The City of Wilmington, Wilmington City Schools (WCS) and ......composed of 3 primary elementary...

To: ODOT

From: Wilmington Safe Routes To School (SRTS) Plan Team

The City of Wilmington, Wilmington City Schools (WCS) and the Clinton County Regional Planning Commission

(CCRPC) are pleased to submit for review and approval the following Sections of our Safe Routes to School

(SRTS) Grant Application 2008. We hope that this information essentially completed Sections 1-6 of the SRTS

process as outlined by ODOT, we look forward to working with your engineering team on Sections 7-10.

Our team drafted and ran 2 extensive surveys, an online survey which ran on the Clinton County and WCS

websites earlier this year for use by parents, community stakeholders and staff- and another specially tailored

survey for the classroom that was administered to select students by educators. We also drafted an essay and

worked with educators to get direct feedback from students about their impression of walking/biking to

school.

These surveys and essays were reviewed by both the Wilmington City Planning Commission and the Clinton

County Regional Planning Commission and were instrumental in allowing the Commissions and our working

committee to review proposed improvements. A copy of our electronic surveying results, which should be

entered in the SRTS system electronically already, is enclosed as well as copies of the essays performed in the

classrooms.

Sincerely,

Wilmington Safe Routes to School Plan Team

Curt Bone, Director of Business: Wilmington City Schools 341 S. Nelson Ave. Wilmington, Ohio 45177 937-283-7500 Christian Schock, Executive Director: Clinton County Regional Planning Commission 69 N. South Street Wilmington, Ohio 45177 937-382-3582 Laura Curliss, Executive Assistant to the Mayor: City of Wilmington 69 N. South Street Wilmington, Ohio 45177 937-382-5458

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SECTION 1 TEAM MEMBERS

Our SRTS core Team is composed of:

Ms. Laura Curliss, Executive Assistant to the Mayor- City of Wilmington

Mr. Curt Bone, Director of Business Operations- Wilmington City Schools

Mr. Christian Schock, Executive Director- Clinton County Regional Planning Commission

Ms. Terri Thobaben, Clinton County Board of Health

Mr. John Stanforth, Proprietor- Stanforth Construction

Mr. Nick Babb, Safety Director- City of Wilmington

Ms. Lori Williams, No Child Left Indoors (501c3 advocacy organization)

Clinton County Regional Planning Commission (CCRPC)

Planning Commissioners ExOfficio Members Joe Bailey Billy Arehart, Board of Realtors

Bruce Beam Martin Godly, ASTAR James Bashore Paul Hunter, Open Lands Brian Bourgraf Rob Jaehnig, Conway Freight Tony Butcher Karen Kayser, Streamkeepers

Dean Carnahan Diane Murphy, Rails to Trails Rhonda Crum Gary Mason, Liberty Township Michael Curry Carolyn Matthews, RZC Brook Edwards Kelly McInerney, Bible Baptist

Beth Hadley David Moore, BZA Robert Johnson Larry Przybylski/Michael Schmitt, DHL

Andy Kenney Ronald Rudduck, Clinton Massie Mark McKay John Settlemyer, Airport Authority

Damian Snyder Karen Shadowens, Clinton Memorial Hospital Mark Stokes Jeremy Shaffer, Lynchburg Wayne West Debbie Stamper, CCCVB

Fred Stern, Union Township Ron Sexton, Wilmington City Schools Randy Thompson, East Clinton Michael Warnock, Richland Township David Webb, Adams Township

CITY OF WILMINGTON, OHIO

PLANNING COMMISSION MEMBERS

Mayor David Raizk, Chairman

Larry Reinsmith, Service Director

Glenn Phillips

Delmas King, Jr.

Larry Droesch

David Hockaday

Mac McKibben

Kathryn Hapner, Law Director

SECTION 2 INTRODUCTION

Name: Wilmington SRTS Plan, our goal was to highlight key infrastructure improvements which would

allow walking/biking to school by students to be more efficient and safer. The WCS system is

composed of 3 primary elementary schools strategically placed at different locations within the City.

The Rodger O. Borror Middle School and Wilmington High School are centrally located.

The pedestrian circulation system with the City of Wilmington is primarily served by sidewalks, the vast

majority of which are over 30+ years old and were not analyzed for their access to school facilities. The

core Wilmington SRTS Plan Team met multiple times in the beginning of 2008, drafted 2 uniquely

tailored surveys from the ODOT supplied models, and held public meetings for input on the survey and

interpolation of survey results, this was the first time that highlighted gaps pursuant to pedestrian

circulation, and youth populations- especially those in elementary school are particularly reliant on

these systems.

Following the classification and review of the surveys performed in each elementary school, the City of

Wilmington Planning Commission and the Clinton County Regional Planning Commission, along with

School and other officials discussed the results and drafted the proposed improvements list which is

enclosed. The proposed improvements were approved by Resolution by these organizations and the

City of Wilmington Council.

Through our extensive survey process and public input, we are confident that we have involved

multiple key stakeholders in drafting the proposed improvements list and that the list encompasses an

inclusive list of all potential improvements which would be important to improve safety and

convenience to key school facilities within the City.

SECTION 3 PUBLIC INPUT

We are particularly proud of both efforts to survey parents, staff and community stakeholders and our

efforts within the classroom with local educators. The survey was well received, with approx. 70

unique responses from parents.

We previously supplied a detailed packet of over 100 surveys and artwork/essays that was completed

by classes at each of the elementary schools and which were review by our committees before the

crafting of the proposed improvement lists.

The results and draft proposed improvements were publicly noticed and reviewed before the Clinton

County Regional Planning Commission and the Wilmington City Planning Commissions.

SECTION 4 SCOPE

The Wilmington SRTS Plan and the proposed improvements attempts to be inclusive and

comprehensive within the Wilmington City Schools district which encompasses a large section of

central Clinton County and is focused on the City’s 3 elementary education institutions:

East End

East End Elementary

769 Rombach Ave.

Wilmington, Ohio 45177

937-382-2443

Fax-937-382-2872

Grades: K-5

School Day: 9:15-3:45

Principal:

Linda Mead

Kids are dismissed to the buses at 3:45. Everyone else is dismissed once the buses pull away.

Holmes

Holmes Elementary

1350 West Truesdell


Phone-937-382-2750

Fax-937-382-2881

Grades: K-5


Principal:

Carrie Zeigler

Kids are dismissed to the buses at 3:45. Everyone else is dismissed once the buses pull away. Crossing

Guard at the entranceway.

Denver

Denver Elementary

291 Lorish Ave.


Phone-937-382-2380

Fax- 937-383-2711

Attendance Line-937-382-4669, ext 1

Grades: K-5


Principal:

Natalie Harmeling


Crossing Guards are located at:

Intersection of Xenia and Lorish

Intersection of Lorish and Lincoln

Intersection of Lorish and Virginia Circle

Rodger O. Borror

Rodger O. Borror Middle School

275 Thorne Ave.


Phone-937-382-7556

Fax-937-382-3295

Grades: 6-8


Principal:

Matt Freeman

Assistant Principal:

Brian Camp


Surveys were performed in targeted classrooms in each elementary school, were logged electronically

into the SRTS system and the essays are enclosed. A mapping packet with the WCS district boundary,

site specific maps of each school property, circulation routes and aerial photography for each school is

enclosed.

