation barriers exist as well. Barriers were identified by the team and consultant team during site visits in late April, 2010. These barriers include:

Education – Education efforts to reach out to area parents would be a beneficial activity, addressing concerns about the very low risk of their children being the victim of a violent crime, especially if they walk with other students. Many survey respondents seemed to have a variety of reasons why they believed they could not allow their students to walk or bike to school. Though some reasons may be legitimate, education may help more parents to push through their own objections. A positive note, the parent survey showed that parents are generally very aware that walking and biking to school are healthy or very healthy activities for their children to participate in. Beyond educating parents, further educating students how to safely walk or bike to school would be helpful. Upper Arlington has many residential streets that lack sidewalk and education about how students should safely walk or bike on very low volume, low speed roadways (local residential streets without sidewalks) may be helpful to improve student safety and thwart parent objections. Encouragement – Survey results appear to show that students enjoy walking and biking to school and that parent objections appear to be the primary concern. Finding ways to help encourage parents to work with each other to take turns walking students to and from school seems like a good start for those concerned about safety. Pairing student education and parent encouragement activities may help parents understand what their children are learning and make a more informed decision about whether or not their students may be prepared to walk or bike to school. Enforcement – Common concerns include safety as specific intersections near schools, especially at Barrington where drivers routinely block crosswalks while trying to get in line to drop their children off at the school and where speeding has been reported as a problem despite a police presence in the area. Universal to nearly all schools, parents were concerned about traffic speed and traffic volume along their child’s route to school. Though it’s unclear whether this is where students cross major roads or in proximity of the pick‐up and drop‐off areas, improved patrols and enforcement by both police and school officials may improve driver behavior and parent perceptions.


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Evaluation – Though local parents and school staff have worked hard to advance programs to improve safety and encourage more students to walk or bike to school, it is unclear whether there is a plan to conduct periodic evaluation to determine the effectiveness of their efforts. Though not specifically a barrier to students walking or biking to school, evaluation will be a critical tool to track the success of Upper Arlington’s program. Engineering – Though infrastructure barriers generally vary from school to school, common themes include concern for students at intersections immediately around each school, intersection safety where students cross or would cross higher volume, 35 mph roadways (at signalized intersections), and the need for sidewalk along some key routes and along local residential streets. A more detailed assessment can be found in the consultant report of which is an appendix to this plan.


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Section 8: Creating Solutions Toward achieving the Purpose of improving the safety and ability of students walking and biking to school, the SRTS team has helped produce the following solutions of which incorporate education, encouragement, enforcement, and engineering. Education Programs (EDU)

EDU‐1: Pedestrian and bicycling safety curriculum should be integrated into physical education curriculum to help train students in how to safely navigate streets, intersections, and other hazards. An area of focus should include training to help students more safely walk on roads without sidewalks, especially in schools where large sections of the attendance area do not have sidewalks. Pedestrian and bike safety education curriculum would be invaluable for all students, regardless of whether students walk or bike to school. Once learned, these skills will help Upper Arlington’s students make better decisions, potentially avoiding injury or death as a pedestrian and bicyclist. These skills should stay with them well into adulthood. Cost estimate: Staff Time

Encouragement Programs (ENC)

ENC‐1: Walking school bus program – Work with area parents and/or volunteers to take turns leading walking school busses, providing an encouragement to those parents who do not want their students walking alone. Cost estimate: $5,000 for materials and outreach to start program.

ENC‐2: Walking buddies program – Work with area parents to encourage groups of students to walk together, allowing older students to walk with and guide younger students who all live in the same area. Walking Buddies would be trained or would have already received training/education from the local school in how to safely walk or bike to school. Cost estimate: $1,200 for materials and to start the program.

ENC‐3: Bike safety education and certificate program – Provide a bike safety education and certificate program to help explain how students should ride their bikes and under what conditions they would be allowed to ride their bikes to the school. Conditions or limitations may include requirements that students ride their bikes in ways that are predictable, on the correct side of the street, and obeying traffic signs. Students who fail to uphold the conditions of the certificate may lose their ability to ride (park) a bike to school. Cost estimate: $10,000 to host an event at each school consisting of training, wallet‐sized certificate cards, helmet giveaway, and bike giveaway at each school.

Enforcement Programs (ENF)

ENF‐1: Crossing guard program – Train, equips, and deputizes volunteers and/or pay parents to serve as crossing guards, helping students cross the street and assist in supervising pick‐up and drop‐off areas. The Upper Arlington Police Department can train and an SRTS grant can be used to equip crossing guards with the equipment necessary to help student cross busy intersections, and provide a presence that may help keep parent drivers under control. Local PTAs and UACSD could provide volunteers or paid staff, and the City could provide the training and deputize the new crossing guards with the authority to stop traffic. Cost estimate: $1,200 for better


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safety equipment and training for crossing guards. ENF‐2: Police enforcement initiative – The Upper Arlington Police Department should continue enforcing traffic laws, particularly turning restrictions and school zone speed limits, during both morning arrivals and afternoon dismissals. Concern has been raised that these activities occur near the time of a shift change leading to insufficient enforcement activity by the department. The City should work to address this issue, ensuring that enforcement occurs and addresses some longstanding concerns of both the schools and members of the community. Cost estimate: Staff Time

Evaluation Programs EVA‐1: Continue conducting the national SRTS survey on an annual basis tracking each school’s progress toward improving the number of students who are walking or biking to school. Cost estimate: Staff Time

EVA‐2: Continue evaluating the Action Plan, making revisions when necessary and pursuing a range of activities to address the barriers of students walking or biking to school. Cost estimate: Staff Time

Engineering Improvements The following projects were identified by the team as engineering projects (or related policies) that could address physical barriers for students walking or biking to school. Most all of these recommendations were found in or adapted from the ODOT‐sponsored engineering study found in Section 12 of this Plan. Implementation periods for some recommendations differ from the engineering study as it was determined that some of the original recommendations may not have been realistic. Though most projects could be achieved in the medium term period (1‐5 years), some projects were classified as long term (5+ years) projects because they were lower priority projects. All Schools – Short Term (0‐12 months)

All Schools ST‐1: Upgrade and add new and improved bike racks as needed – As current racks reach the end of their useful life and are replaced, or as additional capacity is required, it is recommended that the School District install bike racks that are designed to support students’ bicycles from at least two points on the bike’s frame. Two examples of racks that meet this requirement are provided in Figures 13 and 14. In Figure 13 (left), inverted‐U style bike racks are shown, which provide parking for two bikes per loop and cost about $300 each to purchase and install. In Figure 14, the campus or city style rack is shown, which are available in a variety of sizes to accommodate three to 11 bikes per rack, costing from $600 to $1,200 to purchase and install. All Schools ST‐2: Improve visibility of key crosswalks near schools – Permanently


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install in‐street crosswalk signs in road at key crosswalks near every elementary school. Signs should be bolted down in the middle of crosswalk on the roadway centerline. Though the signs are designed to survive being hit by a vehicle, additional signs placards may need to be purchased should several become damaged by vehicles. Cost estimate to install all signs: $500.

