Wilmington Safe Routes To School Plan - Final 2010

SAFE ROUTES TO SCHOOL
ENGINEERING STUDY
DENVER PLACE ELEMENTARY

EAST END ELEMENTARY
HOLMES ELEMENTARY
BORROR MIDDLE
OHIO DEPARTMENT OF TRANSPORTATION

DISTRICT EIGHT
DATE:
SEPTEMBER 8, 2009
PREPARED BY:
DGL CONSULTING ENGINEERS
3455 Briarfield Blvd
Maumee, Ohio 43537
TABLE OF CONTENTS
PAGE
EXECUTIVE SUMMARY.............................................................................................. 1
EXISTING CONDITIONS ........................................................................................... 2-20

Denver Place Elementary School ..................................................................... 4-6
East End Elementary School ........................................................................... 7-10
Holmes Elementary School ............................................................................ 11-13
Borror Middle School ...................................................................................... 14-16
City-Wide Trails and Traffic Control ............................................................... 16-19
Accident Data ................................................................................................... 20
SOLUTIONS AND COUNTERMEASURES .............................................................. 20-28
SPECIFIC COUNTERMEASURES BY SCHOOL WITH ESTIMATED COSTS ........ 28-34

Denver Place Elementary School ..................................................................... 30
East End Elementary School ............................................................................ 31
Holmes Elementary School .............................................................................. 32
Borror Middle School ........................................................................................ 33
City-Wide .......................................................................................................... 34
SUGGESTED IMPROVEMENTS MAP ..................................................................... 35-42

Denver Place Elementary School ................................................................... 35-36
East End Elementary School .......................................................................... 37-38
Holmes Elementary School ............................................................................ 39-40
Borror Middle School ...................................................................................... 41-42
SCHOOL TRAVEL MAPS ......................................................................................... 43-46

Denver Place Elementary School ..................................................................... 43
East End Elementary School ............................................................................ 44
Holmes Elementary School .............................................................................. 45
Borror Middle School ........................................................................................ 46
i
FIGURES PAGE
FIGURE 1 – LOCATION MAP ................................................................................................ 2

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

DENVER PLACE ELEMENTARY WALKING AUDIT NOTES ................................................ A2
EAST END ELEMENTARY WALKING AUDIT NOTES .......................................................... A3
HOLMES ELEMENTARY WALKING AUDIT NOTES ............................................................ A4
BORROR MIDDLE WALKING AUDIT NOTES ...................................................................... A5
ii
EXECUTIVE SUMMARY
The purpose of this report was to conduct an engineering study as part of the Ohio
Department of Transportation’s Safe Routes to School (SRTS) program. The Clinton
County Regional Planning Commission (CCRPC) was granted ODOT funding to
prepare a School Travel Plan (STP) for Denver Place, East End and Holmes
Elementary Schools along with Borror Middle School. The School Travel Plan is a
twelve step process and includes five E’s – Education, Enforcement, Evaluation,
Encouragement and Engineering. This engineering report was prepared to fulfill steps
seven through nine.
The engineering study includes a walking audit, analysis of accident records,

identification of existing conditions, and determination of engineering countermeasures
and solutions.
The walking audit took place on July 10, 2009. The walking audit revealed that most of
the students eligible to walk to school do not have sidewalks. Safer opportunities to
cross more heavily traveled streets are needed. Improvements must be made to
provide all students eligible to walk to school with safer travel paths include providing
sidewalks, adding crossing supervision, enhancing crosswalks, adding new signage,
improving railroad/pedestrian crossings and installing pedestrian signals at existing
signalized intersections.
The engineering countermeasures have been prioritized into three categories and can
be found on pages 29-33 if this report. A map that depicts the countermeasures can be
found on pages 34-41. School travel maps can be found on pages 42-45
Safe Routes To School Engineering Study
Wilmington City Schools
EXISTING CONDITIONS
Wilmington, Ohio is located in Southwest Ohio, 50 miles northeast of Cincinnati, 34

miles southeast of Dayton and 62 miles southwest of Columbus. The location map is
shown in Figure 1. Wilmington is located approximately 4.5 miles south of I-71.
Figure 1 – Location Map
Wilmington is served by many state routes; these include 73, 68, 134, 22, 3, and 730.
The convergence of the state routes results in high thru truck traffic volumes.
According to ODOT’s Traffic Survey Reports, approximately nine percent of the
Average Daily Traffic is B and C Trucks. Wilmington utilizes one-way streets, Locust
westbound and Main Street eastbound, to keep truck traffic moving through the
downtown area. The SR 73 Bypass project is currently under construction north of the
City. This bypass, when completed in 2011, will help reduce the number of thru trucks
on city streets. Figure 2 – City Street Map shows the state routes and one way street
locations.
2
Figure 2 – City Street Map
The Wilmington School District encompasses 166 square miles and is the largest
school district in Clinton County.
The Wilmington School District is comprised of five buildings – Denver Place