SECTION 5 DEMOGRAPHICS

Ethnicity reports for each elementary school are enclosed. The following is a table of socioeconomic

demographics.

Wilmington City Schools Demographics (Number of Students) 10/28/2008

Building Population Special Ed LEP

Econ Disadvantage Free Reduced

Denver 663 49 12 306 258 48

East End 295 33 0 166 140 26

EE _PreSchool 22 17 2 0 Holmes 684 69 7 342 293 49

Middle School 753 104 11 328 274 54

High School 900 102 6 241 188 53

TOTALS 3317 374 38 1383 1153 230

Percent 11.3% 1.1% 41.7% 34.8% 6.9%

Placed Elsewhere 46

SECTION 6 CURRENT SCHOOL TRAVEL ENVIRONMENT

Existing busing services (ridership with a 2 mile radius of each school)

Middle School (Rodger O. Borror) – 286 38%

Denver – 379 57%

Holmes – 281 41%

East End – 48 15%

Dismal procedures of each school are available and will be mapped.

The WCS existing wellness policy is listed below, key infrastructure improvements would allow the WCS

to look at encouraging more walking and bike riding to school with improved safety. The list of Draft

proposed improvements came from the survey and public input processes and noted key areas where

sidewalks and crosswalks are missing and pose serious safety concerns for walkers and bikers.

8510 - WELLNESS

As required by law, the Board of Education establishes the following wellness policy for the Wilmington School District.

The Board recognizes that good nutrition and regular physical activity affect the health and well being of the District's students. Furthermore, research suggests that there is a positive correlation between a student's health and well being and his/her ability to learn. Moreover, schools can play an important role in the developmental process by which students establish their health and nutrition habits by providing nutritious meals and snacks through the schools' meal programs, by supporting the development of good eating habits, and by promoting increased physical activity both in and out of school.

The Board, however, believes this effort to support the students' development of healthy behaviors and habits with regard to eating and exercise cannot be accomplished by the schools alone. It will be necessary for not only the staff, but also parents and the public at large to be involved in a community-wide effort to promote, support, and model such healthy behaviors and habits.

As required by Federal statute, the student wellness program:

A. includes goals for nutrition education, physical activity and other school-based activities designed to promote student wellness;

B. includes nutrition guidelines for all foods available in the District during the school day in order to promote student health and reduce childhood obesity;

C. provides assurance that District guidelines for reimbursable school meals are, at a minimum, equal to the guidelines issued by the U.S. Department of Agriculture; and

D. establishes a plan of implementation and evaluation, including designating one (1) or more persons within the District with the responsibility for ensuring that the District is compliant with Federal law.

Development of the student wellness program must be a collaborative effort between parents, students, food service workers, teachers, administrators, the Board and the public.

The Board designates the Superintendent, or his/her designee, as the individual charged with operational responsibility for measuring and evaluating the District's implementation and progress under this policy. The Superintendent, or his/her designee shall develop administrative guidelines necessary to implement this policy.

The Superintendent shall report on the District's compliance with this policy and the progress toward achieving the goals set forth herein when requested to do so by the Board.

42 U.S.C. 1751, Sec. 204 42 U.S.C. 1771

Adopted 5/23/06

There is currently no Education or Encouragement program in place in the WCS system, previous discussions have

surrounded safety and lack of infrastructure to be able to effectively and safely have education or

encouragement of walking or biking to school. The City of Wilmington does actively enforce traffic safety

around the existing schools and the City and WCS employs crossing guards at the locations in this report.

The entire SRTS team, including WCS and local leadership, is committed to creating future education and

encouragement programs that utilize safe routes with new and existing infrastructure to foster better opportunities for

students to walk and ride to school. These to be determined education and encouragement programs, along with extra

enforcement efforts, will be key in making the SRTS Plan and the public health, transportation and community goals of

SRTS successful- when and if viable routes and improved infrastructure are possible.

SAFE ROUTES TO SCHOOL

ENGINEERING STUDY

DENVER PLACE ELEMENTARY

EAST END ELEMENTARY

HOLMES ELEMENTARY

BORROR MIDDLE

OHIO DEPARTMENT OF TRANSPORTATION

DISTRICT EIGHT

DATE:

SEPTEMBER 8, 2009

PREPARED BY:

DGL CONSULTING ENGINEERS

3455 Briarfield Blvd

Maumee, Ohio 43537

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TABLE OF CONTENTS PAGE EXECUTIVE SUMMARY .............................................................................................. 1 EXISTING CONDITIONS ........................................................................................... 2-20 Denver Place Elementary School ..................................................................... 4-6 East End Elementary School ........................................................................... 7-10 Holmes Elementary School ............................................................................ 11-13 Borror Middle School ...................................................................................... 14-16 City-Wide Trails and Traffic Control ............................................................... 16-19 Accident Data ................................................................................................... 20

SOLUTIONS AND COUNTERMEASURES .............................................................. 20-28 SPECIFIC COUNTERMEASURES BY SCHOOL WITH ESTIMATED COSTS ........ 28-34 Denver Place Elementary School ..................................................................... 30 East End Elementary School ............................................................................ 31 Holmes Elementary School .............................................................................. 32 Borror Middle School ........................................................................................ 33 City-Wide .......................................................................................................... 34 SUGGESTED IMPROVEMENTS MAP ..................................................................... 35-42 Denver Place Elementary School ................................................................... 35-36 East End Elementary School .......................................................................... 37-38 Holmes Elementary School ............................................................................ 39-40 Borror Middle School ...................................................................................... 41-42 SCHOOL TRAVEL MAPS ......................................................................................... 43-46 Denver Place Elementary School ..................................................................... 43 East End Elementary School ............................................................................ 44 Holmes Elementary School .............................................................................. 45 Borror Middle School ........................................................................................ 46

