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HomeMy WebLinkAboutStudy Session Packet 10/03/2011 STUDY SESSION AGENDA CITY COUNCIL MEETING CITY OF WHEAT RIDGE, COLORADO 7500 W. 29th Ave. Wheat Ridge CO October 3, 2011 6:30 p.m. Individuals with disabilities are encouraged to participate in all public meetings sponsored by the City of Wheat Ridge. Call Heather Geyer, Public Information Officer at 303-235-2826 at least one week in advance of a meeting if you are interested in participating and need inclusion assistance. APPROVAL OF AGENDA 1. Staff Report(s) a) Citywide Emergency Medical Services 2. 38th Avenue Corridor Plan 3. Jefferson County Intergovernmental Agreement, 32nd Ave. Widening 4. Regulation of Massage Therapy and Massage Parlors 5. Prohibiting the Feeding of Wildlife Ordinance 6. Proposed 2012 Budget 7. Appointing Council Members to Outside Agencies Planning Process and Public Outreach Participation from property and business owners as well as residents in close proximity to the corridor was critical throughout the planning process. To ensure participation from these groups, a Mayoral-appointed Stakeholder Committee was formed. In addition to property owners, businesses and residents, the Stakeholder Committee included members of City Council and Planning Commission as well as other partners in the community such as WR2020, Exempla Lutheran Hospital, Jefferson County School District and LiveWell Wheat Ridge. The stakeholder committee met four tim~s throughout the planning process and provided input on each phase of the plan formation, including visioning, evaluation of alternative roadway designs, and the identification of implementation strategies. During their meetings, the majority of the stakeholder committee supported the proposed land use vision as well as the proposed reduction in the number of lanes to enable the addition of amenity zones or on street parking In addition to the Stakeholder Committee meetings, there were three public meetings during the planning process. The first public meeting was held on March 15th with approximately 70 people attending. The focus of this meeting was to seek input on what the future character of 38th A venue should be and to form a vision for the corridor. At the second public meeting, held in May, participants evaluated different options for a potential road diet, in which two lanes of thru- traffic (one in each direction) would be removed from the street. Participants voted on how they would like to use the extra room created by the removal of the two lanes. Three options were presented: (1) enhanced sidewalks/amenity zones, (2) on-street parking, or (3) bike lanes. Because there is not enough room within the public right-of-way to gain all three features, participants ranked what they most preferred. Sidewalks and amenity zones were ranked the highest. On-street parking ranked second, and bike lanes ranked third. Overall, meeting attendees expressed support for the road diet concept. While some participants expressed concerns about maintaining adequate vehicular flow and enough parking on the corridor, most participants liked the idea since it could bring many benefits to the street, including greater safety and an enhanced pedestrian environment. With input from the stakeholder committee meetings and the second public meeting, a joint City Council and Planning Commission study session was held on June 20, 2011 to update the groups on the progress of the plan. At this study session, the initial land use concepts were presented to include the creation of a civic center on 38th Ave. just west of Wheat Ridge Middle School. A focus of the study session was the proposal for a road diet based on the transportation consultant analysis indicating a reduction of lanes would not have a negative impact on the level of service (including future traffic projections) or create diversion problems. Staff sought direction from City Council and Planning Commission on having the consultants move forward with the road diet as the preferred alternative for the roadway design in the corridor plan. While not unanimous, there was a straw vote that favored moving forward with the road diet alternative to include the removal of one lane in each direction and the addition of amenity zones and on-street parking to help create a more pedestrian friendly Main Street environment while also accommodating vehicular traffic. City staff and the consultant team used the input from the second public meeting and the general support from City Council and Planning Commission to create the recommendations for a road diet that are found in the plan. At the final public meeting, which was held in August, there was a presentation on the draft plan. After the presentation, city staff and the consultant team hosted an open house in which attendees could learn more about important topics in the plan, including the 2 road diet and implementation strategies. Public outreach for the plan included a mailing list of over 600 properties , composed of all owners on the street as well as any property owner/resident within roughly 300 feet of the corridor. In addition to a mailing prior to each public meeting, the City announced the meetings on the City website and on Channel 8. City staff also maintained a webpage specific to the plan. This webpage, part of the City's website, had meeting dates and information on the plan, including presentations and notes from the public meetings . Since the final public meeting, City staff and WR2020 staff have done outreach to property and businesses owners along the corridor. Numerous meetings have been held with individual property or business owners to provide information about the plan and its concepts and to address any questions or concerns. In addition, City and WR2020 staff walked the corridor going door to door delivering informational materials about the plan. STATEMENT OF THE ISSUES: The final draft ofthe 38th Avenue Corridor Plan contains the following vision for 38th Avenue: "West 38th Avenue between Sheridan and Wadsworth is a safe, vibrant and diverse corridor in Wheat Ridge with a strong identity and robust commercial and residential markets. The corridor has identifiable sub-districts with its Main Street being a source of community pride and a primary destination for city residents and visitors. In the year 2030, people of all ages and abilities live, work, learn, shop, and play along 38th Avenue." This vision for the corridor also entails dividing the 1.5-mile stretch of the street into four sub- districts: Main Street, the Residential District, the Sheridan Commercial District, and Wadsworth Town Center. Please see pages 31-33 of the plan document for a map and more information on the four proposed sub-districts. The vision statement, created from the input of the stakeholder committee and the public, led to four guiding principles that form the basis for the plan 's recommendations: (1) Identity : Redevelop 38th Avenue with a strong identity as Wheat Ridge's Main Street. (2) Vitality: Promote economic and real estate vitality and healthy living. (3) Appeal: Create an attractive, comfortable, inviting atmosphere. ( 4) Mobility: Develop a complete street that better accommodates pedestrians, cyclists, and transit riders while maintaining adequate vehicular access and parking. The vision and four guiding principles inform the many recommendations contained in the plan. A brief summary of the major recommendations follows. Road Diet The term "road diet" is used to describe the removal of one or more traffic lanes from a street. The CRP report commissioned by WR2020 recommended a possible road diet for 38th Avenue since the street is built to carry more cars than it currently does. The report noted that the room gained from removal of one traffic lane in each direction could be utilized to improve the image and safety of the street, making it more pedestrian-friendly while still accommodating vehicular traffic adequately. A road diet traffic analysis conducted early in the planning process by the transportation consultant found that removal of one thru-lane in each direction, resulting in a 3- lane section with one center turn lane, would have little effect on traffic flow. The analysis found minimal impact on travel time, level of service (a common measurement of traffic 3 flow/operation), or potential diversion to other routes , even after increasing the number of cars on the street by 15% higher than what it is today . Specifically the road diet would reduce the lanes to one lane in each direction with a center turn lane between north Upham St. and Depew St. As the roadway approaches the intersections of Wadsworth Blvd and Sheridan Blvd. it would transition back to two lanes in each direction and the existing tum lanes to minimize traffic impacts at these busy intersections. Dedicated right tum lanes would be added at Pierc~ St. and Harlan St. to ensure the smooth flow of traffic through these intersections. In addition, bus turnouts would be provided at these two intersections to minimize the impact of buses blocking through traffic lanes. The bus turnouts would be located a sufficient distance from the intersections so as not to impede traffic flow . The additional room gained by reducing the number of lanes could be used for on-street parking and enhanced sidewalks with amenity zones. Depending on the location and adjacent land use , the amenity zones could consist of landscaped planters, outdoor seating, outdoor dining areas or small park spaces. Because the traffic analysis yielded a positive outcome, a road diet is recommended for the street since it is anticipated to bring many benefits to 38th Avenue, including: • Increased pedestrian safety • An enhanced image and identity for the corridor, especially in the Main Street sub-district • Potentially slower traffic speeds creating both real and perceived improvements to pedestrian safety • The ability to add on-street parking • Increased sales revenue and/or property values for properties along the street In the short term, the proposed strategy is to pursue a "retrofit" road diet for the Main Street and Residential Sub-districts, which would entail restriping the street to a 3-lane section, but not relocating any curbs. This retrofit would entail minimal cost and would allow the City to test the road diet before considering spending a much larger sum of money on the reconstruction of the roadway. The retrofit would also include demonstration projects to add temporary sidewalks and amenity zones in certain locations. The City would work with business and property owners along the corridor to implement the retrofit to ensure there would be few negative impacts on properties. In the longer term, if the retrofit is successful , the plan proposes that the Main Street portion of 38th