HomeMy WebLinkAbout2012/01/24 Item 15TY COUNCIL
STATEMENT
~~~ CITY OF
CHULA VISTA
I/24/12, Item 1~S
ITEM TITLE: RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
CHULA VISTA ACCEPTING THE FI AL REPORT FOR THE
SENIORS, SIDEWALKS AND TAE NTENNIAL GRANT (TF-
380)
SUBMITTED BY: DIRECTOR OF PUBLIC WORKS
ASSISTANT DIRECTOR F ENG G
REVIEWED BY: CITY MANAGER
ASSISTANT CITY ANAGER ~7~
415THS VOTE: YES ^ NO
SUMMARY
Tonight, the City Council is asked to accept the final report of one of three American Recovery
and Reinvestment Act (ARRA) grant projects titled "Seniors, Sidewalks and the Centennial".
Over the past year, City staff and the consultant team of Safe & Healthy Communities
Consulting and Walk San Diego have been working on this project.
ENVIRONMENTAL REVIEW
The Director of Development Services has reviewed the proposed activity for compliance with
the California Environmental Quality Act (CEQA) and has determined that the activity qualifies
for a Class 6 categorical exemption pursuant to Section 15306 [Information Collection] of the
State CEQA Guidelines because the activity consists only of the approval of a report identifying
street locations in need of improvements that will increase the mobility of senior citizens and the
disabled. Thus, no further environmental review is necessary at this time. Although
environmental review is not necessary at this time, once the scope of individual projects to be
funded have been defined, environmental review will be required for each project and the
appropriate environmental determination will be made..
RECOMMENDATION
Council adopt the resolution.
BOARDS/COMMISSION RECOMMENDATION
On January 4, 2012, the Safety Commission voted 4-0-3 (Fuentes, Gove & Liken absent) to
recommend that Council accept the Final Report for the Seniors, Sidewalk and the Centennial
Grant.
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I/24/12, Item i S
Page 2 of 4
DISCUSSION
Grant background
Communities Putting Prevention to Work (CPPW) is a $372 million nationwide grant program to
combat obesity and tobacco use. The County of San Diego's Health and Human Services
Agency (HHSA) applied for this grant and was awarded $16.1 million under the obesity control
component of the program by the Centers for Disease Control through the American Recovery
and Reinvestment Act (ARRA). The County of San Diego HHSA partnered with San Diego
Association of Governments (SANDAG) to implement the components of this program related
to regional planning, active transportation and Safe Routes to School, providing a total of $3
million in grant funds. The grant programs are a component of the Federal ARRA effort to
provide economic stimulus funds.
On December 23, 2010, SANDAG announced a Call for Projects of $1.15 million in grants
available to all eligible cities interested in applying for the "Communities Putting Prevention to
Work (CPPW)" funds. This is a program of the County of San Diego Health and Human
Services Agency (HHSA) funded by the Federal Centers for Disease Control and Prevention
through ARRA.
The four grant opportunities available through the CPPW funds were as follows:
• Active Community Transportation (ACT) Grant
• Healthy Community Planning (HCP) Grant
• Safe Routes to School Capacity Building and Planning (SRTSCBAP) Grant
• Safe Routes to School Education, Encouragement and Enforcement
City staff identified three grants to apply for and on February 8, 2011 Council approved
submittal of the following three CPPW grants to SANDAG:
• Active Community Transportation Grant - "Seniors, Sidewalks and the Centennial"
• Healthy Community Planning Grant - "Cilantro To Stores"
• Safe Routes to School Capacity Building and Planning Grant - "STARTS".
The City of Chula Vista applied for and received the above three grants. The "Seniors,
Sidewalks and the Centennial" grant is funded with $50,000 from the ACT Grant Program.
"Seniors Sidewalks and the Centennial" Grant
The ACT grant program to implement the "Seniors, Sidewalk and the Centennial" grant focuses
on the senior community in western Chula Vista. The objective was to understand their issues
and then to work towards a healthier solution that improves the livability of seniors in the
community. In addition, the team held numerous workshops with the seniors to discuss their
specific needs for accessibility and nutrition. The goal of the workshops was to help the seniors
lead a healthier lifestyle. The workshops also focused on pedestrian issues and infrastructure
improvements with an emphasis on senior's specific needs in order to create a community
centered on active transportation for people of all abilities. Historically, the City has worked
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1/24/12, Item ;'S
Page 3 of 4
with elementary aged pedestrians, but has not had a study that focused on the needs of the senior
community.
On March 25, 2011, the SANDAG Board of Directors approved a recommendation for all three
City of Chula Vista grant submittals. A Notice of Award letter dated March 30, 2011 was
received for the "Seniors, Sidewalks and the Centennial" grant. On May 17, 2011, Council
approved funding appropriation for the "Seniors, Sidewalks and the Centennial" (TF-380) grant.
Work commenced on the "Seniors, Sidewalks and the Centennial" project in the spring of 2011
and the deadline for all work to be completed is by February 1, 2012. City Council approved a
new Capital Improvement Project (TF-380) on May 17, 2011.
For the Active Community Transportation (ACT) Grant, the identified project is the
development and implementation of "Seniors, Sidewalks and the Centennial," amulti-modal
transportation audit of seniors resulting in a series of prioritized pedestrian issues and
infrastructure improvements focused on seniors' specific needs, which will allow Chula Vista to
create a community centered around active transportation for people of all abilities. The project
budget was $60,000 of which the Federal funds will pay for up to $50,000 of eligible expenses.
The other $10,000 is for $2,500 in-kind contribution for the use of the Norman Park Senior
Center facility and $7,500 in City traffic engineering staff services.
Due to their unique knowledge and the ability to meet the requirements of the grant, consultants
Safe & Healthy Communities Consulting and Walk San Diego collaborated with City staff on the
grant, as per the grant application. The project team used adopted City documents such as the
2011 Bikeway Master Plan, the 2010 Pedestrian Master Plan and the 2007 & 20] 1 amended
Urban Core Specific Plan to help assess the needs of the senior community in western Chula
Vista and to help make recommendations that are consistent with the objectives of each of these
documents.
The recommendations made in the final report will be evaluated by City of Chula Vista
Engineering & Planning staff, and as applicable, will be brought forward to the Safety
Commission for disposition. Some of the recommendations call for additional pedestrian
improvements in western Chula Vista, such as enhanced crosswalks on Broadway, similar to
those already constructed on Fourth Avenue at Westby Street and at Orsett Street. Other
recommendations made by the senior community, such as tree trimming to provide better sight
distance and visibility or sidewalk repair issues have already been forwarded to the Public Works
Operations staff, since those are routine matters that do not require additional approvals.
As part of the education process, that for ease of use and forwarding service requests through a
central location, it was explained to the seniors that the City utilizes one phone number (619)
397-6000 with off-hour recording that they can use to leave service requests on. Many seniors
did not know what to do with these types of day-to-day service requests since they were not
aware of the City contact information.
The final report is attached (Attachment # 1) for the Council. The consultant team will be
providing a presentation of the project at this meeting.
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1/24/12, Item ~S
Page 4 of 4
DECISION MAKER CONFLICT
Staff has reviewed the decision contemplated by this action and has determined that the decision
concerns repairs, replacement, or maintenance of existing streets or similar facilities and,
therefore, there is not a material financial effect of the decision on the property holdings of the
City Council members pursuant to California Code of Regulations Sections 18704.2(b)(2) and
18705.2(b)(1).
CURRENT YEAR FISCAL IMPACT
There is no impact to the General Fund. Recommendations for future policy changes and public
right-of-way improvements will be evaluated and brought forward to the appropriate
Commissions with recommendations from City staff.
ONGOING FISCAL IMPACT
No ongoing fiscal impact has been identified. Report recommendations will be evaluated
individually and brought to the Commission(s) as needed.
ATTACHMENTS
1. Seniors, Sidewalks and the Centennial Final Report with appendices dated Jan. 2012
Prepared by: Francisco X Rivera P.E., T.E. Principal Civil Engineer Public Works /Engineering
J:IEngineerlAGENDAICAS2 01210 7-24-/21TF380 Seniors Sidewalks and the Centennial.doc
15-4
Seniors, Sidewalks and the Centennial
Draft Final Report
January 9, 2012
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City of Chula Vista
WalkSanDiego
Safe & Healthy Communities Consulting
This report was supported by the Cooperative Agreement Number 1U58DP002496-O1 from the Centers for Disease Control and
Prevention through the County of San Diego, Health and Human Services Agency. Its contents are solely the responsibility of the authors
and do not necessarily represent the official views of the Centers for Disease Control and Prevention.
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CITY OF
CHULA V1STA
Adopted per City Resolution # ,January 17th, 2012
Acknowledgements:
City of Chula Vista
Frank Rivera, Principal Civil Engineer
Jack Hurlbut, GIS Specialist
WalkSanDiego
Leah Ostenberg Stender, Program Manager
Kaley Lyons, Project Assistant
Safe & Healthy Communities Consulting
Tina Zenzola, Owner/Director
Natalia Clark, Project Associate
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I. Introduction
As part of their centennial year, the City of Chula Vista launched the "Seniors, Sidewalks and the
Centennial" project in Spring 2011. Aided by the consulting team of WalkSanDiego and Safe &
Healthy Communities Consulting, the project set out to identify the unique "walk and roll" needs of
seniors and the disabled and provide the City with recommendations on policy and infrastructure
improvements to increase senior and disabled mobility. The project used innovative strategies to
engage seniors and disabled advocates and helped the City make significant in-roads in
understanding and addressing the mobility needs of these important members of the community.
Specifically, the project focused on western Chula Vista, as this is the older part of the City that has
more pedestrian deficiencies, lower incomes, and a higher density of senior residents than the
eastern portion of the City. Western Chula Vista also offers more opportunity for improving the
pedestrian environment because of its grid street layout, infrastructure improvements already being
conducted by the City, and the City's interest in focusing on senior specific issues through this
project.
The City of Chula Vista received a Healthy Communities Planning Grant to implement the "Seniors,
Sidewalks and the Centennial" project from SANDAG (San Diego Association of Governments) as part
of Healthy Workss"', a countywide initiative making systems and environmental changes promoting
wellness and addressing the nationwide obesity epidemic. Healthy Works"' administered by the
County of San Diego Health and Human Services Agency, is funded through the U.S. Department of
Health and Human Services, through the County of San Diego.
II. Seniors, Health and Walkability/Rollahiliry
Neighborhoods that are safe, pleasant, and accessible to walk for transportation or recreation can
promote health and help reduce several major public health problems including: obesity, chronic
diseases, injuries, asthma, and health disparities. Senior and disabled pedestrians, in particular, need
health
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"It's impossible to walk or roll
safely to Henry's because of
the up and down of the
driveways."
-Chula Vista Senior
Project Team gets input from seniors
at Centennial Event booth
Page 4
a safe and accessible environment for walking and rolling. Seniors that walk and are physically active
have greater flexibility, muscle strength, balance, and bone density -- all of which help them fall less
often, recover more rapidly from illness and injuries, and live longer, healthier lives. A safe, walkable
environment provides seniors with access to basic necessities, including healthy food options. It also
increases mobility, which helps seniors and the disabled maintain their social networks and
connections, and continue to live independentlyJ.
Chula Vista's seniors have a number of critical health issues that would benefit from improved
pedestrian safety, walkability, and rollability. Seniors in the South Region of the County, which
includes the City of Chula Vista, have the second highest rate of death due to heart disease compared
to seniors in other regions of the Countyz. In 2007, the rate of death from heart disease among South
Region seniors was 928.0 (per 100,000 population) compared to 829.2 (per 100,000 population) for
the entire County3. South Region seniors also have the highest rate of death and the highest rate of
hospitalizations due to diabetes in the County (see graph at right). Those living with diabetes are at
~, significantly greater risk of going blind, having kidney failure, losing a limb, and dying.
Coronary Heart Disease
HHSA Regions, 2007 Deaths Among San Diego County Residents Ages 65 Years and Older,
South North Coastal North Central Central East North Inland Unknown County
Count 454 483 470 371 564 505 29 2,876
Rate* 958.2 828.0 639.9 857.7 1038.7 714.9 - 829.2
*Rates per 100,000 population Source: San Diego HHSA.
South Region's seniors are also being injured from falls at one of the highest rates in the County. In
2008, South Region seniors were hospitalized for falls at a rate of 2,090.2 per 100,000 population
J Sources: Jackson & Kotchtitsky. Creating a Healthy Environment. Monograph. Sprawlwatch. 2002; Robertwood Johnson foundation. Active for
Life, Physical Activity Fact Sheet.; Centers for Disease Control and Prevention. Pedestrian Injury Prevention Fact Sheet.
Z These statistics define seniors as those ages 65 and older.
3 County of San Diego, HHSA, Public Health Services, Community Health Statistics Units.
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compared to 1,950.2 per 100,000 for the County at-large4. This is the second highest rate in the
County and translates to almost 1,000 seniors hospitalized due to a fall. In general, falls, and the
injuries they cause, are one of the leading causes of death for seniors. They are also the main cause
that triggers the cascade of events leading seniors into long-term care.
To improve walkability for seniors and the disabled, their unique pedestrian needs and issues must
be considered. Decreasing vision and other physical impairments among seniors. means they need
sidewalks that are well lit, even and unbroken, wide enough for wheelchairs and walkers, and
appropriately placed curb ramps. Seniors are more likely to be hit in intersections, so longer crossing
times and "no right turn on red" restrictions can be implemented to provide greater safety. Seniors
and children are said to be the "indicator species' of a livable and walkable community. They are the
most vulnerable members of the community when streets and neighborhoods are not designed to
accommodate their unique needs and issues. Conversely, when a community is safe and accessible
for seniors and other vulnerable pedestrians, it is safe and accessible for everyone.
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III. Project Methods
Selection of Focus Areas
The project was designed to further narrow down the geographic area from all of western Chula
Vista to three focus neighborhoods within that portion of the City. This focused methodology allowed
the Project Team to hone in on locations where there were large numbers of senior residents and
where there was high need, with the goal of helping seniors live healthy lifestyles and maintain their
independence by becoming more mobile.
The three focus neighborhoods were selected through an in-depth geographical analysis of western
Chula Vista, including where seniors live, where they might walk to based on daily needs, and an
County of San Diego, HHSA, Public Health Services, Community Health Statistics Units.
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Page 6
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analysis of collision data to determine where it may be unsafe to walk or roll. More specifically, the
analysis involved the mapping of senior residential density (a pedestrian generator) and parks, senior
centers, healthcare facilities, libraries, places of worship, and public transit stops, which are
considered pedestrian attractors, or factors that would lead seniors to walk or roll in that area. The
Project Team mapped these generators and attractors along with five years of data on pedestrian
injuries and death among seniors 65 years of age and older.
Using the map (see right), the team identified areas with the most potential for high numbers of
senior pedestrians, areas where there have been numerous collisions involving seniors, and locations
with public gathering places that are easily accessible for seniors and disabled residents. Based on
these factors, three neighborhoods were selected as the focus areas, but outreach efforts were also
conducted to engage seniors and disabled residents from outside of these focus areas. The selected
focus areas include: the northwestern neighborhood bounded by Interstate 5 to the west, E St to the
north, Fourth Avenue to the east, and J Street to the south; the northeastern neighborhood bounded
by Fourth Avenue to the west, E Street to the north, First Avenue to the east, and l Street to the
south; and the southern neighborhood bounded by Interstate S to the west, Palomar Street to the
north, Hilltop Drive to the east, and Main Street to the south. Please note, the terminology used for
the focus areas herein is also used in the General Plan and the Urban Core Specific Plan, but are
defined by different boundaries than these other City documents.
Outreach, Senior Engagement, and Workshops
To identify and engage key organizational stakeholders, the Project Team researched and gave
presentations or communicated with a variety of public agencies and community-based
organizations that work with or provide services to local seniors and disabled residents. This
included, for example, the South Region Community Action Network (SOCAN), the regional office of
San Diego County Health and Human Services Agency, and the local chapter of AARP.
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Kick-Off Event held at
Norman Park Center
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Project Kick Off
On July 14, 2011, the project was launched with a workshop at the Norman Park Senior Center. Over
30 participants made up of seniors, community organizations, the health department, and senior
advocates attended the event. Participants learned about the purpose and scope of the project, the
characteristics of a walkable community, and the physical and mental health benefits that seniors
and those with mobility impairments receive from living in communities that are safe and accessible
to active transportation. Assertive Healthcare Services generously sponsored a lunch for attendees.
