You are on page 1of 34

SAFELIHKS NATONAs

Building Connections: Linking Kids to their Schools

Submitted by:

Natomas Unified School District
Sacramento, CA A Member of the Partnership for Active Communities Responsible Agency: City of Sacramento

Local Assistance Program Guidelines EXIITBIT 24-A

EXHIBIT 24-A Application for Safe Routes to School Funding

Application for Federal Safe Routes to School Funding
Check one: This application is for:

0 Infrastructure

o

project Non-infrastructure project when seeking funds for infrastructure and/or non-infrastructure to School (SRTS) program. It consists of six (6) parts which asks for

This application is to be completed projects from the federal Safe Routes the following information:
PART PA.RT PART PART PART PART NOTE: exactly

1: General Information About the Applicant 2: General Information About the Project 3: Organization Background and Capacity 4: Detailed Information About the Project 5: Proj ect Cost Estimates 6: Project Delivery Schedule the format and all questions must remain hard copy to your Caltrans District Local application package to the DLAE in your in your District and their mailing address:

Applicants can recreate this application form, however, the same as presented and submitted with attachments in Assistance Engineer (DLAE). Please submit three (3) sets of the Caltrans District Office. Refer to the DLA web site for the DLAE htto:I/\vv.fw.doLCa.20v!11glLocalProm-ams/dlae.hu11.

Applications from nontraditional applicants (school districts, nonprofit organizations, public health/education departments, federally recognized Native American Tribes, hospitals) must be accompanied by a signature from a top official from a City/County/Metropolitan Planning Organization CMPO)/Regional Transportation Planning Agency (RTPA) certifying that they will agree to be the responsible agency over the nontraditional awardee. If a nontraditional applicant is awarded funds for an infrastructure project, a signature is required from a public works official from the public agency certifying that they agree to operate and maintain the facility after construction. application will be disqualified from review. The entire application text must not exceed 30 pages. Maps, photographs, and Letters of Support may be included in the application package separately as attachments and 'will not be counted as part of the 30 page limit. All Letters of Support to Caltrans must be directed to "To Whom it May Concern." Do not send them directly to the Director at Caltrans Headquarters or District Director. Applications must be stapled in the upper left-hand corner. Those bound by any other means will not be accepted; i.e., binders, protective covers, spiral threading, etc. If you wish to submit a transmittal letter, please attach it to the application with a removable binder clip.

An incomplete

LPP 08-01 Pagel April 25, 2008

Local Assistance Program Guidelines

EXIDBIT24-A Application for Safe Routes to School Funding

PART 1: General Information About the Applicant
Name of applicant (or responsible agency): If a nontraditional with the applicant: Natomas Unified School District City/CountylMPOIRTPA that has agreed to partner

applicant, name of responsible City of Sacramento

N arne and title of contact person responsible for this project: Michael Cannon, Assistant Superintendent for Facilities and Planning, Natomas Unified School District
Name, title, and signature of top official from a City/CountylMPOIRTPA (if applicable): Jerry Way, Director of Transportation, City of Sacramento (Type here and sign below)

Mailing address of responsible contact person responsible for this project: Street address: 1901 Arena Blvd City: Sacramento County: Sacramento Zip: 95834 Telephone number of contact person responsible for the project: (91§) 567-5468 E-mail addressofcontactpersonresponsiblefortheproject:mcannon!a>.natomas.k12.ca.us Fax number of contact person responsible for the project: (916) 567-5470

PART 2: General Information About the Project
Check all of the areas that you will use SRTS funds for: Education Encouragement Enforcement

o

0

0

19] Engineering

State Legislative District(s): Caltrans District: Metropolitan SACOG

Senate §. Assembly 2

J
(MPO)JRegional Transportation Planning Agency (RTPA):

Planning Organization

Project title: SAFELINKS NATOMAS: Building Connections: Linking Kids to their Schools Clearly state the specific deliverables that will result from your project:
II

This project will reconstruct eight intersections adjacent to three elementary schools. Intersections will include curb extensions, ramps and high-visibility crosswalks to reduce crossing distances and improve pedestrian safety and accessibility. The project will also install a raised intersection to slow traffic at one of these locations. The project will widen sidewalks along frontages at three elementary schools to a minimum width of eight feet. This will improve pedestrian safety and accessibility by creating separation from vehicles. The project will construct speed tables to slow traffic at bicycle trail crossings of streets adjacent to two elementary schools as well as curb extensions to improve visibility for pedestrians at these crossings. The project will install medians to slow and channel traffic at a dangerous curve adjacent to one school.

"

iii

II

LPP 08-01 Page 2 April 25, 2008

Local Assistance Program Guidelines

EXHIBIT 24-A Application for Safe Routes to School Funding

Identify other safety efforts already underway in your locale that may complement your project: Within the past two years, the City of Sacramento adopted a new Pedestrian Master Plan, which establishes goals for the creation of safe walkable neighborhoods and includes revised standards, including sidewalks wider than five feet in areas of high pedestrian traffic, smaller comer radii in locations with little large vehicle traffic, and buffer zones to separate pedestrians from traffic. These revised standards will have safety benefits for neighborhoods far beyond the specific improvements proposed in this grant The City is currently implementing a long-term plan to upgrade all curb ramps to meet Americans with Disabilities Act standards. This affects sidewalks in the vicinity of the target schools and will improve safety and accessibility . The City is also working on a project that will result in the installation of bicycle sensitive detectors at a major intersection near Bannon Creek School, one of the schools targeted in this grant. This improvement, though independent of the grant, will improve safety and accessibility in the neighborhood. Brief description of project: This proposed project is a $2 million infrastructure investment ($1 million in Safe Routes to School grant funds matched by $1 million in school infrastructure bond funds) which will substantially improve pedestrian and bicycle accessibility to three of Natomas Unified School District's (NUSD) elementary schools. All of the proposed improvements represent the highest priority items identified in a series of Community Design Workshops conducted in 2004 by nationally recognized pedestrian design expert Dan Burden. The genesis of this project, however, dates back to 2002 when groups of parent volunteers at three NUSD elementary schools (Bannon Creek, Jefferson and Natomas Park) independently initiated programs to encourage students to walk and bicycle to school. At Bannon Creek and Jefferson, these early efforts consisted primarily of awareness events (i.e. walk to school parades) and incentive programs that rewarded students for walking regularly. At Natomas Park, parents organized a supervised walkto-school program (the Walking School Bus) Both schools also participated in International Walk to School Day and similar events. While these early efforts were volunteer initiated, the NUSD administration and board of trustees quickly embraced them and encouraged their growth. Then, in 2003, a group of community organizations, that included NUSD was awarded a prestigious grant from the Robert Wood Johnson Foundation to form a partnership that would promote "active living" by encouraging pedestrian/bicycle friendly community design. The group, "the Partnership for Active Communities" (the Partnership) was one of 25 winners out of more than 1,000 applicants in this national competition. NUSD is one of the core members of the Partnership and district superintendent, Dr. Steve Farrar, currently serves as its chair.
In 2004, NUSD partnered with the City of Sacramento (OM on a successful grant application to reconstruct an intersection on a busy arterial south of Bannon Creek. The project, completed in 2006, added curb extensions and a new traffic signal, along 'With other features, to facilitate safe pedestrian/bicycle traval for many of the more than 70 students living in the adjacent apartment complex. This intersection, which received substantial media attention, has become a model for pedestrian-friendly design in Natomas,

In 2005, the Partnership and NuSD collaborated with another local partner, the Local Government Commision (LGC), a Sacramento-based public policy group dedicated to promoting livable communities, on a project to fund a series of community design workshops at the three schools that had launched NuSD's early Safe Routes to School efforts. More than 200 parents,
Page 3 April 25, 2008

Local Assistance Program Guidelines

EXHIBIT 24-A Application for Safe Routes to School Funding

students, city staff and other community leaders participated in walking audits, focus groups, presentations and interactive design tables through which they identified the problems facing the community-tlie barriers to safe walking and biking-sand identified and prioritized solutions (both engineering and programmatic). The product of these workshops was a February 2006 report, Neighborhood Planning for Sat? Routes to School in Natomas: A Revol·t on Recommendations from Communitv Design Workshovs ill North and South Natomas, which is the blueprint for the proposed improvements in this grant application. Hereafter, this report will be referenced as the

Burden Report.
In his letter of support for this application, (see letter attached) Burden offers high praise for NuSD's efforts, saying that among the 200 programs he reviews annually, this school district "stands out as the leader in promoting a pedestrian friendly environment." And he believes that funding the proposed improvements will enable NuSD to

"take a quantumm success. "

leap forward

toward even greater

Also in 2006, NuSD put before the voters a bond measure to expand and improve its infrastructure, including travel routes to school. This measure, which was supported by nearly two-thirds of voters, specifically named "safe walking routes" as a mandated capital facilities project. Subsequently, NUSD committed $1 million of these funds to the current proposed improvements. Since that time, :NuSD has also continued to expand its non-infrastructure efforts. In 2007, the district secured a non-infrastructure grant to fund a district-wide Safe Routes to School Coordinator who will support existing programs and work to replicate them throughout the district. The $2 million in improvements proposed for this grant represent the next critical step in NUS D's ongoing effort to promote a safe, walkable and bikeable environment for its students. The project will shorten crossing distances at intersections and widen sidewalks at three district elementary schools to minimize students' exposure to traffic. This will ensure that these students who already walk or bike to school can do so more safely and will enable additional students and parents to feel safer and more confident accessing the schools on foot or by bicycle.