Ave. would be fully reconstructed to a permanent 3-lane section. For more detailed information on the proposed road diet, please see pages 39-52 of the plan document. Land Use and Urban Design While changes to the roadway design are important, the successful revitalization of 38th Avenue also depends on improvements to the design and uses along the street. The land use and urban design recommendations, detailed on pages 53-59, focus on promoting high-quality, mixed use redevelopment and enhancing the image of the street with comprehensive streetscape improvements. The Main Street sub-district is proposed to be the heart of the corridor and thus has the most recommendations. Key recommendations for land use and urban design include: • Implementing new mixed use zoning for the entire corridor • Developing and implementing a comprehensive streetscape design, including gateway 4 signage, for the corridor that unites the street but also emphasizes the different sub- districts. The streetscape improvements (built in 2001 by the City) between Harlan and Sheridan would remain. • Encouraging location of a civic center on 38th Avenue within the Main Street sub-district • Continuing loan and grant programs to promote fac;ade improvements and encouraging new development Economic Development The plan also contains recommendations that are intended to guide the economic revitalization of the street. These recommendations, contained on pages 61-63 , hinge on improving existing businesses while also attracting new businesses and reinvestment to the corridor. Developing a specific brand, or image, for 38th Avenue and then aggressively marketing the corridor with that brand is one of the key recommendations. Other important recommendations include: • Creating a land assembly strategy to aid in the development of catalyst sites • Developing a business retention plan • Creating promotional materials for the corridor and conducting outreach to the developer/brokerage community • Assessing City regulations to make sure outdoor cafes are allowed and encouraging special events on the corridor Implementation Implementing the plan 's recommendations depends on several parties, including the City , WR2020, and the property/business owners on the street. In the short-term, a vital step is the formation of a Leadership Committee, composed primarily of stakeholders on 38th Avenue (as well as representation from WR2020 and the City), that can oversee some of the important plan recommendations -especially those related to the development of a branding/marketing strategy for the corridor. Ideally, the Leadership Committee will also explore and identify the best option for a longer-term organizational structure, such as a merchants association or business improvement district, to aggressively market 38th Avenue and to potentially help with the financing and/or maintenance of physical improvements to the street. Pages 65-76 of the plan detail the implementation strategies for the plan. Important implementation items are grouped into six categories: organization, funding, and action items related to each of the four guiding p~inciples. CONCLUSION: A consistent theme we heard during development ofthe new comprehensive plan in 2009 and through preparation of the 38th Ave. Plan was the community's desire for a Main Street or downtown. Residents want a place that is uniquely Wheat Ridge where they can go to shop, dine and gather with friends. The west end of 38th Ave., the Main Street District as identified in the plan, was the historic downtown of the City. By making this area a more pedestrian friendly , inviting place, it could again be the City's Main Street. Another theme heard through development of the 38th Ave. Corridor Plan was that people are tired of all the plans and studies that have been done for the corridor with little action being taken. Citizens want to see change and improvements along the corridor. By following the recommendations of the plan, it will be possible to create a Main Street for citizens while also accommodating the vehicular traffic that is critical to the economic success of businesses along 5 the corridor. Exhibits: 1. 38 1h Avenue Corridor Plan-Draft (NOTE: PLEASE KEEP THIS COPY OF THE PLAN FOR THE OCTOBER 10 PUBLIC HEARING) 2. Road Diet Handbook-Overview 6 This research represents a state-of-the-practice analysis and provides a snapshot of the current state-of-the- art in the implementation of roadway diets. Ultimately, however, each road diet project is unique to its context, and its designers should strive to make the built, social and natural environment "better than before." HANDBOOK ORGANIZATION This monograph is divided into four chapters. Information is intended to provide guidance on planning, analysis, design and implementation of road diets. It is also intended to provide information on the effects of road diets, including safety, operational and livability benefits. Applicable local ordinances, design requirements, and codes must be 90nsulted for impacts to the planning and design process. A description of each of the chapters follows: Chapter 1 Introduction Chapter 2 Previous Studies This chapter summarizes the existing road diet research and literature, including studies of safety and operational impacts of road diets. It includes citations of other literature that can be related to road diets, such as pedestrian crossing safety studies. Gaps in the previous research are identified and summarized. Chapter 3 Case Studies This chapter includes case study examples of road diet projects that have been implemented at locations around the world. Six sites in the United States and internationally were chosen for the survey and data collection. For each case study, traffic, safety and survey data are analyzed to evaluate factors related to the livability of these streets before and after the road diet was implemented. The methods used to collect and analyze the survey data are described, and lessons learned are summarized. Chapter 4 Practice Guidelines This chapter will help practitioners identifY and evaluate potential road diet candidate sites, by taking them through the processes of planning, analysis, design and implementation of road diets. It includes general recommendations for the planning, analysis, design, and implementation of road diets that take into account the project context and site-specific conditions that need to be considered. This chapter includes: • Guidelines for identifYing and evaluating potential road diet sites • General considerations including roadway characteristics and safety, operational and livability benefits • An evaluation checklist • Typical cross-sections for design concepts • Implementation strategies PREVIOUS STUDIES This chapter summarizes previous research on road diets and includes safety and operational data from these studies. Related research that supports road diets has been included in the literature review. An example of such research is Safety Effects of Marked versus Unmarked Crosswalks, Federal Highway Administration (FHWA) and University ofNorth Carolina, which shows that collision rates are significantly higher on multi-lane undivided roadways.1 Safety and operational studies under a variety of traffic volumes and roadway conditions are needed to quantifY the conditions for which road diets are appropriate2 • This chapter also identifies gaps in the previous research results as well as the significant gap in non-safety benefits, including livability benefits, which have not been examined in past research. This chapter includes past studies on several types of road diet projects. 3 This chapter is organized in the following sections and addresses : • Economic Effects and Walkability • Safety • Operations • Road Diet Project Types and Ex_amples • Lessons Learned • Research Gaps CASE STUDIES This chapter, which illustrates the application of the road diet at six case study locations, includes evaluations of factors related to the livability of the streets at each location. The road diet case studies are diverse geographically and with respect to their surroundings, scale, character, function , and form. Six case studies were chosen for the survey and data collection. The case study sites are in Dunedin, New Zealand; Toronto, Canada; Athens, Georgia; Clear Lake, Iowa; and two in Vancouver, Washington. They represent a wide range of project contexts from an urban street in Toronto , Canada to a rural street in Iowa with varying project lengths, designs, and magnitude. Exhibit 3 shows the locations of the road diet case studies. Exhibit 3: Location of Road Diet Case Studies ,'ouned in,New Zealand Residents and businesses in the vicinity of each case study were surveyed to examine how a road diet affects the livability of an area. The public opinion survey, which was modeled from surveys conducted by Donald Appleyard in Livable Streets3 , solicited information from people living and working adjacent to the streets with factors directly related to its livability. The survey included questions on: • Household/business characteristics • Perceptions on the street's traffic, safety, activities (street life) and friendliness • Recommended improvements • Reactions to the road diet The surveys evaluated the livability impacts of road diet projects, addressing such issues as: • Comfort and safety for pedestrians , bicyclists , and transit users • Increased landscaping and beautification opportunities • Improved quality of life and street character 4 The purpose of the road diet conversion project on Fourth Plain Boulevard was to: Cost-effectively enhance the environment for all street users while minimizing operational or spillover effects Develop a safe and efficient transportation system Reduce the crash frequency and number along the corridor Improve pedestrian and bicycle mobility Establish a balance between vehicle operations, port freight access and neighborhood livability Livability Survey In April 2004 , an on-line web survey was used to solicit public input on livability . Most of the respondents are pleased with the results of the road diet project on Fourth Plain Boulevard and have noticed improvements to traffic , safety, and livability . The handbook provides survey findings for each case study. Retail sales analysis found that the commercial area on, adjacent and near the Fourth Plain Boulevard road diet project performed better than comparable areas in the City. 5 This growth occurred after the implementation of the road diet project and during a recession that affected all portions of the City. When comparing gross receipts before and after the road diet project, the commercial area in the Fourth Plain project area had a positive increase of 3.1 percent compared to negative declines of -9 .8 percent to -25 percent in two other comparable community commercial