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Pearland Safe Routes to School City of Pearland 1/12/2015 5:09:35 PMProject Narrative
An assessment of the City's sidewalks, associated drainage, crosswalks, trails, school programs, policies, and social norms designed to support alternative modalities for students to get to and from school shows that a variety of improvements are needed throughout Pearland. With the exception of two school service areas, the majority of prioritized sites being proposed for improvements involve schools in areas annexed into the City prior to 1998. Thus, these annexation districts brought into the City in the 1960s, '70s, late '80s, and up to 1998 contain a variety of disconnects, trip hazards, or lack crosswalks or the social culture supportive of non-motorized travel to and from schools. Old sidewalks fail ADA compliance, aging drainage solutions fail to mitigate flooding along walking paths, and trip hazards or disconnects pose a danger to children walking or biking to and from school. However, an equal challenge for our plan to implement a "Safe Routes to School" program here in Pearland involves the need to re-engineer the social culture in some areas of town towards the mindset that walking or biking to school is an essential part of the valuable physical and environmental "health and wellness" of our community. Obesity prevention/reduction and reducing vehicle emissions are important characteristics of our desire to improve the availability and accessibility to non-motorized methods of getting to and from school. Texas as a State has the highest-ranking annual CO2 emissions nationally at 12.18%, and is historically part of the South's compendium of States with a hefty reputation for its overweight population. Addressing the problems our Safe Routes to School program has identified will improve the health of our City's infrastructure, its people, and its culture. The primary outcome of the proposed infrastructure and programmatic improvements associated with Pearland's "Safe Routes to School" initiative will be two-fold: (1), to increase the availability and accessibility to safe pedestrian and other non-motorized pathways to and from neighborhoods and schools; and (2), to increase programmatic and policy-oriented approaches to encouraging these same pedestrian and non-motorized travel modalities to and from neighborhoods and schools. Both of these will have a secondary impact on our community's overall health and wellness. For one, fewer vehicles on the road during early morning and afternoon rush hours will reduce emissions and improve safety on the roadways surrounding our schools and neighborhoods. In addition, more walkers and bicyclers will result in a wellness paradigm in young people and families that will reduce and prevent obesity and promote healthy lifestyles. There are also other ancillary benefits for young people that walk or bike to and from school. The origins of Safe Routes to School programs stem from tragedies in Denmark stemming from unsafe pedestrian routes to school. Therefore, it is no surprise that the major findings on the benefits of kids walking or biking to and from school also come out of the Danish higher education community. Niels Egelund of Aarhus University in Denmark conducted the research on the positive effects on children who bike or walk to school, and finds that they have better concentration throughout the school day than their peers who drove or used public transportation. Overall, fewer vehicles on the road during school transport hours equates to lower risk of car crashes and accidents during a time when more children are in vehicles than any other. This also translates into better air quality from reduced CO2 emissions and less traffic congestion. More kids walking or biking to and from school reduces health problems such as obesity, diabetes, and cardiovascular disease. The City, in collaboration with Pearland ISD and Alvin ISD, plans to coordinate the implementation of a number of prototypical "Safe Routes to School" activities. Many are programmatic and policy-oriented, and aim to adjust the methodology for supporting students walking or biking to and from school; including: report and release times, crossing guard training, awareness strategies, and other non-construction activities. However, the resources we are requesting from TxDOT will be used to secure the installation of new sidewalks, drainage improvements, roadway widening, crosswalk enhancements/improvements and other traffic improvements in the service areas surrounding two elementary schools, and one junior high school in Pearland: Carleston Elementary, Cockrell Elementary, and Pearland Junior High School - South. For Carleston Elementary, 5 construction elements are included in our proposal: 1. enhance intersection traffic control at Fite Road and West Oaks; 2. install missing ‘6 sidewalk on the south side of Old Oaks Blvd.; 3. install a 6' sidewalk on the south side of Fite Road from Neches River Drive to Harkey; 4. install a 6’ sidewalk on the north side of Fite Road from McLean to Harkey; and 5. install 6’ sidewalk