Brief description of targeted location; i.e., urban/rural/suburban

setting, geographic characteristics,

etc.:

All three target schools are located in the suburban community of Natomas, a growing area of 55,000 people located 10 minutes north of downtown Sacramento. Natomas is a planned urban community that is expected to grow to 100,000 residents in the next decade. The area is generally considered in two parts: South Natomas, which is largely developed, and North Natomas, which is one of the fastest growing areas in the state. Natomas is the most diverse community in the Sacramento region with a population of approximately 25% white, 25% African-American, 25% Hispanic, and 25% other, mostly Punjabi, Asian, and Filipino. Over thirty-six languages are spoken in the community by both youth and adults. English language learner classes are offered through the P-12 school system and through the school district's adult education system. The area is also economically diverse. All three of the schools targeted for improvements in this grant serve neighborhoods with a mix of single-family homes and apartments. The two South Natomas schools (Jefferson and Bannon Creek) both have large low-income populations, A majority of students at all schools live within a reasonable However, many of these students must cross heavily congested the school. walking distance (1/2 mile or less) from school. high-speed arterials and collector streets to access

LPP 08-01 Page 4 April 25,2008

Local Assistance Program Guidelines

EXHIBIT 24-A

Application for Safe Routes to School Funding Identify the names of school(s) in the target area, the total student enrollment in each of the schools, and approximate number of children who currently walk/bicycle to school: Bannon Creek Elementary Jefferson Elementary Natomas Park Elementary 600 students (approx) 680 students (approx) 790 students (approx) 21 percent walk at least once per week. 25 percent walk at least once per week 26 percent walk at least once per week.

II

"

If submitting

more than one application, the priority number of this application: NI A

Total number of project applications being snbmitted:

1

PART 3: Onzanization Background and Capacity
1. Provide a brief overview of yonr organization if the applicant is a nontraditional applicant (example, a mission statement, geographical area served, experience with projects similar to the one proposed, etc).

NuSD serves the Natornas community which covers the northwest portion of the rapidly growing Sacramento region. A copy of the district's mission statement and strategic plan are attached. Because it is part of one of fastest growing regions and school districts in the state, it has been in continuous school construction mode for the past decade. NUSD works closely with developers, the City, other state and local agencies, and community organizations in a collaborative planning process. An example of this collaboration is the joint-use agreement between the school district and the City, which allows maximum use of facilities. As part of this agreement, every NUSD school is now constructed adjacent to a city park, which allows shared use of facilities as well as improved pedestrian and bicycle access. Additionally, :NuSD and the City have seats on each other's planning committees to ensure that the community is the ultimate benefactor of their shared planning. NUSD and the City have previously partnered on one successful SRTS project, an intersection south of Bannon Creek School. This project is widely recognized as a model for pedestrian-friendly design. Both NuSD and City staff have been actively involved in the development of the current proposed project from the community-design phase forward. As a result, both are intimately acquainted with the proposal and well qualified to ensure its success.

PART 4: Detailed Information About the Project(s)
When seeking funds for infrastructure projects, the following four (4) documents must be attached to this application: 1. 2. 3. 4. A clear, color rendering of a general map showing the location of all proposed improvements and their proximity to the school and school routes within the two-mile radius. A clear site plan for each improvement location showing existing and proposed conditions, preferably in color. Detailed Engineer's Estimate (use form posted on the Division of Local Assistance Home Page in the internet under SRTS located at: \\'Vol\v.dot.ca.oov!ho/LocalPrograms). Completed "warrant" sheets per the California 'MUTCD for projects with traffic control devices (if required).

For both infrastructure and non-infrastructure projects, applicants are encouraged to provide letters of support from project partners and advocacy groups. These letters should be attached to the back of this application and do not count toward the total number of pages that are allowed. Please respond to the following eight (8) statements when seeking infrastructure or non-infrastructure funds. They must be answered in sufficient detail and clarity to enable the review committee to fully understand your proposed
LPP 08-01 Page 5

April 25, 2008

Local Assistance Program Guidelines

EX~IT24-A Application for Safe Routes to School Funding

project. They will be evaluated against all the other project proposals received. Refer to Section 24.6 of the SRTS Guidelines which explains the project selection process. NOTE: The Evaluation element is a requirement of the program. It is not an option. It involves preparation of the Student Tally and Parent Survey at the beginning and end of the SRTS project in the target school(s). Forms along with data collection descriptions and instructions are posted on the Safe Routes to School web site. All applicants must provide the requested data to the National Center for Safe Routes to School at the completion of their project. The purpose is to determine the project's effectiveness in increasing the number of children walking and bicycling to school. 1. Describe the extent to which your project incorporates elements of the following 5 Es, and identify the individual and agency/organization responsible for the implementation of each element (maximum: 20 pts.)

If an Infrastructure Project:
II

Engineering - Participation by engineers in providing correct technical information, oversight of construction facilities, conducting engineering studies, providing engineering data, consulting with engineers, etc. (11 pts.) Education - Programs that improve safety and convenience for children who walk or bicycle to school; i.e., public safety awareness campaigns or safety training. (3 pts.) Encouragement - Activities that promote walking and bicycling to school; i.e., providing incentives to children who are physically active, introducing children and parents to walking and bicycling through Walk to School Day events, "Walking Wednesdays," purchasing and distributing bicycle helmets, etc. (3 pts.) Enforcement - Participation by law enforcement in the development and implementation of a project; i.e., ensuring safe speed limits are posted near schools, ticketing abusers, conducting safety check points, etc. (3 pts.) Education - See description above. (10 pts.) Encouragement - See description above. (5 pts.) Enforcement - See description above. (3 pts.) Engineering - See description above. (2 pts.)

II

..