Elementary, East End Elementary, Holmes Elementary, Borror Middle School and
Wilmington High School.
There are 3,300 students enrolled in Wilmington Schools with 660 at Denver Place
Elementary, 295 at East End Elementary, 680 at Holmes Elementary, 750 in the middle
school and 900 in the high school. Walkers range from three to twelve percent at the
elementary level. Middle school walkers and bikers currently average approximately 38
percent. Heavily traveled streets and unsafe crossing conditions have forced
Wilmington Schools to provide bus transportation to bus students living very close to all
elementary schools.
Figure 3 – School Building Locations

Denver Place Elementary
3
Denver Place Elementary (291 Lorish Avenue) is located on the northeast side of the
city. Student bus riders use the loop on the west side of the building with buses
entering and exiting on N. Lincoln. Walkers and bikers use the south side of the
building. Carpool students exit via the west doors where parents enter the loop via
Lorish and exit to N. Lincoln. Parent vehicles line up along Lorish and the area is
reported to be very congested during pickup.
Figure 4 –Denver Place Elementary Campus
A bike rack is located on the

east side of the building near
the playground. A walking trail
is located on the east side of
the staff parking lot. The
walking trail, playground and
staff parking lot are located
within a fenced and gated
area. Walk-in gates to the playground are open during school hours to access the bike
rack and playground.
The Lorish/N. Lincoln and Lorish/Virginia Circle intersections are all-way stop controlled
with painted crosswalks. No curb ramps are provided at either intersection. The
Lorish/Kathryn intersection is all-way stop controlled with no crosswalks. Sidewalks are
provided on Lorish along the school property to the intersection of Kathryn to the east
and then stop. Crossing guards are provided at Lorish/N. Lincoln, Lorish/Virginia, and
Lorish/Xenia/N. South intersection. The intersection of South and Vine is signalized
and has pedestrian signal heads.
4
School related signage for Denver Place is shown in Figure 5.
Figure 5 –Denver Place Elementary School Zone Signage Map
The signage varies in color, legend and placement.
Sidewalks are not provided in the neighborhood immediately north of the school. The
neighborhood west of N. Lincoln has sidewalks. Newer streets to the east and south of
school have sidewalks, including Kelly, Jenny and a short length of Florence.
Columbus Avenue and Locust Street have sidewalks.
Those participating in the walking audit indicated that the immediate area around
Denver Place is very congested especially during afternoon pickup. Residential
driveways are used for waiting or turn-around, often without the permission of the
homeowner. “Gridlock” was used to describe afternoon pickup at Denver Place.
Intersections with safety concerns include N. South/Xenia/Lorish, Lorish/N. Lincoln,

Lorish/Virginia Circle, Lorish/Kathryn, Virginia Circle/Fischer/High, and
Vine/Prairie/Kathryn. South and Lincoln are major north-south routes through the city.
The intersection of Vine/Prairie/Kathryn is the convergence of several streets. N. Wall
to Kathryn requires a short jog on Prairie. Turning vehicles can confuse drivers waiting
on Vine or Kathryn. Pedestrian of all ages have concerns about crossing in this area.
5
A future residential area is planned to the northeast. This development should have
walking trails included in the subdivision and a pedestrian connection to Kathryn Drive,
the most direct route to Denver Place.
A well known vehicular cut-through using Florence, Kelly and Jenny to get from SR 134
(N. Lincoln) to Prairie (and ultimately Lowes Drive to access the commercial area on the
east side of town) was also indicated by walking audit participants.
6
East End Elementary School
East End Elementary (759 Rombach Avenue) is located at the corner of Rombach and
Applegate. A bus loop is provided in the rear (north side) of the school. Parents line up
along Applegate southbound to pickup students. School officials indicated that there
are very few vehicle pickups at East End. No bike racks are provided. Staff parking is
located southeast of the building with access to Applegate.
Figure 6 –East End Elementary School Campus
Applegate looking south along school Bus Loop on north side of school
7
No crossing guards are provided for East End students. Students immediately adjacent
to the school (between the railroad and Rombach) are eligible to walk though no
sidewalks are provided. A painted and signed crosswalk is located at Rombach and
John. However, students living south of Rombach are bused due to traffic volume and
speeds on Rombach and Fife. Rombach Avenue is a one-way street westbound with
heavy volume and a speed limit of 35 mph.
Columbus Street Crosswalk-Rombach/John
School related signage for East End is shown in Figure 7.
Figure 7 –East End Elementary School Zone Signage Map
The signage varies in color, legend and placement.

Flashing school speed limit signs are provided on
Rombach. No additional school signage is found on
any side street.
8
Safety concerns for the school area include one-way streets with multiple lanes
(Rombach westbound and Fife eastbound), the convergence of one way streets in two
locations within the school attendance area and the Wilmington College area.
Rombach/Locust, westbound streets, and Main/Fife, eastbound streets meet at College