on the east side of Harkey from Fite Road to the existing sidewalk north of Josephine. At Cockrell Elementary (4 elements): 1. install 8’ sidewalk on the “pickup/drop-off” road on the south side of the school between the bike racks and the existing sidewalk on its west side; 2. Install a short sidewalk connection to the ADA ramp at the southeast corner of the intersection of Old Alvin and McHard Road; 3. install 6’ sidewalk on south side of Pearland Parkway, from Hidden Glen Lane to existing sidewalk at Cockrell Elementary; and 4. install 6’ sidewalk on east side of Old Alvin to the pedestrian crossing signal at Old Alvin and McHard Road. Finally, at Pearland Junior High – South (5 elements): 1. install 6’ sidewalk connection on Springfield, west of Mclean; 2. widen existing sidewalk to 8’ on McLean from Springfield to Village Creek Drive; 3. Install 6’ sidewalk on Veterans from Magnolia to existing sidewalk north of Springfield; 4. Install crosswalk and enhance signage at the intersection of Veterans and Springfield; and 5. Install 6’ sidewalk connection and bridge on east side of Veterans and Drainage Ditch. NoneProject Narrative
No Categorical Exclusion (CE) (c)(3) Construction of bicycle and pedestrian lanes, paths, and facilities No 30/09/2016 Yes 2 31/01/2017 No The City evaluates the location of utilities into the design/engineering activities associated with the proposed projects, and utilizes a traditional approach to detecting gas, electrical, telecommunications, water/sewer, and other utilities typically located in right-of-way easements. Our partnerships with other entities that have shared responsibility, interlocally or otherwise, will allow us to access documentation verifying the location of utilities in the right-of-way. The financial responsibility to relocating and adjusting utilities generally falls upon the owner of the utilities, particularly when the utility is located on the City's right-of-way/easements. Utility companies will move their lines at no cost to the City. If the City has been authorized by a utility company to construct in its right-of-way/easement, the City would, alternatively, be required to pay the costs of relocating such utilities. Relocation costs can also be subject to the number of times a utility is required to be relocated, such as in the event a failure, error, or omission on the part of the City requires that a prior relocation be adjusted or relocated for an additional time. This process is also subject to the agreements between the City, other jurisdictions or entities enjoined in the ownership of right-of-way/easements, and various utility companies. Yes The affected agencies involved in the activities being proposed for improvements with TxDOT support are the City of Pearland and Pearland Independent School District. Alvin Indepedent School District is also affected by the overall Safe Routes To School Plan. However, funding from TxDOT is not being requested for any of those projects at this time and the attached evidence of support reflects the actions taken by the governing bodies of the City and PISD authorizing their support for these projects. In 2012, the City contracted with a private consulting firm to assist with the design of an initial framework for its Safe Routes to School Plan. Simultaneously, City of Pearland staff planned and conducted a regional training and technical assistance session in conjunction with a consultant hired by the Texas Department of Transportation. Representatives from jurisdictions in Southeast Texas were invited to Pearland City Hall and participated in a full-day training conducted by Michael J. Cynecki of Lee Engineering. This event provided participants with the opportunity to learn more about Safe Routes To School program activities and the structural elements required to successfully complete a plan. Pearland's stakeholder group later participated in a break-out session to kick-off the plan’s development process, also hosted by the City of Pearland and facilitated by Kevin St. Jacques of Freese & Nichols Consulting. At the end of the day, the core group of stakeholders was formed; representative of the local area academic, government finance, law enforcement, community development, capital improvements, and parks/recreation. The group’s charge for developing a full-scale process for obtaining public input involved polling parents of students enrolled at the priority schools, for the purpose of obtaining their opinions and perspectives on the various options for creating a Safe Routes To School (SRTS) plan for the City of Pearland. During the plan-development process, a survey of local schools was instituted to gain feedback on the supportive and impeding elements of walking or biking to and from school, and the types of improvements that would support a program to increase non-motorized methodologies designed to get students to and from schools. Prior to governing body actions being taken by the City of Pearland, Pearland ISD, and Alvin ISD, the public was able to view and comment on the plan. Installation of sidewalks, drainage improvements, crosswalk and/or traffic