If a Non-infrastructure Project:
II II

• •

LPP 08-01 Page 6 April 25, 2008

Local Assistance Program Guidelines

EXHIBIT 24~A Application for Safe Routes to School Funding

Overview: 1\TUSD's overall Safe Routes to School initiative is a comprehensive effort to create a pedestrian and bicycle friendly environment in Natomas and to encourage walking and bicycling among its students, parents, and other community members as a way to promote a healthy, active lifestyle, improve air quality through reduced driving, and improve safety around its schools. Since its beginnings in 2002, the project has incorporated elements of all the 5 E's (Education, Encouragement, Enforcement, Engineering, and Evaluation.). This application proposes to fund infrastructure improvements at three elementary schools-improvements that have been identified by the district and the community as critical to creating a safe, walkable neighborhood. However, this proposal would never have been possible had it not been for the many non-infrastructure efforts that have preceded it and that continue today. This narrative will outline the interactive community planning process that led to the development of this proposal and will also attempt to set the proposal in the broader context of "NuS D's Safe Routes efforts. Engineerin~: The improvements proposed in this grant application are the result of an extensive collaborative planning process involving more than 200 stakeholders, including students, parents, teachers, City of Sacramento engineers and other staff and representatives of numerous other community organizations. The project was launched in 2004 when the Local Government Commission (LGC), a Sacramento-based public policy group dedicated to promoting livable communities, secured a Caltrans Environmental Justice Grant to conduct a series of interactive planning workshops focused on creating safe walking routes to school. Because the LGC was estensively involved with the Partnership for Active Communities (the Partnership) in its efforts to promote pedestrian-friendly design in Natomas, three }..TUSD elementary schools were selected for the workshops. The particular schools, Bannon Creek, Jefferson, and Natomas Park were selected because they were the three schools in the district with organized walking and bicycling programs. Over the next year, the LGC created a design team to develop and lead the workshops, contracting with nationally recognized walkability expert Dan Burden, as well as Alta Planning and Design, one of the country's leading design firms specializing in pedestrian and bicycle friendly infrastructure. LGC also worked extensively with members of the Partnership, including the City's parks and public works departments, various NUSD personnel, and members of I1-:4LKSacramento, a local pedestrian advocacy group. The interactive workshops, also known as "design charrettes" began with a three-day series of activities geared toward gathering the input of various stakeholders. Burden conducted "walking audits" of each of the target schools, asking participants to identify potential safety hazards and impediments to walking as they traveled through the neighborhood on foot. Participants also engaged in creative strategies such as forming a human curb-extension (see image at left) to visually demonstrate how much crossing distances can be reduced and safety improved through a relatively simple improvement. Another technique employed by the team was the use of interactive design tables. Large aerial maps of each school were laid on tables and participants were asked to identify potential and actual "talking routes, as well as obstacles to walking or biking and potential danger spots in their neighborhoods. They were then asked to mark these problem areas directly onto the maps, as well as to illustrate suggested improvements. LPP 08-01 Page 7 April 25, 2008

Local Assistance

Program

Guidelines Application

EXIDBIT 24-A for Safe Routes to School Funding

Burden and the design team also used focus groups to collect information regarding how community members perceive their community-what they see as its assets as well as its dangers. Adults and children alike participated in these groups, providing input on perceived dangers and reasons why many are reluctant to walk or allow their children to do so. This feedback became the basis for inviting people to vision how the neighborhood could be enhanced. Wben working with children, in addition to soliciting verbal feedback, the design team employed the use of artwork, asking the students to draw what their neighborhoods look like and to depict how they travel to school as well as to create their own slogans to promote safety. After gathering this wealth of community input, the design team spent two days sifting through the data, developing recommended improvements, and creating a slideshow to visually portray for the community what the recommended improvements would look like when implemented. These recommendations were presented to the community at two open forums the following week at which people were encouraged to react (both positively and negatively) to what was presented, and to make additional recommendations. This information, as well, was compiled by the design team along with other demographic and engineering data (including traffic counts and collision records.) Over the ensuing three months, this team utilized the data to develop an extensive set of recommendations which they then formally submitted to NUSD, the City, and the Partnership, in February 2006. This document is the Burden Report The Burden Report proposes short-term, mid-term, and long-term engineering improvements for each school in addition to various recommended non-infrastructure strategies to improve safety. Note: A copy of the report has been attached to this application for reference. Because these recommendations were all drawn from the collaborative community workshops they reflect the desires and interests of many stakeholders and have broad community support. Because they were developed in part by Alta Planning and Design, a recognized engineering firm, with collaboration from City Transportation staffthrougbout the effort, no problems with project implementation are anticipated. The City and }..TUSD have signed a formal letter of understanding that will guide development of the project, and indeed the two agencies already have a history of collaborating successfully on similar efforts. In 2004, the City was awarded a Safe Routes to School grant to create infrastructure improvements near Bannon Creek. During that project, City engineers collaborated with NuSD staff, community advocates, and elected leaders to develop a model Safe Routes project. The resulting improvement has substantially improved safety for students and other pedestrians and is now widely recognized as a model of quality pedestrian-friendly design. Encouragement: Long before NUSD considered soliciting grant funds to improve infrastructure, its initial efforts to promote walking and bicycling focused primarily on awareness and incentive-based activities. Indeed, the first ever Safe Routes event in Natomas was a Walk to School Parade organized by a small group of parents and staff at Jefferson Elementary. At that May 2002 event, approximately 400 students, more than half the enrollment of the school, accompanied by numerous parents and teachers, donned special t-shirts and marched through the community to school to raise awareness about walking.

LPP 08-01

Page 8

April 25, 2008

Local Assistance Program Guidelines

EXIDBIT 24~A Application for Safe Routes to School Funding

The parade was deemed a success and it led to the creation of an incentive program, called Frequent Walker/Rider Miles the following school year at Jefferson as well as at nearby Bannon Creek Elementary. Through this program, students were issued a frequent walker/rider card on which they could track the days they walked or bicycled to school. Once they completed a card (10 walking trips), they could turn it in to earn a prize. The top walkers and bikers also were able to enter raffles throughout the year to win other prizes, including a new bicycle. Entire classes also competed against one another with prizes for those logging the most miles. In addition, the parent volunteers organized a walking event for International Walk to School Day in October. A large number of students participated, with many creating signs and banners to celebrate the event. Over time, the program became more structured, particularly at Bannon Creek where the parent volunteer group eventually adopted the name "Traffic Tamers." Awareness activities were expanded, with regular Walk and Bike Days designated on the first Friday of the month. To build student excitement, these included theme-based events such as "Crazy Hat Walk to School Day" and "Pajama Walk Day." International Walk to School Day activities were also expanded to a full week of events. Eventually, in 2006, the Traffic Tamers launched Walking Wednesdays; a regular parent-supervised walk to school that occurs every Wednesday morning throughout the year. Students are invited to meet designated parent leaders at specific locations in the neighborhood, from which they walk to school together. Students who walk receive a raffle ticket each week, which makes them eligible for prizes, many of which are donated by local businesses. In 2007, Traffic Tamers added yet another incentive program called WALKtober. During the month of October, every class in the school was challenged to make at least 35 percent of all trips to school either by walking or bicycling. Every class that reached this goal-22 out of 33 classes in the school succeeded-received a class prize. This project was funded by one of our community partners, the South Natomas Transportation Management Association (TMA). At the same time that Traffic Tamers was forming at Bannon Creek, a separate group of parents at Natomas Park Elementary was developing its own walk-to-school program, based on a model called the Walking School BIlS. Parent leaders in this program and are assigned a specific group of children in their neighborhood to pick up at their door and escort to school. Somewhat more structured than the Bannon Creek programs, leaders at Natomas Park receive formal training and are issued safety vests and stop signs funded by the North Naiomas TMA. This program has won national awards and, a few years ago, was featured on the nationally syndicated PBS program America Walks. Natomas Park also sponsors organized walk to school days and has its own Walking Wednesday program similar to that at Bannon Creek.

LPP 08~Ol Page 9 April 25, 2008

Local Assistance Program Guidelines

EXHIBIT 24-A Application for Safe Routes to School Funding

In 2007, NUSD was awarded a $500,000 non-infrastructure grant, in part to fund a full-time Safe Routes to School Coordinator for the district. A major element of this job will be to support the existing encouragement programs and to replicate these successful initiatives throughout the district. NUSD plans to hire for that position in the near future and have the person onboard early in the 2008-09 school year. Education: From the beginning, the parent volunteers who launched Safe Routes to School at NUSD recognized that getting more students to walk and bicycle to school while also promoting safety, would require a substantial educational effort Not only was it critical that students be educated on bicycle and pedestrian safety, but parents and the broader community needed to be reminded of the need to drive responsibly and watch for pedestrians and bicyclists. Additionally, the group believed that it was important to reinforce for parents the importance of regular physical activity in maintaining their children's health as well as providing information about healthy nutrition. Initially, the organizers sought to educate people through the use of flyers distributed in advance of Walk to School Days offering parents "Safe Driving Tips." In addition, since the first event in 2002, the Sacramento Police Department has been a regular participant in Walk to School events at aU three target schools. In addition to handing out items such as stickers and coloring books with bicycle/pedestrian safety themes, the department's bicycle safety officer provides properly fitted bicycle helmets for students who need them and tries to educated students and parents about the state's helmet law for children. In 2004, the Traffic Tamers initiated a broader public awareness effort by creating the Traffic Tamer Pledge. Parents, as well as the broader community, were asked to sign this pledge to: •
.It

..

Get Active - By walking or biking to school (and elsewhere), Drive Safe - By obeying traffic laws and watching for kids and other pedestri ans/bi cyclists, Be Aware - Of surroundings (more eyes on the street makes the neighborhood safe.)