Street and form a “bow-tie”. See aerial view in Figure 8. East End Elementary is
located north of the bow-tie between the center and the east wing. The center of the
bow-tie has a wide pavement area, heavy traffic volumes, and limited pedestrian
crossing amenities. The point where the two one-way streets combine again, just east
of the school, has a curved alignment and a signal with limited sight distance.
Residents reported that is it easy to “forget the signal is there.” Warning signs on
northbound East Side Drive are present.
EAST
END
WILMINGTON
COLLEGE
Figure 8 –Street Map near East End Elementary
Travelling west at College Street Travelling east at College Street
9
Travelling north on East Side Dr East Side Dr at Rombach
East Side Dr to Rombach westbound East Side Dr to Rombach eastbound
Rombach and Main cross railroad tracks west of the school. Sidewalk does cross the
tracks on both sides westbound and on one side eastbound. Pedestrian gates are not
provided.
Westbound Railroad Crossing Eastbound Railroad Crossing
Concerns with Wilmington College were mainly with younger drivers and congestion
near the college. Fraternity/sorority houses are located around the campus area.
However, no specific complaints were noted as safety concerns.
10
Holmes Elementary
Holmes Elementary (1350 West Truesdell) is located on the west side of Wilmington. A
bus loop is provided in front of the school. Walkers and carpool students leave via the
southwest doors. Parents park their vehicles and staff members release students to
the parent vehicle. School officials noted that the after school pickup is very congested.
No bike racks are provided. Staff parking is located on the west side of the building.
Figure 9 –Holmes Elementary School Campus
The intersection of S. Nelson and W. Truesdell is stop controlled with flashing beacons.
A cross walk is provided at W. Truesdell/Piedmont/School Exit. An adult crossing guard
is provided at the W. Truesdell/Piedmont/School Exit intersection.
11
School signage is the vicinity is shown in Figure 10.
Figure 10 –Holmes Elementary School Zone Signage Map
As stated with the previous discussions, sign legends and

colors vary within the school vicinity. Side street signage
was not found. Flashing school speed limit signs are
present on West Truesdell.
West Truesdell is two lanes

wide with a 35 mph speed
limit. The roadway profile is
rolling. Minimal sidewalk is
provided. Several stream
crossings are present with no
sidewalks. Residential land
uses are found along West
Truesdell.
12
South Nelson provides north-south access along the west

side of Wilmington. The profile is rolling and the road is
signed for 35 mph. Nelson Road is home to industrial and
residential land uses. No sidewalks are provided on
South Nelson.
The Clinton Swim and Tennis

Club, a popular after school
destination, is located on
Nelson just north of
Truesdell. The Luther
Warren Peace Path (a 1.2
mile paved trail) can be
accessed on Nelson
approximately 0.4 miles north of Truesdell. North of the bike path is a large mobile
home park where many Holmes and Middle school students live.
The Timber Glen subdivision, located directly east of Holmes Elementary, provides
sidewalks and connectivity trails within the neighborhood and to the school. The
connectivity trails are privately owned and are not maintained by the City of Wilmington.
The Warren Knolls subdivision is located north of West Truesdell. No sidewalks are
provided in the Warren Knolls subdivision. The key crossing location for students living
in Warren Knolls is the West Truesdell/Piedmont/School Exit intersection. A crossing
guard is provided at this location.
13
Borror Middle School
Borror Middle School (275 Thorne Avenue) is located on the north central side of
Wilmington. The Middle and High School share a campus along with athletic fields.
Parent pickup is via the loop provided in front of the school. Walkers and carpool
students leave via the east doors. School bus loops are provided for the middle and
high school on the south side of the building. School officials noted that the after
school pickup is very congested. A bike rack is provided by the main entrance. Staff
parking is located on the north side of the building and is accessed by Howard Street.
COW PATH
Figure 11 –Borror Middle School Campus
Walking audit participants indicated that the Howard/W. Vine/Thorne area is perceived
to be unsafe due to frequent police calls to the area. Students from the north and east
tend to avoid this area. Students from the north cut through the apartments located
north of the school and walk through the practice field area. The recent completion of
the Nunn and Howard connection will provide better access from the north. Students
from the northeast use Clinton to approach the school.
14
The inbound bus loop drive location creates an offset

intersection with Clinton Street. Access to the high school
is provided via Thorne and Richardson. The middle school
can also be accessed via the high school parking lot. To MIDDLE
SCHOOL
access the school from the south or west requires travel
north on Farquhar, then west on Locust (one way street)
and then north on Richardson to the parking lot. The school
can be seen from the Locust/Farquhar intersection.
However the section of roadway was vacated and is now
owned by the Wilmington Assembly of God Church.
On the west, Peggy Lane,

Preston Lane and Country
Oaks Lane end at the school
property. “Cowpaths” have
been created from these stub
streets that are adjacent to the
school property on the west
side. See Figure 11.
School signage in the vicinity of the school is shown in Figure 12.
Figure 12 –Middle/High School Zone Signage Map
15
Sign colors and legends are