All Schools – Medium Term (1‐5 years)

All Schools MT‐1: Implement a sidewalk inspection and repair program – Walking audits conducted around the schools noted that sidewalk conditions ranged from acceptable to impassible for those with mobility impairments. The City should conduct an inspection of all city sidewalks within the next five years to remedy these maintenance issues according to City code. The cost of the inspection and the repairs would not be eligible for Safe Routes to Schools funding.

All Schools – Long Term (5+ years)

All Schools LT‐1: Upgrade pedestrian signal heads as they require replacement – It is recommended that pedestrian signal heads be upgraded to those with a countdown feature as they require replacement. These devices not only reduce pedestrian crashes, but have also in fact been shown to reduce vehicular crashes at intersections as well. While improvements that call for new pedestrian signal heads to be installed should be of this type and should be eligible for funding, the replacement of existing heads would not be.

All Schools LT‐2: Improve pedestrian connectivity throughout the city – The City of Upper Arlington should strive to build sidewalk on both sides of every street along which students walk or bike to school. Such projects should be incorporated into street reconstruction projects. Beyond this recommendation, this report calls out specific sections of sidewalk that are a priority and should be eligible for SRTS funding. These sidewalks were prioritized because these routes would serve as collector sidewalks that help funnel students to their local school.

All Schools LT‐3: Make major roadways more pedestrian friendly – Implement road diets to reduce crossing widths and vehicle speeds on most four or five lane roads as recommended in the 2009 Upper Arlington Transportation Plan. This study recommends the implementation of road diets to calm traffic and reduce the number of unsignalized crossings where students would be subject to multiple threat crashes. Construction costs of implementing a road diet when a roadway is repaved are negligible. A capacity analysis may be required to determine if a road diet can be implemented without creating unreasonable delay for motorists. Where these road diets are implemented and include a parking lane, it is recommended that curb extensions be constructed at all crosswalks across the narrowed street to improve sight‐lines between pedestrians and drivers, as well as to shorten crossing distances. Should the evaluation of the road diet on Northwest


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Boulevard determine that the trial has been a success, it is recommended that curb extensions be constructed in the parking lane where any crosswalks might cross the roadway. Curb extensions along routes that students would use to get to school would be eligible for funding. Cost estimate per curb extension: $12,000.

Barrington Barrington – Short Term (0‐12 months)

Barrington ST‐1: Improve the visibility of crosswalks near the school – The following intersections should have crosswalks restriped as indicated to improve their visibility.

a. Restripe crosswalks at the intersections of Northwest Boulevard and Guilford Road, and Northwest Boulevard and Barrington Road using high visibility ladder‐style striping. Cost estimate: $8,000 (for both intersections).

b. Restripe crosswalks at the intersections of Coventry and Waltham roads, Coventry and Guilford roads, and Waltham and Barrington roads using ladder‐style striping. Cost estimate: $6,000 (for all intersections).

Barrington ST‐2: Improve bike parking at the school – It is recommended that the existing bike racks be placed on top of a concrete pad to reduce the impact of bikes blocking a pedestrian path and ensure students can use both sides of the rack without getting muddy. Cost estimate for a large concrete pad to provide access to both sides of the bike racks: $5,000

Barrington ST‐3: Study and implement changes to reduce congestion near the school – As congestion near the school is negatively impacting pedestrians and cyclists safety, it is recommended that the following changes be evaluated and implemented to reduce congestion in the short term.

a. Erect signs and stripe markings to discourage motorists from blocking the intersection of Waltham and Barrington roads. Cost estimate: $2,000

b. Study the restriction of parking within an hour before and after both the normal scheduled arrival and departure of students on the north side of Waltham Road (in addition to the restriction on the south side) of the street between Northwest Boulevard and Andover Road. Cost estimate to implement restriction: $500

c. Study the restriction of parking within an hour before and after both the normal scheduled arrival and departure of students on both sides of Andover Road between Waltham Road and Barrington Roads. Cost estimate to implement restriction: $300


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Barrington – Medium Term (1‐5 years)

Barrington MT‐1: Build and expand sidewalks on Barrington Road – Construct 730 linear feet (LF) of sidewalk on the south side, and widen 700 LF of existing sidewalk (from five to ten feet) on the north side of Barrington Road between Andover Road and Northwest Boulevard. Cost estimate: $72,000

Barrington MT‐2: Build sidewalk along key routes – Build sidewalk along key routes to help students walk or bike to school more safely.

a. Construct 1,100 LF of sidewalk on one side of Edgemont Road between Bedford Road and Northwest Boulevard. Cost estimate: $60,000.

b. Construct 1,110 LF of sidewalk on one side of Harford Road between Berkshire and Guilford roads. Cost estimate: $60,000.

Barrington MT‐3: Study and implement changes to reduce congestion near the school – As congestion near the school is negatively impacting pedestrians and cyclists safety, it is recommended that the following changes be evaluated and implemented to reduce congestion in the short term.

a. Encourage the creation of a small second “stop, drop, and go” zone on Andover Road utilizing the six parking spaces on the east side of the street south of the mid‐block crosswalk. This improvement will reduce congestion caused by drivers parallel parking their cars, queuing for parking spaces, and circulating around the neighborhood to queue for the “stop, drop, and go” zone on Barrington Road. The three spaces north of the crosswalk should be converted to handicap parking spaces, and parking signs updated to restrict parking during pick‐up/drop‐off line hours. Cost estimate: $2,000.

b. In conjunction with the creation of the new stop, drop, and go zone on Andover Road, the school and City should work together to re‐evaluate the circulation vehicular pattern around the school to maximize efficiency and safety. Depending on preference, both “stop, drop, and go” zones could be open to any student or they could be made grade specific with kindergarten through 2nd grade students using Barrington Road and 3rd through 5th grade students using Andover Road. Based on this decision, multiple circulation patterns could be implemented. Two potential patterns are provided as appendices for consideration. Cost estimate: $2,000 (signage).