All project workshop presentations and materials were provided in both Spanish and English.
First Neighborhood Workshops
The project reached out to seniors where they live, work, and play. Over 120 seniors and caretakers
of persons with disabilities participated in the first neighborhood workshops, or roving mapping
workshops, held at six residential, recreational, and day care sites in western Chula Vista. Locations
included the Salvation Army Church Senior Lunch, Seniors on Broadway Apartments, Silvercrest
Senior Apartments, Our Lady of Guadalupe Church Senior Lunch, The Arc of San Diego Starlight
Center, and Pacific Pointe Senior Apartments. Participants were presented with a brief introduction
to the benefits of walkable and rollable neighborhoods and the elements that make a community
walkable/rollable. Participants were also educated about existing city plans, including the General
Plan, the Pedestrian Master Plan, and the Urban Core Specific Plan for Downtown and the need to
have the 'senior footprint,' or input specific to senior and disabled residents to ensure the City is
more walkable and rollable for all residents. After the presentation, participants were given
neighborhood maps and asked to record the barriers they personally encounter on their
walking/rolling route as well as where they currently walk/roll. The Project Team worked with
residents one-on-one and in groups during workshops to accurately capture where they have
difficulty walking/rolling and what barriers make those routes difficult.
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Using skreek maps of their
neighborhoods, participants
mapped their walking routes, key
community destinations, and the
walk and roll problems they
encounter along the way.
Page 8
Photovoice
Five senior volunteers participated in an activity called "photovoice;' where they set out to
photograph the way they see their neighborhood and to talk about the photos from their point of
view, or using their "voice." Armed with disposable cameras, the senior volunteers highlighted some
of the most pressing issues in the walking, rolling, and transit environments in their neighborhoods
and developed short descriptions of the safety, access and other walkability barriers they face on a
daily basis. See Appendix C for the full set of Photovoice photos and comments.
Second Neighborhood Workshops
In October, seniors and disabled residents and stakeholders were gathered for a second round of
workshops to prioritize the locations and mobility issues identified during previous workshops and to
learn about potential solutions to these walkability barriers and how to advocate for these solutions.
Participants were educated on traffic calming techniques, infrastructure improvements, and
~'' programmatic strategies for improving walkability and then voted for their highest priority locations
I
w to show their support for improving the walking, rolling, and transit environments at these locations.
Participants were also provided with a brief summary of steps to walkability advocacy and how to
stay involved in the project.
Report Unveiling and Celebration
On December 7, 2011, the Seniors on Broadway complex hosted a celebration where the project's
draft policy and infrastructure recommendations were presented to participants. Over 30 seniors,
advocates of persons with disabilities, and community organizations attended and provided final
input to the project. Participants learned about advocacy strategies and how to follow up regarding
implementation of the project's recommendations. As part of the celebration, participants learned
about and practiced personal safety tips and how to stay safe when walking from the Chula Vista
Police Department. Also, Ms. Kristin Smith from the County of San Diego Aging and Independence
Services shared tips with participants on vital aging and how to live healthier and more physically
active lifestyles.
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Page 9
Seniors participated in Phntavoice
to document their point of view
Over fifty-five seniors and disabled
representatives provided individual
input or attended the second
neighborhood workshops
police officers demonstrate safety
techniques during the Celebration
Seniors review the process and
draft recommendations at the
Report Unveiling and Celebration
J
Analyses and Development ofRecommendations
Based on all input received, the Project Team created a set of infrastructure and policy/design
recommendations that reflect the needs of the senior and disabled populations and delineate
solutions that make it easier to walk or roll.
The process of establishing infrastructure recommendations began by gathering community input
regarding problem locations and general walkability barriers during the first neighborhood
workshops and putting this information into alocation/problem format for subsequent voting. On
the maps used to collect the input, residents mentioned several barriers to walkability in the same
location. Rather than grouping all of these issues together for prioritizing, the Project Team's method
was to separate out the individual issues at that location so participants could vote based on the
issue that was most important to them. If the issues had been grouped together by location, the
voting would reflect the location more than the specific issue, which the Project Team felt did not
serve to inform the policy and design recommendations created subsequently. The comments were
also divided into several overarching themes for better organization and participants were asked to
vote on their top priorities during the second neighborhood workshops.
Once resident priorities were established for each neighborhood, the Project Team developed
recommended solutions based on community input and best practices and submitted this to the City
to identify implementation measures that could be employed. Once the highest priority walkability
barriers and their locations were established, they served to inform policy and design
recommendations to be incorporated into several of the City's existing plans.
Establishing policy and design recommendations with the senior and disabled point of view involved
an analysis of numerous existing city plans, policies, and design standards and comparing the existing
language with the input received from residents and research on best practices for senior walkability
and mobility. The Project Team made recommendations for amendments to City policies and design
standards in cases where the existing language does not adequately, or could more comprehensively,
consider the unique needs of the senior and disabled populations. Working with the City, documents
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Page 10
reviewed include a staff working draft of Complete Streets revisions to the General Plan Land Use
and Transportation Element, the Pedestrian Master Plan, Draft Pedestrian Design Guidelines, Urban
Core Specific Plan, and a Memo titled "Accommodating Bicycles on Broadway' stemming from a
study conducted by outside consultants.
IV. Findings
While analyzing the locations and walkability issues heard during outreach activities, several themes
emerged. Seniors and disabled residents grouped some walkability-related issues together under a
broader theme as a way to analyze and organize into a bigger picture the types of barriers regularly
faced. The themes uncovered throughout the workshops include: sidewalks, street crossings,
landscaping maintenance, transit stops, behavior (of drivers, cyclists, and pedestrians), and
neighborhood design, which encompasses elements such as pedestrian-scaled lighting, shade, and
f
~' adequate seating for seniors to rest. The Project Team used these themes to organize community
v, input and to determine the locations and issues to address when making recommendations to the
City for design improvements and policy amendments. These overarching themes were also used to
give context during the workshop voting exercise by organizing the comments under each theme and
allowing participants to vote for their top priorities within each.
Location Priorities and Infrastructure Recommendations
Below are the top priorities and recommended improvements for each focus area. The
Infrastructure Recommendation Matrix, included as Appendix A, includes all top priorities and
recommendations for each project area.
Northwest Focus Area
Based on voting by participants in the Northwest focus area (I-5/E St/Fourth Avenue/J Street), the
top priority is speeding and high volumes of traffic along the Broadway corridor, with specific
mention made of Broadway between K Street to L Street. Residents suggested speed bumps, but the
-stti-' heoltht `` "°" '~`
nay , ,.I ~ ~t HHSA ~~~- ,,,,~~.,,~,~,;;;t~,.
~u
SanOtego
"There are no sidewalks
on either side of-the bus
stoq. No shade. It's an
ugly dirt lot with
overgrown weeds. "
-Chula Visfa Senior
Page 11
A Photovoice photo reveals
missing sidewalks that are
difficult to navigate for seniors
and impassable for the disabled
rn
Project Team offered several other possible solutions to the City, including a road diet, striping the
parking lane, adding a bike lane, and/or installing a landscaped median, all designed to slow cars
down and make the street safer for pedestrians. The City mentioned that this specific location is
addressed in the Urban Core Specific Plan (UCSP) as well. The improvements described in the UCSP
include sidewalk and marked crosswalk improvements, the addition of bike lanes, and possibly
narrowing the travel lanes or installing medians in some locations. These would support
recommendations put forth in this report. The second highest priority that came out of the
Northwest neighborhood was the need for a crosswalk on Broadway at the south leg of the
intersection with Sierra Way. Residents indicated that vehicles often speed through this intersection
and frequently make U-turns on Sierra Way where there is no marked crosswalk, making them feel
unsafe. The Project Team suggested adding a marked crosswalk and signage making it illegal to make
a U-turn on Sierra Way at Broadway. The City indicated that they will conduct a crosswalk study per
Council policy to make a recommendation and potentially send this to the Safety Commission as well.
Street crossings were frequently mentioned as a barrier to walkability throughout all of the
neighborhood workshops.
Northeast Focus Area
The highest priority for the Northeast focus area (Fourth Avenue/E Street/First Avenue/L Street) is
the sidewalk along Third Avenue from H Street to K Street as utility boxes and plaques (utility lids)
have caused breaks in the sidewalk and made the pavement uneven throughout the corridor.
Undergrounding utility boxes and plaques and repaving the sidewalk will eliminate these barriers to
walkability along Third Avenue. While this takes a considerable amount of time to accomplish
throughout the City, staff has indicated that specific conflict locations for utility boxes can be
mentioned to utility companies for relocation at the City staff's monthly meeting with the utility
companies. This was reported back to the project participants at the December celebration and
report unveiling as an encouraging indicator of walkability improvements to come. The second
highest priority identified by residents is the intersection of Third Avenue and H Street. Participating
seniors indicated that the street is very wide and the signal timing is too fast to provide enough time
,,:.., heal," ~~HHSA wA~ „~~R,~P.,~r.~,
x~ SANDAG ~..b~~",z~~ ~,,,a,~;:~~~~„
M ~m nse :c zna.•_.
"No midblock crossing on
Broadway between K and
L St, t have to wali< alt fhe
way down to cross at the
sight."
- Chuta Vista Senior
Page 12
Utility lids and boxes create
uneven surfaces, making it
difficult to walk and roll
I
J
J
to cross the street. In addition to increasing the signal timing, the Project Team suggests installing a
landscaped median to shorten the crossing distance and provide a refuge for pedestrians who cannot
cross the street in one walk signal cycle. The City indicated that Traffic Engineering staff will
investigate the intersection.
South Focus Area
Residents of the South focus area (I-5/Palomar Street/Hilltop Drive/Main Street) indicated a specific
intersection with visibility issues as their highest priority. According to workshop participants, the
stop signs at the intersection of Nolan Avenue and East Palomar Street are difficult for drivers to see
because of an overgrown tree on one side and a bus stop covering up the stop sign on the other side.
Residents suggested installing a traffic signal at this location, as the stop signs are difficult for drivers
to see. The Project Team recommends installing a high visibility marked crosswalk at the intersection
and trimming the tree in addition to conducting a study to determine the potential for installing a
traffic signal, as suggested by the community. The City indicated that using the City Council adopted
Crosswalk Policy, they would evaluate the location for potential improvements and refer the
landscaping issue to the Public Works Yard. The neighborhood's second highest priority is a lack of
frequent pedestrian crossings on Broadway between Oxford and Palomar Streets and on Oxford
Street just east of Broadway. This area is a frequent destination for seniors and disabled residents,
but requires pedestrians to walk all. the way down to one of the lighted intersections to cross,
increasing the trip length and making it difficult to walk or roll safely.
The South focus area includes the Palomar Gateway District where the City has already been
conducting infrastructure and planning work, including a Mobility Study for the Palomar Gateway
District Specific Plan. This study will include recommendations for improvements to mobility in that
area that will benefit pedestrians. The draft study was discussed but not reviewed for this project
due to timing.
\\t/~ ~, heolth ~C$.HHSA ~A~ t~r~.u iir.v rm..
f T
SpnO ego ~®
tlIYIX t ~ ti+f. y v __ ..
"Here coming from
Palamar the cars enter
very fast. You have to be
very careful becatcse the
cars don't use their signal
cxnd drive as if they were
an a freeway."
- Ehula Vista Seniar
Page 13
Draft policy and design
recommendations were
presented at the final workshop
Policy and Design Recommendations
The policy and design recommendations have been organized into a matrix for the City to review and
incorporate into existing and future documents. The Policy and Design Matrix, included as Appendix
B, includes the full list of recommendations.
The City is currently embarking on development of draft Complete Streets policy language for
incorporation into the General Plan Land Use and Transportation Element. The Project Team
reviewed an early working draft of the Complete Streets policy language (dated November 2011) and
provided recommendations for addressing senior and disabled-specific needs, which will also serve
to enhance the overall goal of Complete Streets and multi-modal transportation. In effect, a
Complete Streets policy, if adopted, has the potential to greatly improve safety and mobility for
Chula Vista's senior and disabled residents. Nevertheless, the report provides several
recommendations for policies and language changes to the .Complete Streets Land Use and
Transportation Element working draft, including: update the City's Subdivision Manual and other
~ relevant City roadway design standards to incorporate the unique issues .and needs of seniors and
~ include senior pedestrian design elements in the proposed Complete Streets Design Guidelines.
Additionally, a key recommendation is to revise policies and language in the Southwest Area Plan to
incorporate seniors/disabled pedestrian needs, such as safer and more frequent street crossings,
safe sidewalks, and longer crossing times.
Amendments to policies contained within the Pedestrian Master Plan were also recommended to the
City, including: instituting maps and directional signage designed for those with declining or impaired
vision around major transit stops as public transit is often a primary form of transportation for
seniors and disabled residents. Residents also suggested an innovative idea that would be new to
Chula Vista: establishing a "Senior Zone" with additional regulations near senior facilities and senior
centers. This recommendation is reflected in the policy recommendations for the Pedestrian Master
Plan as a new objective (Appendix B - P.16) and it is an infrastructure recommendation (Appendix A-
Northeast recommendation 1.1) in the Northeast focus area's prioritized list. In a Senior Zone,
sidewalk users would be required to be on foot or using an assistive mobility device and cannot
~A~// heolih tt. in tinrvwn
., n':~~,. tea".-.. ~•~,~ _~ e_ .._,,_. SanDleBo
"Intersection timers are
not lung enough
to cross safely."
- Chula Vista Senior
Page 14
J
CD
bicycle, skateboard, or ride a scooter. Signal timings would be longer at street crossings, and speed
limits would be lower. In addition, transit stops would have shelters to protect seniors as they wait,
and intersection signals would have push buttons and pedestrian countdown timers. After learning
from residents the routes they regularly take and destinations they regularly walk or roll to, the
Project Team determined that the Senior Zone would extend for two city blocks, or one-half mile,
around senior facilities and senior centers to increase the safety and comfort of older pedestrians
near where they live and congregate. Although a Senior Zone policy would be new to the City of
Chula Vista, it has been implemented in cities around the country, including Atlanta, Georgian. Other
cities are also implementing similar programs such as Portland's Safe Routes to Senior Centers and
New York City's SafeSeniors that focus on short term solutions to improve safety, such as increased
signal timing and paring back landscaping, in clustered areas near where seniors congregate. In
addition to increasing safety, establishing a Senior Zone policy also assures that the City is in
compliance with several Federal documents that outline procedures for creating senior-friendly
transportation programs, including: FHWA Road Safety Audit Guidelines, Highway Design Handbook
for Older Drivers and Pedestrians, the Manual on Uniform Traffic Control Devices for Streets and
Highways, Safe Mobility for a Maturing Society: Challenges and Opportunities, and Travel Longer: A
Pocket Guide to Improve Traffic Control and Mobility for Our Older Population. A Senior Zone policy
could be established within the geographic boundaries of the Urban Core Specific Area, as the goals
of each are similar.
A review of the Draft Pedestrian Design Guidelines and comments heard from senior and disabled
residents also informed a set of design recommendations for the City to incorporate into their
pedestrian policies and design standards. The Draft Pedestrian Design Guidelines, as part of the
Pedestrian Master Plan, are intended to create a safe and inviting environment for pedestrians
throughout Chula Vista. These guidelines are an improvement over the minimum standards, but it
was not until this project that the City worked closely with senior and disabled residents and
caretakers to determine what their unique mobility needs are and what locations, policies, and
5 City of Atlanta Ordinance q08-0-2427; Senior Zone Policy
~lS/l sa u u
x a. SanDleAa fi>?ni;ia~i lies
h~°'`h ,, ~HHSA
.... m14~--.. ~ ,~a4 se roc ~arx7
"There are no buttons for
the pedestrian signal."
- Chula Vista Senor
Page 15
A Photovoice photo indicating
that there are no push buttons [o
activate the walk signal
I
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0
design standards should be addressed to eliminate barriers to walkability and rollability. The resulting
policy and design recommendations include both amendments to existing language and proposals for
new language. One of the new design recommendations is to include advance stop bars behind
crosswalks at intersections with a large turning radii and diagonal curb ramps aimed at the center of
the intersection, to help wheelchair users navigate the curb. At corners where other infrastructure
changes such as curb extensions cannot be made, advance stop bars can be used to deter drivers
from stopping in the crosswalk, which makes it difficult for wheelchairs to cross the street safely. By
incorporating this design recommendation, the City can improve the pedestrian experience in many
busy locations.