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FIGURES PAGE FIGURE 1 – LOCATION MAP ................................................................................................ 2 FIGURE 2 – CITY STREET MAP ............................................................................................ 3 FIGURE 3 – SCHOOL BUILDING LOCATION MAP ............................................................... 3 FIGURE 4 – DENVER PLACE ELEMENTARY CAMPUS ....................................................... 4 FIGURE 5 – DENVER PLACE ELEMENTARY SCHOOL ZONE SIGNAGE MAP ................... 5 FIGURE 6 – EAST END ELEMENTARY CAMPUS ................................................................. 7 FIGURE 7 – EAST END ELEMENTARY SCHOOL ZONE SIGNAGE MAP ............................ 8 FIGURE 8 – STREET MAP NEAR EAST END ELEMENTARY .............................................. 9 FIGURE 9 – HOLMES ELEMENTARY CAMPUS .................................................................. 11 FIGURE 10 – HOLMES ELEMENTARY SCHOOL ZONE SIGNAGE MAP ............................ 12 FIGURE 11 – BORROR MIDDLE SCHOOL CAMPUS........................................................... 14 FIGURE 12 – BORROR MIDDLE SCHOOL ZONE SIGNAGE MAP ...................................... 15 FIGURE 13 – (removed from Wilmington City Council approved plan) .................................. 16 FIGURE 14 – SIGNALIZED INTERSECTION LOCATION MAP ............................................ 19 FIGURE 15 – REPORTED CRASH LOCATIONS .................................................................. 20 FIGURE 16 – DENVER PLACE ELEMENTARY SUGGESTED IMPROVEMENTS MAP ....... 35 FIGURE 17 – DENVER PLACE ELEMENTARY SUGGESTED IMPROVEMENTS MAP ....... 36 FIGURE 18 – EAST END ELEMENTARY SUGGESTED IMPROVEMENTS MAP ................ 37 FIGURE 19 – EAST END ELEMENTARY SUGGESTED IMPROVEMENTS MAP ................ 38 FIGURE 20 – HOLMES ELEMENTARY SUGGESTED IMPROVEMENTS MAP ................... 39 FIGURE 21 – HOLMES PLACE ELEMENTARY SUGGESTED IMPROVEMENTS MAP ....... 40 FIGURE 22 – BORROR MIDDLE SUGGESTED IMPROVEMENTS MAP ............................. 41 FIGURE 23 – BORROR MIDDLE SUGGESTED IMPROVEMENTS MAP ............................. 42 FIGURE 24 – DENVER PLACE ELEMENTARY SCHOOL TRAVEL MAP ............................. 43 FIGURE 25 – EAST END ELEMENTARY SCHOOL TRAVEL MAP ...................................... 44 FIGURE 26 – HOLMES ELEMENTARY SCHOOL TRAVEL MAP ......................................... 45 FIGURE 27 – BORROR MIDDLE SCHOOL TRAVEL MAP ................................................... 46 APPENDIX PAGE WALKING AUDIT SIGNIN SHEETS ...................................................................................... A1 DENVER PLACE ELEMENTARY WALKING AUDIT NOTES ................................................ A2 EAST END ELEMENTARY WALKING AUDIT NOTES .......................................................... A3 HOLMES ELEMENTARY WALKING AUDIT NOTES ............................................................ A4 BORROR MIDDLE WALKING AUDIT NOTES ...................................................................... A5

EXECUTIVE SUMMARY The purpose of this report was to conduct an engineering study as part of the Ohio Department of Transportation’s Safe Routes to School (SRTS) program. The Clinton County Regional Planning Commission (CCRPC) was granted ODOT funding to prepare a School Travel Plan (STP) for Denver Place, East End and Holmes Elementary Schools along with Borror Middle School. The School Travel Plan is a twelve step process and includes five E’s – Education, Enforcement, Evaluation, Encouragement and Engineering. This engineering report was prepared to fulfill steps seven through nine. The engineering study includes a walking audit, analysis of accident records, identification of existing conditions, and determination of engineering countermeasures and solutions. The walking audit took place on July 10, 2009. The walking audit revealed that most of the students eligible to walk to school do not have sidewalks. Safer opportunities to cross more heavily traveled streets are needed. Improvements must be made to provide all students eligible to walk to school with safer travel paths include providing sidewalks, adding crossing supervision, enhancing crosswalks, adding new signage, improving railroad/pedestrian crossings and installing pedestrian signals at existing signalized intersections. The engineering countermeasures have been prioritized into three categories and can be found on pages 29-33 if this report. A map that depicts the countermeasures can be found on pages 34-41. School travel maps can be found on pages 42-45

Safe Routes To School Engineering Study

Wilmington City Schools

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EXISTING CONDITIONS

Wilmington, Ohio is located in Southwest Ohio, 50 miles northeast of Cincinnati, 34 miles southeast of Dayton and 62 miles southwest of Columbus. The location map is shown in Figure 1. Wilmington is located approximately 4.5 miles south of I-71.

Figure 1 – Location Map

Wilmington is served by many state routes; these include 73, 68, 134, 22, 3, and 730. The convergence of the state routes results in high thru truck traffic volumes. According to ODOT’s Traffic Survey Reports, approximately nine percent of the Average Daily Traffic is B and C Trucks. Wilmington utilizes one-way streets, Locust westbound and Main Street eastbound, to keep truck traffic moving through the downtown area. The SR 73 Bypass project is currently under construction north of the City. This bypass, when completed in 2011, will help reduce the number of thru trucks on city streets. Figure 2 – City Street Map shows the state routes and one way street locations.



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Figure 2 – City Street Map

The Wilmington School District encompasses 166 square miles and is the largest school district in Clinton County. The Wilmington School District is comprised of five buildings – Denver Place Elementary, East End Elementary, Holmes Elementary, Borror Middle School and Wilmington High School. There are 3,300 students enrolled in Wilmington Schools with 660 at Denver Place Elementary, 295 at East End Elementary, 680 at Holmes Elementary, 750 in the middle school and 900 in the high school. Walkers range from three to twelve percent at the elementary level. Middle school walkers and bikers currently average approximately 38 percent. Heavily traveled streets and unsafe crossing conditions have forced Wilmington Schools to provide bus transportation to bus students living very close to all elementary schools.

Figure 3 – School Building Locations

Denver Place Elementary



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Denver Place Elementary (291 Lorish Avenue) is located on the northeast side of the city. Student bus riders use the loop on the west side of the building with buses entering and exiting on N. Lincoln. Walkers and bikers use the south side of the building. Carpool students exit via the west doors where parents enter the loop via Lorish and exit to N. Lincoln. Parent vehicles line up along Lorish and the area is reported to be very congested during pickup.

Figure 4 –Denver Place Elementary Campus

A bike rack is located on the east side of the building near the playground. A walking trail is located on the east side of the staff parking lot. The walking trail, playground and staff parking lot are located within a fenced and gated area. Walk-in gates to the playground are open during school hours to access the bike rack and playground. The Lorish/N. Lincoln and Lorish/Virginia Circle intersections are all-way stop controlled with painted crosswalks. No curb ramps are provided at either intersection. The Lorish/Kathryn intersection is all-way stop controlled with no crosswalks. Sidewalks are provided on Lorish along the school property to the intersection of Kathryn to the east and then stop. Crossing guards are provided at Lorish/N. Lincoln, Lorish/Virginia, and Lorish/Xenia/N. South intersection. The intersection of South and Vine is signalized and has pedestrian signal heads.



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School related signage for Denver Place is shown in Figure 5.

Figure 5 –Denver Place Elementary School Zone Signage Map

The signage varies in color, legend and placement.