Barrington MT‐4: Extend the mid‐block crosswalk on Andover Street – The mid‐block, ladder‐style crosswalk on the west side of the building should be extended across Andover Road to the west curb, rather than stopping at the yellow transverse striping as it does now (see Figure 15). Cost estimate $1,000

Barrington – Long Term (5+ years)


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Barrington LT‐1: Build sidewalk along key routes – Build sidewalk along key routes to help students walk or bike to school more safely.

a. Construct 2,317 LF of sidewalk on one side of Cambridge Boulevard from Yorkshire Road to Oxford Road, and on the north/west side of Guilford Road from Tremont to Yorkshire roads. Cost estimate: $122,000.

b. Construct 2,260 LF of sidewalk on one side of Yorkshire Road between Arlington Avenue and Guilford Road. Cost estimate: $120,000.

c. Construct 1,963 LF of sidewalk on one side of Oxford Road between Cambridge Boulevard and Tewksbury Road, and on Tewksbury Road from Oxford to Tremont roads. Cost estimate: $110,000

Barrington LT‐2: Improve the walking environment near the school – Build the following sections of sidewalk along streets that are close to the elementary school. Together, these segments will complete the sidewalk network within a third of a mile of the school.

a. Construct 486 LF of sidewalk on one side of Elmwood Avenue between Waltham Road and Northwest Boulevard. Cost estimate: $37,000.

b. Construct 1,165 LF of sidewalk on Wyandotte Road between Stanford and Waltham roads. Cost estimate: $65,000.

c. Construct 1,000 LF of sidewalk on one side of Baldridge Road between Northwest Boulevard and Coventry Road. Cost estimate: $60,000.

d. Construct 920 LF of sidewalk on Suffolk Road between Northwest Boulevard and Coventry Road. Cost estimate: $55,000.

e. Construct 1,100 LF of sidewalk on Beaumont Road between Cardiff and Grenoble roads. Cost estimate: $63,000.

f. Construct 1,110 LF of sidewalk on Tewksbury Road between Coventry Road and Northwest Boulevard. Cost estimate: $63,000.


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Greensview Greensview – Short Term (0‐12 months)

Greensview ST‐1: Improve pedestrian safety for those crossing major roadways – The following recommendations are offered to improve safety for students crossing Lane, Reed, or McCoy roads, including:

a. Ladder‐style striping should be utilized on all four crosswalks at the intersection of Lane and Reed roads. Cost estimate: $6,000

b. Construct a small section of sidewalk, two curb ramps, and mark a crosswalk to connect students who live on Cassill Street with the recently constructed sidewalk on the south side of Lane Road. Two curb ramps, standard crosswalk markings, and crosswalk signs should be placed at the intersection across Lane Road. About 150 feet of sidewalk should be constructed north of the intersection to help get students off of the street in the immediate proximity with the intersection. Cost estimate: $11,000.

Greensview ST‐2: Improve the visibility of crosswalks near the school – The following crosswalks should receive new pavement markings in the styles described.

a. Ladder‐style crosswalk striping should be utilized on all four crosswalks at the intersection of Langston and Greensview drives. Cost estimate: $3,000

b. Standard striping should be used for the three crosswalks at the intersection of Langston and Lyon drives. Crosswalk signs should be installed for the Lyon Drive approaches that are not stop controlled, per the OMUTCD. Cost estimate: $1,000

c. Standard striping should be used for the two crosswalks at the intersection of Lane Road and Sussex Drive. Cost estimate: $800

Greensview ST‐3: Move school zone sign to improve visibility – Relocate the existing school zone sign on Langston Drive east of Greensview Drive to a location further away from the existing four‐way stop controlled intersection where it will have greater visibility. The current sign is located too close to the intersection and is placed where its view is blocked by several low‐hanging trees. Cost estimate: $300.

Greensview – Medium Term (1‐5 years)

Greensview MT‐1: Improve safety and the pedestrian realm along Greensview Drive – Restrict parking on the east side of Greensview Drive between Windham Road and Langston Drive and allow parking on the west (school) side of the street. This will reduce instances of students jaywalking across Greensview Drive to parents waiting in vehicles. To help reinforce this restriction, a double yellow center line should be


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marked 11 to 12 feet off the east curb line. Cost estimate: $1,000

Greensview MT‐2: Address safety concerns along Langston Drive – The following recommendations are designed to be implemented together to address three problems. First, the problem of the narrow sidewalk along the pick‐up and drop‐off lane off Langston Drive, which students walking or biking to school must also use. Second, the location of a crosswalk where there are no accessible ramps and where safety and visibility could be improved (Figure 17). Third, the improvements are designed to address safety concerns associated with parents picking up and dropping off students on the south side of Langston opposite the pull‐off zone:

a. Relocate existing crosswalk at the end of the pick‐up/drop‐off area 20 feet to the west, utilizing a proposed curb extension on the south side (just east of the storm drain inlet). The curb extension should provide greater visibility to those crossing and replace the current south terminus of the crosswalk (a private driveway) with an ADA accessible ramp. Cost estimate for two curb ramps, a curb extension, and crosswalk striping and signage: $15,000

b. Pavement markings and parking restrictions should be implemented to discourage parents from parking across from the pick‐up/drop‐off lane to pick up their children, and to improve visibility of students in the area. Parking should be prohibited on the south side of Langston Drive between the new curb extension called for above and Greensview Drive during school hours. To help reinforce the restriction, signs should be erected and Langston Drive should be striped with a center line 11 to 12 feet north of the south curb. Parents wishing to park on the south side of the street should do so west of the curb extension and their children should utilize the crosswalk to cross Langston, which is now on a direct route for the students making their way to the school. Cost estimate: $1,000.

c. Widen 400 LF of sidewalk and curb along Langston Drive from its intersection with Greensview Drive west to the end of the pick‐up/drop‐off area. This sidewalk should provide adequate room for students walking and biking to school to make their way to the front door, and reduce the width of Langston Drive by five feet, pushing the pull‐off area into the road and reducing the pavement width from 38 to 33 feet. The narrower width should further discourage parking on the south side of Langston Drive. Cost estimate: $50,000.