zones in the City. Lessons Learned Safety improvements resulted from the implementation of the road diet with a significant reduction in crashes. The traffic operations along Fourth Plain Boulevard continued to operate adequately without queuing issues with improved operations for bicyclists and pedestrians. From the livability survey , the majority of the respondents concluded that the road diet has improved traffic issues . The livability survey suggests that the implementation of a road diet creates a street environment that is calmer and safer, although respondents don't treat the street as a residential street (for example, not letting their children play in the street). Baxter Street, Athens-Clarke County, Georgia Baxter Street is located in Athens, Georgia and classified as an arterial and connects the University of Georgia on the east to a major shopping center on the west. Baxter Street runs parallel to State Highway 78 and serves a variety of transportation uses. The road diet project started as a safety demonstration project when Baxter Street needed resurfacing . The purpose of the project was to: Reduce the crash frequency along the corridor (especially rear-end and sideswipe) Increase travel flow by separating through vehicles from left-turning vehicles Designate an area within the roadway for bicycle travel Further separate vehicles from the sidewalk edge Baxter Street has a 40-foot (12m) right-of-way. The "before" and "after" dimensions are as follows: 6 Before the road diet, the facility consisted of four 10-foot- wide lanes (3 m) After the road diet, the facility consisted of two 14-foot-wide (4.2 m) lanes to be shared between vehicles and bicycles , and one 12-foot-wide (3 .6 m) two-way left tum lane. Exhibit 6: Baxter Street-After Road Diet (Courtesy of David Clark) In the initial design , Baxter Street was considered too narrow for full bike lanes , so the 14-foot travel lanes were striped with a dashed line to create an 11-foot travel lane and 3-foot shared vehicle/bike lane . In 2003, the 3-foot shared areas were striped as bicycle use only lanes. 6 Livability Survey An online web survey was chosen for this case study to solicit public input to the livability survey . The majority of respondents indicated that the street width is "just right" and that the number of travel lanes is "just right." Most also indicated that the street is "safe," "very safe," or "comfortable ." This response indicates that the road diet project resulted in a positive change. The handbook provides complete survey findings for each case study. Lessons Learned After the implementation of the Baxter Street road diet, Athens-Clarke County staff recommended the following for road diet projects: 7 Add bus pull out bays, so buses don 't block through traffic Include access management plans with appropriate spacing and/or eliminate driveways to reduce conflict points Improve grates across catch basins to improve bike operations (e.g., improve storrnwater collection systems to remove water from curb lanes where bikes travel) Repair sidewalks and driveways in poor condition Improve landscaping to "soften" the corridor Coordinate with other corridor improvements US 18, Clear Lake, Iowa U.S. 18 is a state highway in Iowa and the primary east-west route through the City of Clear Lake . Railroad tracks run parallel to U.S. 18 on the south side. U .S. 18 serves traffic traveling in, through, and out of Clear Lake, and serves a variety of transportation uses in Clear Lake, including freight movement. U.S . 18 provides access to the downtown business and tourist area. The U.S. 18 road diet project consisted of simply re-striping the highway with the road conversion, installing one traffic signal, and upgrading an existing traffic signal. A second phase of the project will include the installation of right turn lanes at key intersections along the corridor. Before the conversion, U.S. 18 was a four-lane undivided roadway. It was converted to two lanes plus a two-way left tum lane and painted shoulders. The purpose of this project was primarily to improve safety along the corridor. Livability Survey A door-to-door survey method was used for the US 18 case study to solicit public input to the livability survey. The respondents indicated thai they would like more lanes to travel faster and to relieve some congestion during the peak hour. However, these respondents also think that speeding remains a problem at times. The respondents would like to see more police enforcement to slow speeds and keep motorists from using the center tum lane as a passing lane. The handbook provides the survey findings for each case study. Lessons Learned The project was implemented primarily to improve safety, and an assessment of crash statistics indicates that safety has improved. However, many respondents believe that the road is less safe following the initial phase of the road diet implementation. There may be a number of reasons for this perception including the unclear lane striping, misuse of the center tum lane, and several complementary improvements still to be added to the project, including improved signal timing and right tum lanes. Depending on the level of community acceptance of the project, a public involvement/education effort may be beneficial to show the resulting safety benefits of the project. 7 The cost of a road diet project can be minimal by simply re-striping a roadway, and it can be completed as an interim solution or as a pilot project for a short length of time, such as 6 months . By implementing a road diet as a pilot project study, the effects on safety and operations can be measured before deciding whether to keep it permanently and/or whether to fund enhanced design features and a more permanent solution. When evaluating a temporary solution, it is important to note that it may not provide all of the benefits of a permanent solution. On U.S. 18, the transition areas from the four-lane to two-lane section with two-way left turn lane is confusing for drivers, and the survey respondents indicated that better lane markings are needed. A lesson learned for a pilot project or re-striping project is to ensure that the lane markings are clear and that the old lane markings are not still visible. Both the road diet pilot project and interim solution can be enhanced by adding landscaping, signal timing -improvements, sidewalk connectivity, improved pedestrian crossings, and other enhanced design features. St. George Street, Toronto, Ontario, Canada St. George Street, a multimodal street through the St. George campus of the University of Toronto, was put on a road diet in the 1990s. St. George Street is classified as a minor arterial road by the City of Toronto and serves vehicles, delivery trucks, bicyclists, pedestrians and even skateboarders. An extremely high number of pedestrians use St. George Street, and continuous sidewalks on both sides of the street are provided in the pedestrian zones . St. George Street road diet project was completed in 1996, about 8 years before this study . The project was incrementally enhanced beginning in 1993, with the most significant construction occurring in 1996. Prior to 1993, the street operated as a four-lane road during peak hours and as a two-lane road with on-street parking permitted during non-peak hours. In 1993, the number of lanes on St. George Street was reduced to two by permitting parking during all hours. Bicycle lanes, a narrow painted median, and turn lanes were provided at key intersections as part of the lane reduction project. The road diet project also narrowed the pavement width and reconstructed the curbs along St. George Street in 1996. Before the road diet project, the pavement width was wide considering the street function and surroundings. As part of the road diet project, the pavement width was narrowed from 46 feet (14 meters) to a varying width of31 to 40 feet (9.5 to 12.2 meters). The sidewalk area was widened to increase the pedestrian zone. The narrowing of the pavement and widening of the sidewalk has significantly enhanced pedestrian crossing areas. The majority of the pedestrian crossings occur at uncontrolled mid-block locations that correspond to campus pedestrian routes. To delineate the mid-block crossing areas, alternative roadway pavement materials were used to highlight these crossing areas. Curb extensions at specific locations in coordination with on-street parking have reduced vehicle travel speeds. By narrowing the pedestrian crossing areas, pedestrians have been encouraged to cross at specific locations with shorter crossing distances. Landscaping has been added to provide a buffer and enhanced urban environment to the road diet project. Exhibit 7 provides photographs of St. George Street. Exhibit 7: St. George Street-After Road Diet 8 Livability Survey A web survey was used to solicit public input on the livability of the street. The survey respondents indicated satisfaction with the street width and number of lanes, but some respondents indicate a desire to remove all cars. The survey respondents recognized the benefits that the road diet project has produced, including slower speeds and improved safety , but still desire further improvements such as more crosswalks and more greenery. The respondents desire additional aesthetic enhancements such as greenery and replacement of concrete planters , cobblestones and pavers . The handbook provides complete survey findings for each case study . Lessons Learned A road diet project through an urban University setting has both perceived benefits by users of all transportation modes and actual measured safety and operational benefits as well. An urban, university environment is an ideal location to consider a road diet project because of the high number of pedestrians and bicyclists that benefit from projects of this type . Kaikorai Valley Road, Dunedin, New Zealand Kaikorai Valley Road is located in Dunedin, New Zealand, which is an eastern coastal City in New Zealand . Kaikorai Valley Road is classified as a Regional Arterial road which is defined by the Dunedin City District Plan as one that serves as a link of strategic importance between or within regions, and between districts. Kaikorai Valley Road serves as an alternate route into and out of the Dunedin central business district from the south. Kaikorai Valley Road serves a variety of transportation uses, and parking is provided on both sides of the road. The road diet project on Kaikorai Valley Road was completed in 2003 , about one year before this study . The length of the road diet project is 2.4 kilometers (1.5 miles), on the northern end of Section 2 of Kaikorai Valley Road. The road diet project entailed reducing Kaikorai Valley Road (section 2) from a four-lane roadway with on-street parallel parking to a two-lane roadway with