While the Urban Core Specific Plan was designed to create a walkable downtown, this report
provides recommendations that, once implemented, will further enhance the pedestrian
environment and, in particular, will ensure that the needs of senior and disabled pedestrians are
addressed. Key recommendations call for ensuring safe sidewalks on F Street and H Street by
reducing lane widths and using this saved roadway space to create separated bike lanes. Related to
this, another recommendation calls for increasing the minimum sidewalk width to 8 feet for the
pedestrian through-zone in commercial areas.
Although not an adopted plan as those above, the Project Team also reviewed a memo to the City of
Chula Vista, "Accommodating Bicycles on Broadway," because the recommendations in the memo
relate to walkability issues on Broadway that were raised during workshops. The memo came as a
result of a Healthy Transportation Network Technical Assistance Grant where a field visit was
conducted by Healthy Transportation Network staff to determine the feasibility of accommodating
bicycles on Broadway. Recommendations include installing class 2 bicycle lanes on Broadway from C
Street to Main Street, based on the following observations:
"Bicyclists are already traveling along Broadway ... Traffic volumes and vehicle speeds are too high on
Broadway for bicyclists to share the lane with motorists ... Therefore, bicyclists most often ride on the
sidewalks which presents serious hazards at intersections and degrades the pedestrian environment."
^tNr ~v
~'~` DAG ~ _~ ~ sir „~, . n,>,~ ~,~,
health lt.HHSA ---
-c-~p^- r SPnDlega uomKriirs
CHUTAVIAA '~,~ ~^•..r., +~s:..~ .,ear ~
"We need a flashing light
because drivers don't see
the stop sign on bath
sides of the street becaase
the tree is covering one
side and the bus stop
savers the otherside."
-Starlight Center Staff
Page 16
Workshop participants reviewing
draft policy and infrastructure
recommendations
According to community input, seniors experience difficulty walking on Broadway because of
speeding cars, blocked sight lines due to on-street parking, infrequent pedestrian crossings, and
bicycles on the sidewalks. Installing bicycle lanes as recommended could make Broadway safer for
senior pedestrians by slowing cars down, removing some on-street parking, and ensuring that
sidewalks are used only by pedestrians. While installing bicycle lanes on Broadway is consistent with
the City adopted Urban Core Specific Plan from C Street to L Street, the City has indicated that
implementation will most likely occur over time and in phases. Public input from the Broadway
Business Association, the Safety Commission, and the City Council will also be an important aspect of
implementation. While a phased approach to implementation is not ideal, it is appropriate and will
still result in a connected corridor of bicycle lanes if done in a progressive manner. The Project Team
recommends a connected approach to implementation wherein the City start at one end of the
Broadway corridor and continue installatioh in consecutive phases and in as few phases as possible,
ensuring the safety of cyclists throughout the corridor.
N
J V. Stepping Beyond Infrastructure and Policy
While a large part of improving walkability is focused on policy and infrastructure change as outlined
above, there are also programmatic steps that can be taken to increase the number of people
exploring the City on foot and improving the health of residents. Often it is these education and
encouragement programs to get people walking that can begin right away while infrastructure and
policy changes take longer. The Project Team worked with many engaged seniors who are interested
in beginning regular walking routines in their Chula Vista neighborhoods to improve their health.
Aside from uncovering walkability and safety concerns senior and disabled residents face, this Project
has also educated residents about the importance of walking and how to walk and roll safely in their
communities. The next step for the City in continuing these efforts could include creating city maps
that outline suggested walking routes that comply with the needs of senior and disabled residents.
Walking groups could also be seeded from workshop participants interested in walking with others
~~vi healthu, "'
~ f ~univurrir.
~:HHSA --~
amc[ ~. ' ,o- se. mss.-~e+~-, 3anD~ego
'?'m riot sure where it
would be safe to wat/c."
-Chula Vista Senior
Page 17
Walking Trail Map of Discovery
Park in Chula Vista
for an increased sense of security. Outreach can be done utilizing sign-in sheets and contacts at each
of the workshop locations to disseminate information about walking maps and to develop walking
groups among participants. Continuing with these next steps could increase the number of seniors
regularly walking in Chula Vista, therefore improving the health of the City's residents, one of the
main goals of the Project.
Vl. Appendices
A. Infrastructure Recommendation Matrix: Details the locations, issues, engineering solutions and
implementation measures for each target neighborhood
B. Policy and Desi>;n Recommendation Matrix: Details the recommended changes to existing policies
and plans and/or new policies
J
~I C. Photovoice Input: The photos and comments from five senior volunteers who photographed their
N
N walking environment
D. Workshop Comments: A complete list of senior comments collected during all workshops
E. Outreach Materials: A compilation of all flyers used for outreach
F. Memorandum "Accommodating Bicycles on Broadway": The memo the Project Team responded to
in Section IV Findings
G. Atlanta Ordinance 08-0-2427; Senior Zone Policy: The ordinance from the City of Atlanta on their
senior zone policy
This report was supported by the Cooperative Agreement Number IU68DP002496-O1 from the Centers for Disease Control and
Prevention through the County of San Diego, Health and Human Services Agency. Its contents are solely the responsibility of the authors
and do not necessarily represent the official views of the Centers for Disease Control and Prevention.
{(/ cz ru acr -
health ~ S,rF c nr:,u me Page 18
i/SANDAL ~ ~~ s~"~a~~ ~HHSA ~r~ r ,,,,r,~,~r,
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Appendix A:
Infrastructure Recommendation Matrix
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Appendix A
Infrastructure Recommendations: Seniors, Sidewalks, and the Centennial
The following infrastructure recommendations are based on two key sources: high priority locations identified by senior and disabled participants in the
"Seniors, Sidewalks, and the Centennial" project and research on best practices in designing for older adults and those with mobility impairments in
coordination with the City of Chula Vista's Engineering Department.
.Northwest Focus Neighborhood: I-5/E St/4th Ave/J St
Number
Location
Problem
Solution
Implementation Measure
of votes
Community suggested speed bumps; we
recommend other traffic calming Urban Core Specific Plan (UCSP) calls
Broadway corridor (K measures: narrow travel lanes, install for additonal pedestrian
Street to L Street Treated as a freeway with too many class II bike lanes, a landscaped median, improvements, bike lanes, narrower
I.1 16 votes
mentioned
cars going too fast
and a raised midblock crosswalk
lanes and/or medians. Will evaluate,
specifically) between K and L Streets. Also but some on-street parking will have
recommend establishing a Senior Zone to be removed.
similar to Atlanta, GA (see Appendix G).
Cars traveling SB on Broadway turning Will conduct a crosswalk study per
left onto Sierra Way cross the Council policy and make a
1.2
9 votes 56 crossing of Sierra
intersection incredbilyfast or use the
Evaluate need for crosswalk in the area.
recommendation. Could be sent to
Way at Broadway street as a place to make a U-turn; Safety Commission for a
needs a crosswalk recommendation.
Residents must walk long distances to
attend worship services because there
Refer to Chula Vista Transit &
13 8 votes (General) aren't any good bus schedules on MTS -bus schedules
Metropolitan Transit System staff.
Sundays. St Rose of Lima at Third Ave
and H St was mentioned specifically
No marked crosswalk and there is not Paint marked crosswalk; increase signal Will investigate each request and
1.4 7 votes Broadway and K St
enough time to cross
timing
make any needed changes.
Appendix A Page 1
Northwest Focus Neighborhood: I-5/E St/4th Ave/J St
Number
Location
Problem
Solution
Implementation Measure
of votes
Install pedestrian scaled lighting, trim Alleys do not provide room for street
I.5 7 votes Alley just south of K St Residents feel the alley is dangerous any landscaping that may block views, lights, other than on power poles.
off Broadway
make sure alley is maintained
Owners should consider.
Install bulbouts at intersection crossings With UCSP, need to provide bike
On Broadway from I St Too many cars parked on the street and chokers at any midblock crosswalks lanes and medians and narrower
1.6 6 votes
to L St
that obstruct the view when crossing
to increase the visibility of/for
lanes will eliminate some on-street
pedestrians parking.
Will conduct a crosswalk study per
No midblock crossing between K St and Raised midblock crosswalk with flashing Council policy and make a
1.7
5 votes Broadway between K L St; residents must walk all the way lights that lines up with the bus stop on
recommendation. Could be sent to
St and L St down to cross at the light to get to the west side of Broadway between K St and Safety Commission for a
I bus stop across the street L St recommendation.
Ambulances use Broadway coming
Routes are selected based on
1.7
5 votes Broadway coming from L St when they could take H Determine how route choices are
minimizing response times to calls.
from L St instead, its noisy all day and night selected No changes proposed.
because of the ambulances
1.7
5 votes K St from Madison
Not enough lighting for pedestrians Install pedestrian scaled lighting along K
Lighting provided at intersections.
Ave to Third Ave St
Broadway from J St to No pedestrian scaled lighting and its Install pedestrian scaled lighting along UCSP may require additional lighting
1.7 5 votes K St too dark Broadway along Broadway.
Make seniors/disabled aware of other Grade is steep near C Street.
1.7 5 votes Fifth Ave from D St to High grade, too steep, can't walk with routes to take that do not require Topography does not allow changes
F St walker walking/rolling up hill to be made.
Broadway between F
Slanted and angled driveways are Redesign driveways according to
With redevelopment projects, newer
1.7 5 votes St and G St difficult to walk with a walker FHWA/ADAAG accessible design driveways are required.
recommendations
Appendix A Page 2
Northeast Focus Neighborhood: 4th Ave/E St/1st Ave/L St
Number
Location
Problem
Solution
Implementation Measure
of votes
Utility boxes caused breaks in the Specific conflict locations for utility
Third Ave from H St to sidewalk, a utility plaque on the ground Underground utility boxes, remove boxes can be mentioned by City staff
1.1 50 votes
K St
lifted the sidewalk, and there is uneven
utility plaque, and repave sidewalk
to utility companies to relocate at
pavement through the corridor our monthly meeting with them.
Intersection is too wide and the signal
Increase signal timing and install
Traffic Engineering staff to
1.2 36 votes Third Ave and H St crossing is too fast, it does not provide
landscaped median
investigate.
enough time to cross
Feel it's impossible to walk or roll safely
Redesign driveways according to Any new project requiring a
1.2 36 votes Third Ave from H St to to Henry's because of the up and down FHWA/ADAAG accessible construction permit will reconstruct
J St of the driveways and drivers blocking recommendations driveway to new design standards.
I the sidewalk as they wait to pull out
Curb is all red in front of the building, As part of Silvercrest project
residents request yellow curb for safe approval, long term striping plan for
1.4 26 votes 636 Third Ave
loading/unloading of seniors and/or This was part of the building permits
Third Avenue is to provide a center
handicap parking two-way left turn lane.
I.5
22 votes Henry's Market at Overgrown landscaping, the trees Contact owner regarding landscaping
City to make contact with owner.
Third Ave and J St protrude into the sidewalk maintenance
Establish a Senior Zone similar to
Atlanta, GA (see Appendix G) and add
Traffic Engineering staff will
signage to increase awareness of senior
investigate all requests and provide
Third Ave between I St Cars drive too fast, slow down traffic presence; traffic calming possibilities:
I.5 22 votes
and J St
for "Senior Zone"
narrow the travel lanes, stripe the recommendations on each. Will
consider report to Safety
parking lane, add a bike lane, and install
landscaped median throughout the Commission.
corridor
Appendix A Page 3
Northeast Focus Neighborhood: 4th Ave/E St/1st Ave/L St
Number
Location
Problem
Solution
Implementation Measure
of votes
Traffic Engineering staff will
Third Ave between I St Large volume of people cross busy
Install raised high visibility crosswalk
investigate request and provide
1.7 21 votes
& J St Third Ave midblock (jay walk) because
midblock between I St and J St
recommendation to Safety
the bus stop is directly across the street
Commission.
Driver behavior: advanced stop bars
exist but drivers invade the crosswalk
Third Ave and J St
and pedestrians have to wait for the
Increase signage to explain the advanced
Will discuss with Chula Vista Police
1.8 18 votes eastbound from J St next walk cycle to cross because cars stop bar; increase enforcement of Department regarding additional
turning right onto black the curb ramps and can't get drivers invading the crosswalk enforcement and signage.
Third Ave
down while using scooter; no
enforcement
South Focus Neighborhood: I-5/Palomar St/Hilltop Dr/Main St
Number Location Problem Solution Implementation Measure
of votes
Drivers don't see the stop signs on both Trim trees on south side of the street;
Will evaluate location for
1.1 26 votes Nolan Ave at Palomar sides of the street because a tree is install high visibility crosswalk or traffic improvements. Tree trimming will
St covering one side and a bus stop covers signal if appropriate. Flashing light was
be referred to Public Works Yard.
the other side suggested by residents.
There are infrequent pedestrian Will conduct a crosswalk study per
Broadway between crossings on Broadway between Oxford Council policy and make a
Palomar and Oxford and Palomar Streets and on Oxford just recommendation. Could be sent to
1.2 18 votes
Streets and Oxford St
east of Broadway; pedestrians must High visibility midblock crosswalks
Safety Commission for a
east of Broadway walk all the way down to one of the recommendation. This corridor is
lights to cross also ranked #13 in the PMP.
Moss St near the San Grant submittal was not approved.
1.2 18 votes Diego Country Club There is only dirt, no sidewalk Install sidewalk Will look for funding again.
1.4 13 votes Palomar St Corridor Bus stops need shelters/roof MTS -install bus shelters Refer to Chula Vista Transit/MTS.
Appendix A Page 4
South Focus Neighborhood: I-5/Palomar St/Hilltop Dr/Main St
Number
Location
Problem
Solution
Implementation Measure
of votes
Palomar St from Draft Palomar Gateway Mobility Plan
I.5 11 votes Industrial Blvd to Sidewalk is too high to step up safely Repave sidewalk to recommended makes recommendations for
height of 6 inches
Broadway sidewalk improvements.
1.6 9 votes Oxford St east of Missing segments of sidewalk Install sidewalk This block is under design.
Broadway
Broadway and Cars turn on red, making it difficult and Make the intersection "No right turn on Will investigate and discuss
1.6 9 votes
Palomar St
unsafe to cross
red"
enforcement with Police Dept.
Third Ave and Oxford No shelters and not enough seating at MTS -install bus shelters and additional
1.6 9 votes St (near Jimmys Will refer to MTS.
the bus stops and trolley stops seating
restaurant)
Will refer to SANDAG/MTS.
I Palomar St Trolley SANDAG/MTS -determine accessibility
6 9 votes Restroom location Restrooms not typically installed at
Station requirements for disabled persons
Trolley Stations.
Corner of Palomar St This location is ranked as Priority it1
1.10 8 votes and Orange Ave (Bus No sidewalks on either side of the bus Install sidewalk in the Pedestrian Master Plan -
Stop 712) stop Palomar Street Corridor
Appendix A Page 5
N
CO
Appendix B:
Policy and Design Recommendation Matrix
Al((~ _
}7C.IJ~1~1 tier .N~m.un'
Appendix B
Policy Recommendations: Seniors, Sidewalks, and the Centennial
The following policy recommendations are based on two key sources: priority pedestrian design issues and mobility needs expressed by senior and disabled
participants in the "Seniors, Sidewalks, and the Centennial" project and research on best practices in designing for older adults and those with mobility
impairments.
,Working Draft Complete Streets Language and General Plan Land Use and Transportation Element
Senior Pedestrian
Design Element Policy Recommendation Location in Document or Plan
Addressed
Neighborhood Update City of Chula Vista Subdivision Manual and other relevant City roadway standards to
5 Roadway Classifications (p. 66)
5
P.1 Design incorporate senior pedestrian design needs and to reflect proposed Complete Streets policy. .
Neighborhood Include/reinforce reference to providing connections to community centers and healthcare
5.8 Pedestrian Sidewalks, Paths,
P.2 facilities (in addition to what is already stated) as these are frequent destinations for the senior and Trails (p
63)
Desi n
g population. .
Neighborhood Include reference to seniors, in particular, needing appropriate housing within walking distance of 7.1 A Balance of Uses, Policy LUT
P.3
Design
public facilities, services and other amenities.