intersection enhancements are those that the City's considers to have a high level of "readiness" as projects. Upon securing the necessary and requested funding amounts, the City would essentially need to implement the associated project management methodologies, conduct the process of selecting vendor(s) to provide the necessary professional services, complete the plan development for each improvement, conduct procurement activities needed to select vendors for completion of construction elements, and implement the process of constructing/installing the associated improvements within federal, State and/or local guidelines. The City has existing TxDOT funded projects in process and is currently engaged in meeting and/or exceeding all necessary compliance activities, and the initial assessment of units and measures needed to identify the scope of work associated with the proposed improvements has been completed.Map/Location
Screening Questions
Yes From 2010 - 2012, City initiated and completed the process of formulating standardized design characteristics for all construction-related improvements, repairs and/or remediation activities associated with the installation of pathways for use by pedestrians and those operating non-vehicular mobility devices (wheelchairs, handicapped scooters, bicycles, skateboards, etc...). These standards for multi-use pathways incorporate the proper design and construction parameters for maintaining the dimensions, measures, materials, environmental standards, reviews, and permitting methodologies required for completing sidewalk and trails projects. ADA compliance, beautification, proper drainage, grade, right-of-way/easement policies, and other design principles have been adopted into these policies and procedures. Therein, guidelines for planning, designing and operating pedestrian and bicycle facilities have been incorporated into our overall approach to making such pathways construct-able. AASHTO was referenced in our attempts to ensure that our efforts would involve the proper methodologies for accommodating pedestrians and bicyclers where signals, signage, land use, planning, site design, safety, shared use, maintenance, and flexibility through the range of design values needed to encourage facility development in a way that is sensitive to local context, and that fully incorporate the needs of bicyclists, pedestrians AND motorists. Our work with consultants and City staff, as well as other public and private interlocular stakeholders referred to publications associated with NACTO, MUTCD and ITE guidelines and brought forward the importance of design principles that ensure sustainability and livability.Evalutation Questions - Pedestrian/Bicycle Projects
Design Standards
Yes The shared use path standards for AASHTO design guidelines will be used in the construction elements being completed with TxDOT funds. This will allow for the installation of pathways that are physically separated from motorized vehicular traffic by an open space or barrier, that will be within the right-of-way. Thus, the paths may be shared by pedestrians, skaters, wheelchair users, joggers and other non-motorized users. This is the impetus for the 6' and 8' widths proposed throughout the Plan.Connectivity
Barrier Elimination
Yes One construction element is subject to the need to provide a "safe and convenient route" across a barrier (such as a freeway, railroad, and or waterway) and it does. The 5th construction element of the proposed scope of work at Pearland Jr. High - South includes a bridge on the east side of Veterans at Drainage Ditch. It involves a 150 linear feet section of pathway/bridge designed to span over a sizable drainage ditch located in the pathway of the scheduled improvement(s). However, none of the three proposed projects close any gaps in Pearland's segments of the regional bikeway shown on HGAC's Regional Bikeway Concept Map.Pedestrian/Bicycle Facility Connections
Yes The proposed improvements connect pedestrian and bicycle facilities that are currently disconnected, contain hazards, or are designed to install connectivity where no such pathways exist. The connections are identified in the proposed SRTS project maps as indicated in each map's legend. Some of the proposed improvements promote direct connectivity to a bicycle rack or designated path for biking students to get from the local sidewalk connection to the designated spaces for leaving bicycles throughout the school day. All of the proposed improvements are actual pedestrian and/or bicycling facilities.Transit Connections
None of the Above The City currently has no transit system. The closest public transit system associated with these projects involve the local school systems' busing routes and drop-off/pick-up locations.Connections to Regional Destinations
Provides a connection to or within activity centers*?* Density thresholds for different types of activity centers are defined within the Livable Centers Benefits Calculator, which is available online at http://www.h-gac.com/livable-centers/tools.aspx. Project area is considered within a 1/2-mile radius of the project location.