BE A TRAFFIC TAMER
\II\II\II.NaiomasTraffi("lamers.c.om

orive Safe

Individuals who sign the pledge at walk to school days, school activities, or other events like the annual Community Festival, are given yellow bumper magnets for their cars to remind others to drive safely. The pledge was also printed on bright yellow t-shirts which are given to students to wear on designated walk days. Today, students are encouraged to wear these t-shirts every week for Walking Wednesday. Also in 2004, the Traffic Tamers created a newsletter, called Curbside, The purpose of the newsletter is to keep the community informed about upcoming events and activities related to walking and biking, remind people about safety, and offer tips about health, nutrition, and physical fitness. The newsletter has also provided recaps ofmajor Traffic Tamers activities and profiled individuals in the community who are dedicated to improving kids' fitness such as P.E. teacher Mike Tressa. The newsletter, which is published 3-4 times per year by volunteers, is distributed to all families at Bannon Creek. Once the district-wide Safe Routes Coordinator is hired later this year, one of the goals will be to create a similar newsletter for the entire district. In 2006, Traffic Tamers organized a school carnival called Spring into Fitness as a way to bring the community together around a social event with an educational message about fitness and safety. Students themselves are
LPP 08-01 Page 10 April 25, 2008

Local Assistance Program Guidelines

EX1IIBIT 24-A Application for Safe Routes to Scboo] Funding

given the responsibility of creating the carnival booth activities, each of which is supposed to have an educational message to teach their fellow students about either fitness, safety or good nutrition. In addition, many local organizations, including but not limited to California Family Fitness, Med 7 Urgent Care, and the Natomas Bike Shop, have organized activities. The carnival also includes a bike safety education class, the Bike Skills Challenge, which is taught by League of American Bicyclist-certified instructors. (see image at left) This class offers students the basic elements of the League's vehicular cycling class for youth. Both Spring into Fitness and the Bike Skills Challenge have become annual events which have experienced growth in participation each of the past three years. It should also be noted that the 2007 Caltrans non-infrastructure grant includes funding which will enable NUSD to begin offering bicycle safety education throughout the district as soon as a contract can be awarded. Enforcement: 'Throughout the history ofNLJSD's Safe Routes to Schools project, enforcement has been the most challenging element to implement, largely because the police department is critically understaffed and the demand for traffic enforcement from the limited patrols available is overwhelming. Nonetheless, the district as a whole, as well as individual school administrators" have made significant efforts in this area. All three target schools in this grant have requested and received periodic traffic enforcement patrols, in which officers have cited motorists for violations such as excessive speed, illegal or unsafe uturns, driving on sidewalks, and other unsafe practices. In addition, 'NuSD has worked with the City's parking enforcement division to address other unsafe practices. Parking officers have cited drivers for parking on sidewalks while escorting their kids to class, and for parking in the bus zone, a practice which endangers students by keeping busses from dropping students at designated locations. Though not strictly an enforcement activity, the regular participation by the police department's community services officers in events such as Walk to School Days and Spring into Fitness, does have a related benefit. Because these officers have an ongoing presence at the schools, they are on a first name basis with the principals and Safe Routes volunteer parents, which can help the schools to get an expedited response when needs arise. 2. Cite the names and organizations/agencies that contributed to the development of a plan for this application and explain how they will continue to be involved in the project if it is funded; that is, formation of an ongoing "team," (10 pts.) • 'Vas there representation from the school, parents, professionals in the areas of health, transportation, enforcement, local elected officials, and other key members oftbe community in formulating this project? (5 pts.) Describe the collaborative process followed in the development of this project and the individual contributions of each. (5 pts.)

As was outlined in the "Engineering" section of the response to question 1 above, the development of the

infrastructure project proposed in this grant application was a highly collaborative process, involving many stakeholders. In addition to the LGC, which coordinated the overall effort, many other groups played critical roles. For example, NUSD staff provided meeting facilities and equipment for the workshops, developed fliers, press releases, and media contacts to generate publicity, and encouraged students, parents and staff to participate (including through in-class sessions held at two of the schools). City staff produced aerial GIS maps, collision
LPP 08-01 Page 11 April 25, 2008

Local Assistance Program Guidelines

EXHIBIT 24-A Application for Safe Routes to School Funding

and traffic data, and other technical information requested by the design team, in addition to participating in the workshops and offering their first-hand experience and expertise dealing with the traffic and engineering issues being discussed. Many local elected officials, including Mayor Heather Fargo, City Councilmember Ray Tretheway, and County Supervisor Roger Dickinson also took a keen interest in the project All have been strong advocates for creating a more walkable community and all either participated in the charrettes themselves or sent key staff to gather information and provide input. Other community organizations, such as the Sacramento Area Bicycle Advocates (SABA), the North Natomas TMA, the South Natomas TMA, the Sacramento Metropolitan Air Quality Management District (SMAQMD), and the Natomas Community Association, all sent representatives to participate in the charrettes and contribute input, and many other members of the community, including parents, students, and neighbors, gave of their time to attend focus groups, walking audits, and community forums. This broad collection of participants, which included such varied perspectives as parents worried about their children's safety, traffic engineers concerned about managing traffic flow, and kids looking for an adventure on the way to school, provided the design team with a rich tableau of information from which to develop their recommendations. Also, in a critical element of the process, all of these individuals were invited to attend forums and provide feedback and reaction to the initial recommendations, ensuring that the final report would, as much as possible, reflect the community's needs and concerns. One of the most critical players in the development of the proposed infrastructure project, as well as NuSD's ongoing Safe Routes to School efforts, is the Partnership for Active Communities, and in particular, its lead agency WALKSacramellto. Indeed virtually all of the aforementioned organizations and elected officials are members of the Partnership, and it has provided a network through which they have been able to coordinate to support NUSD's overall efforts to promote safe walking and bicycling, both infrastructure and non-infrastructure. As soon as funding for this infrastructure proposal has been secured, the Partnership will coordinate formation of a "Community Advisory Committee", which will work with NUSD and City Department of Transportation staff to ensure that the project is designed and constructed in a manner that 'Will best support the walking and bicycling safety needs of students and the broader community. While this committee has yet to be appointed, it will certainly involve a range of stakeholders, including elected officials, representatives from Traffic Tamers and the Natomas Park Walk to School Program, and other stakeholders such as SABA and the North and South Natornas TMA's. 3. Does the applicant have a commitment from other agencies and organizations implementing the project once awarded? (maximum: 5 pts.) • " to have a role in

Cite the name, title, and contact information of the individual responsible for ensuring completion of this project. (3 pts.) Has the commitment been formalized? Please describe. (2 pts.)

Because NuSD is a non-traditional applicant, the district has secured a commitment from the City to serve as the responsible agency for the project. The two entities have signed a letter of understanding to formalize this relationship. This letter commits the City to delivery of the project and commits NUSD to providing the $1 million in bond measure funds. Also, as is noted in the response to question 3, a Community Advisory

LPP 08-01 Page 12 April 25, 2008

Local Assistance Program Guidelines

EXHIBIT 24-A Application for Safe Routes to School Funding

Committee, comprised of various stakeholders who have been involved in J:>..il]SD'songoing Safe Routes efforts. The individuals responsible for ensuring completion of the project are as follows. Michael Cannon, Assistant Superintendent for Planning and Facilities, Natomas Unified School District 1901 Arena Blvd, Sacramento CA 95835 (916) 567-5468 Jerry Way Director of Transportation City of Sacramento 909 I Street, Sacramento CA 95814 (916) 808-7100

4. Describe in detail any other efforts within the agency or organization that are planned or underway to support or compliment the proposed project (maximum: 10 pts.) " • Cite any funding commitments that have been made by agencies or organizations to sustain this project. (5 pts.) Is this project consistent with the goals and objectives of local or regional planning documents; i.e., City/County Master Plan or General Plan, School Safety Plan, Circulation Plan, etc.? (5 pts.)