on-street parking and cycle (bicycle) lanes. The project included: Planting the existing median with low growing shrubs Improving pedestrian crossings by converting a crossing to a pedestrian crossing point, constructing disabled crossing ramps and installing floodlighting. Upgrading an existing pedestrian crossing by installing floodlighting. Extending the length of turn pockets to accommodate queuing vehicles without impeding the flow ofthrough traffic. Exhibit 8: Kaikorai Valley Road -After Road Diet (Courtesy of Ron Minnema, City of Dunedin, NZ) 9 Livability Survey A door-to-door survey method was used for the Kaikorai Valley Road project to solicit public input to the livability survey. The respondents had mixed perceptions regarding the results of the project, but still almost half recommended this project to other streets in the City. The handbook provides complete survey findings for each case study . Lessons Learned The following summarizes the lessons learned for the Kaikorai Valley Road Case Study: Safety improvements for all transportation modes resulted from the implementation of the road diet with a significant reduction in traffic speeds and crashes . The traffic operations continued to operate adequately with no traffic diversion impacts. From the livability survey, the majority of the respondents on Kaikorai Valley Road concluded that the road diet has resulted in positive transportation improvements . Grand Boulevard, Vancouver, Washington This case study differs from the other case studies in that the roadway was surveyed before the implementation of a road diet project. Grand Boulevard , an undivided four-lane arterial located in the City of Vancouver, Washington, is an example of an ideal road diet candidate. The City of Vancouver has been challenged by neighborhoods and special interest groups to re-assess the operational and capacity needs on many undivided four-lane corridors. The motivations behind these requests are varied, and often revolve around the perceived trade-off between transportation capacity and community livability. Livability Survey Overall , the survey respondents seemed as or more concerned with non-traffic issues such as aesthetics and crime . Perceptions of safety were correlated with perceptions oftraffic speed , as respondents who felt the street is unsafe tended to say that traffic moves too fast. The handbook provides complete survey findings for each case study. Recommendations Grand Boulevard is an ideal facility for a road diet project, and the City of Vancouver plans to convert it to a two-lane with center left-tum lane facility as funding becomes available. The City of Vancouver plans to study Grand Boulevard after the road diet project is constructed to evaluate its effectiveness. Recommendations for a road diet project on Grand Boulevard include the following: 10 Re-stripe roadway from a four lane roadway to a two Jane roadway with a center left-tum lane or median channelization (minimum II feet width for center turn lane). Provide a dedicated bike lane in both directions. Institute a speed monitoring and enforcement program to reduce vehicle speeds. Improve pedestrian facilities by adding curb ramps , crosswalks, lighting, and sidewalks where needed to provide connectivity, comfort and safety. Implement the road diet project with pavement overlay of street. Case Studies Summary Exhibit 9: Road Diet Impacts /;/ // /.{~ & ~ ~6' ~ -~ q _ '< '<· ~ '<· l><S' "" ,.,_<t ··<>""' "-'"~ -~~ !C~~ .J>C' ~~~ ~c-~v of' "' . ~" ., t:f' !I> <"> cff '} ~~ ·,~~ q,."-~ & Grand Stow speeds. change street SoulfNard -character, more police , Widen 4/antl Sidewalks, better undlvld&d ma1ntenance, add b1ke lanes. roadWay add Slreet trees and planter stnps Number of Clashes decreased No queu1ng blocking access , Redevelopment and renova tiOn Slow speeds , proh1t>t trucks. Fourth Plain by 52 %, Trame speeds mcreased pedestnan actiVI ty , wo rk at qu:cke r pace, economiC 87%Yes, reduce traffic. 1mprC1Ve lJOUifNitrd decce ased by 18 %, Pedestnan Improved biC'{cle cond1110ns, growth in adjacent and nea rby 21%Maybe, pedestnan crosS<ngs , more sa fety Improvements no tra"1c d1Vers1on Impacts buSinesses, eaSter to cross 12%No street trees and curb Side street street feels safe r planters CNerall numbe r of crashes Eas1er to cross street , slower lmp<ove street maintenance, decreased by 03 %, crashes at No srgnincant changes to speeds, severa l rome and 47% Yes, ButerSITeet unslgnaiiZed loca tions traffic volUmes . tra"1c business Improvements, 33%Maybe, slow speeds, new street treeE decreased by 60%, rear-end diVersio n only about 4 % perce1ved numbe r of lanes and 20%No and curb s1de planters . more crashes reduced by 45% street width is 'Just righr' police Number of crashes decreased Adequate tramc operation, Moced pe rceplions on street widen street. add t>ke lanes , by 65 %. AggressiVe speed1ng good mot>hty. more unrtorm stnpong confus ing , Phase 2 of :u%Yu, Improve pedestnan us 18 reduced by 52%, vehicles a.er traffiC speeds closer to speed project to address commun.ty 28"-'oMaybe, crosSings , stow speeds, more concerns. lwabil1ly benefots st1ll 49%No speed hmit decreased by 32% lomt to be real iZed traffic signals No traffic volume changes , no Eas 1er to cross street, 5k>wer More pedestnan cross1ngs , St. GeoiJl" Numbe r of crashes dec reased traffiC avers1on mpacts, speeds, street feels safer, 81 % Yes, reduce traffic, more street Street b'f 40 %, omproved safety for adequa te traffic opera t1on, perceiVed increase 1n 12"/o Maybe, trees and curb sode planters. pedest ro ano and t>cycles 6%No prohll:•t goodmobitoty pedestnans and biC'{ctosts trucks, slow speeds Number or crashes reduced by No traffic volume changes, no Perceoved numbe r of lanes and Kaikorai 10 %, aggressive speedong tra ffic avers1on mpacts, street wodth is ')ust nght," ya rds 42% Yes, improve street mamtenance, Valley Road reduced by 76%, omproved adequa te traffoc opera t1on, and buildongs kept up, several 3 1%Mayl>o , slow speeds, reduce traH1c , safety fo r pedest ro ans and home and buSiness 27%No more po•ce. 0< as IS bicvctosts goodmobitoty omP<ovements Safety Significant safety benefits resulted from the road diet projects . The overall number crashes were reduced by the road diet case study projects ranging from a 10 % to 65 % reduction. Also, traffic speeds were reduced at the case study locations as a result of the road diet projects. The safety impacts of the road diet case studies are summarized as follows . On Fourth Plain Boulevard, Vancouver, Washjngton , the safety impacts resulting from the road diet project follow : 8 • • • • Number of reported collisions along Fourth Plain Boulevard decreased by 52% after the road diet project was constructed . Pedestrian safety improved and there were no reported pedestrian collisions along Fourth Plain Boulevard after the road diet project compared to six reported pedestrian collisions for the three years prior to the road diet project. Traffic speeds along Fourth Plain Boulevard have decreased about 18% after the road diet project was constructed from 29.4 miles per hour to 24.2 miles per hour. On Baxter Street in Athens-Clarke County, Georg ia, the road diet project resulted in the follow ing safety impacts : 9 11 • The reported number of crashes was reduced by 53 %from the implementation of the road diet project. • The reported number of crashes at unsignalized locations was reduced by 60 %. • The number of rear-end crashes were significantly reduced by 45% since left turning vehicles have a center turn lane to use instead of stopping in the through lane. On U.S. 18 in Clear Lake, Iowa, the safety impacts resulting from the road diet project follow: 10 • Number of crashes per year was decreased by 65 % from 40 crashes per year "before" to 14 crashes per year "after" the project was implemented. • Travel speeds have been reduced with before and after speed data showing a 52% reduction in aggressive speeding. In addition, the number of vehicles driving over the speed limit was reduced by 32 % after the road diet project. On St. George Street, Toronto, Ca_nada, significant safety improvements were realized as a result of the road diet lane reduction and narrowing project which follow : 11 • The number of collisions was estimated to be reduced by about 40 % from the reduction oflanes on St. George Street, from about 33 collisions per year "before" the lane reduction to about 20 collisions per year "after" the lane reduction. • By narrowing the pavement and lane widths on St. George Street, the number of collisions was further reduced to about 19 collisions per year for the six years following the pavement and lane width narrowing. On Kaikorai Valley Road, Dunedin, New Zealand, safety benefits were also achieved from the road diet . h. h fi II 12 13 prOJeCt W JC 0 OWS: ' • The road diet project on Kaikorai Valley Road resulted in a 30% crash reduction from I 0 crashes per year "before" the road diet project to about 7 crashes per year "after" the road diet project was implemented. • The traffic speeds along Kaikorai Valley Road were also reduced after the road diet project was implemented. Approximately 88% of the speeds "before" the road diet project exceeded 50 kilometers per hour (30 mph) compared to approximately 69% of the speeds "after" the road diet project exceeded 50 kilometers per hour. Despite the diverse settings, in all five case study sites where the road diet was implemented, the number of crashes decreased and measured speeds decreased resulting in significant safety improvements. Operations As shown from the case studies, there were no significant changes to traffic volumes on the road dieted streets. In addition, no significant traffic diversion impacts were found as well. The road dieted streets continued to operate adequately without significant queuing and operational impacts. For several road diet projects, pedestrian and bicycle activiti~s were measured and observed as a result of the road diet projects . Also, improved pedestrian and bicycle conditions resulted from the projects. The operational impacts of the road diet case studies are summarized in this section. On Fourth Plain Boulevard, the traffic operational impacts after the road diet project implementation follow: 14 • • • • 12 No significant negative impacts to the traffic operation including no reports of queuing vehicles interrupting adjacent business and residential access on Fourth Plain Boulevard. Bicyclists and pedestrian activity have increased. The bicycle operational safety along the corridor has improved, and the bicycle level of service has improved significantly since the road diet project was implemented. Other operational benefits such as the bicycle lane providing space for police enforcement and a refuge area for vehicles temporarily broken down. There was no significant traffic diversion as part of the Fourth Plain Boulevard road diet project. On Baxter Street, the traffic operational impacts resulting from the road diet project follow : 15 • No significant impacts to the traffic volumes on Baxter Street or on adjacent streets after the road diet conversion project. • Traffic diversion experienced from the project to be about 4% of the Baxter Street traffic to Broad Street, a parallel arterial street north of Baxter Street. After the road diet project, the traffic operation along U.S. 18 remained acceptable with good mobility. The resultant operating speeds were moi:e uniform and closer to the posted speed limit. 