not consistent in the school
vicinity.
Many students from the east must cross South Street. A signal is provided at South
and Vine with pedestrian amenities. Students then use Wood or Grove to get to
Clinton, thus avoiding the Vine/Howard/Thorne area. A crossing guard is provided at
South/Xenia/Lorish.
City-Wide Trail Plan
Figure 13 (removed from Wilmington City Council approved plan)
The following is an excerpt from the City of Wilmington Comprehensive Plan.
Statement of Purpose. A citywide trail system plan has existed in the City’s
Comprehensive Plan since 1978, then denoted as a “Bikeway Plan.” The purpose of a
trail system is the same now as it was then: “The need for local bikeways is recognized
in many cities as an important aspect of planning for both transportation facilities and
recreation.” (p. vii 1978 Comprehensive Plan) The trails that the City has built or
designated are not on the 1978 plan but compliment the 1978 plan. These existing
trails (and their termini) need to be recognized as connecting points in a revised
comprehensive plan.
Corridor selection is key to successful trails. Poorly chosen corridors will result in non-
functional, poorly connected, poorly constructed and more dangerous trails that also do
not create a desirable experience for transportation users or recreational users. Due to
the width of trail corridors (minimum of twenty feet), trails provide a buffer zone between
land uses. Trail design features such as berming, tree and shrub plantings, ditches and
fencing are features that can satisfy the privacy and safety concerns of adjacent
landowners.
Functionality Criteria: A trail system is a transportation system for alternative means

of moving people between important points in the community. A trail system also
serves some of the recreational needs of the community. To be functional, a trail
system must connect the following points of community services with residential areas:
 All Wilmington City Schools – Denver Elementary, East End Elementary,

Holmes Elementary, Wilmington High School, Wilmington Middle School, and,
and any future campus sites.
16
 All Neighborhoods including Warren Knolls, Lakewood, Timber Glen, Southridge,

Denver Addition, Countryside Estates, Wilmington Commons, Wilmington Court,
Xenia Ave. area, Wilmington College area, Marlena/Paris Ave. area, Cape May,
Parkside South (and others in various stages of planning)
 Business Areas -- Rombach Ave., Lowes Drive, David’s Drive, King Commons
Shopping area, the Downtown Commercial District and future planned
commercial areas.
 Specific Businesses – DHL Air Park and Clinton County Job & Family Services.
Many people walk to both these destinations.
 Clinton Memorial Hospital
 Wilmington College
 Southern State Community College
 Churches
 Recreational facilities such as the Southeast Neighborhood Park, Clinton County
YMCA, David Williams Memorial Park, J. W. Denver Williams Park, Clinton Swim
Club and the future west side park (“Stuckey Farm Park”), Community Action
Senior Center, and the Lytle Creek Nature Preserve
 Other Trails. City trails must eventually connects to proposed trail termini for
trails on any City, County, State or National Trail plan. The State Trail plan
shows a trail corridor connecting Wilmington to Washington Courthouse to the
east and to Clarksville on the west.
17
City-Wide Traffic Control
An inventory of the signalized intersections and their corresponding pedestrian

amenities was collected. Figure 14 depicts the signalized intersection locations.
Figure 14 –Signalized Intersection Location Map
There are 31 signalized intersections in Wilmington. Twelve locations provide

pedestrian signal heads. There is one flashing beacon location.
18
ACCIDENT DATA
Twelve accidents involving pedestrians or bicyclers were reported for the period of
2005-2007 in Wilmington. One accident involved an intoxicated pedestrian and one
accident involved a two-year old child. These accidents were removed from the data
set.
Ten accidents were reviewed for trends and locations. Figure 15 shows the crash
locations.
Figure 15 –Reported Crash Locations
The following trends were noted for the ten accidents - 7 pedestrians/3 bicyclists, 8
male/2 female, and 8 adults/2 children.
Five accidents involved pedestrians crossing properly in a crosswalk and being struck
by a vehicle. The remaining accidents involved pedestrian or bicyclists improperly
crossing the street. Six of the ten accidents were located on Main or Locust, both one-
way streets.
19
SOLUTIONS AND COUNTERMEASURES
A comprehensive strategy was developed consisting of a toolbox of general solutions

along with benefits of each solution. Strategies were developed for each of the 5 E’s
(Engineering, Encouragement, Education, Enforcement, and Evaluation).
Infrastructure (Engineering)
School zone signing and marking

The Ohio Manual of Uniform Traffic Control Devices (OMUTCD) requires that all
warning signs have a yellow background with a black legend; however, the OMUTCD
provides the option for all school warning signs to have a fluorescent yellow-green
background with a black legend. The OMUTCD recommends a systematic approach
featuring one background color (either fluorescent yellow-green or standard yellow)
within a school zone. Mixing of the two colors should be avoided. Fluorescent yellow-
green signs are more conspicuous than standard yellow signs, especially at dawn and
dusk, as well as during inclement weather. As a result, drivers detect fluorescent yellow-
green signs from greater distances, which enables drivers to respond to situations
earlier (i.e., slowing down or yielding to a pedestrian). By alerting drivers sooner that
special caution is needed, fluorescent yellow-green signs significantly improve the
safety of students who walk and bike to school. In many instances, the school flasher
needs to be employed to give more attention to the school times. These are especially
important for elementary schools and schools located on busy streets.
The OMUTCD requires that school advanced warning assemblies be located 150 to
700 feet in advance of school grounds, school crossings, or school speed limit
assemblies.
Crosswalk Signing and Markings