1.7 (p. 70)
Neighborhood Address the unique needs of senior/disabled pedestrians in the proposed Complete Streets Design 7 5 Enhancin Communit Ima e
g y g
P.4 Guidelines. Incorporate senior/disabled pedestrian design elements identified in the Seniors, LUT 6
5 76
(p )
Design Sidewalks and the Centennial report. .
Street Crossings, Include senior/disabled mobility factors in the new Growth Management thresholds for 7.5 Enhancing Community Image,
P.S
Sidewalks
multimodal transportation. LUT 6.5 76
(p• )
Include language that notes the need to also address the unique needs of senior/disabled 7.6 Linking Chula Vista Internally
P.6 Street Crossings pedestrians with regard to the traffic signal system (e.g., size of pedestrian signal large enough to and to the Region, Objective LUT
be seen across the street by a pedestrian with declining vision). 13, Policy 13.2 (p. 82)
Appendix B Page 1
Working Draft Complete Streets Language and General Plan Land Use and Transportation Element
Senior Pedestrian
Design Element Policy Recommendation Location in Document or Plan
Addressed
Sidewalks; Clarify bike lanes/paths as the allowable locations for use of "battery operated three- and four-
7.8 Improving Vehicular and Transit
P.7 Pedestrian, wheeled vehicles" and "personal mobility devices". Use of these devices on sidewalks affects
Mobility, LUT 21.11 and 21.12 (p.
Bicyclist, Driver senior/disabled safety. Develop a policy regarding "Segways" and similar personal mobility devices
88)
Behavior that ensuressenior/disabled pedestrian safety.
Address the unique needs of senior/disabled pedestrians and their parking lot safety concerns,
P.8 Neighborhood such as accessibility, visibility, and crossing the parking lot safely, when determining the design of 7.14 Parking, LUT 31.1 (p. 95)
Design
parking facilities.
I Revise policies and language in the Southwest Area Plan section to address identified needs of
.9 Neighborhood senior/disabled pedestrians and to better reflect proposed Complete Streets and multi-modal Section 8, Southwest Area Plan
Design
policies and intent.
Pedestrian Master Plan
Adopted June 15, 2010
Senior Pedestrian
Design Element Policy Recommendation Location in Document or Plan
Addressed
P.10
Transit Stops Include specific reference to designing maps and directional signage with regard for seniors and
Policy 2.10 (p. 17)
those with declining/impaired vision
In determining priority intersections, give special consideration to locations with a high number of
P.11 Street Crossings
seniors/disabled residents and their signal timing needs. Policy 1.10 (p. 16)
Appendix B Page 2
Pedestrian Master Plan
Adopted June 15, 2010
Senior Pedestrian
Design Element Policy Recommendation Location in Document or Plan
Addressed
P.12
Transit Stops Include healthcare facilities as one of the uses that should be in close proximity to create a
Policy 4.1 (p. 18)
pedestrian-friendly environment and promote mixed use development.
Give special consideration to areas with a high density of senior/disabled residents as public
P.13 Transit Stops
transit is often their primary motorized form of transportation. Policy 2.7
Pedestrian,
Tailor outreach programs to focus on encouraging senior residents to walk regularly, taking into
P.14 Bicyclist, and Policy 6.3 (p. 21)
account their unique health and mobility needs.
Driver Behavior
Neighborhood In determining the street furniture palette, give consideration to the design needs of
P.15 Policy 4.7 (p. 19)
Design senior/disabled residents.
Consider establishing a Senior Zone Policy within the Urban Core Specific Area to include the
following: within a half mile or within two city blocks of a senior facility, senior center, or other
area where a significant number of seniors congregate, sidewalk users must walk rather than ride
Sidewalks, Transit a bicycle, scooter, skateboard, or other wheeled device not required for mobility, pedestrian
Stops, intervals shall be timed for between 2.8 and 3.5 feet per second and/or have a Leading Pedestrian None Existing -Create Pedestrian
P.16 Neighborhood Interval, pedestrian signals shall have countdown timers, pedestrian signal indications shall have Safety Policy 1.10
Design push buttons, posted speed limits shall not exceed 35 mph, and transit stops shall have shelters
and seating. Use signage to educate and create awareness of the Senior Zone policy. Any
proposed reductions in posted speed limits shall follow all requirements of the California Vehicle
Code.
Appendix B Page 3
Draft Pedestrian Design Guidelines (from Pedestrian Master Plan)
Adopted June 15, 2010
Senior Pedestrian
Design Element Policy Recommendation Location in Document or Plan
Addressed
Establish 12 feet as the minimum width allowed for atwo-way multi-use path rather than 10 feet,
P.17
Sidewalks providing enough space for a person using a mobility device and a bicyclist to pass one another
15.2 Multi-Use Path Design
safely. This new standard can be applied to all multi-use paths or only to those near senior
centers, senior residences, or areas with high volume of disabled persons.
I Where signalized crossings are within a half mile of sensitive locations such as senior centers,
senior housing, elementary schools, or centers generating significant volume of pedestrians with
disabilities, the City of Chula Vista should consider utilizing a walking speed between 2.8 and 3.5
P.18 Street Crossings ft/sec to allow for longer crossing times. Alternatively, the City could utilize the Lead Pedestrian 12.1 Signal Timing and Activation
Interval or Advance Walk phase that allows pedestrians to begin crossing before cars get the
green light. This is especially beneficial for senior and disabled residents as they will be more
visible to drivers by already being in the crosswalk in addition to having mare time to cross.
Establish a policy requiring advance stop bars behind crosswalks on all corners with a large turning
radius and where it has been determined that other infrastructure changes cannot be made. It is None Existing -Create New 11.2
P.19 Street Crossings difficult for wheelchair users to cross the street and older pedestrians often feel uncomfortable Turning Radius
when vehicles turning right on red are stopped inside the crosswalk.
Appendix B Page 4
Draft Pedestrian Design Guidelines (from Pedestrian Master Plan)
Adopted June 15, 2010
Senior Pedestrian
Design Element Policy Recommendation location in Document or Plan
Addressed
Add the following language: "Landscaping in the Furnishing Zone will be designed and
P.20 Landscaping
implemented so as to not intrude into the Through Pedestrian Zone or cause breaks in the
4.2 Furnishing Zone
Maintenance
sidewalk of the Through Pedestrian Zone."
Incorporate the following recommendation into Section 6.2 & 6.3 Curb Ramps: Install
Street Crossings - Perpendicular Curb Ramps rather than Diagonal Curb Ramps on all roads with 15,000 or higher None Existing -Create New 6.2 &
P.21
Curb Ramps
ADT and/or classified as Class II Collectors or above. Use curb extensions, where neccesary, to
6.3 Curb Ramps
create space for the installation of Perpendicular Curb Ramps.
Establish a standard for pedestrian-scale lighting of 40 to 60 feet apart as suggested in the
0 Pedestrian Amenities
S
P.22 Design pedestrian Design Guidelines .
Any improvement being made to the. curb, gutter, and sidewalk in commercial areas should also
include a redesign of the driveway using ADAAG/FHWA recommended designs. None Existing -Create New 5.0
P.23 Sidewalks
Examples: USDOT Federal Highway Administration HEP Environment Ch. 5 Driveway Crossings at
Sidewalk Grade and Cross Slope
http://www.fhwa.dot.gov/environment/sid ewa I k2/s id ewa Iks205. htm
Recommended width of the clear unobstructed path of travel for pedestrians is a minimum of 8 4.1 Sidewalk Corridors -Urban
P.24 Sidewalks
feet in commercial areas, rather than 4 feet as indicated.
Setting
Any new sidewalk installation or sidewalk improvements should not be higher than 6 inches above
P.25 Sidewalks street grade, which also adheres to reverse angle parking requirements currently planned for 4.0 Sidewalk Corridor Guidelines
Third Ave between F and H Streets.
Appendix B Page 5
Urban Core Specific Plan.
Adopted April 2007, amended February 2011
Senior Pedestrian
Design Element Policy Recommendation Location in Document or Plan
Addressed
Seek technical input from local pedestrian and bike organizations (e.g., WalkSanDiego and the San Chapter V. Mobility Element (p. V-
P.26 Street Crossings,
Diego County Bike Coalition) on the future Streetscape Master Plan or any similar improvement
2, V-31, V-34) and Chapter X. Plan
Sidewalks plan. Implementation (p. X-17)
Provide safe sidewalks for seniors on both segments of H Street by separating bike paths from Chapter V. Mobility Element (p. V-
P
27
Sidewalks sidewalksand providing space for bicyclists in the roadway. Reduce proposed thru lanes to 11 feet
34, V-36) and Chapter X. Plan
. and use the additional 4-6 feet to create 6 foot bike lanes in the roadway and 14-16 foot Implementation (p. X-13)
sidewalk/parkways.
I Provide safe sidewalks for seniors on F Street by separating bike paths from sidewalks and Chapter V. Mobility Element (p. V-
28 Sidewalks providing space for bicyclists in the roadway. Reduce proposed thru lanes to 10 feet and use the 31, V-33) and Chapter X. Plan
additional 4-6 feet to create 6 foot bike lanes in the roadway and 14-16 foot sidewalk/parkways. Implementation (p. X-13)
Chapter VIII. Public Realm Design
P.29 Sidewalks Increase the minimum sidewalk width to 8 feet for pedestrian thru-zone in commercial areas. Guidelines (p. VIII-34)
Street Crossings, Ensure textures or accent paving used on crosswalks are tested for safety and ease of access by Chapter VIII. Public Realm
P.30 Sidewalks seniors and the disabled. Guidelines (p. VIII-35)
Promote slower speeds and safe crossings on proposed Woodlawn Avenue Couplet. Reduce thru
lane widths to 10 feet to ensure slow auto speeds and reduce crossing distances. This
Street Crossings, recommendation is particularly critical if a neighborhood public park is eventually built between Chapter V. Mobility Element (p. V-
P.31
Sidewalks
the two one-way streets. As the street grid is recreated on Woodlawn Avenue, consider other
40, V-42)
traffic calming methods (e.g., chicane, mid-block bulb outs with crosswalks) to reduce traffic
speeds and create a calm traffic environment in this potentially sensitive location.
Appendix B Page 6
Urban Core Specific Plan
Adopted April 2007, amended February 2011
Senior Pedestrian
Design Element Policy Recommendation Location in Document or Plan
Addressed
Street Crossings, Reduce thru lane widths to 10-11 feet maximum on the road segments of E Street between I-5
Chapter V.; Section b. E Street (p. V-
P 32 Sid
lk and 300' east of I-5. Reduce the WB Right Turn lane to 12 feet maximum. Consider and address 27 to V-30)
ewa
s safety issues for senior/disabled pedestrians and transit users in the design of WB RightTurn lane.
Chapter X. Plan Implementation;
Intersection improvements should be done such as to improve the environment for senior Section 4. Intersection
P.33 Street Crossings
pedestrians so they are safe and efficient facilities.
Improvements - Captital Projects
(p. X-14)
Tier 2 Improvements: H Street from four lanes to six lanes from I-5 to Broadway. Reconsider Chapter X. Plan Implementation (p.
P.34 Street Crossings widening this section of the roadway, as senior pedestrians will be greatly impacted. X-1S)
Appendix B Page 7
J
W
Appendix C:
Photovoice Input
CNUIN YfSTA -"°'""'"
i
E,~~°,~, ~~~HHS~1,<~~> ,.~,~N,~s,:~t~:~
t P', C f C i i .. Sppi33i7p ~ uuawsrnF's
Appendix C
Photovoice: Seniors, Sidewalks, and the Centennial
The following information was collected for the "Seniors, Sidewalks, and the Centennial" project by older adults participating in the project.
Senior Location Issue Photo Quote
-- i "Aqui en el trolley no hay ninguna protection del
sol ni la Iluvia."
Palomar Street ~ ~_
Honoria Saenz Trolley Station, No Shade
712 Bus Stop ~~~'"'*..,
"
j Here at the trolley there is no
English Translation:
`"~ protection from the sun or rain."
"No hay banquetas y uno no puede caminar
~" seguramente -uno tiene que caminar en las
~ ! r
p plantas o con los carros."
w Palomar Street No Sidewalks .
~.
~-
s
~ West of Broadway Y
forced to walk in
Honoria Saenz entering Food For
Less Sho in
Pp g
the bushes or on
the street -"
"" .''
,,..~ ~ ~- ,,,
English Translation: "There are no sidewalks and
Center ~ - -i~ ou can't walk safe) ou have to either walk in
Y Y~ Y
c.? { „ ' the plants or with the cars."
„
+~4 w iRrv
"~ ~ i=: ~a5ky
~"
- "}~ . "Aqui vinendo de Palomar entrap los carros pero
`r'
'
muy muy rapido. Uno tiene que estar pendiente
Palomar Street Entrance/exit of `
/
r porque los carros no ponen serial y parecen que
West of Broadway cars into the .
~:, van como en freeway."
Honoria Saenz Entrance to shopping center ,,,~
Michaels/Target too dangerous for -- '
~
English Translation: "Here coming from Palomar
Shopping Center pedestrians ~;"
'
~~;~~ _.-- ~
....
the cars enter very fast. You have to be very
_
.,;Y ~~~~
~ careful because the cars don't use their signal and
~`r drive as if they were on a freeway. "
Appendix C Page 1
Senior Location I _ Issue Photo I Quote
No sidewalks on
either side of the
Corner of Palomar
bus stop. No
Honoria Saenz and Orange Bus
shade. Ugly dirt lot
Stop 712
with overgrown
weeds.
J
I
w
m
Broadway at Sierra I Need of pedestrian
Honoria Saenz
Way crosswalk
~: ;I ~
"En esta parada no hay banquets alrededor del
tramo y uno siempre tiene que esperar el el calor
~.~ ~ y la Iluvia y todo el pasto esta muy descuidado.Te
imaginas que ahora esta mejor que antes."
~, .~r~~q ~ ~~ English Translation: "As this bus stop there are no
,,.... :sidewalks on eitherside and you have to wait for
t ,the bus in the sun and rain and the lot has
k }k air o-~'.
tJJ~{{~~~ _ overgrown weeds. Can you believe this is better
.. . : ... s-'4 M13~D..~~
that how it was before."
' "Aqui necisitamos un truce peatonal porque hasta
la proxima intersection esta demasiado largo en
las dos direcciones, K y L."
English Translation: "We need a pedestrian
crosswalk here because the intersections on
side, K and L streets, are too far. "
Appendix C Page 2
Senior Location Issue Photo Quote
"EI carro que va doblando a la isquierda de la
Broadway a Sierra Way viene muy muy rapido y no
pone la dirrecional o usan el callejon para doblar
Cars traveling SB ~ en U y uno en la esquina no los puede ver y
on Broadway en comiensas a crusar y por poquito estan encima de
turning Left onto t„: 4 usted."
SB crossing of Sierra Way cross ~p ~ ~t
Honoria Saenz Sierra Way at the intersection „~ ~ ~~ ~ "
~
Broadway incredbily fast or ' ~` g
,: -~~ English Translation: "The car that is turning left
use the street as a onto Sierra Way from southbound Broadway turn
place to make a U incredibly fast and don't use their turn signal or
turn. they will use the small street to make a u-turn and
when you are on the corner you can't see them
coming and start to cross the street and by not by
v,
I
much the car is on top by you."
.A
0
u "Cali por nada un carro atropella a la que estaba
~ dirijiendo el trafico. Los carros no respetan los
Beech Ave at K conos ni las senates."
F~
Street in front of Cars do not obey
Chula Vista ped crossing sign,
Honoria Saenz
Learning cones, or crossing
Community attendant.
Charter School '~"`"~ ~ ~ -:
"~"_~` "'' f " English Translation: "A car almost hit the crossing
J guard. The cars don't respect the cones or signs."
j
_~
Appendix C Page 3
Senior Location Issue Photo Quote
"Hay veces que esperamos 15 - 20 minutos pero
muchas veces esperamos hasta 30 minutos en ese
,, sol especialmente despues de las 5 de la tarde y
t~v ~
S a
~ °-"°
~,
' los sabados y domingos cuando el bus solo pasa
Bussto on
p
Uncovered bus ._ `
' °-
, ~ ~*
:&~
,
~ I ~ ..n
;_
` cada hora."
Honoria Saenz Broadway at Sierra „
~.,„
I -
^,«~ '~ "'~
~~
Way stop ~~ !R.