16 On St. George Street in Toronto, Canada, the road diet project resulted in the following traffic operational • 17 Impacts: • Adequate traffic operations continue along St. George Street. • Increase in pedestrians and bicyclists • Traffic volumes along St. George Street have remained relatively consistent before and after the narrowing of the travel lanes as part of the road diet project from 7,300 vehicles per day in 1994 to about 7,400 vehicles per day in 2003. • No traffic diversion impacts . On Kaikorai Valley Road in Dunedin, New Zealand, the traffic operations resulting from the road diet project follow: 18 • Adequate traffic operations continue along Kaikorai Valley Road. • Traffic volumes have not been impacted from the road diet project and remained relatively constant. In addition, the vehicle classification and % trucks remained relatively constant. • The traffic volumes show a small amount of growth which indicates that traffic diversion was not experienced from the road diet project on Kaikorai Valley Road. At all locations, impacts to overall traffic operations were negligible if not positive. Lessons Learned The following section summarizes the lessons learned from the road diet case studies: 13 Consider road diet projects when multiple opportunities arise such as a pavement reconstruction project, presence of an adjacent parallel route , and jurisdictional roadway transfer. Consider community requests to evaluate and implement road diet projects . With technical evaluation and community involvement with stakeholder groups, road diet projects are more likely to be successful. A public education campaign that goes along with a road diet project needs to emphasize the notion that this is a safety enhancement project and that it may require trade-offs in capacity and speed. Increase public education regarding the use of the two-way left turn lane . Manage community expectations with clear communication and documentation. IdentifY project goals, performance measures, expectations and conduct follow-up evaluation. Coordinate road diet projects with concurrent pavement overlay projects, if possible. A road diet striping plan on new pavement results in less driver confusion. By implementing a road diet as a pilot project study, the effects on safety and operations can be measured before deciding whether to keep it permanently and/or whether to fund enhanced design features and a more permanent solution. A temporary solution may not provide all of the benefits that a permanent solution would provide. Add bus pull out bays when needed. Include access management plans with appropriate spacing and/or elimination of driveways to reduce conflict points. Improve storm water grates across catch basins to improve bike operations. Repair sidewalks, ramps, and driveways in poor condition. Improve landscaping to "soften" the corridor. Coordinate with other corridor improvements . Install a grass median or other median treatment. Increase police enforcement of speeds and the proper use of the center turn lane. Both the road diet pilot project and interim solution can be enhanced by adding landscaping, signal timing improvements, sidewalk connectivity, improved pedestrian crossings, and other enhanced design features . Safety, operational and livability benefits result for all modes oftransportation from the implementation of road diet project as seen from the case studies in this handbook. ROAD DIET GUIDELINES Great streets rarely happen by accident; great streets require vision and knowledge to make them happen. Road diets, when implemented properly and in the appropriate context, can enhance the livability of a street and contribute to the traits that can make a street great. This chapter provides guidance to the practitioner regarding how to determine if a street is a good candidate for a road diet, and best practices for road diet implementation. When determining the appropriateness of a road diet conversion project, the project context and site- specific conditions such as traffic flow characteristics, vehicle capacity, traffic operations , safety, environmental impacts (social, built, and natural), and livability need to be considered. This chapter will help practitioners identify and evaluate potential road diet candidate sites by taking them through the processes of planning, analysis, design and implementation of road diets. It includes general recommendations for road diets that take into account the project context and site-specific conditions that need to be considered. This chapter includes: • Guidelines for identifying and evaluating potential road diet sites • Feasibility factors • Design guidelines and considerations • Typical cross-sections for design concepts • "Greening"_ road diet options • Other considerations Identification and Evaluation of Potential Road Diet Candidates A road diet project can improve walkability and community livability and economics . The road diet is an alternative to widening the cross-section of roadway and, when appropriate, it can have lower overall impacts than widening the roadway, be a more cost-effective option, and result in acceptable operations and improved safety . Recent research has recommended that road diet conversion should be evaluated in terms of safety and operation effects, especially vehicle speeds, congestion, traffic volume and traffic flow. Road diet conversions should be made on a case-by-case basis considering traffic flow, vehicle capacity, and safety goals. 19 Each potential road diet implementation should identify, compare and analyze all feasible alternative improvements that meet the project goals and objectives. Feasibility Factors Several feasibility factors were identified in research conducted by Knapp to evaluate the feasibility of road diets: 20 • Roadway Function and Environment • Overall Traffic Volume and Level of Service • Turning Volumes and Patterns 14 • Frequent-Stop and Slow-Moving Vehicles (Agriculture, Buses, Mail, Buggies) • Weaving, Speed, and Queues • Crash Types and Patterns • Pedestrian and Bicycle Activity • Right-of-Way Availability, Cost, and Acquisition Impacts • Presence of Parallel Routes • Other Contextual Considerations Road Diet Design Solutions This section in the handbook provides a tool box for design of road diet projects, including optional enhancements such as landscaped medians, improvements to pedestrian crossings and facilities, street trees and curbside planters, improved transit user facilities, and green street options. For cost-effectiveness and natural resource conservation, road diet projects can be designed and constructed by simply re-striping the roadway and re-using the existing pavement width and curbs. A context-sensitive solutions approach is recommended for potential road diet projects. From Thinking beyond the Pavement, Maryland State Highway Administration Workshop, 1998-"Context sensitive design asks first about the purpose and need of the transportation project, and then equally addresses safety, mobility, and the preservation of scenic, aesthetic, historic, environmental, and other community values. Context sensitive design involves a collaborative, interdisciplinary approach in which citizens are part of a design team." It is important to recognize that every project is unique. Design solutions for road diet project alternatives need to: • • • Provide a safe and efficient transportation corridor for vehicles, buses, bicycles and pedestrians . Balance the needs of the transportation system with the interests of the surrounding community and the environment Create a transportation facility that is an asset to the community Road diet project objectives could include: • Improved safety and operations • Enhanced neighborhood character • Improved access to businesses, transit, parks, etc. • Preserved and improved environmental conditions throughout project limits by reducing pavement area and treating water run-off Design Concepts Street design is a key element of smart growth development and directly affects quality of life. Designers are encouraged to integrate streets closely with planned land use. From Metro's (regional government agency for Portland Metro, Oregon, U.S.) document, Creating Livable Street/1 : "A livable regional street should provide those environmental conditions that support independence and freedom of choice; provide orientation, safety and comfort; encourage a sense of community yet provide sufficient privacy; foster a sense of neighborly ownership and responsibility; avoid disturbing nuisances; and enhance the economic value of adjacent property." The road diet design concepts presented in this chapter are focused on the conversion of a four-lane undivided roadway to a two-lane roadway. A center tum lane is recommended when driveways are present, and a landscaped center median in areas where driveways are uncommon or absent. The remaining roadway width can be converted to bike lanes, on-street parking, landscaping, sidewalks, and/or turned back to the property owners. 