Crosswalk markings are used to alert
drivers of pedestrian rights of way and to
direct pedestrians to the preferred
crossing location. There are many styles
of crosswalk markings with the preferred
enhanced style being the “continental”
as shown to the right. The continental
style crossing consists of multiple
longitudinal bars. Crosswalk markings are recommended on all school routes. All
pavement markings are required to meet the requirements of the OMUTCD.
Another enhancement option for school crosswalks is to use

color enhancements for more visibility. The installation
shown to the right is located in Bowling Green, Ohio and
uses the continental style with alternating white and yellow-
green bars.
20
Crosswalk signs with the

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

approaches at intersections may include yield lines and “Yield Here to Pedestrians”
signs (R1-5) to further enforce the yield condition.
21
Pedestrian Signals
Proper pedestrian signals and timing provide a safe
method for pedestrians to cross high volume
roadways. Pedestrian signals should provide
pushbuttons which are located within reach from a
flat surface. Signal timing should provide quick
response to the pushbutton. Countdown timers with
proper signing help pedestrians make proper
judgment when crossing the street. A leading
pedestrian interval gives pedestrians green time
three to four second before the motorists; with
pedestrians entering the crosswalk prior to the
vehicle signal turning green they are more likely to be seen by the drivers. Review of
signal timing for pedestrian crossings is encouraged especially near schools.
Curb Ramps
Curb ramps provide transition from sidewalks to street

level for pedestrian, bicycles and wheelchairs. It is
common to add ADA compliant curb ramps when
replacing sidewalk in a neighborhood.
Recommendations for SRTS may include curb ramps
in existing sidewalks where replacement is not
expected in the near future. Any new sidewalk
installation shall provide curb ramps where
appropriate.
Railroad Pedestrian Crossing Upgrades

Supplemental gates for pedestrian paths will provide additional
protection for students and adults when crossing at-grade rails.
Sidewalk should be installed to provide a level rail crossing for
bicycles and handicapped residents. ADA compliant tactile
ground surface indicators should be used where sidewalk crosses
the rail.
Bike Racks
Bicycle racks provide a
safe and convenient
location for parking bikes in
public areas. The schools
included in this study all
have bike racks although
additional racks would be
useful for future
22
encouragement. “Inverted u rack” types are recommended although it is recognized

that for schools with large numbers of bike riders and low crime risk, the traditional bike
racks provide more parking and locking slots.
Sidewalks
Sidewalks are an integral part of pedestrian accessibility. Sidewalks should be
provided in all residential areas and should be designed to meet ADA requirements.
Sidewalk in commercial and industrial areas should be provided where communities
have identified walking corridors for school children and community connectivity.
Paved trails
Paved trails built to accommodate non-motorized transportation uses are another
strategy for making school campuses more easily accessible by users of a wider range
of non-motorized transportation, including bicycles, skateboards, in-line skates, and
motorized scooters. Trails are different from sidewalks in four important ways: 1) they
have an improved capacity for carrying various types of non-motorized traffic (due to
greater width, smooth surface, grade improvements during construction, ability of users
to go at higher speeds), 2) more types of non-motorized uses are legal on trails in many
Ohio cities, 3) trails can be planned to provide a more direct route to school campuses,
and 4) provide users a route that is often better segregated from traffic.
Sidewalks are designed primarily for pedestrian travel and therefore are not always the
solution to providing a non-motorized transportation alternative for school travel. In
many Ohio cities, non-motorized vehicles are not permitted on sidewalks (bikes, in-line
skates, skateboards, even scooters) or are not permitted in all areas where a user
would need to go to reach a school campus. This forces children using these types of
non-motorized transportation into the streets with traffic or forces them to take a more
complicated route to avoid areas where non-motorized transportation alternatives are
not permitted on sidewalks (e.g., a downtown area).
Paved trails built to ODOT standards are capable of handling all types of non-motorized
traffic safely and have the added safety advantage of being segregated from vehicular
traffic except at intersections or crossings. Trails are usually more cost effective to
build than sidewalks (using asphalt rather than concrete in most cases) in a Safe
Routes to School Plan. Properly planned and constructed trails could be a very
important part of providing students with a wider choice of non-motorized transportation,
a more direct route, and overall a safer route to school. See www.americantrails.org for
more resources. Federal and state grants are available for trail development.
23
Traffic Calming
Bulb-outs are traffic-

calming devices that
narrow the street by
widening the curb and
sidewalk, landscaped
planting strip, or parking
area. This device works
well when constructed at
intersections or at mid-
block locations to make
the street appear narrow, thereby reducing speeds. Bulb-out advantages include a
reduction in pedestrian cross distance, improved pedestrian visibility and narrow lanes.
Disadvantages include increased street maintenance and accommodation of drainage.
Center Island Narrowing

can be accomplished by
installing a median to
divert traffic. On wider
roadways this can be
accomplished without
additional pavement.
Center or median
islands do not provide
as much deflection as
other countermeasures. Median islands provide a safe haven for pedestrians if
crosswalks are also provided and provide an aesthetic feature to the neighborhood.
Chokers are curb bulbs or

median islands that
narrow a street at specific
locations. They lower
speeds in the immediate
area of the choke.
Chokers are easily
negotiable by emergency
vehicles, can have
positive aesthetic value
and can reduce both speed and volume. Chokers have been shown to decrease speed
by approximately 7%.
24
Intersection Islands provide a