Greensview – Long Term (5+ years)

Greensview LT‐1: Improve safety and the pedestrian realm along Greensview Drive – Remove the existing and unutilized (172 feet long) pull‐off area and heavily cross sloped driveway apron and replace with a tree lawn, new curb, accessible driveway apron, and a curb extension at the southwest corner of Greensview and Darcann drives. When completing this project, the existing crosswalk across the south leg of


42

the intersection should be relocated closer to the intersection, adjusting the height of the sidewalk on the east side of the intersection and include a new curb ramp. On the west side of Greensview, a curb extension should be used to shorten the crossing distance to 24 to 20 feet of pavement, requiring the relocation of a storm drain inlet and curb ramp, and the replacement of the crosswalk markings. Cost estimate: $40,000

Greensview – LT‐2: Improve sidewalk infrastructure in the neighborhood – Construct 1,515 LF of sidewalks on Greensview and Teeway drives to help students living on these two streets walk to school with greater safety. Should these projects occur concurrently to a project to reconstruct the roadway or add curbs and gutter, the intersection of Greensview and Teeway drives should be constructed to accommodate two drive lanes and widen beyond the intersection (curb bulb effect) if a parking lane is desired on either street. The constricted intersection will help reduce traffic speeds and the distance pedestrians would have to cross at the intersection. Cost estimate (sidewalk only): $85,000

Tremont

Tremont – Short Term (0‐12 months)

Tremont ST‐1: Improve pedestrian safety on Tremont Road – Designate, with signage and markings, the rightmost turn lanes from southbound Tremont Road to Farleigh Road and the service entrance to the Tremont Center as parking lanes. This improvement will permit curb extensions to be constructed at crosswalks and reduce the risk of a multiple threat crash. Cost estimate: $1,000

Tremont ST‐2: Complete school zone flashing sign – As mentioned in the existing conditions, the school zone flashers on Tremont Road do not have an optional placard indicating “when flashing,” “when children are present,” or the times the restriction is in effect. It is recommended that this placard space be completed with a sign indicating the hours the flasher should be flashing. Cost estimate: $300.

Tremont ST‐3: Stripe bike lanes along Tremont Road to help students ride to school – Bike lanes should be striped on Tremont Road between Ridgeview and Zollinger roads, and Northam Road and Abington Road. Beyond providing a facility for students to ride their bikes, these lanes will help provide a buffer between the Tremont Road travel lanes and sections of sidewalk that are adjacent to the curb line. Where there is not adequate width for bike lanes on Tremont Road between Lane Avenue and Zollinger Road, sharrows should be striped on the road to continue the bicycle facility. “Share the road” signage should be installed throughout the corridor. If Tremont Road is reduced to three lanes in the vicinity of Kingsdale Center, the bicycle lanes should be continued further north to Fishinger Road. Cost estimate: $8,000


43

Tremont – Medium Term (1‐5 years)

Tremont MT‐1: Improve pedestrian safety on Tremont Road – The following recommendations are provided to help improve safety in front of the elementary school (see Figure 19). These recommendations include:

a. Construct curb extensions to provide better visibility for pedestrians on corners, shorten crossing distances, and reinforce the distinction of the right most lane as a parking lane. Curb extensions should be constructed on the southwest and southeast corners of the intersection of Tremont and Ridgeview roads, and on the southwest and northwest corners, and east side of the intersection of Tremont and Farleigh roads. Cost estimate: $8,000 per extension, ($20,000 for the extension on the east side of the intersection of Tremont and Farleigh roads. (total: $52,000)

b. Construct a new crosswalk across the northeast leg of the intersection of Tremont and Farleigh roads using ladder‐style striping, two new curb ramps, and pedestrian signal heads and push buttons. Cost estimate: $15,000 (assumes the curb ramps will be constructed as a part of the curb extensions called for above in Tremont MT‐1 a.

c. Relocate the existing multi‐use path crosswalk on Tremont from its current location 30 feet north northeast of the school parking lot exit drive. The existing location risks putting users in peril when vehicles are queued in the left turn lane it crosses, creating situations where users may walk or bike between stopped vehicles, creating a hazardous situation. The crosswalk should be located on the corner of the intersection of the driveway and Tremont Road. Though drainage conflicts are likely; it would be possible to narrow down each driveway with small curb extensions and curb ramps. The crosswalk should be striped with ladder‐style crosswalk markings. Cost estimate: $20,000.

Tremont MT‐2: Study impact and change signal programming to improve pedestrian safety – A study should be conducted to determine whether implementing exclusive pedestrian phase (when requested by a pedestrian push button) to a number of intersections around Tremont Elementary School’s attendance zone would be feasible and prudent to improve pedestrian and cyclist safety. Ten of the 14 crashes occurred at or near an intersection on major roadways in the zone. Implementing an exclusive pedestrian phase, as well as other enhancements, may improve the safety and attractiveness of crossing at an intersection. The study is recommended for the following intersections: Tremont and Northam roads, Redding and Farleigh roads*, Redding and Zollinger roads*, Zollinger and Tremont roads*, Northwest Boulevard and Zollinger Road*, Northwest Boulevard and Ridgeview Road*, and Northwest Boulevard and Northam Road. Cost estimate: $30,000 (This study may not be eligible for SRTS funding). (*A bike/ped crash was reported at or within close proximity to this


44

intersection between 2005 and 2007)

Tremont MT‐3: Improve connectivity west of the school – Construct 3,270 LF of sidewalk on the south side of Farleigh Road between Dorchester and Redding roads. This project will provide collector route for those walking and biking to school. Cost estimate: $152,000.