3'r„~r 'r ~`~
English Translation: "There are times when we
Y ~i i
,~~ @
'#~"ea r
4SN
have to wait 15-20 minutes but many times up to
~ ~
,
~
II I i i,.~ i j. ,. ~~ti,
I
30 minutes irethat sun, especially after Spm and
on Saturdays and Sundays when the bus only
passes by once every hour."
-~i- ~ , "Mira nada mas de un dia a otro hamanese todo
~ , t ~' ~ r' arollado de azul, rojo, y negro en la Palomar y
. ,~'"
~.
'~-
~~ `~ €
broadway. "
~
J NB bus stop on ,:~
v
Honoria Saenz Broadway at Graffito
{
k~
Palomar i `'
i• English Translation: "Look here, from one day to
,`
~
~'~~~'~:~t1 i ~
'
```
'
~ the next, the covering gets all tagged in blue, red,
"
,
°
, .
~b'~~p~
~ and black at Palomar and Broadway.
~
tD,'yo'~,,+
~~ - -
r" ~ `" r ~.,, "No hay donde pusharle al semaforo."
J
No pedestrian n
I
Ramon and Aurora
5th and J Street crosswalk signal ~, „, 4
Rico
button
;,
~ ~ ' --
;~
<~ ~« English Translation: "There are no buttons for the
,~y,.,
~~ ~ pedestrian signal."
},, z~.
Pr*~P. N.I~ M'w jo'.ySK
~va~^TA'A
e.
NIAv~ _.
Appendix C Page 4
Appendix C Page 5
Appendix C Page 6
Senior
Location
Issue
Photo
Quote
"Aqui en el puro frente del edificio esta toda la
banquets quebrada y muchos se han caido."
Ramon and Aurora
Rico
Broadway
between Sierra
Way and K Street
Broken sidewalk
English Translation: "Here, directly in front of the
building, the whole sidewalk is broken and many
have fallen."
I
.p
Vanessa Perez and EB Palomar At
Shauntee Ramsey Nolan Ave
Vanessa Perez and WR Bus stop on
Palomar at Nolan
Shauntee Ramsey
Cars do not stop at
all or do not make
a full stop at the
intersection
bus
'his stop sign is too far from the inttersection -
any cars don't stop at all here."
"There is no shade at this bus stop. We often have
to cross the street (SW corner of Palomar and
Nolan) to get some shade and the we have to
hustle to cross the street when the bus comes.
This is really hard with Brent because he is blind
and uses a cane."
Appendix C Page 7
Senior Location Jssue Photo Quote
i [ a" 1
Cars do not stop at ; ~ '`- °'`. "The same thing happens on the other side of the
Vanessa Perez and WB Palomar At all or do not make street (WB Palomar). The bus stop sign here also
Shauntee Ramsey Nolan Ave a full stop at the covers the stop sign as you approach the
intersection intersection and the drivers can't see it."
~~
s.=
i,`„ `
c~ii I I ,~ ~ .., ~: _.
,~f ~
y ~"Y1
is ~,,k ~: + ~~~~~~s~ "~` '" "Between the gas station and the car wash
~£ ~~
Vanessa Perez and Third Ave and Slanted sidewalks ' everything is slanted either toward the street or
Shauntee Ramsey Palomar and driveway '' Burger King, its too difficult to balance and walk
s. --, t
'~°'*$' securely."
_ ,
4
xP
Appendix C Page 8
Senior I Location I Issue
Not enough room
WB Palomar Ave at between bus and
Vanessa Perez and
Shauntee Ramsey Orange Ave Bus bus stop bench and
stop trashcan to
dismount safely
a
rn
Vanessa Perez and (Naples at 4th, 5th,
No Sidewalk
Shauntee Ramsey and 6th Avenues
Photo
~ {
1
'~! '
t. ~,
.Quote
"They drop us off right here and these is not space
to get off the bus safely because the bench and
the trashcan ar too close to the bus -its just too
...La 1~
"There aint no sidewalk - if we happen to get off
the bus here and take the 704 WB on Naples we
have to walk right on the street."
Appendix C Page 9
Senior Location Issue Photo. Quote
~.
~-ar=* "Stop signs on these streets, the lights don't last
Vanessa Perez and
4th and Oxford Crossing lights are
long and you are still trying to cross when the
Shauntee Ramsey not long enough '~ lights change."
R
~
~~
t
~ 'p•
I .' "No bench or shelter or anything, the mom and
~
VaT~essa Perez and Bus stop does not j
~}~
~
her baby in the picture have to stand back to be
Shauntee Ramsey 4th and Palomar have a bench or E
"
safe. It's the same thing on the bus stop at the
shade ,
e
r
r,
other side of the street."
~, ,~1
r
~ ~ sa
, 4'~k
~.
;;~
(--
Vanessa Perez and No painted ~ "'Absolutely no colored lines on the crosswalk, not
Shauntee Ramsey Third and Main crosswalk ~.
, :even a white solid line."
Appendix C Page 10
Appendix D:
Workshop Comments
A
VAS//~• ~iG.GI ~1L
n`~ ti ~ ti _t xnfma n° Q 2fld1X D
~~~ ~_ f{7 r~ 4 r~~£ ~'' i T • ^^ ^~,R'~ ` ~ ~onnDt`~yv (iytii tiiriF. PP
CHI~I~X~'ISfA ~~~ • •• .•• ••..
Workshop Comments: Seniors, Sidewalks, and the Centennial
The following is a collection of comments heard from those participating in the "Seniors, Sidewalks, and the Centennial" project.
I
(D
.. ...
Location
Issue
380 4th Ave (at bus stop) Lack of signal for crossing 4th Ave from bus stop
Fifth Ave from D St to F St High grade, too steep, can't walk witRwalker
H St from Broadway to Third Ave Horrible, no lights, no place to cross
Bay Blvd from K St to Palomar St No sidewalks
Palomar St from Bay Blvd to Broadway No sidewalks
Broadway from Oxford St to Palomar St Lights too short, very bad intersection
Fifth Ave from E St to F St No sidewalks
Brightwood Ave between F & G and 4th & 5th No sidewalks
Broadway and C St (Park) No sidewalks at the park going towards 5th Ave
Broadway and I St Issues with crosswalk safety
Broadway and K St Issues with crosswalk safety
Broadway between K and L St Mid-block crosswalk would help us make it to the bus on time without having to go to the
crosswalk at K St or L St
Third Ave at J St and K St No pedestrian crosswalk button
Third Ave and K St Going to the bank, need more time to cross the street
Broadway and L St Needs more time to cross the street
K St near Chula Vista High School No sidewalks
K St from Madison Ave to Third Ave Not enough lighting for pedestrians
L St from Madison Ave to Broadway Not enough lighting for pedestrians
Broadway and I St Dangerous crosswalk
Broadway and K St Too busy, cars drive too fast
On Broadway from I St to L St Too many cars parked on the street that obstruct the view when crossing
Broadway and I St Crosswalk time
Appendix D Page 1
0
~ ~ t1 •11
Location
Issue
Broadway and K St Use these bus stops, crosswalk time
Broadway and L St Crosswalk safety
Broadway and J St Too dangerous to cross
Broadway from J St to K St No pedestrian scaled lighting, its too dark, need more lights
Alley just south of K St Alley is too dangerous
On Broadway from K St to LSt Speeding cars
On Broadway Parked cars block view from the parking lot of Seniors on Broadway residences (845 Broadway)
Broadway and I St No marked crosswalk
Broadway and K St No marked crosswalk
845 Broadway (btw K and L St) No midblock crossing between K and L St, must walk all the way down to cross at the light
Third ave and K St Crosswalk
Broadway coming from L St Ambulances use Broadway coming from L St when they could take H instead, its noisy all day and
night because of the ambulances
Broadway corridor Treated as a freeway, too many cars going too fast
Broadway and L St Not enough time to cross the street to the social security office
Broadway between K and L St
.. ...
Location No marked crosswalks and they use the bus stop mid block, across the street from 845 Broadway
Issue
3rd Ave between I st & J St Large volume of people cross busy 3rd Ave midblock
Second Ave from E St to F St Sidewalk too narrow
16 Third Ave (3rd and C St) Street is uneven where the CVS is and unsafe through all four corners of the street
Broadway and F St I very nearly got hit by e car
Fifth Ave from D St to north of C St (Walmart) Hard/medium hill on Fifth Ave
Appendix D Page 2
J
.. ,.,
Location
Issue
Western CV Don't walk at night because its unsafe
Western CV Intersection timers are not long enough to cross safely
Western CV There are a lot of cracks in the sidewalks all over western CV
Western CV There are not enough benches and seniors need to sit down often
Fourth Ave and H St Hole in the sidewalk, fell down and bruised knee
Third Ave Broken cement along Third Ave, fixing it would get more people to walk and really help seniors
Third Ave at Kearney St No traffic light at the intersection and a lot of cars turn into the Post Office
Third Ave from E St to Moss St Cars drive too fast
K St between Third and Second Ave No use lane at Second Ave and K St
Third Ave and Moss St (Park) Only dirt, no sidewalk
First Ave to F St to Minot Ave around to Alpine Ave People fall because of cracks between sidewalk slabs and the sidewalk is not straight, very
dangerous
Fourth Ave and F St Unsafe driveways on F St, pedestrians have been hit
72 Milan Ct between J and K Streets, off of First Ave Shrubs are overgrown
General Issue Sometimes the curb is irregular, the ramp is worn, and the front wheels of her walker get stuck
Broadway between F St and G St Slanted and angled driveways -too slanted to walk with a walker
E Street Trolley Station to house Feel uncomfortable because of homeless and loiterers
Fourth Ave and E St ADA curb ramps with yellow bumps are difficult to cross with a walker, leads to tripping and
falling, so avoid crossing here
Route to library from Pacific Pointe Seniors
Retirement Community
Sidewalks are messed up, missing in some areas along the east side of Fourth ave to F St
E St and Glover to garden farms to Third Rough walk there, both sides between Third and Fourth
Half block around this location (171 Fourth Ave) down
to the light and back
Need more trees and shade
Church near Norman Parks at Third and Del Mar Heading out from church to parking lot, sidewalk is in disrepair
Appendix D Page 3
j
I
N
.. .,.
Location
Issue
Alley of apt and commercial to Fourth Deep potholes, when walking to car its dangerous
171 Fourth Ave and along Fourth Ave Lights are not long enough, the countdown signals are good but its still not enough time
Fourth Ave corridor Speeding cars
Third Ave and D St From walking route, have to watch here at corner, there's no crosswalk striping
Fourth and H St (to Drs office) Can't bus that way, too far to walk to bus; walk rest at library walk back
Parks I use the bathroom at the library when I'm out walking a lot
H St Improvement Plan Plans were great, implementation was not. Can you speak to the Planning Commission?
Third Ave from H St to 1St Sidewalks are terrible, people have fallen
Third Ave and H St Signal crossing is too fast, not enough time to cross
Third Ave and J St Signal crossing is too fast
Third Ave between I St and J St A lot of people cross at the middle of the block
Third Ave from H St to 1St The driveways are too hard to cross because of the cars that block the sideway and don't give
the seniors a chance to cross
Third Ave from I St to J St Not enough light along Third ave
Fourth Ave and G St Fell and broke arm at intersection, have they repaired it yet?
Fourth Ave and H St There is a stop light but cars turn on red and most don't stop before turning
Broadway and 1St There is an empty parking lot (Sears lot) that cars cut through to avoid the stop light at the
intersection
Fifth Ave and I St Drivers use the empty lot as a street, cars skip the light and cut through
Third Ave between I St and J St Slow down traffic for "Senior Zone"
Third Ave between I St and J St Sidewalk is very broken and dangerous. It's impossible to walk or roll safely to Henry's because of
the up and down of the driveways
Bus stops near Third and F St and Third and G St Many of the bus stops don't have shade
Third Ave between I St and J St Not enough street lights, the only light available is from the building
Appendix D Page 4
I
W
., ...
Location
Issue
636 Third Ave Curb is all red in front of our building, we need yellow for safe loading/unloading of seniors
636 Third Ave Need handicap parking
Third Ave and J St This crossing is good..
Third Ave and I St Crossing is too fast
Third Ave between I St and 1St Need a crosswalk because seniors often jay walk
636 Third Ave There is a plaque on the ground, maybe water or SDGE that is raised too high, many have tripped
Third Ave 15t to J St western side of street Utility boxes on the way to Henry's Market caused break in the sidewalk and residents have
fallen
Third Ave and I St bus stop Move bus stop near Third and I St intersection to south of I St so residents don't have to cross I
St to take bus downtown (x 4)
Garrett St No curb ramps
Third Ave and J St Driver behavior: advanced stop bars exist but drivers invade the crosswalk and pedestrians have
to wait for the next walk cycle to cross because cars block the curb ramps and can't get down
while using scooter; no enforcement
Third Ave and J St eastbound from J St turning right
onto Third Ave
Drivers go into the crosswalk and block the way
Third Ave K St to I St Uneven pavement on sidewalk through the whole corridor
Henry's Market at Third Ave and J St Overgrown landscaping, the trees protrude into the sidewalk
Third Ave and K St No pedestrian signal or push button at the intersection
Third Ave and H St Too wide, not enough time to cross
Third Ave and H St We need an all way pedestrian only crossing
Third Ave from I St to 1St Senior Citizen zone; bicycles should not be able to ride on the sidewalk on this block
Palomar Street West of Broadway entering Food For
Less Shopping Center
No Sidewalks; forced to walk in the bushes or on the street
Palomar Street West of Broadway Entrance to
Michaels/Target Shopping Center
Entrance/exit of cars into the shopping center too dangerous for pedestrians
Appendix D Page 5
1
„ .,.
Location
~.
Issue
Corner of Palomar and Orange Bus Stop 712 No sidewalks on either side of the bus stop. No shade. Ugly dirt lot with overgrown weeds.
Broadway at Sierra Way Need of pedestrian crosswalk
SB crossing of Sierra Way at Broadway Unsafe crossing -cars traveling SB on Broadway en turning Left onto Sierra Way cross the
intersection incredbily fast or use the street as a place to make a U turn.
Beech Ave at K Street in front of Chula Vista Learning.
Community Charter School
Unsafe crossing - cars do not obey ped crossing sign, cones, or crossing attendant.
Bus stop on Broadway at Sierra Way Uncovered bus stop
NB bus stop on Broadway at Palomar Graffiti
5th and J Street No pedestrian crosswalk signal button
4th and J Street No pedestrian crosswalk signal button
3rd and K
.~ ~..
Location Bus stop has no shelter
Issue
Broadway and Oxford Crosswalk
Palomar St from Industrial Blvd to Broadway Sidewalk too high.
Industrial Blvd from Palomar St to Main St Sidewalk too high
Main St at Date St No sidewalk
Palomar St from Broadway to Bay Blvd Not an easy access, sidewalk is too narrow
Oxford St from Hilltop Dr to 3rd or 4th Ave Sidewalk too narrow
Naples St east of Third Ave No sidewalk
Palomar St at Sth Ave No sidewalk
Melrose Ave north of E Orange Ave The street is ugly and the cement is broken
Palomar St between Sth Ave and Broadway No sidewalk
Broadway and Oxford Crosswalk (x 2)
Appendix D Page 6
I
v,
v,
.. ...