As noted, the $1 million in Safe Routes to School grant funding requested in this application represents only half of the approximately $2 million cost of the proposed infrastructure improvements. The additional $1 million has been committed by NUSD from funds approved by voters in a June 2006 school infrastructure bond initiative. Creating a safe walking and bicycling environment for students is such a high priority for the school district that it was willing to ask community to tax itself (via the bond) to pay for these improvements in addition to building new schools and modernizing its older facilities. The community approved this measure by a large majority and, in November of 2006, f-.llJSD's board of trustees voted to commit $1 million of that funding to the implementation of the Burden Report recommendations. Beyond direct funding for this specific infrastructure proposal, the school district's Safe Routes to School project has developed a broad network of funding sources to sustain and grow the project over time. Noted already above was the $200,000 grant from the Robert Wood Johnson Foundation (RWJF) that enabled the formation of the Partnership for Active Communities and has funded a significant portion of its activities over the past 5 years. Indeed, it should be noted that within just the past few months, RWJF has notified the Partnership that, due to its strong success, this grant is being extended fDr an additional year and $40,000. Also noted was the Caltrans Environmental Justice Grant that funded the Community Planning Workshops and the $500,000 Safe Routes Non-infrastructure grant that will enable :NuSD to expand and replicate its existing programs district-wide. But numerous smaller funding partners have also helped to sustain the project. A partial list of these funding partners and their commitments includes the following:
II

In 2004, Traffic Tamers secured a $5,000 grant from the First 5 Sacramento Foundation to expand
its programs. These funds facilitated the launch of the Curbside newsletter, enabled the purchase of the Traffic Tamer bumper magnets and t-shirts, and funded the procurement of signs and traffic safety vests, and the purchase of prizes and incentives, among other projects.

III

Natomas Park receives ongoing funding from the North Natomas TMA. to support its programs, including the Walking School Bus, Walking Wednesday and other promotional/awareness events. The North Natomas TMA staff also support the participation of all North Natomas elementary schools in the Sacramento Region's nationally recognized "May is Bike Month" campaign. The South Natomas TM...A.unded the Traffic Tamers W ALKtober project in 2007 and it is anticipated f to do so again this year. It also funded the Bike Skills Challenge at Spring into Fitness 2008. SABA funded projects. the first Bike Skills Challenge

II

.. • LPP 08-01

in 2006 and has provided
Dickinson

in-kind

support to other funding, as

Mayor Fargo, Councilmember Trethewey, and Supervisor well as in-kind donations, to support various projects. Page 13

have all provided

April 25, 2008

Local Assistance Program Guidelines •

EXHffiIT24-A Application for Safe Routes to Schoen Funding

Sacramento ENRICHES, a Sacramento area non-profit foundation provided a mini-grant to support early Safe Routes efforts at Jefferson School, and Gifts to Share, a similar organization, provided seed money for the inaugural Spring into Fitness Carnival in 2006. Parent Teacher Associations various efforts. at all three target schools have provided funding and in-kind support for

Regarding consistency with community plans, it should be clear that the proposed project reflects the needs and desires of the immediate community since every element bas been drawn directly from the design charrettes. However, it is equally true that the proposed improvements are consistent with several regional planning documents. Recently, the Sacramento Area Council of Governments (SACOG), the regional Metropolitan Planning Organization, completed its Blueprint Project, a 50-year smart-growth land use scenario. The Blueprint, which has receive multiple national and state awards, places tremendous emphasis on creating greater options for transit, bicycling and walking and places a specific priority on Safe Routes to School projects. Also, a key element of SA COG's Metropolitan Transportation Plan for 2035 is increased amenities for walking and bicycling. With its specific emphasis on creating safe corridors for students to walk and bike safely to school, thereby eliminating the need for many of them to be driven, this proposed project clearly furthers the aims of these two key planning documents. The proposed project is also consistent with the City of Sacramento's Bikeway Master Plan, which envisions a network of on-street and off-street bikeways covering the city. One major on-street route through South Natomas is Azevedo Drive, a north-south collector street just west of both Jefferson and Bannon Creek schools. 'While this route has bicycle lanes, the high speed of traffic creates hazards for both bicyclists and pedestrians. Through the proposed project, Azevedo Drive will be narrowed through the use of curb extensions at Pebblewood Drive and Bannon Creek Drive, the intersections nearest the schools. In addition to creating safer crossings, this should slow traffic speeds and enhance the experience for cyclists on this key bicycle route. The proposed project will also enhance two major street crossings along an off-street bicycle route. The Azevedo Drive Master Plan, developed by the City, would create a bicycle and pedestrian friendly streetscape; including landscaped medians curb extensions and other traffic calming features. This plan was completed in 2003 but, to date has never been funded. The two intersections in that master plan which are included in this proposal, at Pebblewood Drive and at Bannon Creek Drive, would be redesigned and reconstructed consistent with its vision. Finally, the proposed project would be designed and constructed with the revised standards in the city's Pedestrian Master Plan, which was adopted in 2006. Consistent with that plan, sidewalks would be widened, corner radii would be reduced, and, to the extent feasible, rolled curbs would be eliminated (Due to cost and design issues, this may not be possible at all locations).

5. Describe the safety-risks children currently encounter at the project location when walking or bicycling to school. Include supporting data such as accident reports, survey results, etc. (maximum: 15 pts.) .. How was the determination made for each of the risks? (3 pts.)
II D

Describe the extent and severity of the risks; namely, fatalities, injuries. (2 pts.) Describe the safety-risks; namely, high vehicular speeds along two-lane roadways without sidewalks exposing children to debris, mud, overgrown vegetation, etc. or recently reported abductionslkidnappings/peer bullying/gang assaults reported against children along commute routes. (10 pts.)

As noted above, one of the major tools utilized to identify risks at the target schools was the community design workshops because these sessions enabled the design team to hear directly from community members, those who use the facilities on a daily basis. However, this was not the only strategy used to assess risk. The design team studied traffic surveys and collision reports to determine where likely trouble spots might be, and school enrollment data to see where the concentrations of students were located. This enabled the design team to assess areas of high pedestrian demand, and likely danger spots. LPP 08~Ol Page 14 April 25, 2008

Local Assistance Program Guidelines

EXHIBIT 24-A Application for Safe Routes to School Funding

In addition, Bannon Creek has surveyed parents annually from 2003-2006 to determine the modes that students use to travel to and from school and the frequency with which they use each mode. In 2004, 1\1USDalso conducted an expanded survey of all schools in the district, asking parents not only how students traveled to school but the reasons that they chose the mode that they did, and what, if anything, would make them more likely to walk or bicycle. The data from these surveys was made available to the design team for consideration in developing its recommendations as well as to city and NUSD staff and members of the Partnership. Because the combination of school district bond funding and the Safe Routes grant funds would not allow implementation of all recommended improvements in the Burden Report, priorities had to be established. In choosing the improvements to be funded, a Grant Proposal Team, comprised of NuSD staff, a city engineer, a representative for Councilmember Tretheway and other representatives of the Partnership, met to review the survey data and report recommendations. This group sought to assess the level of risk at each proposed improvement location, the number of students that each improvement would likely benefit, and the potential for the risks to be addressed through other means. Based on that assessment, the team established a priority list that formed the basis for the projects proposed in this application. Following is an overview of the analysis conducted by this group to assess the risks at each of the three target schools. Bannon Creek: As at all the target schools, the danger presented by fast moving traffic was one of the top reasons cited by parents as a reason that they don't permit their children to walk to school. Indeed, nearly 29 percent of all respondents to the survey cited this as a concern. Almost 23 percent of parents indicated that if traffic could be slowed down they would be more willing to allow their children to walk. This data suggests that the speed and behavior of traffic is clearly deterring some students from walking or biking, but that there is definite potential for gains in these areas if measures can be taken to reduce traffic speeds. A particular trouble spot for traffic speeds is the intersection of Bannon Creek Drive with Azevedo Drive, the north-south collector that runs just west of the school and provides the easiest point of access to Interstate-5 for motorist commuting to work. Azevedo is extremely wide, with travel lanes as wide as 16 feet ill some places which encourages excessive speed. Also, in the southbound direction, the road widens from one lane to two just north of the intersection at Bannon Creek Drive. This intersection was identified as one of the top-priority danger spots by the team reviewing the proposed improvements, both because of its width and because it poses a barrier to the many students, nearly 20 percent of the student body, who live in the vast apartment complex immediately to the west. The morning traffic pattern includes many commuters anxious to get to work, some of whom fail to notice students entering the crosswalk from the west (see image above). The double through-lane creates a particular danger for pedestrians because the vehicle in the right lane sometimes obscures the other driver's view of the crosswalk. According to collision data collected by the city, this intersection has been the site of vehicle collisions with both pedestrians and bicyclists. Once across the intersection, pedestrians face additional hazards along Bannon Creek Drive. The sidewalk running east from Azevedo on the south side of Bannon Creek Drive is narrow (approximately 4.5 feet wide) and is not separated from the street. In addition, this curb is a popular drop-off spot for parents seeking to avoid the traffic congestion in front of the school. Because the sidewalk is so narrow, when a vehicle door is opened, it obstructs most of the walkway. (see image at left). Furthermore, because this sidewalk has a rolled curb,
Page 15 April 25, 2008