visual barrier and horizontal
deflection in the same
countermeasure. The motorist
sees the island and must slow
down to divert around the island.
The circle also proves an
opportunity to increase
landscaping in the neighborhood.
Chicanes are a series of

narrowings or curb
extensions that alternate
from one side of the street to
the other forming S-shaped
curves. Chicanes are
appropriate for mid-block
locations where traffic
volumes on each approach
are similar. Unless well-
designed, chicanes may still permit speeding by drivers cutting straight paths across the
center line
Raised Crosswalks are Speed Tables outfitted with

crosswalk markings and signage to channelize
pedestrian crossings, providing pedestrians with a level
street crossing. Also, by raising the level of the
crossing, pedestrians are more visible to approaching
motorists. Raised crosswalks are good for locations
where pedestrian crossings occur at haphazard
locations and vehicle speeds are excessive. They are
effective in reducing vehicle speeds, though not to the
extent of speed humps.
Speed Bumps, Humps and

Tables are raised areas in the
roadway surface across the
roadway. Speed Bumps are 3
to 6 inches high with a length
of 1 to 3 feet. Speed Humps
are 3 to 4 inches high and
typically 12 feet long. Speed
Tables are essentially flat-
topped speed bumps, usually
22 feet long. All three can reduce traffic speeds. However Speed Bumps can cause
vehicle damage and loss of control. Speed Humps and Tables can affect vehicle
25
speeds along a road when appropriately spaced. If

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

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

The walking school bus is an informal way to get more
children to walk to school safely. The walking school
bus is a group of children walking to school with one or
more adults. The walking school bus can also take the
form of a bicycle train with adults supervising children
riding their bicycles to school. Walking school buses
can be started by neighborhood parents and can grow
to accommodate more students as interest grows.
26
Adult supervision ensures a safer walk or bicycle ride to school for students while
students benefit from exercise and fun with friends.
Walk to School Days

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

The sign displays actual vehicle speeds under the posted speed limit. The goal is to
reduce speeding through the corridor by raising awareness. The success of the strategy
is currently being determined and radar speed signs are not currently proposed in this
plan; however, additional signs may be implemented if it is determined that they provide
desirable results.
Speed Limit and School Zone Enforcement

Law enforcement officers should be present and enforce
all limits including the 20 mph school speed limit during
the appropriate hours.
Education
Pedestrian and Bike Safety

A program that instructs all aspects of pedestrian and bicycle safety should be
considered for students. These can be accomplished with classroom activities, bike
rodeos, safety town, walking clubs, etc.
Media Support
Local residents should be made aware of school zone safety rules through the use of
media articles and the city website.
27
Inside Out
School faculty and staff, police, township, and city leaders and staff at all levels must
understand issues facing pedestrians and embrace pedestrian and school zone safety
in order to receive public awareness and create a walkable community for students.
Evaluation
Pedestrian/Bicycle Counts
The effectiveness of all solution countermeasures will be evaluated based on
pedestrian/bicycle counts. Counts conducted in conjunction with this plan will be
repeated following the implementation of solution countermeasures to formulate
quantitative results.
Speed Data
The effectiveness of infrastructure solutions will be evaluated, in part, by the collection
of speed data. Speed counts will be conducted at or near locations where solution
countermeasures have been implemented and where previous speed data information
is available. Before and after data will be compared to determine possible benefits,
such as lower traffic speeds and/or traffic volumes.
Specific Countermeasures (Cost Estimate)
With reference to the previously noted solutions, following are specific

countermeasures to help provide safer pedestrian and biking to/from Wilmington
schools. Each school building has specific countermeasures. There are also
community wide countermeasures as noted.
Low cost items are generally less than $20,000 and can be quickly implemented with
minor plan preparation. These types of countermeasures include signing, striping, curb
ramps, encouragement and educational programs.
Medium cost countermeasures range from $20,000 to $150,000 and includes items
such as signal modifications, sidewalk installation, connector trails, traffic calming and
enforcement programs. Medium term items require more planning and design
functions that short term countermeasures.
High cost items are typically above $150,000 and may include pedestrian bridges,
intersection improvements, and long range transportation improvements.
Countermeasures are prioritized as short, long term or legislative based on safety,

urgency, cost, and complexity. For example, a high cost item may be listed as a high
priority due to its affect on a larger student population being able to walk or bike to
school.
28
Denver Place Elementary School - See Figures 16 and 17 for Suggested

Improvements Map
Main School Travel Routes – Lorish, Kathryn, Virginia, N. Lincoln, Vine
The countermeasures for Denver Place Elementary are focused on the area north of
Locust, east of N. South and northwest of the railroad. Other countermeasures that
affect Denver Place may be discussed with other school buildings.
High Priority/Short Term (0-12 months) = $308,400 Total