Location
Issue
Broadway and Oxford We cross often here
Broadway Too wide to cross atone time, its double the width they feel comfortable crossing
Broadway from Oxford St to K St Broadway is too wide here
E Palomar St and Nolan Ave Need a signal to stop cars
Palomar St Corridor Bus stops need shelters/roof (x 7)
Palomar St and Broadway Don't turn on red
PalomarSt Missing sidewalks, not continuous through corridor
Broadway and Orange Ave The sidewalk is very narrow at Broadway and Orange Ave at the bus stop
Palomar St near William Ave (between Broadway and
5th)
No sidewalk
Broadway and L St No sidewalk by Toys R Us
Third Ave between Oxford and Palomar Sidewalk is lifted near the Burger King (x 2)
Palomar St and Third Ave Light not long enough (x 3)
By Harborside Park Route we take (x 2)
Hilltop Dr near Palomar St Sidewalk is lifted at the bus stop
Palomar St Trolley Station Restroom
Nolan Ave at Palomar St Need a flashing light because drivers don't see the stop sign on both sides of the street because
the tree is covering one side and the bus stop covers the other side (x 12)
Oxford St just west of Broadway, entering the
WalMart lot
Need a stop sign to cross (x 6)
All trolley stations Restroom
E St Trolley Station Not level underpass sidewalk
Palomar St between Third and Second Ave No sidewalk
Palomar St between 5th and Garrett Ave Sidewalk too narrow
Broadway and Palomar St Don't turn on red (x 5)
Appendix D Page 7
J
cri
rn
.. ..,
Location
Issue
Palomar St near William Ave (between Broadway and
5th)
There is no sidewalk
Broadway at Oxford St Crosswalk
Third Ave from Palomar St to Naples St Sidewalk needs to get fixed (x 3)
South of orange ave comments Bus stops need shelters/roof (x 2)
Broadway between Naples Stand Oxford St Crossing for people
Palomar St near Third Ave Needs sidewalks
Orange Ave near Fourth Ave (just west) No sidewalks
Orange Ave and Broadway There is an empty lot and it needs tables and 'sombollas'
Broadway and Oxford Stop light to cross from one shopping center portion to the other so you don't have to go to the
crosswalk at the corner.
Orange and Palomar Empty lot
Moss Stand Third Ave No sidewalks
Palomar and Third (Bus Stop near Sav-A-Lot) Wheelchair gets stuck in the mud during the rain because sidewalk is too narrow and too high
Naples St between Third and Fourth Sidewalks
Moss Stand Fifth Ave Sidewalks
Naples St between Broadway and Fifth Ave More sidewalks
Oxford St east of Broadway More sidewalks
Palomar St near address 518 There is a reallybig tree that gets in the way. Have them move the tree.
Bus stops around Palomar Stand Broadway More sidewalk, more space
Broadway and Industrial Blvd Sidewalk to go to Chinese buffet is broken
By police dept and library Sidewalk is uneven, someone fell over there but it is being worked on
Melrose and Palomar Missing sidewalk on one side
Hilltop Dr across from the school Uneven sidewalk near the bus stop
Appendix D Page 8
v,
I
.. ...
Location
Issue
Broadway between Naples Stand Oxford St Midblock crosswalk would help here or on Broadway south of Oxford St
Main St near 805 (Panda Express) Use this bus stop but there's only a sidewalk on one side and not the other so t ey ave to cross
the street to walk on the sidewalk
Third Ave and Oxford St (near Jimmys restaurant) No shelters and not enough seating at the bus stops and trolley stops
Broadway and Oxford Is the only light, cross Target and Big Lots parking lots and then have to go back down to the light
to cross the street
Nolan Ave at Palomar St No one stops at the stop signs because views are obstructed because of buses and hills
Nolan Ave at Palomar St No one stops at the stop signs because views are obstructed because of buses and hills
a omar tan ran ywme ve across rom
Veterans Park) pposrte si e o eterans ar , m ront o us stop t ere s on y grass, nos ewa an t ere s a
hale you can't see because of the grass and someone fell and had to call 911
Parking lots in general Dangerous but have no choice walking through them at times
Kennedy St (between Second and Third Ave) School traffic is heavy
Industrial Blvd No sidewalks
L Street (near Industrial Blvd) Graffiti
Moss St (next to country club) No sidewalks
Palomar St & Fifth Ave (near Palomar HS) No sidewalks
Rancho Drive No sidewalks
Palomar St All good thanks (todo Bien gracias)
Naples St west of Third Ave Sidewalk
Naples St near Moss St intersection "Van dos veces que me voy de voca" Banquets
Tremont St & Fresno Ave to Tremont St & Albany Ave I walk this route every Saturday with a group
Fourth Ave between Anita St & Montgomery St Not clean around this area of the school, dry grass in the way of walking
Orange Ave and Connoley Ave Luz o alto!!!
Orange Ave and Connoley Ave Luz o alto!!!
Appendix D Page 9
I
u,
00
,. ...
location `= Issue'
Tamarindo Way between Citrus and Hilltop Dr Very ugly wall or fence
Anita St between Broadway and Tremont Hacienda
WB Palomar Ave at Orange Ave Bus stop Not enough room between bus and bus stop bench and trashcan to dismount safely
4th and Oxford Crossing lights are not long enough
4th and Palomar Bus stop does not have a bench or shade
Third and Main No painted crosswalk
From Pacific Pointe Retirement Community Workshop (August 31st)
Used to have a walking group, a good safe route is (one walker does this regularly): E St to Fifth
Ave to D St to Fourth Ave and back to this location is a 1 mile loop, or a shorter one is E St to
Third to D to Fourth and back here is a shorter option. There are no slip hazards on this route as
long as you're on the sidewalk.
We would like recommended areas to walk, downtown SD has interesting buildings, but here
you walk and its exhaust fumes and that's all. An option is to take the bus to downtown CV to
Third Ave and walk around there and then take the bus back or take the bus to J St Marina.
Would like team to look into recommended routes in West CV that are safe and interesting
(check with Parks Dept, check with Historic Society, there are Victorian homes on Second Ave)
From Silvercrest Residences Workshop (September 1st)
Drivers don't pay attention to pedestrians when they turn right on red, some guy completely
took out my grocery basket with his car
Skateboards on the sidewalk are a threat to seniors, a lot of people that exercise come up
behind me rushing and its scary, same with skateboards on the sidewalk
Electric chairs need to have a sound because when they come up behind you, you can't hear
them and they scare you and startle you to the point you fall
From Starlight Center Workshop (August 18th)
It would make it easier to goon outings with disabled clients if there were restrooms that are
accessible but not located directly on the street, with mens and womens not far from each
other, and a bench close by for others to wait
Appendix D Page 10
Appendix E:
Outreach Materials
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Appendix E
Would you like Would you like to
it to be safer and help the City decide
easier to walk in on improvements for
your neighborhood? seniors and the disabled?
SENIOR WALK & ROLL COMMUNITY FORUM
Improving mobility for seniors and the disabled
NORMAN PARK SENIOR CENTER ~~
..,
270 F Street, Chula Vista, CA 91910 ~ ' ~ ,
Thursday, July 14,12:00-2:00 pm
The City of Chula Vista, WalkSanDiego, and Safe &
Healthy Communities Consulting invite you to attend a
forum focusing on walkability with the senior and
disabled point of view. Come help us find solutions to
the walkability problems in your neighborhood and
make it safer and easier for you to walk and roll.
To RSVP and for more information, please contact:
~:
SAFE & HEALTHY
COMMUNITIES
=.~
CIT4` Uf
~i~ui,~-v~~r,~i
15-60
Kaley Lyons
WalkSanDiego
619-544-WALK (9255)
klyons@walksandiego.org
www.walksandiego.org
walkable
h¢oth~ „
!HHSA
~SAND,AG
LLe gustaria que el
caminar en su
vecindario fuera
mas facil y
seguro para usted?
~Le gustaria ayudar a
queen su Ciudad se
tomen decisiones en
cuanto a mejoras para
gente de la tercera
edad y discapacitados?
Comunidades Seguras y Saludables le invitan a que participen en
un foro enfocado al punto que vista que tiene la gente de la
tercera edad y la gente con capacidades diferentes sobre la
caminabilidad. Venga y ayudenos a encontrar soluciones a los
problemas que se enfrentan al caminar en su comunidad y asi
hater que sea mas seguro y facil de caminar o rodar.
Para reservar lugar y para mas information, por favor contacte a:
SAFE & HEALTHY
COMMUNITIES
~~
cam'
~HIJIU~'~CS~A
~'~ ~ N DAG
Y i3 {'1; h'...
Kaley Lyons
WalkSanDiego
619-544-WALK (9255)
klyons@walksandiego.org
www.walksandiego.org
oWable communR~es
NJntt (u• y N p O
'HHSA
A Healthy Works`" program made possible by funding from the U.S. Department of Health and Human Services, through the County of San Diego and the San Diego Association of Governments.
La Ciudad de Chula Vista, WalkSanDiego y Consultoria para
Would you like
it to be safer and
easier to walk in
your neighborhood?
The City of Chula Vista, WalkSanDiego, and Safe & Healthy Communities
Consulting invite you to attend a workshop focusing on walkability with
the senior and disabled point of view. Come help us find solutions to
the walkability problems in your neighborhood and make it safer and
easier for you to walk and roll.
Would you like to
~ help the City decide
on improvements for
seniors and the disabled?
To RSVP and for more information, please contact:
~~sr,
SAFE & HEALTHY
COMM UNITIF,S C' tY
~ ~!i#.l~A Yt'~7A
WALE'
SanDiego
Kaley Lyons
WalksanDiego
619-544-WALK (9255)
klyons@walksandiego.org
www.walksandiego.org
h~o,fih~~
t
°~tn-r
IHHSA
A Healthy Works'" program made possible by funding from [he U.S. Department of Health and Human Services, through the County of San Diego and the San Dlego AssociaHOn of Governments.
15-62
~Le gustaria que el
caminar en su
vecindario fuera
mas facil y
seguro para usted?
La Ciudad de Chula Vista, WalkSanDiego y Consultoria para
Comunidades Seguras y Saludables le invitan a que participen en un foro
enfocado al punto que vista que tiene la gente de la tercera edad y la
gente con capacidades diferentes sobre la caminabilidad. Venga y
ayudenos a encontrar soluciones a los problemas que se enfrentan al
caminar en su comunidad y asi hater que sea mas seguro y facil de
caminar o pedalear la bicicleta.
~Le gustaria ayudar a
que en su Ciudad se
tomen decisiones en
cuanto a mejoras para
gente de la tercera
edad y discapacitados?
Para reservar lugar y para mas informaci6n, por favor contacte a:
~4itt
SAFE & HEALTHY
COMMUNITIES Gf-1'U~4~C5(A
WALT'
SanDiego
Kaley Lyons
WalkSanDiego
619-544-WALK (9255)
klyons@walksandiego.org
www.walksandiego.org
h~~"al~h ~.
L- Sa:
mot.,-,~H~rn
~~~~J~~
EI programs Healthy Works'" es posible con el 8nanciamiento de el Departamento de Salud y{e~ricio~Fitynanos de E.U., a traves del Condado de San Diego y de la Asociacion de Gobiernos de San Diego.
A Heathy Works'" program made possible by funding from the U.S. Department of Health lyrld liuF~/A~tjj Services, through the County of San Diego and the San Diego ASSOCiafion of Governments.
Would you like
it to be safer and
easier to walk in
your neighborhood?
Would you like to
' ~ help the City decide
on improvements for
seniors and the disabled?
The City of Chula Vista, WalkSanDiego, and Safe & Healthy Communities
Consulting invite you to attend a workshop focusing on walkability with
the senior and disabled point of view. Corne help us find solutions to
the walkability problems in your neighborhood and make it safer and
easier for you to walk and roll.
To RSVP and for more information, please contact:
SAFE & HEALTHS'
COMMUNITIF,S
~.~~rr
~L?t~
WALK"
SanDiego
Kaley Lyons
WalkSanDiego
619-544-WALK (9255)
klyons@walksandiego.org
www.walksandiego.org
h¢a=th
°'Ni~ t
ANlr1~AG
A Healthy Works'" program made possible by funding from the U.S. Department of Health and Human Services, through the County of San Diego and the San Diego Association of Governments.
15-64
zLe gustaria que el
caminar en su
vecindario fuera
mas facil y
seguro para usted?
La Ciudad de Chula Vista, WalkSanDiego y Consultoria para
Comunidades Seguras y Saludables le invitan a que participen en un foro
enfocado al punto que vista que tiene la gente de la tercera edad y la
gente con capacidades diferentes sobre la caminabilidad. Venga y
ayudenos a encontrar soluciones a los problemas que se enfrentan al
caminar en su comunidad y asi hater que sea mas seguro y facil de
caminar o pedalear la bicicleta.
~Le gustaria ayudar a
queen su Ciudad se
tomen decisiones en
cuanto a mejoras para
gente de la tercera
edad y discapacitados?
Para reservar lugar y para mas information, por favor contacte a:
*~~.1 ffi
SAFE Xr HEALTHY ~"~~`„~
COMM 011"1'
LA~i'CS7rL
WALE'
SanDiego
Kaley Lyons
WalkSanDiego
619-544-WALK (9255)
klyons@walksandiego.org
www.walksandiego.org
(~HHSA
.~..z~.. ~ti~r,~.
EI programs Healthy Works'" es posible can el financiamiento de el Departamento de Salud~ ~vicumanos de E.U., a travel del Condado de San Diego y de la Asociacion de Gobiernos de San Diego.
A Healthy Works'"program made possible by fundingfromthe U.S. Department of Healt dH nServices, through the County of San Diego andthe San Diego Association of Governments.
Would you like
it to be safer and
easier to walk in
your neighborhood?
The City of Chula Vista, WalkSanDiego, and Safe & Healthy Communities
Consulting invite you to attend a workshop focusing on walkability with
the senior and disabled point of view. Coyne help us find solutions to
the walkability problems in your neighborhood and make it safer and
easier for you to walk and roll.
Would you like to
~ help the City decide
on improvements for
seniors and the disabled?
To RSVP and for more information, please contact:
.~-,{ff
SAFE & HEALTHY :`,
COMMHNITIF.S C711'(X
~ cH~.?tl~'~{SSA
W/"11.1~
SanDiego
Kaley Lyons
WalkSanDiego
619-544-WALK (9255)
klyons@walksandiego.org
www.walksandiego.org
h¢czi h~,.
M1!f e
~~~
~~HSA_
A Healthy Works'" program made possible by funding from the U.S. Department of Health and Human Services, through the Cou my of San Diego and the San Diego Association of Governmenu.
15-66
zLe gustaria que el
caminar en su
vecindario fuera
mas facil y
seguro para usted?
La Ciudad de Chula Vista, WalkSanDiego y Consultoria para
Comunidades Seguras y Saludables le invitan a que participen en un foro
enfocado al punto que vista que tiene la gente de la tercera edad y la
gente con capacidades diferentes sobre la caminabilidad. Venga y
ayudenos a encontrar soluciones a los problemas que se enfrentan al
caminar en su comunidad y asi hater que sea mas seguro y facil de
caminar o pedalear la bicicleta.
~Le gustaria ayudar a
queen su Ciudad se
tomen decisiones en
cuanto a mejoras para
gente de la tercera
edad y discapacitados?
Para reservar lugar y para mas information, por favor contacte a:
SAFE & HEALTHY
COMML1NITf F.S C iX
~ G7-rCl~A VISTA
WALE'
SanDiego
Kaley Lyons
WalkSanDiego
619-544-WALK (9255)
kiyons@walksandiego.org
www.walksandiego.org
h~O~fht1,-
s~uvn,~-
1+'HHSA
EI programs Healthy Works`" es posible con el financiamiento de el Departamento de Salud y{ ~`ici~~~~//manos de E.U., a traves del Condado de San Diego y de la Asociacion de Gobiernos de San Diego.
A Healthy Works'" program made possible by funding from the U.S. Department of Health tadd HuMafi Services, through the County of San Diego and the San Diego Association of Governmenss.
The City of Chula Vista, WalkSanDiego, and Safe & Healthy Communities
Consulting invite you to attend a celebration where you'll hear what's
happened with the project, what seniors told us about streets and
sidewalks in their area, and what we'll recommend to the City Council to
improve walkability/rollability for seniors and the disabled.
Kaley Lyons g~+
WalkSanDiego
To RSVP and for more information, please contact: 619-544-WALK (9255)
klyons@walksandiego.org
www.walksandiego.org
_`\t f~ _
~.---- - ~~~ SAFE & HEALTHY
s~wvaG ~~°~Ih~ ~HH A
CITY qF CpMM~HiTIPS $CJl1~l2g'O ,r.N o ~..~~<u~-r
.., ..~ cN~~.PI ~~~f4 o~"o.a.ad..am ...
.Healthy Works'" program made possible by funding from the U.S. Department of Health and Human Serves, through the County oiSan Diego and the San Diego Association of Governmenu.
15-68 ~ ~~ ~,~-
-.r,.~.~~,. ~~. ~~
La Ciudad de Chula Vista, WalkSanDiego y Consultoria de Comunidades
Seguras y Saludables le invitan a que asista a una celebration que incluye
una repaso de la selection de proyectos, recopilacion de information
comunitaria recopilada y el informe de recomendaciones enfocadas en la
Gente de la Tercera edad que sera adoptado por el Concilio de la Ciudad.