Local Assistance Program Guidelines

EXHIBIT

24-A

Application for Safe Routes to School Funding

vehicles frequently park on the walking surface, further restricting access. While these obstacles present a danger to pedestrians, the narrow sidewalks and threat of opening car doors is particularly hazardous for young bicyclists, some of . whom attempt to use this sidewalk to access the school to avoid the heavy traffic and dangerous actions of motorists along this street, including speeding and i1legal u-turns. A third hazardous area in this corridor is the intersection of the bike trail just west of the school property. Because Bannon Creek Drive curves significantly between Azevedo and the bike trail crossing, a pedestrian or bicyclist waiting at the south side of the crossing cannot see or be seen by a motorist approaching from Azevedo until the pedestrian or bicyclist is actually in the street. Also, because the speed bump is located to the east of the bike trail crossing, vehicles often approach the crossing with considerable speed-a further threat to pedestrians. A fourth danger spot is the intersection of Bannon Creek Drive and Millcreek Drive directly in front of the school. This three-way intersection is the scene of the heaviest traffic congestion at Bannon Creek with vehicles making six different movements (two straight and four turning) at the same time that numerous child pedestrians are attempting to cross in two directions. Exacerbating this situation, motorists frequently park right up to the comers of the intersection, sometimes even obstructing the crosswalks. This blocks motorists' view of small pedestrians, further endangering their safety. Along the east frontage of the school along Millcreek Drive the sidewalks are also narrow, and the intersection with River City Way presents some hazards. However, because the pedestrian volume in this area is somewhat lighter, these were deemed lower-priority needs. Overall collision data for the area near Bannon Creek indicates areas of concern, particularly along Azevedo Drive. During the 2007-08 school year, there was a collision at the intersection in front of the school involving a vehicle and a parent pushing a stroller. The incident resulted in minor injuries although paramedics were called to the scene as a precautionary measure. Additionally, anecdotal reports from parents and teachers indicate a significant number of "close calls", particularly along Bannon Creek Drive, due to dangerous behavior on the part of some drivers. Jefferson: Survey results at Jefferson were very similar to those at Bannon Creek, with nearly 26 percent of respondents citing fast moving or dangerous traffic as a deterrent to allowing their children to walk or bike to school. A slightly larger percentage of respondents than at Bannon Creek, nearly 29 percent, suggested that they would be more willing to permit their children to walk if traffic were slowed, again demonstrating that there is clear potential for gains in walking and bicycling rates. The corridor at Jefferson that was deemed highest priority is Pebblewood Drive. While the Burden Report recommended some improvements along Cloudview Drive behind the school, this area sees somewhat lighter vehicle traffic and thus was deemed a lower priority. Like many streets in Natomas, Pebblewood Drive is . wide which traffic eeds. These speeds create a particular hazard for pedestrians and bicyclists attempting to cross at the trail crossing just east of the school. The trail intersects Pebblewood at one end of a blind S-curve making it difficult for motorists to see pedestrians and bicyclists and vice versa (see image at left.) The hazard is further exacerbated by the fact that the road widens at the s-curve, which entices motorists to accelerate. Also, pedestrians traveling north on the trail tend to cross the s-curve diagonally (SE to NW) because this is the most direct path to the school. However, because of the road width here, crossing at this angle substantially increases exposure to traffic.

Page 16

April 25, 2008

Local Assistance Program Guidelines

EXHrBIT 24-A Application for Safe Routes to School Funding

The curb at the northwest edge of the s-curve also serves as an unofficial school drop-off point for many parents. Most vehicles using this drop-off point approach the school from the east along Pebblewood, pull to the curb to drop off, and then make an immediate u-turn to return eastbound on Pebblewood. This action, which is made relatively easy by the wide expanse of pavement at this location, creates a serious danger for any pedestrian or bicyclist seeking to cross Pebblewood, not to mention the danger of collisions with other motorists. Approaching Jefferson from the west, pedestrians and bicyclists face many of the same issues as at Bannon Creek. There is a large neighborhood of single family homes to the west of Azevedo Drive which are served by Jefferson. Though this neighborhood is only a short distance from school, many parents report driving their children to avoid letting them crossing this intersection. While Azevedo is a single lane in each direction at this point, the curb-to-curb crossing distance is at least as great here as it is at Bannon Creek Drive. Moreover, there is a right tum lane for vehicles traveling south, meaning that a pedestrian still must negotiate two lanes southbound and a third lane northbound. (see image at left) One block east of Azevedo, pedestrians face another obstacle, an uncontrolled intersection at Lemitar Way. The substantial widths of both Pebblewood and Lemitar Way combined with the heavy traffic volumes and the fact that traffic on Pebblewood does not stop, creates hazards for pedestrians. In addition, vehicles using curbside parking to drop off kids frequently park too close to the intersection, partially obstructing the crosswalks on both Lemitar and Pebblewood. This obscures oilier motorists' view of child pedestrians, whose small size makes them difficult to see. Narrow sidewalks along the school frontage are an issue at Jefferson, just as they are at Bannon Creek. However, this situation is mitigated somewhat by the fact that the curbs at this location are vertical rather than rolled. Fortunately, collision data at Jefferson does not indicate a history of serious incidents. However, as at Bannon Creek, reports from parents, staff, and nearby neighbors suggest that there have been numerous near-misses. Natomas Park: According to survey data at Natomas Park Elementary almost 30 percent of respondents cited dangerous traffic as a deterrent against them allowing their children walk or bike to school-the highest rate of any of the schools surveyed. The percentage of parents who would be more likely to allow their children to walk or bike if traffic were slowed, was also the highest in the district at slightly over 30 percent. The area of greatest concern at Natomas Park involves 1:\'{0 uncontrolled crossings of Crest Drive, at Fenmore Ave, and Ives Avenue, directly in front of the school. Crest Drive, though a residential street, serves as a feeder, along with North Bend Drive (south of the school). These two streets funnel traffic out of the neighborhood to nearby arterials and, as a result, become very congested during the morning commute. Many students utilize the north-south bike trail west of Fenmore and Ives and then use these two streets to reach the school. These students, along with others in the immediate neighborhood, must cross Crest Drive. to access the campus. The heavy traffic on Crest Drive creates a severe safety hazard for these students which is exacerbated by the large numbers of parents using the on-street curbs as a drop-off point for their kids. As at the other schools, these motorists often park near the crosswalks, or at the crosswalk curb cut obscuring oilier drivers' view of the children and increasing the risk to their safety. Many near misses have been reported in this area involving vehicles and pedestrians and, during the 2007-08 school year, at lesat one student pedestrian was seriously injured.
LPP 08-01 Page 17 April 25, 2008

Local Assistance Program Guidelines

EXHIBIT 24-A Application for Safe Routes to Schoo] Funding

The intersection of North Bend DL and Gateway Park Circle, immediately to the south of Nato mas Park is also heavily congested during morning commute hours due to the fact that it serves as the primary southbound exit for commuters from this large suburban neighborhood. This traffic creates a barrier for students living in the rather large neighborhood south of North Bend Drive, making it difficult for them to safely access the school. Collision data indicates at least one pedestrian-involved collision on Crest Drive that was serious enough to be reported. Additionally, school officials recall other incidents that did not result in significant injuries and did not result in a police report. 6. Describe how this project will correct the risks identified above. (maximum: " " Describe the range of alternatives considered. (5 pts.) 15 pts.)

Describe the specific "fixes" for each of the risks identified above. (10 pts.)