Sidewalks are not provided in the neighborhood immediately north of the school. The neighborhood west of N. Lincoln has sidewalks. Newer streets to the east and south of school have sidewalks, including Kelly, Jenny and a short length of Florence. Columbus Avenue and Locust Street have sidewalks. Those participating in the walking audit indicated that the immediate area around Denver Place is very congested especially during afternoon pickup. Residential driveways are used for waiting or turn-around, often without the permission of the homeowner. “Gridlock” was used to describe afternoon pickup at Denver Place. Intersections with safety concerns include N. South/Xenia/Lorish, Lorish/N. Lincoln, Lorish/Virginia Circle, Lorish/Kathryn, Virginia Circle/Fischer/High, and Vine/Prairie/Kathryn. South and Lincoln are major north-south routes through the city. The intersection of Vine/Prairie/Kathryn is the convergence of several streets. N. Wall to Kathryn requires a short jog on Prairie. Turning vehicles can confuse drivers waiting on Vine or Kathryn. Pedestrian of all ages have concerns about crossing in this area.



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A future residential area is planned to the northeast. This development should have walking trails included in the subdivision and a pedestrian connection to Kathryn Drive, the most direct route to Denver Place. A well known vehicular cut-through using Florence, Kelly and Jenny to get from SR 134 (N. Lincoln) to Prairie (and ultimately Lowes Drive to access the commercial area on the east side of town) was also indicated by walking audit participants.



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East End Elementary School East End Elementary (759 Rombach Avenue) is located at the corner of Rombach and Applegate. A bus loop is provided in the rear (north side) of the school. Parents line up along Applegate southbound to pickup students. School officials indicated that there are very few vehicle pickups at East End. No bike racks are provided. Staff parking is located southeast of the building with access to Applegate.

Figure 6 –East End Elementary School Campus

Applegate looking south along school Bus Loop on north side of school



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No crossing guards are provided for East End students. Students immediately adjacent to the school (between the railroad and Rombach) are eligible to walk though no sidewalks are provided. A painted and signed crosswalk is located at Rombach and John. However, students living south of Rombach are bused due to traffic volume and speeds on Rombach and Fife. Rombach Avenue is a one-way street westbound with heavy volume and a speed limit of 35 mph.

Columbus Street Crosswalk-Rombach/John School related signage for East End is shown in Figure 7.

Figure 7 –East End Elementary School Zone Signage Map The signage varies in color, legend and placement. Flashing school speed limit signs are provided on Rombach. No additional school signage is found on any side street.



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Safety concerns for the school area include one-way streets with multiple lanes (Rombach westbound and Fife eastbound), the convergence of one way streets in two locations within the school attendance area and the Wilmington College area. Rombach/Locust, westbound streets, and Main/Fife, eastbound streets meet at College Street and form a “bow-tie”. See aerial view in Figure 8. East End Elementary is located north of the bow-tie between the center and the east wing. The center of the bow-tie has a wide pavement area, heavy traffic volumes, and limited pedestrian crossing amenities. The point where the two one-way streets combine again, just east of the school, has a curved alignment and a signal with limited sight distance. Residents reported that is it easy to “forget the signal is there.” Warning signs on northbound East Side Drive are present.

Figure 8 –Street Map near East End Elementary

Travelling west at College Street Travelling east at College Street

EAST

END

WILMINGTON

COLLEGE

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Travelling north on East Side Dr East Side Dr at Rombach

East Side Dr to Rombach westbound East Side Dr to Rombach eastbound

Rombach and Main cross railroad tracks west of the school. Sidewalk does cross the tracks on both sides westbound and on one side eastbound. Pedestrian gates are not provided.

Westbound Railroad Crossing Eastbound Railroad Crossing Concerns with Wilmington College were mainly with younger drivers and congestion near the college. Fraternity/sorority houses are located around the campus area. However, no specific complaints were noted as safety concerns.



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Holmes Elementary Holmes Elementary (1350 West Truesdell) is located on the west side of Wilmington. A bus loop is provided in front of the school. Walkers and carpool students leave via the southwest doors. Parents park their vehicles and staff members release students to the parent vehicle. School officials noted that the after school pickup is very congested. No bike racks are provided. Staff parking is located on the west side of the building.

Figure 9 –Holmes Elementary School Campus

The intersection of S. Nelson and W. Truesdell is stop controlled with flashing beacons. A cross walk is provided at W. Truesdell/Piedmont/School Exit. An adult crossing guard is provided at the W. Truesdell/Piedmont/School Exit intersection.



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School signage is the vicinity is shown in Figure 10.

Figure 10 –Holmes Elementary School Zone Signage Map

As stated with the previous discussions, sign legends and colors vary within the school vicinity. Side street signage was not found. Flashing school speed limit signs are present on West Truesdell. West Truesdell is two lanes wide with a 35 mph speed limit. The roadway profile is rolling. Minimal sidewalk is provided. Several stream crossings are present with no sidewalks. Residential land uses are found along West Truesdell.



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South Nelson provides north-south access along the west side of Wilmington. The profile is rolling and the road is signed for 35 mph. Nelson Road is home to industrial and residential land uses. No sidewalks are provided on South Nelson.

The Clinton Swim and Tennis Club, a popular after school destination, is located on Nelson just north of Truesdell. The Luther Warren Peace Path (a 1.2 mile paved trail) can be accessed on Nelson approximately 0.4 miles north of Truesdell. North of the bike path is a large mobile home park where many Holmes and Middle school students live. The Timber Glen subdivision, located directly east of Holmes Elementary, provides sidewalks and connectivity trails within the neighborhood and to the school. The connectivity trails are privately owned and are not maintained by the City of Wilmington. The Warren Knolls subdivision is located north of West Truesdell. No sidewalks are provided in the Warren Knolls subdivision. The key crossing location for students living in Warren Knolls is the West Truesdell/Piedmont/School Exit intersection. A crossing guard is provided at this location.



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Borror Middle School Borror Middle School (275 Thorne Avenue) is located on the north central side of Wilmington. The Middle and High School share a campus along with athletic fields. Parent pickup is via the loop provided in front of the school. Walkers and carpool students leave via the east doors. School bus loops are provided for the middle and high school on the south side of the building. School officials noted that the after school pickup is very congested. A bike rack is provided by the main entrance. Staff parking is located on the north side of the building and is accessed by Howard Street.

Figure 11 –Borror Middle School Campus

Walking audit participants indicated that the Howard/W. Vine/Thorne area is perceived to be unsafe due to frequent police calls to the area. Students from the north and east tend to avoid this area. Students from the north cut through the apartments located north of the school and walk through the practice field area. The recent completion of the Nunn and Howard connection will provide better access from the north. Students from the northeast use Clinton to approach the school.

COW PATH

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The inbound bus loop drive location creates an offset intersection with Clinton Street. Access to the high school is provided via Thorne and Richardson. The middle school can also be accessed via the high school parking lot. To access the school from the south or west requires travel north on Farquhar, then west on Locust (one way street) and then north on Richardson to the parking lot. The school can be seen from the Locust/Farquhar intersection. However the section of roadway was vacated and is now owned by the Wilmington Assembly of God Church. On the west, Peggy Lane, Preston Lane and Country Oaks Lane end at the school property. “Cowpaths” have been created from these stub streets that are adjacent to the school property on the west side. See Figure 11. School signage in the vicinity of the school is shown in Figure 12.