Tremont MT‐4: Improve student cyclist and pedestrian safety in/near the school parking lot – The following recommendations are offered to address safety concerns in the school’s parking lot. These issues should be addressed when the City reconfigures and reconstructs the parking lot after the renovation of the City’s pool in Northam Park.

a. Construct a 440 foot long sidewalk between the school and the library, running down the center landscaped median in the school’s parking lot. Cost estimate: $30,000.

b. Improve pedestrian safety at parking lot exit by consolidating the two exit turn lanes into one and replacing the left turn lane with a median refuge island through which the sidewalk would travel through. The sidewalk’s crosswalk should be striped with ladder‐style striping. A stop bar and stop sign should be installed behind the crosswalk. When implemented together, these improvements will reduce encroachment on the crosswalk and make it safer for students to cross the driveway where vehicles sometimes block the crosswalk (See Figure 20). Cost estimate: $10,000

Tremont – Long Term (5+ years)

Tremont LT‐1: Improve pedestrian safety on Tremont Road – Replace 435 LF of substandard sidewalk along the west side of Tremont Road. The narrow four foot sidewalk is in disrepair, has a substandard cross‐slope, and sits adjacent to the curb. It is recommended that it be replaced with a six foot wide sidewalk adjacent to the curb so that it can comfortably accommodate larger groups of users in the immediate proximity of the school. Given the other work that would need to be done in the area, this project should be phased with the construction of the curb extensions. Street trees should be planted every 50 feet behind the sidewalk to improve the comfort of the walking space. Cost estimate: $30,000

Tremont LT‐2: Improve connectivity west of the school – Construct sidewalks on several streets west of the school to help collect students and provide a safe and desirable path for them to walk or bike to school. Sidewalks are recommended on the following streets:

a. Construct 3,115 LF of sidewalk on the north side of Canterbury between Leeds and Northam roads, and along the north side of Northam Road


45

between Canterbury and Tremont roads. Cost estimate: $145,000

b. Construct 1,900 LF of sidewalk on the west side of Asbury Drive between Onandaga Drive and Farleigh Road. Cost estimate: $96,000

c. Construct 900 LF of sidewalk on the west side of Redding Road between Tremont and Dorset roads. Cost estimate: $45,000

Tremont LT‐3: Improve sidewalks along Tremont Road north of the school – Replace 2,370 LF of existing sidewalks along Tremont Road between Ridgeview and Zollinger roads to remedy safety concerns such as proximity to the roadway and cross‐slope deficiencies. The new sidewalks should be five feet or wider and have a generous tree lawn with street trees. The sidewalks should have an eight to 10 foot tree lawn to provide added safety, moving student pedestrians and cyclists off of the edge of the road. Such a tree lawn will provide for a very comfortable walk or ride for students traveling along the road. Cost estimate: $165,000

Windermere

Windermere – Short Term (0‐12 months)

Windermere ST‐1: Improve student visibility near the school – Construct three curb extensions at the intersection of Windermere and Nayland roads. Located on the northeast, southeast and west sides of the intersection, these curb extensions should make students more visible to drivers and reduce instances of vehicles stopping or parking within the intersection. Cost estimate: $32,000.

Windermere ST‐2: Construct a median island, and stripe and sign crosswalk to improve intersection safety – A ladder style crosswalk should be placed across the east leg of the intersection of Kioka Avenue and Middlesex Road. In addition to the crosswalk, crosswalk signage should be installed to alert motorists to the crosswalk. An advanced warning sign should be installed given most of the crosswalk is hidden from the view of drivers until one is about 160 feet from the crosswalk. A six foot wide median island should be constructed just east of the crosswalk to help calm traffic approaching from the east, addressing Team member’s concerns about speeding vehicles. Cost estimate: $15,000.

Windermere ST‐3: Restrict parking to improve pedestrian visibility – Establish a parking restriction on the east side of Woodbridge Road 50 feet to the north and south of the existing crosswalk across Woodbridge Road at its intersection with Sheringham Road. Cost estimate: $300

Windermere ST‐4: Restrict parking, stripe lanes to improve student safety near school – Restrict parking on the north side of Haviland Road from Winfield Road to approximately 500 feet east Windermere Road. In conjunction with the restriction, the existing center line striping should be moved north, placed 11 to 12 feet from the


46

edge of curb line to discourage parking in the no‐parking zone. Additionally, restrict parking on the east side of Windermere Road between Haviland and Middlesex roads and stripe the centerline 11 to 12 feet from the east curb. These improvements will reduce instances of parents parking on the east side of the street and students jaywalking across the road to waiting vehicles. This improvement will also reduce congestion, a factor that impacts the safety of students biking and walking in the area. Cost estimate: $4,000

Windermere – Medium Term (1‐5 years)

Windermere MT‐1: Address safety concerns at the intersection of Haviland and Windermere roads – Study alternative methods of traffic/pedestrian control, and/or the modification of the intersection’s physical geometry to improve pedestrian safety at the intersection of Haviland and Windermere roads. Construct the preferred alternative. Cost estimate approximately $100,000 for design and construction.

Windermere MT‐2: Improve pedestrian connectivity near the school – Construct 2,420 LF of sidewalk on the north side of Middlesex Road, between Windermere and Mountview roads. Cost estimate: $125,000

Windermere MT‐3: Improve the safety and desirability of crossing McCoy Road – A median refuge island should be built near the intersection of Woodbridge and McCoy roads to help students cross McCoy Road. The island would further improve the safety of the crossing, helping pedestrians focus on finding a gap in the traffic from just one direction so they can cross to the island. The island and the crossing would be equipped with standard crosswalk striping, yield lines, and crosswalk signage. Lane striping modifications and possibly the relocation of two curb ramps would need to be made to permit the improvement. Such modifications could take the form of a road diet or the conversion of one of the travel lanes to an island. Cost estimate $20,000

Windermere – Long Term (5+ years)

Windermere LT‐1: Improve pedestrian connectivity near the school – The following sidewalk construction projects are recommended to improve pedestrian connectivity in the area:

a. Construct 2,100 LF of sidewalk on one side of Lytham Road, between Glenda Place and Mountview Road. Cost estimate: $112,000

b. Construct 432 LF of sidewalk on Woodbridge Road, between Middlesex and Lytham roads. Cost estimate: $28,000

Windermere LT‐2: Improve pedestrian connectivity near the school – The following


47

sidewalk construction projects are recommended to improve pedestrian connectivity in the area:

a. Construct 1,225 LF of sidewalk on the south side of Haviland Road, between Woodbridge and Fenwick roads. Cost estimate: $68,000.

b. Construct 1,080LF of sidewalk on the north side of Nayland Road between Woodbridge and Mountview roads. Cost estimate: $62,000.

c. Construct 2,745 LF of sidewalk on the south side of Johnston Road between Kioka Avenue and Woodbridge Road. Cost estimate: $146,000.

d. Construct 430 LF of sidewalk on Chelton Place between Middlesex and Lytham roads. Cost estimate: $28,000.

e. Construct 1,080 LF of sidewalk on Chardon Road between Mountview and Woodbridge roads. Cost estimate: $52,000.