Options and Alternatives: In developing its plan to address the hazards identified above and prioritize proposed improvements, the Grant Proposal Team considered the potential for various options including non-infrastructure based strategies. Indeed, NuSD's 2004 parent survey indicated that the strategy most likely to increase the likelihood that they would permit their children to walk to school was the implementation of a crossing guard program. NUSD is, in fact, seeking to implement a crossing guard program at all of its elementary schools. However, a lack of operating revenue to sustain such a program-the product of budget shortfalls-has delayed implementation of this strategy. In 2006, NuSD sought to place a parcel tax initiative on the ballot alongside the infrastructure bond, which would have funded a variety of educational and student support services, including a crossing guard program. This measure received the support from 57 percent of Natomas voters, a substantial majority, but it fell short of the two-thirds majority required for approval Volunteer efforts such as the Walk-to-School program at Natomas Park as well as Walking Wednesdays there and at Bannon Creek, have addressed some of the need. However, because the Walk to-School program is laborintensive, it can only serve a limited number of students with the volunteers available. Walking Wednesdays can serve a wider audience. However, a limited volunteer base means that expansion beyond a once-a-week program is not feasible at this time. Ultimately, while the use of volunteers or even paid crossing guards can improve safety, it cannot eliminate the inherent dangers to students and other pedestrians and bicyclists presented by poorly designed infrastructure. Indeed these types of programs should be seen as complements to, rather than substitutes for the physical changes to the environment necessary for parents to feel comfortable allowing their children to walk or bicycle. Since the release of the Burden Report, NUSD and the City have taken several short-term steps to raise motorist awareness of the safety of child pedestrians. For example, in 2007, the school purchased high-visibility "schoolcrossing" signs, which it places in the middle of the street at key crosswalks during the school day. In addition, the City has re-striped crosswalks and trail crossings at several locations and relocated the crosswalk at the Jefferson S-curve, which was identified by the Burden Report as "incongruous and confusing ... even for the StlVlry' pedestl'iall"However, again while these steps have marginally improved safety, they do not eliminate the need for the proposed infrastructure improvements. Each of the improvements proposed :in this grant application was se1ected to address the specific risks identified in section 5. Following is a summary of these proposed "fixes" for each of the three target schools. All proposed improvements are illustrated in the detail maps of each school attached to the back of this application (see attachments 2, 3, and 4).

Bannon Creek: At the intersection of Bannon Creek Drive and Azevedo, the grant proposes to construct curb extensions at all comers of me intersection and add high visibility crosswalks. The purpose of the extensions is to shorten the crossing distance for pedestrians who use this intersection to access the school. In addition, extensions would enable pedestrians to be more visible to motorists before actually stepping into the street, a particular concern due
LPP 08-01 Page 18 April 25, 2008

Local Assistance Program Guidelines

EXHIBIT 24-A Application for Safe Routes to School Funding

to the large number of students who use this crossing and the many anxious commuters who practice slow-and-go driving at this location. The grant also proposes to widen the sidewalk along Bannon Creek Drive from Azevedo to the corner of Millcreek Drive. This will facilitate the large volume of pedestrian traffic that uses this facility each day and will enable pedestrians to avoid being struck by opening vehicle doors along this curb. A significantly wider sidewalk would also allow another option for student bicyclists accessing the school either from Azevedo Drive or the bike trail crossing to avoid the dangerous traffic patterns in the street. At the bike trail crossing west of Bannon Creek, the grant proposes to install a speed table and curb extensions. This combination of improvements would serve to slow traffic, especially eastbound motorists who frequently approach this area at fairly high rate of speed. The speed table design (as opposed to speed bumps) would also create a smooth surface for bicyclists crossing this intersection and, if well marked, would call motorists' attention to the presence of a crossing. The curb extensions would improve visibility of and by pedestrians at this crossing, thereby enabling them to cross more safely. As was noted above, the curvature of the road currently does not enable pedestrians to easily see or be seen by approaching traffic until they actually step into the street. Finally, the grant proposes to install curb extensions and high-visibility crosswalks at the intersection of Bannon Creek Drive and Millcreek Drive. The extensions will prevent vehicles from parking at the corners and obstructing the sidewalks, will shorten the crossing distances for the large number of students using this intersection, and 'Willincrease pedestrian visibility by allowing people to be seen more easily by motorists before actually stepping into the street. This will substantially reduce the risk of children being struck by vehicles at this intersection. Jefferson: This grant proposes a number of physical changes to the s-curve east of Jefferson to reduce vehicle speeds, shorten crossing distances, and minimize the potential for vehicle conflicts with pedestrians and bicyclists. First, a speed table and curb extensions, similar to those proposed for Bannon Creek, would be installed here for largely the same reasons. Due to the blind nature of this curve, anything that can be done to reduce the crossing distance and limit pedestrian and bicyclist exposure to traffic will reduce the danger. The curb extensions would also enable motorists to see pedestrians and bicyclists more easily, and the resultant reduction in the width of the roadway would be likely to reduce vehicle speeds. Also, proposed for this location is a unique double median (see attached maps). The primary purpose of these medians is to further reduce the speed of vehicles entering the curve by reducing lane-width. The curb adjacent to the school could still be used by parents as a drop-off location. However, the medians would discourage u-turns, thereby minimizing conflicts with pedestrians and bicyclists. The final feature to be installed at this location would be an extended landscaped area at the southeast corner of the s-curve. This would reduce the pavement width, thereby reducing vehicle speeds on this end of me curve. It would also reduce the crossing distance, and thus exposure, for pedestrians seeking to access me school via the bike trail on the south side of Pebble wood. Improvements at the intersection of Azevedo Drive and Pebblewood would mirror those at Azevedo and Bannon Creek, and would have much the same purpose. Shortening the crossing distance through the use of curb extensions and high visibility crosswalks would make pedestrians more visible and therefore less likely to be struck by a vehicle. At the intersection of Pebblewood and Lemitar Way, conditions are similar to those at Bannon Creek and Millcreek with heavy pedestrian traffic and multiple turning movements. Curb extensions would be used to prevent vehicles from obstructing crosswalks, especially on the south side of Pebblewood, reduce crossing distances, and increase pedestrian visibility. The widening of sidewalks along the school frontage would enable student bicyclists to share this route with pedestrians, thereby avoiding dangerous traffic on Pebblewood, and would provide pedestrians with additional separation from vehicles. N atomas Park: At Natomas Park, the grant proposes to install curb extensions and high-visibility crosswalk markings at three locations on Crest Drive: North Bend, Drive, Fenmore Avenue and Ives Avenue. As at the other target schools, the purpose of these extensions is to prevent vehicles from obstructing crosswalks, to shorten crossing distances,
LPP 08-01 Page 19 April 25, 2008

Local Assistance Program Guidelines

EXHIBIT 24-A Application for Safe Routes to School Funding

and to increase the visibility of pedestrians, especially students, crossing at these locations which are choked by heavy traffic congestion, particularly during the morning commute period. The grant also proposes to install curb extensions and high-visibility crosswalk markings at the intersection of North Bend and Gateway Park Drive, in this case to facilitate the safe crossing of North Bend by pedestrians from the large neighborhood to the south. At this location, a raised intersection is also proposed for the purpose of reducing traffic speeds. 7, Describe how this project will increase walking and bicycling to school. (maximum: 15 pts.) What barriers will be removed to allow for increased walking and bicycling? (10 pts.)
l!I l!I

Describe how increased walking and bicycling among students will be sustained. (5 pts.)

NUSD is confident that this project will lead to significantly increased walking and biking in the project areas because it is not simply a stand-along project but rather is the next step in a coordinated effort to promote walking and bicycling by Natomas students and parents. For six years, the district has engaged in efforts to encourage increased physical activity, to educate people about safety and the benefits of walking and biking, and to improve safety bywcrking \,v ith police to crack down on those who drive irresponsibly in school neighborhoods. During that time, the district has also made some minor infrastructure improvements to improve safety as well as one major project in partnership with the City. However, a number of barriers were identified, both through the 2004 district survey, and in the Burden Report, that can only be addressed through significant infrastructure upgrades. Parents have indicated that one of the primary barriers to increased walking and bicycling by students is fast and dangerous traffic and unsafe street crossings. Most of the improvements in this grant proposal are designed to address precisely those concerns. Combined with NUSD's ongoing education and encouragement programs, the proposed infrastructure improvements will certainly increase rates of walking and bicycling. There is no question that the gains achieved through the projects in this grant will be sustained over time. Indeed the six-year history of 1\TUSD's Safe Routes to School efforts is evidence that the program has substantial community support. And the near-term hiring of the District Safe Routes to School Coordinator will ensure that the project continues to have institutional support going forward, Traffic Tamers has worked to institutionalize many of its programs at Bannon Creek so that they will continue to exist far beyond the current crop of volunteers. The project has the strong support of the Principal and has recently gained major support among teachers and staff as well. At Natomas Park, the Walk-to-School program also has strong institutional support and has already passed from the hands of the founding group of parents to a team of successors. Additionally, the ongoing funding provided by the North Natomas TMA provides stability to the project. Finally, the commitment of hiUSD Superintendent Dr, Steve Farrar, and the district's Board of Trustees to the project ensures its long-term success. The fact that the district is willing to invest $1 million in taxpayer funds in this effort-funds that could have been allocated to any of a number of worthy projects-indicates its commitment to creating a safe walkable environment for its students and families. 8. Describe in detail, your agency or organization's capacity to undertake this project. (10 pts.) m Cite how the lead agency has managed other federal grants. (5 points) • " Who (staff persons andlor volunteers) will be working on this project and what are their roles and responsibilities? (2 pts.) Do you have other funding resources available for this project in addition to SRTS funds to cover any cost overruns? (3 pts.)