Figure 12 –Middle/High School Zone Signage Map

MIDDLE

SCHOOL



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Sign colors and legends are not consistent in the school vicinity. Many students from the east must cross South Street. A signal is provided at South and Vine with pedestrian amenities. Students then use Wood or Grove to get to Clinton, thus avoiding the Vine/Howard/Thorne area. A crossing guard is provided at South/Xenia/Lorish. City-Wide Trail Plan Figure 13 (removed from Wilmington City Council approved plan)

The following is an excerpt from the City of Wilmington Comprehensive Plan.

Statement of Purpose. A citywide trail system plan has existed in the City’s Comprehensive Plan since 1978, then denoted as a “Bikeway Plan.” The purpose of a trail system is the same now as it was then: “The need for local bikeways is recognized in many cities as an important aspect of planning for both transportation facilities and recreation.” (p. vii 1978 Comprehensive Plan) The trails that the City has built or designated are not on the 1978 plan but compliment the 1978 plan. These existing trails (and their termini) need to be recognized as connecting points in a revised comprehensive plan. Corridor selection is key to successful trails. Poorly chosen corridors will result in non-functional, poorly connected, poorly constructed and more dangerous trails that also do not create a desirable experience for transportation users or recreational users. Due to the width of trail corridors (minimum of twenty feet), trails provide a buffer zone between land uses. Trail design features such as berming, tree and shrub plantings, ditches and fencing are features that can satisfy the privacy and safety concerns of adjacent landowners. Functionality Criteria: A trail system is a transportation system for alternative means of moving people between important points in the community. A trail system also serves some of the recreational needs of the community. To be functional, a trail system must connect the following points of community services with residential areas:

All Wilmington City Schools – Denver Elementary, East End Elementary, Holmes Elementary, Wilmington High School, Wilmington Middle School, and, and any future campus sites.



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All Neighborhoods including Warren Knolls, Lakewood, Timber Glen, Southridge, Denver Addition, Countryside Estates, Wilmington Commons, Wilmington Court, Xenia Ave. area, Wilmington College area, Marlena/Paris Ave. area, Cape May, Parkside South (and others in various stages of planning)

Business Areas -- Rombach Ave., Lowes Drive, David’s Drive, King Commons Shopping area, the Downtown Commercial District and future planned commercial areas.

Specific Businesses – DHL Air Park and Clinton County Job & Family Services. Many people walk to both these destinations.

Clinton Memorial Hospital Wilmington College Southern State Community College Churches Recreational facilities such as the Southeast Neighborhood Park, Clinton County

YMCA, David Williams Memorial Park, J. W. Denver Williams Park, Clinton Swim Club and the future west side park (“Stuckey Farm Park”), Community Action Senior Center, and the Lytle Creek Nature Preserve

Other Trails. City trails must eventually connects to proposed trail termini for trails on any City, County, State or National Trail plan. The State Trail plan shows a trail corridor connecting Wilmington to Washington Courthouse to the east and to Clarksville on the west.



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City-Wide Traffic Control An inventory of the signalized intersections and their corresponding pedestrian amenities was collected. Figure 14 depicts the signalized intersection locations.

Figure 14 –Signalized Intersection Location Map

There are 31 signalized intersections in Wilmington. Twelve locations provide pedestrian signal heads. There is one flashing beacon location.



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ACCIDENT DATA

Twelve accidents involving pedestrians or bicyclers were reported for the period of 2005-2007 in Wilmington. One accident involved an intoxicated pedestrian and one accident involved a two-year old child. These accidents were removed from the data set. Ten accidents were reviewed for trends and locations. Figure 15 shows the crash locations.

Figure 15 –Reported Crash Locations

The following trends were noted for the ten accidents - 7 pedestrians/3 bicyclists, 8 male/2 female, and 8 adults/2 children. Five accidents involved pedestrians crossing properly in a crosswalk and being struck by a vehicle. The remaining accidents involved pedestrian or bicyclists improperly crossing the street. Six of the ten accidents were located on Main or Locust, both one-way streets.



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SOLUTIONS AND COUNTERMEASURES A comprehensive strategy was developed consisting of a toolbox of general solutions along with benefits of each solution. Strategies were developed for each of the 5 E’s (Engineering, Encouragement, Education, Enforcement, and Evaluation). Infrastructure (Engineering) School zone signing and marking The Ohio Manual of Uniform Traffic Control Devices (OMUTCD) requires that all warning signs have a yellow background with a black legend; however, the OMUTCD provides the option for all school warning signs to have a fluorescent yellow-green background with a black legend. The OMUTCD recommends a systematic approach featuring one background color (either fluorescent yellow-green or standard yellow) within a school zone. Mixing of the two colors should be avoided. Fluorescent yellow-green signs are more conspicuous than standard yellow signs, especially at dawn and dusk, as well as during inclement weather. As a result, drivers detect fluorescent yellow-green signs from greater distances, which enables drivers to respond to situations earlier (i.e., slowing down or yielding to a pedestrian). By alerting drivers sooner that special caution is needed, fluorescent yellow-green signs significantly improve the safety of students who walk and bike to school. In many instances, the school flasher needs to be employed to give more attention to the school times. These are especially important for elementary schools and schools located on busy streets. The OMUTCD requires that school advanced warning assemblies be located 150 to 700 feet in advance of school grounds, school crossings, or school speed limit assemblies.

Crosswalk Signing and Markings Crosswalk markings are used to alert drivers of pedestrian rights of way and to direct pedestrians to the preferred crossing location. There are many styles of crosswalk markings with the preferred enhanced style being the “continental” as shown to the right. The continental style crossing consists of multiple longitudinal bars. Crosswalk markings are recommended on all school routes. All pavement markings are required to meet the requirements of the OMUTCD. Another enhancement option for school crosswalks is to use color enhancements for more visibility. The installation shown to the right is located in Bowling Green, Ohio and uses the continental style with alternating white and yellow-green bars.



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Crosswalk signs with the fluorescent yellow-green background should also be provided. Fluorescent yellow-green signs are more conspicuous than standard yellow signs, especially at dawn and dusk, as well as during inclement weather. As a result, drivers detect fluorescent yellow-green signs from greater distances, which enables drivers to respond to situations earlier (i.e., slowing down or yielding to a pedestrian). The preferred signs are yellow-green S1-1. The S1-1 sign will be provided for advanced warning with the W16-9p “AHEAD” plaque and at the actual crosswalk with the W16-7p“sloping down arrow” plaque. The standard crosswalk warning sign W11-2 must be used in place of the S1-1 sign for crosswalks outside of school zones or not on established school pedestrian routes. Crosswalk warning assemblies shall not be used on approaches controlled by a stop sign. In addition to the above, midblock crosswalks and crosswalks on uncontrolled approaches at intersections may include yield lines and “Yield Here to Pedestrians” signs (R1-5) to further enforce the yield condition.