 School Zone - Provide fluorescent yellow-green signage that meets current
OMUTCD code. Include all side streets that intersect with school property –
Virginia Circle and Kathryn ($12,000)
 School Dropoff/Pickup – Prohibit parking on Lorish during school dropoff and
pickup hours. Create carpool lane on Westbound Lorish. Allow no pickups on
Lorish in either direction. All students must enter the parent vehicle in the loop
on the school grounds. If parking prohibition and carpool lane are not
successful; consider one-way operation of Lorish during dropoff and pickup
times. ($5,000)
 Enhanced Crosswalks – Provide enhanced crosswalks at Lorish/N. Lincoln,
Lorish/Virginia Circle, Lorish/Kathryn, Lorish/Xenia/N. South, Vine/N. South,
Vine/N. Lincoln, Vine/Virginia Circle and Vine/Prairie/Kathryn. ($4,000 avg. per
intersection=$32,000)
 Crosswalks – Provide standard crosswalks at Vine/Walnut, Kathryn/Virginia
Circle, Kathryn/Hiatt, Lorish/Williams, Virginia Circle/Fisher and Virginia
Circle/Hiatt. ($2,000 avg. per intersection=$12,000)
 Sidewalk – Install sidewalks along High Street/ from Locust to Virginia Circle,
Virginia Circle from High to Lorish, Kathryn from Prairie to Lorish, Lorish from
Kathryn to Florence, and Vine from N. Lincoln to High. All sidewalk installations
shall include ADA pedestrian ramps where required. ($247,400)
 Adult Crossing Guards – consider adding an adult crossing guard at
Lorish/Kathryn (Training costs are allowed with SRTS funding)
Medium Priority/Medium Term (1-3 years) = $200,000 Total
 Traffic Calming – Provide traffic calming measures along Florence, Kelly and
Jenny. ($200,000)
Low Priority/Long Term (4+ years) = >$500,000 Total
 Complete sidewalk network focusing first within the one mile walking radius of
Denver Place. (>$500,000)
 Complete trail between Prairie Ave, OH Rt. 134 and Denver Subdivision in a
manner that best fits the needs of the community at that time.
Non-Engineering
 Sidewalk Maintenance per City Ordinance
 School Zone Speed and Parking Enforcement
 Develop Encouragement/Education Programs
East End Elementary School - See Figures 18 and 19 for Suggested
Improvements Map
29
Main School Travel Routes – Locust, Applegate, John, Columbus
The countermeasures for East End Elementary are focused on the area south of the
railroad, east of S. Wall and north of the corporation limits. The attendance area for
this school includes the Wilmington College campus area. This school has a lower
student population that the other elementary buildings and serves many bussed
students from outside the City limits.

Columbus. ($8,000)
 School Dropoff/Pickup – Create a separation between the waiting area and the
carpool lane on Southbound Applegate. Consider one-way operation of
Applegate during dropoff and pickup times. ($1,000)
 Enhanced Crosswalks – Provide enhanced crosswalks at Rombach/John,
Rombach/Applegate and John/Fife. ($4,000 avg. per intersection=$12,000)
 Crosswalks – Provide standard crosswalks at College/Douglas and College/Elm.
($2,000 avg. per intersection=$4,000)
 Sidewalk – Install sidewalks along Columbus Street to serve the immediate
neighborhood. All sidewalk installations shall include ADA pedestrian ramps
where required. ($74,000)
 Adult Crossing Guards – consider adding an adult crossing guard at John/Locust
and John/Fife. (Training costs are allowed with SRTS funding)

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

East End. (>$250,000)
Non-Engineering
30
Holmes Elementary School - See Figures 20 and 21 for Suggested Improvements

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

Columbus. ($10,000)
 School Dropoff/Pickup – Create a carpool line that begins after the school buses
leave the front loop. Parents would line up along parking lot while bus students
are dismissed. After buses leave, parent cars enter the front loop and carpool
students are dismissed. Continue the loop through the parking lot until all
students have been picked up. (No construction costs)
 Enhanced Crosswalks – Provide enhanced crosswalks at W.
Truesdell/Piedmont, W. Truesdell/S. Nelson and S. Nelson/Luther Warren Peace
Path. ($4,000 avg. per intersection=$12,000)
 Sidewalk – Install sidewalks along S. Nelson from W. Truesdell to the mobile
home park, W. Truesdell from S. Nelson to Timber Glen. All sidewalk
installations shall include ADA pedestrian ramps where required. ($325,660)
 Pedestrian Bridge and Sidewalk **– Install sidewalk along the south side of W.
Truesdell from Timberglen east to Randolph. Installation includes a pedestrian
bridge that is segregated from traffic. ($375,000)

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

Holmes. (>$500,000)
Non-Engineering
** Truesdell Sidewalk and Pedestrian Bridge selected as High Priority by Wilmington

City Council.**
31
Borror Middle School - See Figures 22 and 23 for Suggested Improvements Map
Main School Travel Routes – Clinton, Vine, Thorne, and Farquhar.
The countermeasures for Borror Middle are focused on the area north of Main, east of
N. South and west of the corporation limits. Other countermeasures that affect Borror
Middle may be discussed with other school buildings.
Note – this is also the high school building with student drivers as well as buses and
parents.