15 A Policy on the Geometric Design of Highways and Streets (Green Book) published by the American Association of State Highway and Transportation Officials (AASHTO) provides geometric design criteria for roadways. As noted in the Foreword (2004), "The intent of this policy is to provide guidance to the designer by referencing a recommended range of values for critical dimensions . It is not intended to be a detailed design manual that could supercede the need for the application of sound principles by the knowledgeable design professional. Sufficient flexibility is permitted to encourage independent designs tailored to particular situations."22 The road diet design concepts presented in the handbook complement the AASHTO guidelines. Traveled Way . The handbook provides general design parameters for major urban arterial and collector thoroughfares with varying contexts. General guidance on dimensions and cross-section elements criteria, including lane widths, is included for urban streets with two to four through lanes. Travel lane and turn lane widths can vary depending on the project context, land use, modal use, and speed from a minimum of 10 feet to 14 feet (3m to 4.3 m). Suggested Left-Turn Treatments for Road Diet Streets Based on previous research, the handbook provides guidance on the selection of left-turn treatments for specific conversion alternatives and factors. Transitions When the number of travel lanes is reduced and/or width of the street is changed, a smooth transition needs to occur. The principles for designing effective transitions include?3 • Properly design, stripe, and sign geometric transitions using established guidance (Manual on Uniform Traffic Control Devices (MUTCD), AASHTO). • Transitions should occur on a tangent roadway section and avoid areas with horizontal and vertical sight distance constraints. • Entire transition length should be visible to the driver. • When roadways widen or lanes are added, a transition taper of 10: 1 is sufficient. • Transitions to left or right tum lanes typically require a shorter taper. AASHTO recommends 100 feet (30.5 m) for single tum lanes. It should be noted that choosing the transition locations for road diet projects needs special attention and thorough evaluation. Major driveways and intersections should be avoided along a transition. Intersection and roundabout locations can be ideal beginning transition locations to drop lanes. Bicycle Facilities Bicycle travel is an important element of multimodal, livable streets. Bike lanes are practical and often essential for road diet projects. They not only improve the bicycling environment, but also provide a buffer to pedestrians. In addition, bike lanes allow space for vehicles to temporarily store while emergency vehicles pass, they add to turning radii, and they improve sight lines. Important sources for bicycle facility design and treatments are the AASHTO Guide for the Development of Bicycle Facilities24 , ITE Innovative Bicycle Treatmenti5 , and the MUTCD 26 . General considerations for bicycle facilities are: 16 • Smooth surfaces are needed for safety and comfort of bicyclists. • Regular maintenance and street sweeping are required and pavement should be free of large cracks and potholes. • Curb inlets for drainage or bicycle-safe inlet grates should be provided. Recommended lane widths for bicycle lanes and typical lane marking for bicycle lanes are presented in the handbook. On-Street Parking On-street parking provides a buffer to pedestrians from traffic and is found to decrease traffic speeds. In addition, on-street parking meets the needs of adjacent land uses and stimulates street activity. On-street parking should be implemented based on project context, traffic volume and speed, adjacent land uses, and local parking management plans and policies. General considerations for on-street parking are:27 • Parallel parking should be considered on urban arterials and collectors. • Angled parking may be considered on low-speed and low-volume commercial collectors and main streets. • On-street parking should not be considered on major streets with speeds greater than 35 miles per hour due to potential maneuvering conflicts. • Consider the use of a curb lane for on-street parking during off-peak hours when traffic capacity needs to be balanced with on-street parking needs. • Provide a minimum of 1.5-foot (0.46 m) offset between face of curb and edge of potential obstructions such as poles and trees. • Parking should be prohibited within 20 feet (6.1 m) of fire hydrants or per local codes. • Parking should be at least 20 feet to 50 feet (6.1 m to 15 .2 m) from midblock crosswalks and at least 20 feet (6.1 m) from the curb return of intersections (30 feet (9 .1 m) for signalized intersections). Curb extensions can be used to reduce this distance . Pedestrian Realm Streets have multiple uses and appropriate solutions should be selected to improve pedestrian safety and access. In addition, walkable streets promote healthy communities and safe neighborhoods. Sidewalks are important elements of street design. Key attributes of good sidewalk corridors are:28 • Accessibility • Adequate travel width • Safety • Continuity • Landscaping • Social space for people to interact • Quality of place to strengthen the character of neighborhoods and business districts When implementing a road diet conversion project, the following are key issues/actions to be addressed and/or undertaken: · • Identification of pedestrian crossing locations and exposure to potential hazards . • Identification of missing sidewalks or pathways • Identification of transit zones and stop locations and provision of adequate pedestrian access. • Both pedestrian and bicycle facilities need to be designed to be compatible with and facilitate transit use. • Design and maintenance of landscaping to provide good visibility between pedestrians and approaching vehicles. • Provision of adequate lighting for pedestrian safety at night. • Comfortable sidewalks for pedestrians, with a minimum width of5 feet, and maintained routinely . Other sources for effective design of pedestrian facilities include: ITE Alternative Treatments for At-Grade Pedestrian Crossingi9, Safety Effects of Marked vs. Unmarked Crosswalks at Uncontrolled Locations for FHW A30 , ITE Design and Safety of Pedestrian Facilities 31 , and AASHTO's Guide for Planning, Design 17 and Operation of Pedestrian Facilities 32 • Pedestrian facilities need to be accessible to all users, and in the U.S. meet the requirements of the Americans with Disabilities Act (ADA), and an additional resource is the United States Access Board's Draft Guidelines for Accessible Public Rights-of-Way33 • Guidelines for installing marked crosswalks and other needed pedestrian improvements at uncontrolled (unsignalized) locations are provided in the handbook. To reduce the effective street crossing distance for pedestrians, the following design options can be considered: • Narrow the street width, • Provide curb extensions, and/or • Add raised pedestrian refuge islands at intersections. Pedestrian refuge islands as raised medians can be added at intersections between center left turn lanes, if designed appropriately. Typical Road Diet Cross-Sections (Two-Lane Streets) Several road diet cross-sections are provided in the handbook for Exhibit 10: Curb Extension reference. The selection of cross-sectional elements is project-specific. The width of street, travel lanes, bike lanes, on-street parking, sidewalk, and landscape areas can be adjusted within the right-of-way. These decisions will likely be based on modal priorities, adjacent land uses and speeds, and should be made on a case-by-case basis, and may vary along a project corridor. Exhibit 11: Example Road Diet Cross-Section with Median/Turn Lane, Bike Lanes, Landscaping and Sidewalks Streetscaping may be initiated by a community visioning or planning process that establishes guidelines for streetscape design. Implementation may involve special published guidelines, plans and funding for streetscape improvements on a particular street or in an area. Streetscape improvements can also be incorporated into subdivision and roadway design standards, for example, by encouraging or requiring shorter blocks, wider sidewalks, bike lanes, narrower streets, landscaping, and other features that improve accessibility, walkability and aesthetics. Traffic Calming Options Traffic calming measures can be implemented as part of road diet projects. The ITE Traffic Calming State of the Practice34 provides traffic calming options that can be considered. The handbook presents examples of traffic calming measures. 18 22 A Policy on Geometric Design of Highways and Streets, AASHTO, 2004. 23 Context Sensitive Solutions in Designing Major Urban Thoroughfares for Walkable Communities, An ITE Proposed Recommended Practice, Institute of Transportation Engineers, 2006. 24 Guide for the Development of Bicycle Facilities, AASHTO, Washington, DC, 1999. 25 Innovative Bicycle Treatments: An Information Report, Institute of Transportation Engineers, Washington , DC, 2002. 26 Manual on Uniform Traffic Control Devices for Streets and Highways , Federal Highway Administration, Washington, DC , 2003. 27 Context Sensitive Solutions in Designing Major Urban Thoroughfares for Walkable Communities, An ITE Proposed Recommended Practice, Institute ofTransportatiQn Engineers, 2006. 28 Portland Pedestrian Design Guide, City of Portland, June 1998. 29 Alternative Treatments for At-Grade Pedestrian Crossings, Informational Report, Institute ofTransportation Engineers, 2001. 30 Zegeer, C.V., J.R. Stewart, H .F. Huang, and P. Lagerwey. Safety Effects of Marked vs. Unmarked Crosswalks at Uncontrolled Locations, Executive Summary and Recommended Guidelines. Report No . FHW A-RD-0 1-075 , Federal Highway Administration, U.S. Department of Transportation, February 2002. 3 1 Design and Safety of Pedestrian Facilities, Institute ofTransportation Engineers, March 1998. 32 Guide for the Planning, Design and Operation of Pedestrian Facilities, AASHTO, Washington , DC , 2004. 33 Draft Guidelines for Accessible Public Rights-of Way, United States Access Board, 2005 . 34 Ewing, R., Traffic Calming State of the Practice, Institute of Transportation Engineers, FHW A-RD-99-135 , 1999. 35 Roundabouts: An Informational Guide, Federal Highway Administration , FHW A-RD-00-67, 2000, Washington , DC. 36 Green Streets, Innovative Solutions for Stormwater and Stream Crossings , METRO, June 2002. 