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Pedestrian Signals Proper pedestrian signals and timing provide a safe method for pedestrians to cross high volume roadways. Pedestrian signals should provide pushbuttons which are located within reach from a flat surface. Signal timing should provide quick response to the pushbutton. Countdown timers with proper signing help pedestrians make proper judgment when crossing the street. A leading pedestrian interval gives pedestrians green time three to four second before the motorists; with pedestrians entering the crosswalk prior to the vehicle signal turning green they are more likely to be seen by the drivers. Review of signal timing for pedestrian crossings is encouraged especially near schools. Curb Ramps Curb ramps provide transition from sidewalks to street level for pedestrian, bicycles and wheelchairs. It is common to add ADA compliant curb ramps when replacing sidewalk in a neighborhood. Recommendations for SRTS may include curb ramps in existing sidewalks where replacement is not expected in the near future. Any new sidewalk installation shall provide curb ramps where appropriate. Railroad Pedestrian Crossing Upgrades Supplemental gates for pedestrian paths will provide additional protection for students and adults when crossing at-grade rails. Sidewalk should be installed to provide a level rail crossing for bicycles and handicapped residents. ADA compliant tactile ground surface indicators should be used where sidewalk crosses the rail.

Bike Racks Bicycle racks provide a safe and convenient location for parking bikes in public areas. The schools included in this study all have bike racks although additional racks would be useful for future



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encouragement. “Inverted u rack” types are recommended although it is recognized that for schools with large numbers of bike riders and low crime risk, the traditional bike racks provide more parking and locking slots. Sidewalks Sidewalks are an integral part of pedestrian accessibility. Sidewalks should be provided in all residential areas and should be designed to meet ADA requirements. Sidewalk in commercial and industrial areas should be provided where communities have identified walking corridors for school children and community connectivity. Paved trails Paved trails built to accommodate non-motorized transportation uses are another strategy for making school campuses more easily accessible by users of a wider range of non-motorized transportation, including bicycles, skateboards, in-line skates, and motorized scooters. Trails are different from sidewalks in four important ways: 1) they have an improved capacity for carrying various types of non-motorized traffic (due to greater width, smooth surface, grade improvements during construction, ability of users to go at higher speeds), 2) more types of non-motorized uses are legal on trails in many Ohio cities, 3) trails can be planned to provide a more direct route to school campuses, and 4) provide users a route that is often better segregated from traffic. Sidewalks are designed primarily for pedestrian travel and therefore are not always the solution to providing a non-motorized transportation alternative for school travel. In many Ohio cities, non-motorized vehicles are not permitted on sidewalks (bikes, in-line skates, skateboards, even scooters) or are not permitted in all areas where a user would need to go to reach a school campus. This forces children using these types of non-motorized transportation into the streets with traffic or forces them to take a more complicated route to avoid areas where non-motorized transportation alternatives are not permitted on sidewalks (e.g., a downtown area). Paved trails built to ODOT standards are capable of handling all types of non-motorized traffic safely and have the added safety advantage of being segregated from vehicular traffic except at intersections or crossings. Trails are usually more cost effective to build than sidewalks (using asphalt rather than concrete in most cases) in a Safe Routes to School Plan. Properly planned and constructed trails could be a very important part of providing students with a wider choice of non-motorized transportation, a more direct route, and overall a safer route to school. See www.americantrails.org for more resources. Federal and state grants are available for trail development.

http://www.americantrails.org/



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Traffic Calming Bulb-outs are traffic-calming devices that narrow the street by widening the curb and sidewalk, landscaped planting strip, or parking area. This device works well when constructed at intersections or at mid-block locations to make the street appear narrow, thereby reducing speeds. Bulb-out advantages include a reduction in pedestrian cross distance, improved pedestrian visibility and narrow lanes. Disadvantages include increased street maintenance and accommodation of drainage. Center Island Narrowing can be accomplished by installing a median to divert traffic. On wider roadways this can be accomplished without additional pavement. Center or median islands do not provide as much deflection as other countermeasures. Median islands provide a safe haven for pedestrians if crosswalks are also provided and provide an aesthetic feature to the neighborhood. Chokers are curb bulbs or median islands that narrow a street at specific locations. They lower speeds in the immediate area of the choke. Chokers are easily negotiable by emergency vehicles, can have positive aesthetic value and can reduce both speed and volume. Chokers have been shown to decrease speed by approximately 7%.



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Intersection Islands provide a visual barrier and horizontal deflection in the same countermeasure. The motorist sees the island and must slow down to divert around the island. The circle also proves an opportunity to increase landscaping in the neighborhood. Chicanes are a series of narrowings or curb extensions that alternate from one side of the street to the other forming S-shaped curves. Chicanes are appropriate for mid-block locations where traffic volumes on each approach are similar. Unless well-designed, chicanes may still permit speeding by drivers cutting straight paths across the center line Raised Crosswalks are Speed Tables outfitted with crosswalk markings and signage to channelize pedestrian crossings, providing pedestrians with a level street crossing. Also, by raising the level of the crossing, pedestrians are more visible to approaching motorists. Raised crosswalks are good for locations where pedestrian crossings occur at haphazard locations and vehicle speeds are excessive. They are effective in reducing vehicle speeds, though not to the extent of speed humps. Speed Bumps, Humps and Tables are raised areas in the roadway surface across the roadway. Speed Bumps are 3 to 6 inches high with a length of 1 to 3 feet. Speed Humps are 3 to 4 inches high and typically 12 feet long. Speed Tables are essentially flat-topped speed bumps, usually 22 feet long. All three can reduce traffic speeds. However Speed Bumps can cause vehicle damage and loss of control. Speed Humps and Tables can affect vehicle



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speeds along a road when appropriately spaced. If spacing is too far apart, speed decreases only in the immediate vicinity of the hump or table. Speed can be reduced as much as 20-25% and volumes reduced as much as 18%. Humps have the potential to increase in traffic noise from braking and acceleration of vehicles, particularly buses and trucks. Emergency vehicles have more concerns with bumps because they are typically higher and require slow speeds to navigate.

Raised Intersections or Tabletop Intersections are flat raised areas covering an entire intersection, with ramps on all approaches and often with brick or other textured materials on the flat section. They usually rise to the level of the sidewalk, or slightly below to provide a "lip" that is detectable by the visually impaired. By modifying the level of the intersection, the crosswalks are more readily perceived by motorists to be "pedestrian territory". Raised Intersections improve safety for both pedestrians and vehicles, can calm two streets at once and if designed correctly, can provide positive aesthetic value. Modern Roundabout A modern roundabout is a circular intersection with a center island and splitter islands on the approaches. Approaching traffic is required to yield to traffic inside the roundabout. Unlike mini circles, modern roundabouts are placed on major thoroughfares and can manage large volumes of traffic. Modern roundabouts are the most effective traffic calming tool because they reduce vehicle speeds, shorten pedestrian crossings, significantly decrease injury crashes, reduce noise and pollution, and can increase area property values.