Windermere LT‐3: Improve pedestrian connectivity across Fishinger Road – The following recommendations have been made to improve connectivity across Fishinger Road:

a. Study the impact to traffic capacity and, if feasible, change the traffic signal phasing for the intersection of Fishinger Road and Kioka Avenue to add an exclusive pedestrian phase when requested by a pedestrian push button. This change will reduce the risk of a student being struck by a turning vehicle while crossing the intersection. Cost estimate: $4,500

b. Construct 950 LF sidewalk and three curb ramps on the west/south side of Kioka Avenue from Fishinger Road to Bristol Road. This section of sidewalk will improve safety for students walking or biking on this curvy section of Kioka Avenue. This recommendation was made for the west side of the street because the only sidewalk near the intersection at the date of publishing this report was on the west side of Kioka Avenue north of the intersection. Cost estimate: $52,000.


48

Section 9: Improvement Mapping Specifically regarding engineering improvements, maps on the following pages will identify the improvements called for by the consultant and recommended by the SRTS Team.

This page is intentionally blank


57

Section 10: The Action Plan Considering the solutions provided in Section 8, the following prioritization has been established for this School Travel Plan.


58


Upper Arlington SRTS School Travel Plan 2011: Action Plan (page 1 of 5)

Education ProgramsRec.

NumberRecommendation

DescriptionShort Term

(0‐12 months)Medium Term(1‐5 years)

Long Term(5+ years)

Responsibility Estimated CostPossible Funding

SourcesPercent of

Students AffectedPlanningPhase

Recommended forFirst Funding Application

EDU‐1 Pedestrian and Bicycling Safety Curriculum School staff time n/a 100%

Encouragement ProgramsRec.




Long Term(5+ years)


SourcesPercent of



ENC‐1 Walking school bus program School $5,000 SRTS, Volunteers 100% yes

ENC‐2 Walking buddies program School $1,200 SRTS, Volunteers 100% yes

ENC‐3Bike safety education and

certificate programSchool and City $10,000 SRTS 100% yes

Enforcement ProgramsRec.




Long Term(5+ years)


SourcesPercent of



ENF‐1 Crossing guard program School and City $1,200 SRTS, Volunteers varies yes

ENF‐2 Police enforcement initiative City staff time General Fund varies

Evaluation ProgramsRec.




Long Term(5+ years)


SourcesPercent of



EVA‐1Continue conducting the national SRTS

survey on an annual basisSchool staff time n/a 100%

EVA‐2Continue evaluating the Action Plan,

revise as necessarySchool and City staff time n/a 100%

Engineering Improvements

Rec.Number

RecommendationDescription

Short Term(0‐12 months)

Medium Term(1‐5 years)

Long Term(5+ years)


SourcesPercent of



All SchoolsST‐1

Upgrade and add new and improved bike racks as needed

Schools variesSRTS, Schools,

Fundraisers, Grants100%

All SchoolsST‐2

Improve visibility of key crosswalks near schools City varies SRTS, City varies

BarringtonST‐1 a

Improve the visibility of crosswalksnear the school: Northwest and Guilford, Northwest and

Barrington

(implement inshort term)

City $8,000 SRTS 30% yes

BarringtonST‐1 b

Improve the visibility of crosswalks near the school: Coventry and Waltham, Coventry and

Guilford, and Waltham and Barrington



BarringtonST‐2

Improve bike parking at the school(implement inshort term)

School $5,000 SRTS, School 100% yes

BarringtonST‐3 a

Study and implement changes to reduce con‐gestion near the school: erect signs, stripe

markings to discourage drivers from blocking the Waltham andBarrington intersection.


City $2,000 City, School 15%

(implement in short term and continue)










Upper Arlington SRTS School Travel Plan 2011: Action Plan (page 2 of 5)Engineering Improvements

Rec.Number




Long Term(5+ years)


SourcesPercent of



BarringtonST‐3 b

Study and implement changes to reduce con‐gestion near the school: study, implement the restriction of

parking on Waltham between Northwest and Andover


City $500 City, School 5%

BarringtonST‐3 c

Study and implement changes to reduce con‐gestion near the school: Study, implement the restriction of

parking on Andover between Waltham and Barrington


City $300 SRTS 9%

GreensviewST‐1 a

Improve pedestrian safety for thosecrossing major roadways: ladder‐style

striping at Lane and Reed roads



GreensviewST‐1 b

Improve pedestrian safety for those crossing major roadways: add a crosswalk and section

of sidewalk on Cassill Street at Lane Road



GreensviewST‐2 a

Improve the visibility of crosswalks nearthe school: ladder‐style striping atLangston and Greensview drives


City $3,000 City, SRTS 24%

GreensviewST‐2 b

Improve the visibility of crosswalks near the school: standard striping at Langston and

Lyon drives



GreensviewST‐2 c

Improve the visibility of crosswalks near theschool: standard striping at Lane Road and

Sussex Drive


City $800 City, SRTS 35%

GreensviewST‐3

Move school zone sign to improve visibility(implement inshort term)


TremontST‐1

Improve pedestrian safety on Tremont Road:Use signage and markings to designate curblanes on SB Tremont as parking lanes topermit curb extensions, reduce risk of

multiple threat crashes



TremontST‐2

Complete School Zone Flashing Signs: Add "when flashing" placard to existing sign