OMUTCD code. Include all side streets that intersect with school property – Vine
and Richardson. ($10,000)
 Enhanced Crosswalks – Provide enhanced crosswalks at Farquhar/Main,
Farquhar/Locust, Locust/Thorne, Thorne/School Drive, Thorne/Vine, Xenia/Nunn
and Xenia/Spring. ($4,000 avg. per intersection=$28,000)
 Sidewalk – Install sidewalks along Locust from just east of Richardson Place to
Josephine, Thorne from Locust to Vine, on school grounds from Thorne along
the south parking lot, on school grounds from Thorne along the middle school
bus loop,. All sidewalk installations shall include ADA pedestrian ramps where
required. ($286,800)
 Crosswalks – Provide standard crosswalks along Vine, Clinton and Nelson.
($2,000 avg. per intersection=$20,000)

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

Holmes. (>$500,000)
Non-Engineering
32
City-Wide Improvements
The city-wide countermeasures are not ranked by priority.
 Add pedestrian signal heads, pushbuttons and pedestrian phasing at:
o SR 73/N. Nelson
o Nelson/W. Main
o SR 73/W. Locust
o W. Locust/Farquhar
o W. Locust/N. Wood
o W. Main/Wood
o W. Truesdell/S. South
o E. Locust/N. Lincoln
o E. Main/Lincoln
o E. Locust/Cashman
o Eastside Drive/Rombach
o Rombach/Kroger
o Rombach/Alex
o Rombach/Carrie
o Rombach/Davis
o Rombach/Progress Way
 Complete trail connectivity plan as noted in city documents.
 Enforce sidewalk and trail requirements for all new developments as noted in
City Ordinances.
Other Planned Improvements
The City of Wilmington has completed plans for a project on Locust Street and Main
Street under the American Recovery and Reinvestment Act (ARRA). The project
entails resurfacing, pavement repairs, new curb, new sidewalks and new curb ramps
along Locust and Main. This project is expected to sell in January 2010 and does not
overlap with recommendations in this report.
33

Wilmington Safe Routes To School Plan - Final 2010

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Wilmington Safe Routes To School Plan - Final 2010

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SAFE ROUTES TO SCHOOL

DENVER PLACE ELEMENTARY

OHIO DEPARTMENT OF TRANSPORTATION

EXISTING CONDITIONS ........................................................................................... 2-20

SOLUTIONS AND COUNTERMEASURES .............................................................. 20-28

SPECIFIC COUNTERMEASURES BY SCHOOL WITH ESTIMATED COSTS ........ 28-34

SUGGESTED IMPROVEMENTS MAP ..................................................................... 35-42

SCHOOL TRAVEL MAPS ......................................................................................... 43-46

FIGURE 1 – LOCATION MAP ................................................................................................ 2

WALKING AUDIT SIGNIN SHEETS ...................................................................................... A1

The engineering study includes a walking audit, analysis of accident records,

Wilmington, Ohio is located in Southwest Ohio, 50 miles northeast of Cincinnati, 34

Figure 1 – Location Map

Figure 2 – City Street Map

The Wilmington School District is comprised of five buildings – Denver Place

Figure 3 – School Building Locations

Figure 4 –Denver Place Elementary Campus

A bike rack is located on the

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

Figure 5 –Denver Place Elementary School Zone Signage Map

The signage varies in color, legend and placement.

Intersections with safety concerns include N. South/Xenia/Lorish, Lorish/N. Lincoln,

East End Elementary School

Figure 6 –East End Elementary School Campus

Columbus Street Crosswalk-Rombach/John

School related signage for East End is shown in Figure 7.

Figure 7 –East End Elementary School Zone Signage Map

The signage varies in color, legend and placement.

Rombach/Locust, westbound streets, and Main/Fife, eastbound streets meet at College

Figure 8 –Street Map near East End Elementary

Travelling west at College Street Travelling east at College Street

Travelling north on East Side Dr East Side Dr at Rombach

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

Westbound Railroad Crossing Eastbound Railroad Crossing

Figure 9 –Holmes Elementary School Campus

School signage is the vicinity is shown in Figure 10.

Figure 10 –Holmes Elementary School Zone Signage Map

As stated with the previous discussions, sign legends and

West Truesdell is two lanes

South Nelson provides north-south access along the west

The Clinton Swim and Tennis

Borror Middle School

Figure 11 –Borror Middle School Campus

The inbound bus loop drive location creates an offset

On the west, Peggy Lane,

School signage in the vicinity of the school is shown in Figure 12.

Figure 12 –Middle/High School Zone Signage Map

Sign colors and legends are

City-Wide Trail Plan

Figure 13 (removed from Wilmington City Council approved plan)

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

Functionality Criteria: A trail system is a transportation system for alternative means

 All Wilmington City Schools – Denver Elementary, East End Elementary,

 All Neighborhoods including Warren Knolls, Lakewood, Timber Glen, Southridge,

City-Wide Traffic Control

An inventory of the signalized intersections and their corresponding pedestrian

Figure 14 –Signalized Intersection Location Map

There are 31 signalized intersections in Wilmington. Twelve locations provide

Figure 15 –Reported Crash Locations

SOLUTIONS AND COUNTERMEASURES

A comprehensive strategy was developed consisting of a toolbox of general solutions

School zone signing and marking

Crosswalk Signing and Markings