Encouragement

Walking School Bus The walking school bus is an informal way to get more children to walk to school safely. The walking school bus is a group of children walking to school with one or more adults. The walking school bus can also take the form of a bicycle train with adults supervising children riding their bicycles to school. Walking school buses can be started by neighborhood parents and can grow to accommodate more students as interest grows.



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Adult supervision ensures a safer walk or bicycle ride to school for students while students benefit from exercise and fun with friends. Walk to School Days On selected days, students are encouraged to walk or ride a bike to school. Walk to School Days can lead to enhanced child health and safer routes for walking and bicycling to schools. Some communities set a date once a month, while others have weekly events such as “Walk to School Wednesdays”. In communities where many students need to be bussed due to distance or other hazards, Remote Walk to School Days have been employed. In this program, students that are bussed are dropped off several blocks from school along a safe walking route. The school bus is met by a teacher, administrator or police officer and the students then walk the several blocks to school. This can be done by grade level (i.e. on the first Wednesday in October all first graders will walk from the remote spot, the second Wednesday all second graders will walk) or simply each bus unloads and all students complete the walk to school.

Enforcement Electronic Speed Measuring Signage The sign displays actual vehicle speeds under the posted speed limit. The goal is to reduce speeding through the corridor by raising awareness. The success of the strategy is currently being determined and radar speed signs are not currently proposed in this plan; however, additional signs may be implemented if it is determined that they provide desirable results. Speed Limit and School Zone Enforcement Law enforcement officers should be present and enforce all limits including the 20 mph school speed limit during the appropriate hours.

Education

Pedestrian and Bike Safety A program that instructs all aspects of pedestrian and bicycle safety should be considered for students. These can be accomplished with classroom activities, bike rodeos, safety town, walking clubs, etc. Media Support Local residents should be made aware of school zone safety rules through the use of media articles and the city website.



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Inside Out School faculty and staff, police, township, and city leaders and staff at all levels must understand issues facing pedestrians and embrace pedestrian and school zone safety in order to receive public awareness and create a walkable community for students.

Evaluation Pedestrian/Bicycle Counts The effectiveness of all solution countermeasures will be evaluated based on pedestrian/bicycle counts. Counts conducted in conjunction with this plan will be repeated following the implementation of solution countermeasures to formulate quantitative results. Speed Data The effectiveness of infrastructure solutions will be evaluated, in part, by the collection of speed data. Speed counts will be conducted at or near locations where solution countermeasures have been implemented and where previous speed data information is available. Before and after data will be compared to determine possible benefits, such as lower traffic speeds and/or traffic volumes. Specific Countermeasures (Cost Estimate)

With reference to the previously noted solutions, following are specific countermeasures to help provide safer pedestrian and biking to/from Wilmington schools. Each school building has specific countermeasures. There are also community wide countermeasures as noted. Low cost items are generally less than $20,000 and can be quickly implemented with minor plan preparation. These types of countermeasures include signing, striping, curb ramps, encouragement and educational programs. Medium cost countermeasures range from $20,000 to $150,000 and includes items such as signal modifications, sidewalk installation, connector trails, traffic calming and enforcement programs. Medium term items require more planning and design functions that short term countermeasures. High cost items are typically above $150,000 and may include pedestrian bridges, intersection improvements, and long range transportation improvements. Countermeasures are prioritized as short, long term or legislative based on safety, urgency, cost, and complexity. For example, a high cost item may be listed as a high priority due to its affect on a larger student population being able to walk or bike to school.



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Denver Place Elementary School - See Figures 16 and 17 for Suggested Improvements Map Main School Travel Routes – Lorish, Kathryn, Virginia, N. Lincoln, Vine The countermeasures for Denver Place Elementary are focused on the area north of Locust, east of N. South and northwest of the railroad. Other countermeasures that affect Denver Place may be discussed with other school buildings.

High Priority/Short Term (0-12 months) = $308,400 Total

School Zone - Provide fluorescent yellow-green signage that meets current OMUTCD code. Include all side streets that intersect with school property – Virginia Circle and Kathryn ($12,000)

School Dropoff/Pickup – Prohibit parking on Lorish during school dropoff and pickup hours. Create carpool lane on Westbound Lorish. Allow no pickups on Lorish in either direction. All students must enter the parent vehicle in the loop on the school grounds. If parking prohibition and carpool lane are not successful; consider one-way operation of Lorish during dropoff and pickup times. ($5,000)

Enhanced Crosswalks – Provide enhanced crosswalks at Lorish/N. Lincoln, Lorish/Virginia Circle, Lorish/Kathryn, Lorish/Xenia/N. South, Vine/N. South, Vine/N. Lincoln, Vine/Virginia Circle and Vine/Prairie/Kathryn. ($4,000 avg. per intersection=$32,000)

Crosswalks – Provide standard crosswalks at Vine/Walnut, Kathryn/Virginia Circle, Kathryn/Hiatt, Lorish/Williams, Virginia Circle/Fisher and Virginia Circle/Hiatt. ($2,000 avg. per intersection=$12,000)

Sidewalk – Install sidewalks along High Street/ from Locust to Virginia Circle, Virginia Circle from High to Lorish, Kathryn from Prairie to Lorish, Lorish from Kathryn to Florence, and Vine from N. Lincoln to High. All sidewalk installations shall include ADA pedestrian ramps where required. ($247,400)

Adult Crossing Guards – consider adding an adult crossing guard at Lorish/Kathryn (Training costs are allowed with SRTS funding)

Medium Priority/Medium Term (1-3 years) = $200,000 Total

Traffic Calming – Provide traffic calming measures along Florence, Kelly and Jenny. ($200,000)

Low Priority/Long Term (4+ years) = >$500,000 Total

Complete sidewalk network focusing first within the one mile walking radius of Denver Place. (>$500,000)

Complete trail between Prairie Ave, OH Rt. 134 and Denver Subdivision in a manner that best fits the needs of the community at that time.

Non-Engineering

Sidewalk Maintenance per City Ordinance

School Zone Speed and Parking Enforcement Develop Encouragement/Education Programs

East End Elementary School - See Figures 18 and 19 for Suggested Improvements Map



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Main School Travel Routes – Locust, Applegate, John, Columbus The countermeasures for East End Elementary are focused on the area south of the railroad, east of S. Wall and north of the corporation limits. The attendance area for this school includes the Wilmington College campus area. This school has a lower student population that the other elementary buildings and serves many bussed students from outside the City limits.