TremontST‐3

Stripe bike lanes along Tremont Road to move traffic away from sidewalks and help students

ride to school


City $8,000 City, SRTS 55% yes

WindermereST‐1

Improve student visibility near school: construct curb extensions at intersection

of Windermere and Nayland roads



WindermereST‐2

Construct median island, and stripe and signa crosswalk to improve intersection safety

on Middlesex Road at Kioka Avenue



WindermereST‐3

Restrict parking to improve pedestrian visibility(implement inshort term)


WindermereST‐4

Restrict parking, stripe lanes to improve studentsafety near school



All SchoolsMT‐1

Implement a sidewalk inspection and repair program City varies City varies

BarringtonMT‐1

Build and expand sidewalks alongBarrington Road (in front of the school)

(implement inmedium term)

School or City $72,000 SRTS 33% yes

BarringtonMT‐2 a

Construct sidewalk along key routes: Edgemont Road


City $60,000 SRTS 3%

BarringtonMT‐2 b

Construct sidewalk along key routes: Harford Road



(implement in mediumterm, continue)


Rec.Number




Long Term(5+ years)


SourcesPercent of



BarringtonMT‐3 a

Study and implement changes to reducecongestion near the school: create second

stop, drop, and go zone


City $2,000 School, City 100%

BarringtonMT‐3 b

Study and implement changes to reducecongestion near the school: add vehicular movement

restrictions to reduce conflicts between vehicle queues, reducing congestion


City $2,000 School, City 100%

BarringtonMT‐4

Extend mid‐block crosswalk on Andover Street(implement inmedium term)


GreensviewMT‐1

Improve safety and the pedestrian realmalong Greensview Drive: restrict parking

on east side of Greensview, stripe centerline.



GreensviewMT‐2 a

Address safety concerns along Langston Drive: Construct a curb extension, relocate a crosswalk,restrict parking and stripe centerline.



GreensviewMT‐2 b

Address safety concerns along Langston Drive: Restrict parking and stripe centerline.


City $1,000 SRTS, City 48% yes

GreensviewMT‐2 c

Address safety concerns along Langston Drive: Widen sidewalkon north side of the street making more room for students

walking to school and narrowing up the street.



TremontMT‐1 a

Improve pedestrian safety on Tremont Road:Construct curb extensions



TremontMT‐1 b

Improve pedestrian safety on Tremont Road:Construct new crosswalk and ped signals across

north leg of Farleigh/Tremont intersection



TremontMT‐1 c

Improve pedestrian safety on Tremont Road:Relocate multi‐use path crosswalk on

Tremont Road


City $20,000 SRTS, City 3% yes

TremontMT‐2

Study impact and change signal programmingto include ped‐only phase on request for various intersections

within the attendance area.


City $30,000 City 73%

TremontMT‐3

Improve connectivity west of the school: buildsidewalk on Farleigh Road between Dorchester and Redding

roads.


City $152,000 SRTS 3%

TremontMT‐4 a

Improve student cyclist and pedestrian safetyin/near the school parking lot: construct a more

direct sidewalk from school to library


City $30,000 City n/a

TremontMT‐4 b

Improve student cyclist and pedestriansafety in/near parking lot: remove left turn laneto allow for a refuge island students walkingon sidewalk across the parking lot driveway



WindermereMT‐1

Address safety concerns at the intersection of Haviland and Windermere roads



WindermereMT‐2

Improve pedestrian connectivity near school:Build sidewalk on Middlesex Road


City $125,000 SRTS 1%

WindermereMT‐3

Improve safety and desirability of crossing McCoy Road: build a refuge island



All SchoolsLT‐1

Upgrade pedestrian signal heads as theyrequire replacement

(implement inlong term)

City varies City varies

All SchoolsLT‐2

Improve pedestrian connectivity throughoutthe city: construct sidewalks on all streets


City varies City, Grants varies


Rec.Number




Long Term(5+ years)


SourcesPercent of



All SchoolsLT‐3

Make major roadways more pedestrianfriendly: implement road diets called for in

Upper Arlington's 2009 Transportation Plan, and construct curb extensions where possible


City varies City, SRTS varies

BarringtonLT‐1 a

Build sidewalk along key routes: Cambridge Blvd, Guilford Road


City $122,000 SRTS 7%

BarringtonLT‐1 b

Build sidewalk along key routes: Yorkshire Road


City $120,000 SRTS 10%

BarringtonLT‐1 c

Build sidewalk along key routes: Oxford Road


City $110,000 SRTS 2%

BarringtonLT‐2 a

Improving walking environment near theschool: Elmwood Avenue


City $37,000 SRTS 0.1%

BarringtonLT‐2 b

Improving walking environment near theschool: Wyandotte Road



BarringtonLT‐2 c

Improving walking environment near theschool: Baldridge Road



BarringtonLT‐2 d

Improving walking environment near theschool: Suffolk Road



BarringtonLT‐2 e

Improving walking environment near theschool: Beaumont Road



BarringtonLT‐2 f

Improving walking environment near theschool: Tewksbury Road



GreensviewLT‐1

Improve safety and the pedestrian realm alongGreensview Drive: Remove old drop‐off zone,fix driveway apron, construct curb extension,

and new crosswalk and ramps


City, School $40,000 SRTS 32%

GreensviewLT‐2

Improve sidewalk infrastructure in the neighborhood: construct 1,515 LF of sidewalk on Greensview and Teeway

drives.


City $85,000 SRTS 16%

TremontLT‐1

Improve pedestrian safety on Tremont Road:Replace narrow and inaccessible sidewalk alongwest side of Tremont Road across the street

from the elementary school.



TremontLT‐2 a

Improve connectivity west of the school:construct sidewalk on Canterbury and

Northam Roads


City $145,000 SRTS 5%

TremontLT‐2 b

Improve connectivity west of the school:construct sidewalk on Asbury Drive



TremontLT‐2 c

Improve connectivity west of the school:construct sidewalk on Redding Road.