The improvements connect to schools as the activity center being identified as the regional destination in our Livable Centers Benefits Calculator. While the applicable radius threshold for improvement opportunities is based on one and two-mile radius, the density of proposed improvements is within the 1/2 mile radius of the school/activity center in all three of the proposed projects.Pilot Projects
No Sidewalks with associated drainage improvements, crosswalks, and programs that promote pedestrian and biking modalities for getting children to and from school are common throughout the community. The efforts being proposed herein are designed to construct non-existent infrastructure, improve existing infrastructure, remove disconnects in existing infrastructure, and improve or implement programs in certain schools that often exist elsewhere but may not be in place at that location.Safety
Does proposed facility:
No Yes No Yes The sidewalk installations and improvements, as well as the crosswalk and/or traffic control/calming measures, proposed herein will provide a new or improved pedestrian and/or bicycle connection to between a neighborhood and a school. Installing connections where current sidewalk disconnects exist will bring those sidewalks into compliance with ADA standards.
Project will be awarded:
15 points if three or more of the aforementioned characteristics are met.
10 points if two of these characteristics are met.
5 points if one of these characteristics is met.
Existing Plans/Studies
Yes While Pearland has a number of projects included in the HGAC Transportation Improvement Program (TIP), none of the ones proposed for implementation via Pearland's Safe Routes to School Plan are TIP projects, nor do they fall within HGAC Special Districts, Livable Centers, and nor are they a part of any comparable multi-jurisdictional study. They are, however, identified within a local plan study conducted by the City of Pearland and its Safe Routes to School Plan stakeholder group, facilitated by the Freese and Nichols consulting firm of engineers and transportation content experts, formally adopted by the Pearland City Council, Pearland Independent School District, and the Alvin Independent School District. The study involved a rigorous assessment of mobility and connectivity assets, mobility behavior, safety and risks, constructability, prioritization of costs and other metrics, and a local stakeholder survey of school administrators and parents. Our Plan does carry some assemblage of a multi-jurisdictional quality, as multiple scholastic service entities have been involved and provide standardized education services for the local Pearland community.Funding Leverage
Leverages funding through partnerships to meet or exceed the 20% match In-kind donations of volunteer time at the nationally-recognized amount of $20.25 per hour will be made by members of the local stakeholder group to assist with the non-construction activities identified within the City's Safe Routes to School Plan. These include local officials that have dedicated/committed to speak at local schools, work with administration to develop and implement new and/or revised policy solutions for impediments to walking/biking to and from schools, and meeting with key officials to encourage more support for program activities designed to utilize creative elements of the plan more effectively (walking school bus, advocacy activities, crossing guard training, etc...). Our local Constable - Buck Stevens - has agreed to conduct many of these activities as a community volunteer and as part of his traditional volunteer efforts to the local area. Much of this involves the coordination of involvement of community volunteers, takes effect outside of his daily schedule, and is traceable for purposes of calculating its impact on the total contribution. Part of our plan involves bringing parents and other potential coalition members to the table to execute the non-construction elements of our overall plan.Underserved Population Access
Is all or part of the proposed facility located within a Census Tract that has a higher proportion of the following populations than the regional average:
H-GAC to conduct analysis based on the GIS/map project location provided above
Project will be awarded:
3 points if one of the aforementioned indicators is above the regional average
7 points if two of the aforementioned indicators is above the regional average
10 points if three of the aforementioned indicators is above the regional average