Para reservar o pars mas information, contacte a:
s~vnA~
h~~~th~ - - wa~z
.„.~- SAFE & HEALTHY
'~ ~' tt7V AF COMMUNITIES SanDiego
GNULAY~Srft ~ ~•~_ ~,e.~,m
Kaley Lyons
WalkSanDiego
619-544-WALK (9255)
klyons@walksandiego.org
www.walksandiego.org
~~~HHSA
rl . F w~ HJ _Pr'CE$ PGy+CY
Healthy WOrks'"program madepossible by funding fromthe U.S. Department of Health and 1HCum~an,~~Serppv¢es, through the County of San Diego andthe San Diego Association of Governments. ~_
aalthy Works TM es un programs hecho posible con fondos del Departamento de Salud y SergyyaTp~ios de E U., a traves del Condado de San Diego y la Asociacidn de 6oviernos San Diego.
d ..;ter... .. ~.
J
Appendix F:
Memorandum
"Accommodating Bicycles on Broadway"
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Appendix F
Rails-to-Trails Conservancy
Local Government Commission
California Bicyc{e Coalition
McCn®
September. 2D 11
To: Ciry of Chula Vista
From: Healthy Transportation Network
Re: Accommodating Bicycles on Broadway
Feasibility of Bicycle Lanes on Broadway
Based on the field visit we conducted on August 9, 201 1 and the discussions we held with City
transportation staff during that visit, vve believe that the City of Chula Vista will improve traffic
safety and neighborhood livability by accommodating bicycling on Broadtivay. We recommend the
installation of class 2 bicycle lanes from C Street [o Main Street. This conclusion is based on the
following observations:
^ Bicyclists are already Vaveling along Broadway, both for the purpose of through travel as the
parallel routes are not continuous, and [o access the services and businesses [hat are located on
Broadway;
^ Traffic volumes and vehicle speeds are too high on Broadway for bicyclists to share the lane
with motorists, and no bike lanes exist to provide a safer space for bicycling;
^ Therefore, bicyclists most often ride on the sidewalks which presents serious hazards at
intersections and degrades the pedestrian environment;
The good news is that there is enough space on Broadway to accommodate Class 2 bicycle lanes
without the added cost of shifting curbs or purchasing right-of--way. Blocks on the northern section
of Broadway, from C Street to F Street, typically have 70 Feet, curb-to-curb; blocks on the southern
section of Broadway, from F Street to Main Street typically have 8D feet, curb-to-curb. We believe
that a customized plan that takes into account the available space, curb-to-curb, as well as the
varying need for parking and/or hvo-way left-tum lanes along different sections of Broadway can
be developed to provide a continuous Class 2 bicycle lane in each direction Broadway.
On the sections of Broadway that currently have 70 feet curb-to-curb, the bicycle lanes will only fit
if parking on one side of the street or the two-way left-tum lane is dropped. The City will need to
evaluate the tradeoffs between these two strategies. Although it is often desirable to provide on-
street parking to support local btuinesses, the Broadway corridor appears to have sufficient off-
street parking that eliminating it on some blocks should be possible without negative impacts. If
parking is eliminated on one side of the street the lane widths would be as follows:
15-71
l~firr~ ~ -n"my~~ ~ `;
0 One 6-foot bicycle lane (adjacent to curb), two 10-foot travel lanes, one 10-foot two-way, left
tum lane, one 10-foot lane, one ] 1-foot travel lane, one 6-foot bicycle lane and one 7-foot
parking lane as shown below.
6` I 10' I 10' ( 10' I 10' I 11' I 6' I 7'
If the two-way left tum lane is eliminated, the lane widths would be as follows:
^ Two 7-foot parking lanes, two 6-foot bicycle lanes, four 1 I-foot travel lanes as shown below.
7' I 6' I 11' I 11' I 11' I 11' ( 6' I 7'
On the sections of Broadway that currently have 80 feet curb-to-curb, bicycle lanes will fit without
changing [he lane configuration except for narrowing the lanes, as follows:
^ Two 7-foot parking lanes, two b-Foot bicycle lanes, four I 1-foot travel lanes, one 10-foot two-
way left turn lane as shown below. f
T I 6' ~ 11' I 1 i' I 10' ~ 11' I 11' ( 6' 1 T
On sections of Broadway that have more than 80 feet curb-to-curb, efforts should be made to add a
raised median with turning pockets instead of a continuous i<vo-way left turn lane [o make it easier
for pedestrians crossing the street and to better cltannelize turning movements. This is especially
the case in sections of Broadway where the blocks aze long and pedestrians are crossing midblock.
On the section of Broadway behveen H Street and 1 Street, due to particularly high vohrme of
through and fuming traffic, it might make sense to eliminate the on-street parking adjacent to the
Chula Vista Center mall and to provide a raised median with turning pockets where needed. Studies
have found that raised medians can reduce pedestrian crashes by up to 40 percent. (See Zegeer, C.,
Stewart, J., and Huang, H., Snfely~ffec/sofiflaikedne~sus UuumkedGossrrn/~sa! Urcon/io/led
Localioirs:~~xeculiveS~momr}~m~dlTecoi»>nei~dedGuideliner RepartNo. FHWA-RD-O1-075,
Federal Highway Administration, Washington, DC, March 2002.)
In the sections south of L Street that include a raised median with turning pockets, the City may
need to eliminate on-street parking in some sections in order to fit in the bicycle lanes. Wlten
bicycle lanes are placed next to parked vehicles, a minimum of 13 feet should be provided for the
parking lane and the bicycle lane. To encourage motorists to park close to the curb, the parking
lane (or T markings) should be placed 7-feet from the curb, with a b-foot bicycle lane.
(Alternatively the parking lane can be set at 8 feet with a 5-foot bicycle lane.) All parking lanes
should be marked with a continuous line or with "T"s that designate the individual parking spaces.
[fT markings are used, a perpendicular line extending into the bicycle lane four feet should be
included (as shown in Appendix A, Slide #19 of [he powerpoint presentation) to indicate to
bicyclists where to ride to stay out of the door zone.
15-72
-~4 d 4
y[.. •".". to ~ddkr
Bicycle lanes at any intersections along Broadway that include a dedicated right-turn lane should
shift to the !eft of the lane as per the California MUTCD, Chapter 9, so cyclists can travel straight
and avoid "right-hook" crashes.
As we discussed with staff during our visit, 10-foot lanes on urban arterials with speeds below 45
mph have not been found to reduce safety or capacity. A study on lane width safety by Potts,
Harwood and Richard presented at the Transportation Reseazch Board in 2007 stated that: "The
research found no general indication that the use of lanes narrower than 3.6 m (12 ft) on urban and
suburban arterials increases crash frequencies. This finding suggests that geometric design policies
should provide substantial flexibility for use of lane widths narrower than 3.6 m (12 ft)."
("Relationship of Lane Width to Safety For Urban and Suburban Arterials," Ingrid B. Potts Principal
Traffic Engineer Midwest Research Institute, Douglas W. Harwood Transportation Research Center
Manager Midwest Research, Karen R. Richard Staff Analyst Midwest Research Institute, TRB 2007
Annual Meeting, Transportation Research Record 2023.)
Additional support for narrower lanes is included in the following studies:
^ Safe Streets, Livable Streets: A Positive Approach to Urban Roadside Design, A Dissertation
Presented to The Academic Faculty by Eric Dumbaugh, [n Partial Fulfillment of the
Requirements for the Degree Doctor of Philosophy in the School of Civil and Environmental
Engineering, Georgia Institute of Technology December, 2005
^ Traffic Fatalities and Injuries: Are Reductions the Result of"Improvements" in Highway
Design Standards? Robert B. Noland Centre far Transport Studies Dept. of Civil and
Environmental Engineering Imperial College of Science, Technology and Medicine London,
SW7 2BU Phone: 011-44207-594-6036 Fac 011-44-207-594-6102 Email cnoland@iaac.uk
http://cts.cv.ic.ac.uk (TRB Presentation 2000)
^ The Effects of Transportation Corridors' Roadside Design Features on User Behavior and
Safety, and Their Contributions to Health, Environmental Quality, and Community Economic
Vitality: a Literature Review, Elizabeth Macdonald, Rebecca Sanders, Paul Supawanich,
University of California, Berkeley, University of California Transportation Center UCTC
Research Paper No. 878
^ The Influence of Lane Widths on Safety and Capacity: A Summary of the Latest Findings
Theodore Petritsch, P.E. PTOE Director of Transportation Services Sprinkle Consulting,
Sprinkle Consulting
Examples of cities that have accommodated bicycle lanes on multi-lane streets by narrowing down
the vehicle travel lanes to 10 feet are included in Appendix B, "Accommodating Bike Lanes in
Constrained Rights of Way" assembled by the Association of Pedestrian and Bicycle Professionals.
Photographs of cities that have similar streets to Broadway with bicycle lanes are included in the
presentation enclosed as Appendix A.
15-73
4
Case Studies and Reports Showing Economic Benefits of Bicycline
Infrastructure Investments on Local Business
I. How Bike Lanes Can Boost the Economy: Recognizing the economic role of bikes: a study in
Sydney, Australia
htp~l/sustainablecitiescollective com/bia-city/2450/how-bike-lanes-can-boost-economv
Research in 2007 by Alison Lee sought to identify the economic value of replacing car parking with
bike parking in shopping strips. The case study in Lygon Street Carlton in Melbourne showed that
cycling generates 3.6 times more expenditure. Even though a car user spends more per hour on
average compared to a bike rider, the small area of public space required for bike parking suggests
that each square metre allocated to bike parking generates $31 per trout, compared to $6 generated
for each square metre used for a car parking space, with food/drinl: and clothing retailers benefiting
the most from bike riders.
2. Bike Lanes, On-Street Parking and Business: A Study of Bloor Street in Toronto's Annex
Neighbourhood
www cleanaimartnershin orJpdf/bike-lanes-narkine.odf
From Conclusions/Recommendations section: Tttis study set out to analyze the constraints and
opportunities, including the economic impact of removing one lane of on-street parking, far
installing a bike lane on Bloor Street through the Annex neighbourhood. Based on the data, analysis
and discussion, the evidence makes a strong case that Toronto should be looking to install a bike
lane on this section of Bloor Street. The spending habits of cyclists, their relatively high mode
share, and the minimal impact on parking all demonstrate that merchants in this area are unlikely to
be negatively affected by reallocating on-street parking space to a bike lane. On the contrary, this
change will likely increase commercial activity.
3. Bloor Street Follow-up Study -Bike Lanes, On-Street Parking and Business: Year Z Report
http-//torontocat ca/main/sites/all/files/BikeLanes Parkine Business BloorWestVillaee.pdf
From Conclusions and Recommendations section: The data presented in this report indicate that in
the Bloor West Village neigltborltood there is both visitor/resident and merchant support for
changes in street use ailocation to support active transportation such as installing a bike lane or
widening sidewalks, and that the removal of half of the on-street parking to accommodate such
changes would be unlikely to negatively impact commercial activity.
From Conclusions and Recommendations section: The results of [Iris study, combined with the
results of the previous study in the Bloor Annex neighborhood, suggest that the assumption that
reducing on-street parking to accommodate active transportation is "bad for business'' may not be
true for at least two different neighborhoods along the Bloor-Danforth corridor.
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5
4. Bike Corrals: Local Business Impacts, Benefits, and Attitudes
From Bicyclists as Customers section: A concern of businesses, specifically regarding the loss of
valuable on-street auto parking, is that they will lose customers who drive without gaining
customers who travel by other modes. Despite this commonly held logic, 40 percent of all
businesses estimate that they have seen an increase or strong increase in customers who are
bicyclists. Furthermore, businesses in this study, on average, perceive that one out of every four
(24.8 percent) of their customers are bicyclists.
From Demand for Parking section: Tlie bike corrals increase the parking capacity of the street by
400 to 800 percent, per corral, by removing I to 2 auto parking spaces and replacing them with
room for 10 to 20 bicycles. With average persons per vehicle steadily declining, reaching a low of
1.08 in 2000, the bike corrals are often meeting the same or similar demand as the auto parking it
replaced. This is true even when current existing conditions at some corrals averagejust one or two
parked bikes at a time. The 400 to 800 percent increase in parking capacity benefits business by
allowing more potential customers to pazk adjacent to their establishment.
\\Western\rtc files\HTMTechnical Assistance Workshops 2011\City of Chula Vista\Chula Vista
TA Post-Mte dots\PDX Bike Corral Smdv.odf
5. Shoppers and How Tltey Travel
htto~lhvww sustrans ore uk/assets/files/liveable%20neiehbourhoods/Shoooers%20info%20sheet%2
0 "/o20LN02.odf
This study by Sustrans {United Kingdom) focused on the City of Bristol [o determine how
customers traveled to shop. The study found that retailers overestimate the importance of the car,
overestimate how far their customers travel, and underestimate how many shops each customer
visits. These findings have real significance for business planning- as tivell as land use and
transport. Typically, retailers advocate for more car access and parking, and tend to resist measures
to promote walking, cycling and public transport use, yet this study suggests that the opposite would
be more beneficial to businesses.
Shoppers' choice of travel modes in Bristol study
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Education for Motorists and Bicyclists -Share the Road CampaiEns
As you proceed with implementing changes on Broadway, it will be important to educate the
community -motorists, pedestrians and bicyclists -about how to safely and legally share the road.
Below are some good Share the Road program descriptions as well as some promising statistics on
the impact of these programs in tandem with bicycle infrastructure improvements.
1, Marin County Bilte Coalition (MCBC
The MCBC operates a fairly extensive Share the Road campaign, and has extensively documented
their efforts on their webpage: Share the Road paee. The purpose of their campaign is "educating
bicyclists and motorists to share the road courteously and safely."
Their page includes data about the success of their program, including this: "a gositive niece of data
from the California Highway Patrol's Statewide Integrated Traffic Records System (SWTRS) shows
that Marin County bike and car crashes declined by 34% over the past 10 years, while bicycle
commuting has simultaneously increased by 66%. "
The Marin County Bicycle Coalition's efforts continue to help make the road safer, and your
financial support and volunteerism through attending public meetings, makes a big difference.
Through ottr collaborative efforts with law enforcement and public works departments we have
raised awazeness and changed the physical environment to make our roads safer for bicycle riding.
Each time we secure new bike lanes, Complete Streets policies, fiscal support for non-motorized
transportation projects, etc. we are helping to make the roads safer for bicycle commuters and
recreational riders in Marin County.
MCBC's current program consists of three main components: Checkooints, Basic Street Skills
classes and Riding with Youth workshops. As of December 2008 funding for these programs is
provided by the Non-motorized Transuortation Pilot Proeram, administered by WalkBikeMarin.
Additional partners for this program are Marin General Hospital and Marin County Law
Enforcement.
CHECKPOINT program: Local law enforcement agencies and MCBC team up for [he Checkpoints
to show their united support of reducing road rage and increasing traffic safety for motorists and
cyclists. Uniformed officers and MCBC volunteers provide Share the Road flyers to motorists and
cyclists that pass tltrottglt each Checkpoint. The flyers contain California Vehicle Code information,
Codes of Conduct for bicyclists and motorists to insure their safety and foster respect for each other
and additional safety tips to prevent road rage.
htto•//www marinbike ore/Campaigns/ShazeTheRoadllndexshtml
2. Pedestrian and Bicycle Information Center
This webpage contains case studies of Bike/Ped Safety Campaigns from around the country. For
example, "Share the Road for a Healthy Maine" details their Share the Road Campaign materials
developed for TV ads, radio spots, etc. Although surveys to glean the results were inconclusive,
anecdotal evidence suggests positive impacts.
htto~//www bicvclineinfo ore/education/case-studies.cfm
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RESPONSES TO QUESTIONS SUBMITTED AFTER OUR FIELD VISIT
QUESTION #I: How is the pavement maintained under bike corrals? (The pavement will
probably be subject to less stress since vehicles wilt not be using it, but we would probably
want to include this pavement in an overlay or seal of the street.)
We don't have this information, but you could find out by contacting someone in the Portland
program. The contact person listed on the website is: Sarah Figliozzi, City of Portland Bureau of
Transportation; sarah.figliozzi at portlandoregon.gov
You'll find a lot of information about the Portland Bicycle Corral Program here:
httn•//www portlandonline com/transportation/index.cfm?a=250076&c=34813
QUESTION #Z: Where would be the best locations to use colored bike lanes?