NuSD has signed a letter of understanding with the City, agreeing to provide $1 million in matching funds for the project proposed in this application. The City's transportation department is well qualified to deliver this project, having completed many successful projects using federal funds. Over the past five years, the department has delivered over 75 federally funded projects. The City is well prepared to meet the Federal Highway
LPP 08-01 Page 20 April 25, 2008

Local Assistance Program Guidelines

EXHIBIT 24-A Application for Safe Routes to School Funding

Administration (FHW A) requirements by having a dedicated staff person to track all federally funded projects. All of the projects are formally scoped and estimated by registered engineers. The City is committed to providing the proposed improvements immediately after receiving funding. The majority of the work is in the public right of way. A small amount of right of way occurs on school property. The school has expressed a willingness to cooperate on right of way issues. There are no perceived issues with property acquisition. The proposed project will involve minor clearing of brush and grading along the shoulders of the existing streets. These areas do not appear to be sensitive habitat for endangered species, however, a complete assessment will be performed in accordance with applicable State and Federal Regulations. Environmental issues are expected to be minimal. There are no expected delays with the implementation of this project should the funds be granted. Due to the relatively uncomplicated nature of the improvements being proposed, and the recent and expected continued leveling of construction costs, the Grant Proposal Team does not anticipate that cost overruns will be a problem. However, in the event such a scenario did arise, the following alternatives would be explored, depending on the specific circumstances and the amount of increased funding needed. As one option, NUSD could consider an additional allocation of bond measure funds. This action would be possible but the benefit would need to be weighed against the impact to other planned projects that might not be funded as a result. It would also require action by the Board of Trustees to allocate the funds. As a second alternative, NUSD would work with local elected officials to identify a source of revenue. A third option, and only as a last resort, would be to down scope the project, delaying some of the proposed improvements to a later phase. While all three of these options remain on the table, neither the City nor NuSD expects that they would be needed. For the City, the lead on the project will be Ed Cox, the City's Bicycle and Pedestrian Coordinator. An engineering team will be formally assigned to design of the project after funding is secured. For NuSD, Assistant Superintendent for Planning and Facilities, Michael Cannon will serve as lead on the project. As proposed in the application, the Partnership for Active Communities will also participate in the project, coordinating the formation of a Community Advisory Committee to assist in development and design of the project. The Executive Director of the Partnership is Anne Geraghty, who also serves as Director of WALKSacramento, lead agency for the Partnership.

LPP 08~Ol Page 21 April 25, 2008

Local Assistance Program Guidelines

EXHIBIT 24-A Application for Safe Routes to School Funding

PART 5: Proj eet Cost Estimate
Please provide cost estimate figures in the formats displayed below. FOR INFR<\STRUCTURE PROJECTS: e' PROJECT COST ESTIM...ATE(as appilicabI)H Other $ SRTS$ Preliminary Engineering Environmental PS&E Right of Way Engineering Appraisals & Acquisitions Utilities Construction Construction Construction Engineering Before/ After Evaluation City/County Partnership Subtotal Contingency" Total Project Cost**

Total $
SO.OO

I

I

$0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00

Costs $0.00

I
$0.00

$0.00 $0.00 $0.00
\v111be considered on a case-by-case

$0.00

I

$0.00

*Contmgency "Total Cost" may not exceed 10% of the "Subtotal"; however, exceptions basis. **SRTS funds may not exceed $1,000,000

Has a non-infrastructure grant been submitted or approved to complement this infrastructure improvement? ~ Yes 0 No APPROVED CYCLE 1 FOR NON-!NFR<\STRUCTURE PROJECTS: li PROJECT COST ESTIMATE (as app: cabl e)** Other $ SRTS $ I Staff Time Contractual Services" Materials Other Direct Costs Before/After Evaluation City/Coun_tyPartnership Costs

I

I
$0.00

I
so. 00

Total** *No copyright permitted On matenals. **SRTSfunds may not exceed $500,000.
LPP 08-01

I

Total $ $0.00 $0.00 $0.00 $0.00 $0.00 SO.OO
SO.OO

Page 22

April 25, 2008

Local Assistance Program Guidelines

EXHIBIT 24-A Application for Safe Routes to School Funding

PART 6: Project Deliverv Schedule
Please provide estimated completion dates for the major milestones on your project. Target Dates for Infrastructure
Projects:

1. Obtain Authorization to Proceed with Preliminary Engineering (PE) ............ 2. Complete Student Tally and Parent Survey ..................... '" ..................

-----

3. Complete the }..T};PA document ........................................................ 4. Submit fIrst invoice ..................................................................... 5. Complete final design and Plans, Specifications, & Estimate (PS&E) ............ 6. Obtain Authorization to Proceed with Right of Way ................................ 7. Obtain Right of Way Clearance (certification) ....................................... 8. Obtain project Authorization to Proceed with Construction ........................ 9. Award Construction Contract .......................................................... 10. Complete construction ................................................................. 11. Submit second Student Tally and Parent Survey results ........................ 12. Submit final invoice with a report of expenditures, and close out the project

1--------

n ras . r e: T arge tD a t es for N OD-Infrast rue tu re P rojec t s (as appuca bl)
1. Obtain Federal Authorization to Proceed .............................................

-".........

2. Submit Student Tally and Parent Survey results .......................... 3. Submit first invoice ..................................... ""..............

--

".................

4. Complete project and produce deliverables .......................................... S. Submit second Student Tally and Parent Survey results ............................ 6. Submit final invoice with a report of expenditures and close out the project ....

I--

--

--

LPP 08-01 Page 23 April 25, 2008

Local Assistance Program Guidelines

EXHIBIT 24-A

Application for Safe Routes to School Funding

Attachments:
Attachment 1: General Area Map Attachment 2; Bannon Creek Elementary Site Plan Attachment 3: Jefferson Elementary Site Plan Attachment 4: Natomas Park Elementary Site Plan Attachment 5: Letters of Support "
III

Dan Burden (founder Walkable Communities) Heather Fargo, Mayor of Sacramento Ray Tretheway, Sacramento City Council Roger Dickinson, Sacramento County Board of Supervisors Linda Wilkinson, Principal, Bannon Creek Elementary Carrie Lopes, Principal, Jefferson Elementary Brent Johnson, Principal, Natomas Park Elementary Local Government Commission WALKSacramento North Natomas TM .. A South Natomas TM.A. Breathe California Sacramento Area Bicycle Advocates (SABA)

'"
iii 101

III

" ..
II iii

" " "

• Traffic Tamers, Bannon Creek Attachment 6: NUSD Mission Statement and Strategic Plan Attachment 7: The Burden Report (lieighbothood
Recommendations Planning
(07· Safe Routes to School in Natomas:

A ReDo}"t on

fj·om Communitv Desig1l WorkshoDs in N07·th and South Natomas,)

LPP 08-01 Page 24

April 25, 2008

ATTACHMENT 1

Natomas Unified School District Safe Routes to School Improvements
Location Map

~

'"

g. i'0:
.:

s

REGIOIIAL PARK

\-p:.'l~_.-__.:

rf>~
..:

.

DEL PASO RD
SPORTS P'rWIY

A
N

0

0.25 0.5 _11:::::::l_-====:::.:JI

1.5

Miles

==::t

Legend Proposed Improved School Route

ATTACHMENT

2

Natomas Unified School District Safe Routes to School Improvements Bannon Creek Elementary School

ATTACHMENT

3

Natomas Unified School District Safe Routes to School Improvements Geren Elementary School

ATTACHMENT 4

Natomas Unified School District Safe Routes to School Improvements blomasRrk Elementary School