City $45,000 SRTS 14%

TremontLT‐3

Improve sidewalks along Tremont Roadnorth of the school


City $165,000 SRTS 20%

WindermereLT‐1 a

Improve pedestrian connectivity nearschool: build sidewalk on Lytham Road


City $112,000 SRTS 4%

WindermereLT‐1 b

Improve pedestrian connectivity nearschool: build sidewalk on Woodbridge Road



WindermereLT‐2 a

Improve pedestrian connectivity nearschool: build sidewalk on Haviland Road



WindermereLT‐2 b

Improve pedestrian connectivity nearschool: build sidewalk on Nayland Road



WindermereLT‐2 c

Improve pedestrian connectivity nearschool: build sidewalk on Johnston Road


City $146,000 SRTS 5%


Rec.Number




Long Term(5+ years)


SourcesPercent of



WindermereLT‐2 d

Improve pedestrian connectivity nearschool: build sidewalk on Chelton Place



WindermereLT‐2 e

Improve pedestrian connectivity nearschool: build sidewalk on Chardon Road


City $52,000 SRTS 0.2%

WindermereLT‐3 a

Improve pedestrian connectivity across Fishinger Road (at Kioka): ped‐only signal phase


City $4,500 City 9%

WindermereLT‐3 b

Improve pedestrian connectivity across Fishinger Road (at Kioka): construct sidewalk on Kioka south of Fishinger Road.




69

Section 11: Plan Endorsements The UA Walks SRTS Team has submitted this plan for review by officials and administrators with the City of Upper Arlington (applicant), and officials with the Upper Arlington School District including the Superintendent and the Principals of the schools covered by the plan. The following pages include the school district’s endorsement of the plan.


70


RECORD OF RESOLUTIONSCITY OF UPPER ARINGTON

STATE OF OHIO

RESOLUTION NO. 6-2011

A RESOLUTION TO ADOPT THE SAFE ROUTES TO SCHOOL PLAN

WHEREAS,

WHEREAS,

WHEREAS,

WHEREAS,

WHEREAS,

the City of Upper Arlington has long recognized that the health and

safety of its students is paramoUrit, especially as they tr-evel to and fromschool; and

the City and the Upper Arlington School District combined their effortsto establish the Upper Arlington Safe Routes to School Travel Plan("the Plan" is on file in the Office of the City Clerk and incorporatedherein by reference as Exhibit A) at Barrington, Tremont, Greensviewand Windermer~ Elementary Schools to encourage students to walk orbike to school; and

the United States Congress has set aside monies for Safe Routes toSchool Projects through the Ohio Department of Transportation forDistricts that have a plan they wish to implement; and

City Council adopted Resolution No. 10-2008 on October 27, 2008,which authorized the application and acceptance of this Safe Routes toSchools funding; and

adopting the Plan (Exhibit A) helps the City apply for the grants andprovides guidariceas' grants become available;

NOW, THEREFORE, BE IT RESOLVED by the Council of the City of Upper Arlington, Ohio:

SECTION 1.

SECTION 2.

SECTION 3.

SECTION 4.

The City Council for the City of Upper Arlington, as an example of theircommittment to assist in making our community safer for students asthey exercise healthier means of travel to and from school, herebyadopts the Upper Arlington Safe Routes to School Travel Plan ("thePlan") (Exhibit A).

The City is equally committed to working hand-in-hand with the UpperArlington School District and parents in implementing the Plan.

The City will continue its efforts to investigate grant monies availablethrough the Ohio Department of Transportation for districts withestablished Safe Routes to Schools Plans.

That this Resolution shall take effect at the earliest date allowed bylaw.

Resolution No. 6-2011Page 2

ADOPTED: JUNE 27, 2011

d~kPresident of Council

ATTEST:~~Clerk

I, Beverly Clevenger, Clerk of Upper Arlington,Ohio, do hereby certify that the above is a true andcorre copy.

CERTIFICATE OF POSTING

i, Beverly Clevenger, Clerk of the City of Upper Arlington, Ohio, dohereby certify that publication of the foregoing was made by posting atrue copy of Resolution No. 6-2011 at the most public place in saidcorporation as determined by the Council, the Municipal Building, 3600Tremont Road, for a period of ten (10) days commencing June 28, 2011.

Vote Slip

Sponsor: Mrs. KraussDate Introduced: June 27,2011

Legal Ad:Newspaper:

Reading Date(s): June 27, 2011

Voting Aye: Johnson, Krauss, Seidel, Yassenoff and CiotolaVoting Nay:

Abstain:Absent: DeCapua and Steen

Date of Passage: June 27,2011

City Council Conference Session/Other Review: June 20, 2011

Other: Thirt Day Clause


74



75

Section 12: Supporting Documentation The following Supporting Documents have been identified and provided as a part of this plan. Appendices (start on the following page):

A. Safe Routes to School Engineering Study: Upper Arlington City School District prepared for by Stantec Consulting Services for the Ohio Department of Transportation

B. Upper Arlington School District Wellness Policy on Nutrition and Physical Activity

C. Related local newspaper articles D. Upper Arlington City School District Administrative Guidelines, Section

8600.01 ‐ Student Transportation E. Upper Arlington Codified Ordinances – Streets and Services Code, Chapter

901: Streets and Sidewalks F. Barrington Elementary Appendix G. Greensview Elementary Appendix H. Tremont Elementary Appendix I. Windermere Elementary Appendix

Bibliography 2007, Location and Design Manual, Volume One, Roadway Design, ODOT 2005, Basics of Bicycle Facility Design, ODOT 2004, Guide for the Planning, Design, and Operation of Pedestrian Facilities, AASHTO 2004, Hedley AA, Ogden CL, Johnson CL, Carroll MD, Curtin LR, & Flegal KM. Prevalence of overweight and obesity among US children, adolescents, and adults, 1999‐2002. JAMA, 291(23):2847‐50. 2003, American Academy of Pediatrics. “Policy statement on the prevention of pediatric overweight and obesity.” http://aappolicy.aappublications.org/cgi/content/full/pediatrics;112/2/424 1999‐2002, National Center for Health Statistics Image source: U.S. Centers for Disease Control and Prevention. National Center for Health Statistics. Prevalence of Overweight Among Children and Adolescents: United States. Available: http://www.cdc.gov/nchs/products/pubs/pubd/hestats/overwght99.htm#Table%201. Accessed: January 31, 2006. (continues on next page…)


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Bibliography (continued) 1999, Guide for the Development of Bicycle Facilities, AASHTO http://www.tfhrc.gov/safety/pedbike/pubs/05085/chapt10.htm

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