There is no standard yet far hoev and where to use colored bike lanes. A good place to start is in
conflict zones: places where the lanes cross a lane of traffic where you want to give motorists an
extra reminder to look out for bikes. This issue is addressed in the NACTO Urban Bikeway Design
Guide (more on NACTO in the response to question #3 below);
htto•//nacto or2/cities-for-cvclineldesien-euide/bikeway-sienine-markine/colored-bike-lanes/
QUESTION #3: How do municipalities deal with liability issues for innovative treatments,
since they have not yet been accepted into the MUTCD?
Our understanding is that if the treattent is done with approval from FH WA as an experimental
treatment, the liability is no different than any other transportation facility; you should confirm this
with FH WA. In our interviews with several communities using experimental treatments, they
indicated the process to get FHWA approval was fairly straightforward and not onerous. Here's a
web page with more info: http•//muted.fhvva.dot.gov/condexper.htm
This chart on the status of various FH WA experiments might also be Helpful:
htto•//www fhwa dot 2ov/environment/bikepedJmutcd bike htm
A good resource for cities that are trying new approaches to bicycling is the
National Association of City Transportation Officials (NACTO), wlticlt recently produced an Urban
Bikeway Design Guide, "a collection of 21 innovative bikeway treatments designed to provide
practitioners with a larger set of design solutions that go well beyond existing design guides and
manuals to help promote safe bicycling." You can view the Guide here: htto://nacto.ore/cities-for-
cyclin e/desi en-euide/
The following language from the NACTO Urban Bikeway Design Guide is instructive:
"lt is important to note that many urban situations are complex; treatments must be tailored to the
individual sih~ation. Good engineering judgment based on deep knowledge of bicycle transportation
should be a part of bikeway design. Decisions should be thoroughly documented. To assist with
this, the NACTO Urban Bikeway Design Guide links to companion reference material and studies."
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Yu ..~sM:K...
B
There is a chapter on liability in the ITE's "Traffic Calming State of the Practice" Guide, which
makes it clear how cities can protect themselves against liability. The Guide indicates that fears of
litigation are often overblown:
httn~//www ite ore/traffic/tcsop/Chanter6.ndf
CONCLUSION
We appreciate the opportunity to meet all of you and applaud your interest in making your city
more bicycle-friendly. We hope that the Healthy Transportation Network's Technical Assistance
Grant was useful to you. We would appreciate your feedback, which will help us continue to
improve our program. [f you can take a few minutes to respond to the following questions, we'd
really appreciate it. You can email your response to Laura Cohen at Rails-to-Trails Conservancy,
1. Overall, was the Technical Assistance consultation helpful? Please rate on a scale of 1-5
with 5 =extremely helpful; 1 =not helpful at all
Z. What was most helpful to you?
3. Do you have any suggestions for improving our program?
4. Would you recommend this resource to others?
5. Do you anticipate that the Technical Assistance consultation will enable you to move
forward with some element of your bicycle or pedestrian plans? If so, please specify.
If you should need further technical assistance from the Healthy Transportation Nehvork, we would
be happy to talk to you about afee-for-service arrangement. Please contact any one of us.
Good luck, and thank you for hosting the Healthy Transportation Network staff.
Laura Cohen, Western Region Director, Rails-to-Trails Conservancy
415-814-1100; Laura railstotrails.ore
Paul Zykofsky, Director, Center for Livable Communities, Local Government Commission
916-448-1198, est. 317; pzykofskv(c~lec.orQ
Dave Snyder, Executive Director, California Bicycle Coalition
415-431-2453; dave(a~calbike.or2
APPENDICES:
A - Pdf of powerpoint presentation given by HTN staff for Chula Vista field visit, August 10, 201 1
(includes slides from "Economic Effects of Traffic Calming on Urban Small Businesses" by Emily
Drennen)
B - Pdf of "Accommodating Bike Lanes in Constrained Rights-of--Way" prepared by Association of
Pedestrian and Bicycle Professionals (APBP}
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Appendix G:
Atlanta Ordinance 08-0-2427
Senior Zone Policy
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Appendix G
AN ORDINANCE
BY MARY NORWOOD
08- d -2427
A:N ORDINANCE AUTHORIZING THE MAYOR OR HER
DESIGNEE TO ESTABLISH A SENIOR ZONE POLICY FOR THE
CITY OF ATLANTA AND TO IMPLEMENT THAT POLICY
AROUND AREAS WHERE A SIGNIFICANT NUMBERS OF
SENIORS GATHER TO ENHANCE SAFETY OF SENIOR
DRIVERS AND PEDESTRIANS AND FOR OTHER PURPOSES
WHEREAS, Seniors are one-fifth, 20 percent (20%), of Atlanta's population;
WHEREAS, Seniors are the fastest growing cohort of Atlanta's population and is
projected to double by 2030 to one-third. 33.3 percent (33.3%), of the population;
WHEREAS, there are currently 78 Senior Facilities in the City of Atlanta, 11 Senior
Centers and 67 Senior Residences;
WHEREAS, the safety of Seniors is enYtanced by establishing zones where the
infrastructure, sidewalks and streets, facility and infrastructure maintenance, traffic
control devices, and transit within the Senior Zone are adjusted to compensate for the
diminished capabilities attributed to Seniors;
WHEREAS, enhancing the safety of Seniors in Senior Zones will also enhance the
safety of the younger drivers and pedesn•ians in these zones; and
WHEREAS, establishing a Senior Zone Policy will assure that the City of Atlanta in
complies with the many Federal documents which outline procedures for creating a
Senior-friendly transportation program, such as FHWA Road Snfety Audit Guidelines.
Highway Design Hm2dbook for Older Drivers and Pedestrians, the Manual on Uniform
Traffic Control Devices for Streets acrd Highwa~~s, Safe Mobilir)~,for a Maturing Society:
Challenges and Opportunities ,and Travel Longer.• A Pocket Guide to Improve Traffic
Control and Mobility for Our Older Population.
THEREFORE, THE COUNCIL OF THE CITY OF ATLANTA, GEORGIA,
HEREBY ORDAINS:
Section 1. That the attached Senior Zone Policy be established.
Section 2. That the Senior Zone Policy be implemented around the 78 current Senior
Facilities and be implemented around other areas where Seniors gather in significant
numbers.
Section 3. That all ordinances or parts of ordinances in conflict with t`tis ordinance be
repealed.
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SENIOR ZONE POLICY
A Senior Zone shall be established around all facilities where Seniors congregate in
significant numbers. The purposes of Senior Zones are three-fold:
1. To protect and separate Seniors from the vehicular traffic by provision of
sidewalks and similar facilities in the designated Senior Zone.
2. To provide adequate streets and traffic control devices within Senior Zones to
safely compensate for the diminished capabilities of Senior Drivers and protect
Seniors from other traffic in the Senior Zone.
3. To emphasize the concept that, "To design for the old will include the young;
however, to design for the young will exclude the old."
Each area of significant Senior congregation requires site-specific implementation of the
Senior Zone Policy due to varying development and terrain conditions. Implementation
of a "cookie cutter approach" of [he Senior Zone Policy will ill serve the City of Atlanta
and its Seniors. hnplementation of this Policy will enhance safety of people entering or
leaving the Senior Facilities as well as those traveling through or living within the Senior
Zone. This Senior Zone Policy has been developed and the 30 specific zone
requirements are contained in seven categories:
• General
1. The Senior Zone Boundary Sign should be at least 1000 feet in advance of the
first crosswalk and/or drive into the Senior Facility, the rectangular Watning
Sign should be Black on Fluorescent Yellow with six-inch lettering.
2. All major intersections, generally signalized, within one-half mile of a Senior
Facility should have directional .signing to the Senior Facility which is White
on Green with six-inch lettering.
3. Senior Facility directional signing should be placed at major thoroughfare
intersections, generally signalized, leading to the Senior Facility.
4. The Speed Litnit through Senior Zones should be no more than 35 miles per
hour, mph. However, there must be at least a 5 nnph reduction in the posted
speed limit in the immediate area, but the resulting speed limit must not be
less than 25 mph. Additionally, the speed limit ii the Senior Zone should be
set for the available sight distance to the entrance or crosswalks to the Senior
Facility where hill crests or horizontal curves may limit appropriate sight
distance.
• Street Geometry and Sidewalks
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5. The sight distance in advance of all crosswalks and drives into the Senior
Facility should be Decision Sight Distance, DSD; in the event the area's
topography and/or street geometry doesn't allow for the DSD, the Stopping
Sight Distance must be provided in advance of all crosswalks and drives into
the Senior Facility
6. All Pedestrian Crosswalks must have ramps at curbs, including "turtle" tiles to
accommodate persons with a vision disability.
7. All sidewalks within Senior Zones should be at least an unobstructed six feet
wide to acconunodate Power and/or Wheel Chairs. These sidewalks must be
maintained in usable condition.
8. The receiving lane (throat) for turning vehicles should be at least 12 feet wide
with a four foot shoulder.
9. Chamielization should always be raised with sloping curbs vs. being defined
by pavement markings or vertical curbs.
10. Right-turn channelization, when used, should lead into an acceleration lane to
allow right-turning vehicles to merge into the traffic stream.
11. Pedestrian cross-walks should be at the leading edge of the channelization
island to assure pedestrian visibility before the driver has to begin to search
for a gap in the traffic stream to complete the merge safely.
12. Intersection sight-distances for right-turns should he at least 2.5 seconds and
for left-turns should be at least S.0 seconds plus 0.5 second for lanes to be
crossed, when more than one.
• Signs
13. All street name signs within one-half mile of a Senior Facility should be on
the near-side of the intersection and have six-inch lettering. Or if mounted on
an overhead mast or span-wire, the street name sign should have eight-inch
uppercase letters and six-inch lowercase letters, when the approach speed is
35 mph or less. When the approach speed is greater than 35 mph, the
uppercase letters should be 10 inches and the lowercase letters eight inches.
14. The Speed Limit Sign should be mounted on the same support as the Senior
Zone Boundary Sign, below the boundary sign.
I5. There should be a Pedestrian Crosswalk Warning Sign 50 to 100 feet behind
the Senior Zone Boundary Sign with Black on Fluorescent Yellow and a six-
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inch numeral, at the apex of the sign, indicating the number of pedestrian
crosswalks to be encountered in the Senior Zone.
16. There must be a Pedestrian Crosswalk Warning Sign with an Arrow Plaque at
each pedestrian crosswalk and have the number of that pedestrian crosswalk
in the direction of travel in the Senior Zone.
17. When the speed limit change occurs within a block a warning sign with a
flashing yellow beacon must be installed at the appropriate advanced warning
sign placement distance ul front of the Senior Zone speed limit change, these
distances are found in the Higlnvay Design Mmaual for Older Drivers and
Pedestrians, HDM, published by the Federal Highway Administration.
18. When the speed limit in advance of the Senior Zone is 45 mph or more, the
Senior Zone speed limit should also be shown by Pavement Markings at the
beginning of the Senior Zone.
• Markings
19. The Pavement Marking at the drives into the Senior Facility shall be full-
width; i. e., if the drive is 30 feet wide the Pavement Marking, which is a
bordered by parallel lines, should be 30 feet wide. Collocation of pedestrian
crossings with a drive is permissible, but the pedestrian crossings must be
separately marked and have curb ramps, with "turtle tiles."
20. When the street in the Senior Zone is a multilane facility, four or more lanes,
the lane lines must be entranced with raised pavement markers with 20 foot
spacing.
21. Pavement markings in the Senior Zone must be highly reflective.
• Traffic Signals
22. Pedestrian Crosswalks which are at Traffic Signals within or adjacent to a
Senior Zone, the signal cycle should be set for a crossing speed of 2.8 feet per
second, to accormnodate Seniors and Disabled.
23. Only a leading protected left-turn cycle can used at signalized intersection in
or adjacent to a Senior Zone.
24. All traffic signal lenses in and adjacent to Senior Zones should be at least
eight inches in diameter, be cleaned periodically, and replaced when degraded
by 20 percent.
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• Transit
25. The Senior Facility(ies) within the Senior Zone must be served by transit.
26. Transit stops within the Senior Zone must have shelters, sides, roof, and
concrete floors to protect the Seniors from inclement weather as they wait for
transit.
27. Transit stops within the Senior Zone, for service in opposite directions, must
not be more than 100 feet apazY, along the street. They must have a properly
marked and signed pedestrian crosswalk to bode sides of the street between the
opposite side transit stops.
• Miscellaneous
28. Remove all grass, hedges, trees, and undergrowth which restrict intersection
sight distance at entrance driveways to Senior Facilities. The "sight
triangles." should be for at least 10 mph above the speed limit through the
Senior Zone.
Similaz sight distance enhancements must be made at all intersections with
one-half mile of the Senior Zone.
29. The contrast of geometric structures with the pavement should be 2.0 for
lighted feature vs. 3.0 for unlighted features.
30. There must be street lights, on both sides of the street(s), throughout the
Senior Zone.
31. The pavement in and adjacent Senior Zones should be smoothed in order to
reduce Senior Driver vehicle control problems due to rough pavement.
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RESOLUTION NO. 2012-
RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
CHULA VISTA ACCEPTING THE FINAL REPORT FOR THE
"SENIORS, SIDEWALK AND THE CENTENNIAL" GRANT
(TF-380)
WHEREAS, on February 8, 2011, the City Council & Redevelopment Agency approved
Resolution 2011-017 authorizing the filing of an application for the Active Community
Transportation Grant Program to the San Diego Association of Governments (SANDAG) for the
implementation of a seniors, sidewalks and the centennial multi-modal transportation audit of
seniors to determine existing access to public transportation and develop a priority list for
improvements to increase the mobility of seniors; and
WHEREAS, the application submitted by the City of Chula Vista stated that the City will
partner with Safe & Healthy Communities Consulting and WalkSanDiego to complete the scope
of work on project TF-380 "Seniors, Sidewalks and the Centennial"; and
WHEREAS, on March 25, 2011, SANDAG's Board of Directors authorized
Communities Putting Prevention to Work (CPPW) funds for the following project: "Seniors,
Sidewalks and the Centennial Program"; and
WHEREAS, the project budget was $ 60,000 of which the City of Chula Vista has been
awarded up to $50,000 in American Recovery and Reinvestment Act (ARRA) grant funds for the
Active Community Transportation Grant Program, for the following project: to address health
disparities and inequities in lower income and minority senior communities, promote physical
activity and access to neighborhood destinations, and to build consensus in the community
around transportation-related public health needs in order to develop and adopt a final report that
will identify procedures, policies and recommendations for improving access and infrastructure
needs focused on the senior citizen community; and
WHEREAS, due to the federal requirements for the ARRA funds showing and reporting
that progress was made on the grants on a monthly basis, work commenced in FY 2010-11 to
satisfy a grant completion date requirement of February 1, 2012; and
WHEREAS, per Council Resolution 2011-017, the City has executed the SANDAG grant
agreement and amended the FY 2010-11 Capital Improvement Program budget to create a new
project TF-380 "Seniors, Sidewalks and the Centennial," so that work could commence
immediately in that fiscal year; and
WHEREAS, the identified project is the development and implementation of "Seniors
Sidewalks and the Centennial," amulti-modal transportation audit of seniors resulting in a series
of prioritized pedestrian issues and infrastructure improvements focused on seniors' specific
needs, which allow Chula Vista to create a community centered around aotive transportation for
people of all abilities; and
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Resolution No.
Page 2
WHEREAS, the project was designed to further narrow down the geographic area from
all of western Chula Vista to three target neighborhoods within that portion of the City. The
three target neighborhoods, Northwest, Northeast and South Project Areas, were selected through
an in-depth geographical analysis of western Chula Vista, including where seniors live, where
they might walk to based on daily needs, and an analysis of collision data to begin determining
where it may be unsafe to walk or roll; and.
WHEREAS, on January 4, 2012 the Safety Commission of the City of Chula Vista voted
4-0-3 (Fuentes, Gove & Liken absent) to recommend that the City Council, accept the Final
Report for the "Seniors, Sidewalks and the Centennial" grant (TF-380).
NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Chula
Vista does hereby accept the Final Report for the "Seniors, Sidewalks and the Centennial" grant.
Presented by
Richard A. Hopkins
Director of Public Works
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