20 Amended & Restated Intergovernmental Agreement This Amended & Restated Intergovernmental Agreement (this "Agreement") is made and entered into this_ day of October, 2011, by and between the COUNTY OF JEFFERSON, COLORADO, a body politic and corporate (the "County"), and the CITY OF WHEAT RIDGE, COLORADO, a municipal Corporation and home rule city of the state of Colorado (the "City"}, collectively referred to herein as the "Parties." RECITALS A. The Parties, together with the Colorado Department of Transportation ("COOT"), desire to share in the cost of the design, surveying, engineering, construction, inspection, materials testing and right-of-way acquisition required for certain improvements at the interchange of 1-70 and 32"d Avenue (the "Improvements"). The Improvements shall consist of the following: 1. Safety improvements in the school zone along 32"d Avenue adjacent to the Manning and Maple Grove elementary schools; 2. The widening of 32"d Avenue to accommodate traffic needs between Alkire Street and Wright Street, including modification of the existing 1-70 bridges over 32"d Avenue· ' 3. Modification and improvement of the Youngfield Street I 32"d Avenue intersection; and 4. Modification and improvement of the Zinnia Street I Cabela Drive I 32nd Avenue intersection. B. The improvements will provide significant benefits to the County and the City and their residents through improved access for existing and future developments within the area. C. The Parties have prev.iously entered into an Intergovernmental Agreement dated August 7, 2007 (the "2007 IGA") providing for the design and construction of certain improvements at the interchange of Interstate 70 and 32nd Avenue. The Parties now desire to terminate the 2007 IGA and enter into this Agreement to replace and supersede all obligations outstanding under the 2007 I GA. D. The City has obtained a grant from the Federal Highway Administration administered by the Colorado Department of Highways in the amount of $2,924,000 (the "Federal Grant"). This grant may be used for construction costs of the Improvements only, which include contract administration, inspection and material testing. E. The Federal Grant requires a 47% local match of the total project, (estimated at $5,517,000), making the local match requirement estimated at $2,593,000. Attachment 2 1 F. The Parties desire to use the funds from the Federal Grant to satisfy in part the funding obligation for the Improvements and to enter into this Agreement to further clarify the Parties' outstanding funding obligations with respect to the Improvements. G. The Parties desire to provide funding, in full compliance with the requirements of Article X, Section 20 of the Colorado Constitution ("TABOR"), for the construction of the Improvements in order to facilitate the prompt completion of such construction . AGREEMENT In consideration of the foregoing premises, and the covenants, promises and agreements contained herein, the receipt and sufficiency of which is hereby acknowledged, the Parties agree as follows: 1. The Parties hereby terminate the 2007 IGA. The 2007 IGA is no longer in force and effect, and neither Party shall have any continuing obligations under the 2007 IGA. This Agreement amends and supersedes the 2007 IGA in all respects. 2. The City and the County will work with COOT to obtain approvals of the design of the Improvements, generally in conformance with the February 28, 2007 170/32nd Avenue Interchange Finding of No Significant Impact (FONSI). The City will construct the Improvements in accordance with all applicable requirements of COOT, the County and the City. Neither Party will approve the deletion of or significant change to any of the Improvements without the prior written approval of the other Party. In the event the City breaches the preceding provisions, then the County shall be entitled to refund of any monies that it contributed pursuant to Paragraph 3 below. 3. The Parties agree to share the costs of construction of the Improvements as follows: A. Within thirty (30) days of receipt of a validly issued notice to proceed from the City to the contractor completing the construction of the Improvements, the County will contribute $1,250,000 to the City (the "County's Contribution"). B. The City will be responsible for all other costs associated with the Improvements. 3. Upon payment of the County's Contribution, the County shall have no further obligations under this Agreement. The City will be responsible for the funding of any additional costs related to the Improvements. 4. The Parties intend to fully comply with the requirements of TABOR; and this Agreement shall not constitute a multi-fiscal year financial obligation of either Party. Any expenditure of funds by either Party shall be subject to an annual appropriation of such funds for such purpose by the governing body of such Party. 2 5. Any notice, request, assignment, payment, consent, approval, demand, or other communication required or permitted hereby shall be in writing and shall be deemed to have been given when personally delivered, delivered by overnight delivery services, or when deposited in the United States Postal Service, certified, return receipt requested, postage prepaid, properly addressed to the persons whom such notice is intended to be given at their respective addresses as follows: If to the City: . Patrick Goff, City Manager City of Wheat Ridge If to Jefferson County: With a copy to: 7500 W. 29th Avenue Wheat Ridge, CO 80033 Faye Griffin, Chair Board of County Commissioners 100 Jefferson County Parkway, Suite 5000 Golden, CO 80419 County Attorney 100 Jefferson County Parkway, Suite 5500 Golden, CO 80419 6. Governing law. This Agreement shall be governed by the laws of the state of Colorado. Jurisdiction and venue shall be property and exclusive in the District Court for Jefferson County, Colorado. Executed by the Parties to be effective as of the date first set forth above. ATTEST: By: __________ _ Michael Snow, City Clerk APPROVED AS TO FORM: By: __________________ __ Gerald E. Dahl, City Attorney CITY OF WHEAT RIDGE By: __________________________ __ Jerry DiTullio, Mayor 3 ATIEST: (Seal) Deputy Clerk and Recorder APPROVED AS TO FORM: COUNTY OF JEFFERSON, COLORADO By: ________________________ __ Faye Griffin, Chairman Board of County Commissioners By: __________________________ _ Kourtney Hartmann Assistant County Attorney 4 CITY OF WHEAT RIDGE, COLORADO INTRODUCED BY COUNCIL MEMBER ___ _ Council Bill No. __ _ Ordinance No. ___ _ Series 2011 TITLE: AN ORDINANCE AMENDING THE WHEAT RIDGE CODE OF LAWS CONCERNING REGULATION OF MASSAGE THERAPY AND MASSAGE PARLORS WHEREAS, the City of Wheat Ridge is authorized by CRS 12-48.5-101 et seq. to regulate massage parlors; and WHEREAS, CRS 12-35 .5-118, enacted in 2008, prohibits local regulation of the practice of massage therapy; and WHEREAS, the City Council has previously enacted regulations concerning both massage therapy and massage parlors; and WHEREAS, the City Council wishes to amend the Code of Laws to conform to state statutes on this subject. NOW THEREFORE BE IT ORDAINED BY THE CITY COUNCIL OF THE CITY OF WHEAT RIDGE, COLORADO: Section 1. Code Section 16-226 is amended as follows: The definition of "Massage Parlor" is amended to read: MASSAGE PARLOR: ANY FACILITY PROVIDING MASSAGE, EXCLUDING TRAINING ROOMS OF PUBLIC AND PRIVATE SCHOOLS ACCREDITED BY THE STATE BOARD OF EDUCATION OR APPROVED BY THE DIVISION CHARGED WITH THE RESPONSIBILITY OF APPROVING PRIVATE OCCUPATIONAL SCHOOLS, TRAINING ROOMS OF RECOGNIZED PROFESSIONAL OR AMATEUR ATHLETIC TEAMS, LICENSED HEALTH CARE FACILITIES, AND FACILITIES WHICH ARE OPERA TED FOR THE PURPOSE OF MASSAGE THERAPY PERFORMED BY LICENSED MASSAGE THERAPISTS PURSUANT TO CRS 12-35.5-101 ET SEQ. The definition of "massage" is amended to read: MASSAGE: ANY METHOD OF PRESSURE ON OR FRICTION AGAINST OR STROKING, KNEADING, RUBBING, TAPPING, POUNDING, VIBRATING OR STIMULATING OF THE EXTERNAL SOFT TISSUE OF THE BODY WITH THE HANDS OR OTHER PARTS OF THE HUMAN BODY OR WITH THE AID OF ANY MECHANICAL OR ELECTRICAL APPARATUS OR APPLIANCE, WITH OR WITHOUT Attachment 1 SUCH SUPPLEMENTARY AIDS AS RUBBING ALCOHOL, LINIMENTS, ANTISEPTICS, OILS, POWDER, CREAMS, LOTIONS, OINTMENTS OR OTHER SIMILAR PREPARATIONS USED IN THIS PRACTICE. Code Section 16-26 is further amended by the addition of the following new definitions: CONSPICUOUS PLACE: ANY PLACE WITHIN THE PREMISES AT EYE LEVEL AND NOT OBSCURED BY ANYTHING AT ANY TIME; ALLOWING A DIRECT LINE OF SIGHT FROM AND TO THE RECEPTION AREA. Local licensing authority: THE SALES TAX DIVISION OF THE ADMINISTRATIVE SERVICES DEPARTMENT IS THE DESIGNATED LOCAL LICENSING AUTHORITY PURSUANT TO C.R.S. § 12-48.5-103(3). Section 2. Code Section 16-227 ("Unlawful Acts") is amended by the addition of new subsections (c) and (d), to read as follows: (C) NO EMPLOYEE OF A MASSAGE PARLOR SHALL BE PRESENT IN SUCH PARLOR UNLESS FULLY CLOTHED SUCH AS TO BE COMPLETELY AND OPAQUELY COVERED FROM IMMEDIATELY BELOW THE COLLAR BONE TO IMMEDIATELY ABOVE THE ANKLE, INCLUDING THE ARMS TO THE ELBOW. (D) ALL MASSAGE SHALL BE ADMINISTERED IN A CONSPICUOUS PLACE ON THE PREMISES. Section 3. Code Section 16-230 is amended by removing the references therein to "city treasurer" and substituting "local massage parlor licensing authority." Code Section 16-230 is further amended by re-lettering subsection (b) as (c) and inserting a new subsection (b) to read: (B) EVERY APPLICANT, LICENSEE, OR AGENT OR EMPLOYEE OF SAID APPLICANT OR LICENSEE SHALL, PRIOR TO COMMENCING WORK IN OR UPON THE LICENSED PREMISES OF A MASSAGE PARLOR, OBTAIN AN IDENTITY CARD FROM THE CITY'S POLICE DEPARTMENT IN A FORM PRESCRIBED BY THE LOCAL LICENSING AUTHORITY AND SHALL CARRY SAID IDENTITY CARD AT ALL TIMES IN OR UPON THE LICENSED PREMISES. Section 4. Code Section 26-204, is amended by adding a line for "Massage Parlor" as a permitted use only in the Industrial (I) District. Section 5. Article X of Chapter 11, entitled "Massage Services," Section 11-230 through 11-240, inclusive, is hereby repealed. Section 6. Article X of Chapter 16, entitled "Massage Therapy Practice," Section 16- 240 through 16-250, inclusive is hereby repealed . Section 7. Severability, Conflicting Ordinances Repealed. If any section, subsection or clause of this Ordinance shall be deemed to be unconstitutional or otherwise invalid, the validity of the remaining sections, subsections and clauses shall not be affected thereby. All other ordinances or parts of ordinances in conflict with the provisions of this Ordinance are hereby repealed. Section 8. Effective Date. This Ordinance shall take effect fifteen (15) days after final publication, as provided by Section 5.11 of the Charter. INTRODUCED, READ, AND ADOPTED on first reading by a vote of_ to _ on this __ day of , 2011, ordered published in full in a newspaper of general circulation in the City of Wheat Ridge, and Public Hearing and consideration on final passage set for , 2011 at 7:00 p.m., in the Council Chambers, 7500 West 291h Avenue, Wheat Ridge, Colorado. READ, ADOPTED AND ORDERED PUBLISHED on second and final reading by a vote of_ to_, this day of , 2011. SIGNED by the Mayor on this __ day of _____ , 2011. ATTEST: Michael Snow, City Clerk First Publication: Second Publication : Wheat Ridge Transcript Effective Date: Jerry DiTullio, Mayor Approved as to Form Gerald E. Dahl, City Attorney • Human food may cause health problems and chemical imbalances in wildlife. Ill health is the result of eating human food thus making the animals less likely to survive the winter months. • Specifically, deer have unique digestive systems. They must eat enough specific plant proteins to stimulate the growth of vital intestinal bacteria. Human food does not produce these organisms, and without them, members of the deer family cannot process food. They may starve to death on a full stomach. • Many animals will stop foraging for wild foods and become dependent on human handouts. If they fail to stash seeds, they wi"ll no longer be planting future generations of trees and bushes. • Nutrient loading in our storm water is a major concern and serious threat to our water quality. • When it rains, storm water carries litter from streets and parks into drains and, eventually, into our lakes and creeks. • Nutrients in the form of organic matter from fertilizers, feces, unconsumed food scraps, and foods that are poorly digested can enter our rivers and creeks. As this organic matter breaks down, nitrogen and phosphorus compounds are released. High levels of these compounds can lead to plant overgrowth resulting in oxygen variations in the water. This variation means that fish and other aquatic animals, which depend on oxygen to live, are affected. • Waterfowl feces not only covers parks and playing fields but also becomes a serious water contaminant. RECOMMENDATIONS: This ordinance: (1) defines wildlife, waterfowl and food; (2) establishes rules and regulations governing the feeding of wildlife and waterfowl; (3) moves material concerning wild animals from Chapter 16 to Chapter 4; and (4) cross-references the (new) requirements to the existing Park Rules in Chapter 1 7. The Parks and Recreation Commission and the Animal Welfare and Control Commission recommend amending provisions of Chapter 4 and 17 of the Wheat Ridge Code of Laws concerning animals and the feeding of wildlife and waterfowl. Staff recommends the adoption of this ordinance for the above reasons. ATTACHMENTS: 1) Council Bill No. -2011 2) Supporting documentation on the effects of feeding wildlife 2 CITY OF WHEAT RIDGE, COLORADO INTRODUCED BY COUNCIL MEMBER _____ _ Council Bill No.