School Zone - Provide fluorescent yellow-green signage that meets current OMUTCD code. Include all side streets that intersect with school property – Columbus. ($8,000)

School Dropoff/Pickup – Create a separation between the waiting area and the carpool lane on Southbound Applegate. Consider one-way operation of Applegate during dropoff and pickup times. ($1,000)

Enhanced Crosswalks – Provide enhanced crosswalks at Rombach/John, Rombach/Applegate and John/Fife. ($4,000 avg. per intersection=$12,000)

Crosswalks – Provide standard crosswalks at College/Douglas and College/Elm. ($2,000 avg. per intersection=$4,000)

Sidewalk – Install sidewalks along Columbus Street to serve the immediate neighborhood. All sidewalk installations shall include ADA pedestrian ramps where required. ($74,000)

Adult Crossing Guards – consider adding an adult crossing guard at John/Locust and John/Fife. (Training costs are allowed with SRTS funding)


Improve Pedestrian/RR Crossing – Provide sidewalk, ramps, signage, gates, etc. as determined through additional study to improve pedestrian and railroad interfaces on Locust, Main, Sugartree and Hawley. ($10,000 avg. each crossing)


Complete sidewalk network focusing first within the one mile walking radius of East End. (>$250,000)

Non-Engineering





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Holmes Elementary School - See Figures 20 and 21 for Suggested Improvements Map Main School Travel Routes – S. Nelson, W. Truesdell, Piedmont and connectivity trails. The countermeasures for Holmes Elementary are focused on the area south of Locust, southwest of SR 73, east of S. Wall and north of the corporation limits.


School Zone - Provide fluorescent yellow-green signage that meets current OMUTCD code. Include all side streets that intersect with school property – Columbus. ($10,000)

School Dropoff/Pickup – Create a carpool line that begins after the school buses leave the front loop. Parents would line up along parking lot while bus students are dismissed. After buses leave, parent cars enter the front loop and carpool students are dismissed. Continue the loop through the parking lot until all students have been picked up. (No construction costs)

Enhanced Crosswalks – Provide enhanced crosswalks at W. Truesdell/Piedmont, W. Truesdell/S. Nelson and S. Nelson/Luther Warren Peace Path. ($4,000 avg. per intersection=$12,000)

Sidewalk – Install sidewalks along S. Nelson from W. Truesdell to the mobile home park, W. Truesdell from S. Nelson to Timber Glen. All sidewalk installations shall include ADA pedestrian ramps where required. ($325,660)

Pedestrian Bridge and Sidewalk **– Install sidewalk along the south side of W. Truesdell from Timberglen east to Randolph. Installation includes a pedestrian bridge that is segregated from traffic. ($375,000)


Trail Connector ** – Install trail to connect Timberglen to Southridge subdivisions. ($37,200)


Complete sidewalk network focusing first within the one mile walking radius of Holmes. (>$500,000)

Non-Engineering



** Truesdell Sidewalk and Pedestrian Bridge selected as High Priority by Wilmington City Council.**



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Borror Middle School - See Figures 22 and 23 for Suggested Improvements Map Main School Travel Routes – Clinton, Vine, Thorne, and Farquhar. The countermeasures for Borror Middle are focused on the area north of Main, east of N. South and west of the corporation limits. Other countermeasures that affect Borror Middle may be discussed with other school buildings. Note – this is also the high school building with student drivers as well as buses and parents.


School Zone - Provide fluorescent yellow-green signage that meets current OMUTCD code. Include all side streets that intersect with school property – Vine and Richardson. ($10,000)

Enhanced Crosswalks – Provide enhanced crosswalks at Farquhar/Main, Farquhar/Locust, Locust/Thorne, Thorne/School Drive, Thorne/Vine, Xenia/Nunn and Xenia/Spring. ($4,000 avg. per intersection=$28,000)

Sidewalk – Install sidewalks along Locust from just east of Richardson Place to Josephine, Thorne from Locust to Vine, on school grounds from Thorne along the south parking lot, on school grounds from Thorne along the middle school bus loop,. All sidewalk installations shall include ADA pedestrian ramps where required. ($286,800)

Crosswalks – Provide standard crosswalks along Vine, Clinton and Nelson. ($2,000 avg. per intersection=$20,000)


Trail Connector – Install trail to connect Preston, Peggy and Country Oaks to the school property, install trail from the corner of Howard and Thorne to the school property, install trail on current “cowpaths’ through the school grounds. ($250,000)


Complete sidewalk network focusing first within the one mile walking radius of Holmes. (>$500,000)

Non-Engineering





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City-Wide Improvements The city-wide countermeasures are not ranked by priority.

Add pedestrian signal heads, pushbuttons and pedestrian phasing at:

o SR 73/N. Nelson o Nelson/W. Main o SR 73/W. Locust o W. Locust/Farquhar o W. Locust/N. Wood o W. Main/Wood o W. Truesdell/S. South o E. Locust/N. Lincoln o E. Main/Lincoln o E. Locust/Cashman o Eastside Drive/Rombach o Rombach/Kroger o Rombach/Alex o Rombach/Carrie o Rombach/Davis o Rombach/Progress Way

Complete trail connectivity plan as noted in city documents.

Enforce sidewalk and trail requirements for all new developments as noted in

City Ordinances. Other Planned Improvements

The City of Wilmington has completed plans for a project on Locust Street and Main Street under the American Recovery and Reinvestment Act (ARRA). The project entails resurfacing, pavement repairs, new curb, new sidewalks and new curb ramps along Locust and Main. This project is expected to sell in January 2010 and does not overlap with recommendations in this report.

Wilmington Safe Routes to School Action Plan Matrix

Strategy Type (5 E’s)

Strategy Detail

Time Frame Respons. Party

Status Estimated Costs

Possible Funding

Students Affected

Encourage Walking School Bus Coordinator to facilitate walking groups

Short Term WCS, City

$10,000 WCS, SRTS, Foundations

All

Educate Newsletter on Safe Routes WCS will publish newsletter of alternative routes and safe routes to schools

Short Term WCS Minimal WCS All

Enforce Expand Crossing Guard Coverage Place increased guard coverage at key locations corresponding to the key routes

Short Term WCS, City

>$50,000 WCS, City, SRTS

All

Evaluation Regular Surveying of Students and Parents

Short Term WCS Minimal WCS All

Engineer/ Educate

Denver Area Sidewalk Improvements High Street- Locust to Virginia Circle Virginia Circle- High to Lorish Kathryn- Prairie to Florence Vine- Lincoln to High

Short Term, Priority 1

City $247,400 SRTS, City, OPWC, etc.

Denver

Engineer Truesdell Sidewalk & Ped. Bridge Truesdell (southside)- Timber Glen to Randolph

Long Term, Priority 2

City $375,000 SRTS, City, ODOT, etc.

Holmes

Engineer Trail/Connections to Borror Middle School Preston, Peggy and Country Oaks to the school Howard and Thorne to the school

Mid Term, Priority 3

City $250,000 SRTS, City, etc. Borror Middle School

Engineer Columbus Street Sidewalks Columbus Street neighborhood, adjacent to East End


City $74,000 SRTS, City, etc. East End

Engineer Timber Glen to Southridge Trail/Connector


City $37,200 SRTS, City, etc. Holmes

Engineer Nelson Street Sidewalks Nelson- Truesdell to Mobile Home Park Truesdell- Nelson to Timber Glen


City $325,660 SRTS, City, OPWC, etc.

Holmes

Engineer/ Educate

Denver Area Traffic Calming Traffic calming measures along Florence, Kelly and Jenny


City $200,000 SRTS, City, etc. Denver

jwalcoff

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