----- Ordinance No. ---- Series of 2011 TITLE: AN ORDINANCE AMENDING THE WHEAT RIDGE CODE OF LAWS CONCERNING WILDLIFE AND WATERFOWL WHEREAS, pursuant to Article XX of the Colorado Constitution and C.R.S. §§ 31-15- 401(1)(m) and 31-15-702(1)(a)(I), the City of Wheat Ridge ("City") possesses the authority to prohibit the feeding of wildlife and waterfowl; to regulate the treatment of wild animals, and to regulate the use of public parks within the City; and WHEREAS, pursuant to this authority, the City, acting by and through its City Council (the "Council"), wishes to prohibit the feeding of wildlife and waterfowl within the City; and WHEREAS, the Council finds and determines that the imposition of rules and regulations specific to the feeding of wildlife and waterfowl are necessary and desirable to minimize the potential impacts of feeding wildlife and waterfowl to protect all people and animals using the parks; and WHEREAS, the Council further finds that feeding wildlife and waterfowl rules and regulations should be codified within the Wheat Ridge Code of Laws ("Code") to permit the violators thereof to be prosecuted in the City's Municipal Court; and WHEREAS, the Council therefore desires to amend certain provisions of Chapters 4, 16 and 17 of the Code, to establish uniform rules and regulations to prohibit the feeding of wildlife and waterfowl, and the treatment of wild animals and to make other conforming amendments. NOW THEREFORE BE IT ORDAINED BY THE CITY COUNCIL OF THE CITY OF WHEAT RIDGE, COLORADO: Section 1. Code Section 4-1 is amended by the addition of the following definitions: "WILDLIFE" SHALL INCLUDE ANY ANIMAL, WHICH IS NOT NORMALLY DOMESTICATED IN THIS STATE, INCLUDING BUT NOT LIMITED TO BEARS, MOUNTAIN LIONS, ELK, COYOTES, DEER, FERAL CATS, FOXES, GROUNDHOGS, OPOSSUMS, RACCOONS, SKUNKS, SQUIRRELS AND WATERFOWL . . "WATERFOWL" SHALL INCLUDE ANY BIRD, DOMESTIC OR WILD, THAT FREQUENTS THE WATER, OR LIVES ABOUT RIVERS, LAKES, ETC., AN AQUA TIC FOWL, INCLUDING BUT NOT LIMITED TO DUCKS, GEESE, SWANS, HERON, AND EGRETS. Attachment 1 "FOOD" SHALL INCLUDE ANY PRODUCT DESIGNATED FOR ANIMAL OR HUMAN CONSUMPTION. "WILD BIRD" INCLUDES ALL UNDOMESTICATED BIRDS NATIVE TO NORTH AMERICA AND UNDOMESTICATED GAME BIRDS IMPLANTED IN NORTH AMERICA BY GOVERNMENTAL AGENCIES AND ANY DOMESTIC DUCK OR GOOSE RELEASED BY ANY PRIVATE PERSON · OR RECREATIONAL AUTHORITY UPON ANY RECREATIONAL AREA WITHIN THIS CITY. "WILD ANIMAL" INCLUDES ANY ANIMAL NATIVE TO THE STATE, BUT DOES NOT INCLUDE RATTLESNAKES, FISH, NORWAY RATS OR COMMON HOUSE MICE. "HUMANE TRAP" INCLUDES ANY TRAP WHICH DOES NOT CAUSE PHYSICAL INJURY, PAIN OR SUFFERING OF A TRAPPED ANIMAL. STEEL-JAW LEG HOLD TRAPS AND SNARES ARE SPECIFICALLY EXCLUDED FROM THIS DEFINITION, BUT THE CITY SHALL NOT BE PRECLUDED FROM DETERMINING THAT ANY OTHER TYPE OF TRAP IS ALSO EXCLUDED FROM THIS DEFINITION. "CAUSING DAMAGE ON LAND" SHALL MEAN PHYSICAL INJURY TO BUILDINGS OR IMPROVEMENTS OR DESTRUCTION OR INJURY OF DOMESTIC ANIMALS OR PETS LAWFULLY KEPT THEREON. Section 2. A new Code Section 4-19 is hereby enacted to read as follows: SECTION 4-19. FEEDING OF WILDLIFE. A. IT SHALL BE UNLAWFUL TO PURPOSELY OR KNOWINGLY PLACE OR PROVIDE ANY FOOD FOR ANY WILDLIFE ANIMAL OR WATERFOWL. THIS PROHIBITION SHALL NOT APPLY TO THE FEEDING OF BIRDS AND SQUIRRELS ON PRIVATE PROPERTY. B. NO PERSON SHALL PURPOSELY OR KNOWINGLY LEAVE OR STORE ANY REFUSE, GARBAGE, FOOD PRODUCT, PET FOOD, FORAGE PRODUCT OR SUPPLEMENT, SALT, SEED OR BIRDSEED, FRUIT, GRAIN IN A MANNER THAT WOULD CONSTITUTE AN ATTRACTANT TO ANY WILDLIFE OR WATERFOWL. C. THIS SECTION SHALL NOT APPLY TO FEEDING OF BIRDS, SQUIRRELS, OR DOMESTIC WATERFOWL ON PRIVATE PROPERTY OWNED OR CONTROLLED BY THE PERSON(S) ENGAGED IN SUCH FEEDING. Section 3. A new Code Section 4-20 is hereby enacted to read as follows: SEC. 16-64. -PROTECTION OF WILDLIFE. (A) SHOOTING, CAPTURING, ETC., PROHIBITED. EXCEPT AS OTHERWISE PROVIDED IN THIS SECTION, IT IS UNLAWFUL TO WILLFULLY SHOOT, CAPTURE, 2 HARASS, INJURE OR DESTROY ANY WILD BIRD OR ANIMAL OR TO ATTEMPT TO SHOOT, CAPTURE, HARASS, INJURE OR DESTROY ANY SUCH WILD BIRD OR ANIMAL ANYWHERE WITHIN THIS CITY. (B) DISTURBING, ETC., NESTS, BURROWS, ETC., PROHIBITED. NO PERSON SHALL WILLFULLY DESTROY, ROB OR DISTURB THE NEST, NESTING PLACE, BURROW, EGGS OR YOUNG OF ANY WILD BIRD OR ANIMAL ANYWHERE WITHIN THIS CITY. (C) APPLICATION TO CITY AND STATE EMPLOYEES. THE PROVISIONS OF THIS SECTION SHALL APPLY TO THE PERSONNEL OF ANY POLICE, FIRE OR ANIMAL CONTROL AGENCY OR TO THE STATE DIVISION OF WILDLIFE OR DEPARTMENT OF HEALTH OR OTHER STATE OR FEDERAL AGENCY, AND ALL CITY OF WHEAT RIDGE EMPLOYEES WHEN SUCH PERSONS ARE ACTING WITHIN THE SCOPE OF THEIR OFFICIAL DUTIES AS EMPLOYEES OF SUCH AGENCIES. (D) STATE-PROTECTED BIRDS AND ANIMALS. THE PROVISIONS OF THIS SECTION ARE NOT INTENDED TO ALLOW THE DESTRUCTION OF ANY BIRD OR ANIMAL PROTECTED BY STATE OR FEDERAL LAW. (E) WHEN TRAPPING PERMITTED. IF ANY WILD BIRD OR ANIMAL IS CAUSING DAMAGE ON LANDS WITHIN THE CITY OWNED OR LEASED BY ANY PERSON, SUCH PERSON OR ANY MEMBER OF HIS FAMILY, OR HIS AGENT, MAY TRAP SUCH WILD BIRD OR ANIMAL, SUBJECT TO THE PROVISIONS OF THIS SECTION. (F) PROVISIONS FOR TRAPPING. TRAPPING OF ANIMALS SHALL FOLLOW THE PROVISIONS SET OUT BELOW: (1) WHEN DEEMED NECESSARY BY POLICE OFFICERS OR THE COMMUNITY SERVICE OFFICER FOR THE HEALTH, SAFETY AND WELFARE OF THE RESIDENTS OF THE CITY, SUCH OFFICERS AND/OR THEIR AGENTS MAY PLACE A HUMANE TRAP ON CITY PROPERTY OR OTHER PROPERTY WITHIN THE CITY WHEN THE PROPERTY OWNER REQUESTS SUCH HUMANE TRAP FOR THE PURPOSE OF CAPTURING ANY WILD OR PET ANIMAL CREATING A NUISANCE IN THE CITY. PROVIDED, HOWEVER, THAT NO TRAP OF ANY KIND SHALL BE SET UPON ANY PROPERTY WITHOUT NOTIFICATION TO AND/OR PERMISSION FROM THE OWNER OF SUCH PROPERTY. (2) ANY PERSON WHO TRAPS AN ANIMAL PURSUANT TO THE PROVISIONS OF THIS SECTION SHALL IMMEDIATELY NOTIFY POLICE DEPARTMENT OF SUCH TRAPPING. THE POLICE DEPARTMENT SHALL HAVE THE EXCLUSIVE RIGHT AND AUTHORITY TO DETERMINE THE DISPOSITION OF ANY SUCH TRAPPED ANIMAL. (3) COMMUNITY SERVICE OFFICERS ARE AUTHORIZED TO USE ANY TRANQUILIZER GUNS, FIREARMS, HUMANE TRAPS OR OTHER SUIT ABLE DEVICES TO SUBDUE OR DESTROY ANY ANIMAL THAT IS DEEMED BY THE 3 COMMUNITY SERVICE OFFICER, IN HIS DISCRETION, TO BE A DANGER TO ITSELF OR TO THE PUBLIC HEALTH AND SAFETY. (4) IT SHALL BE UNLAWFUL FOR ANY PERSON TO SET OR CAUSE TO BE SET WITHIN THE CITY ANY STEEL-JAW LEG-HOLD TRAP, SNARE OR ANY TRAP OTHER THAN A HUMANE TRAP, FOR THE PURPOSE OF CAPTURING ANY ANIMAL, WHETHER WILD OR DOMESTIC. Section 4. Code Section 17-29 is amended by the addition of a new subsection (c), to read as follows: (C) THE TREATMENT OF WILDLIFE AND WATERFOWL SHALL BE GOVERENED BY SECTIONS 4-19 AND 4-20 OF THIS CODE. Section 5. Code Section 16-64 is hereby repealed. Section 6. Safety Clause. The City Council hereby finds, determines, and declares that this Ordinance is promulgated under the general police power of the City of Wheat Ridge, that it is promulgated for the health, safety, and welfare of the public and that this Ordinance is necessary for the preservation of health and safety and for the protection of public convenience and welfare. The City Council further determines that the Ordinance bears a rational relation to the proper legislative object sought to be attained. Section 7. Severability; Conflicting Ordinances Repealed. If any section, subsection or clause of this Ordinance shall be deemed to be unconstitutional or otherwise invalid, the validity of the remaining sections, subsections and clauses shall not be affected thereby. All other ordinances or parts of ordinances in conflict with the provisions of this Ordinance are hereby repealed. Section 8. Effective Date. This Ordinance shall take effect fifteen (15) days after final publication, as provided by Section 5.11 ofthe Charter. INTRODUCED, READ, AND ADOPTED on first reading by a vote of to on this __ day of , 2011, ordered published in full in a newspaper of general circulation in the City of Wheat Ridge and Public Hearing and consideration on final passage set for , 2011, at 7:00 o'clock p.m., in the Council Chambers, 7500 West 29th Avenue, Wheat Ridge, Colorado. READ, ADOPTED AND ORDERED PUBLISHED on second and final reading by a vote of ___ to , this day of , 2011. SIGNED by the Mayor on this ___ day of ________ , 2011. Jerry DiTullio, Mayor 4 ATTEST: Michael Snow, City Clerk First Publication: Second Publication: Wheat Ridge Transcript Effective Date: Approved As To Form Gerald E. Dahl, City Attorney 5 PAWS-The Effects ofFeeding Wildlife fpa,w .s. ~·:;: ·~ ~ .. J .l: :'_' :.';:, ·': ~-: The Effects of Feeding Wildlife Many people enjoy feeding wildlife because it allows them to have close contact with the animals, or because they believe they are helping the animals survive . While seeing wild animals up close can be enjoyable, providing wild animals with a steady , human-supplied food source nearly always leads to problems for both the animals and humans. There are many good reasons not to feed wildlife including: 1. When young wild animals are taught to depend on a human-provided food source, they may not fully develop essential foraging skills. Animals who are raised relying on humans for food may struggle to survive in the absence of that artificial food source when they disperse from their parents' territory. 2. Wild animals who are used to being fed by humans commonly lose their fear of people. Animals who are unafraid of people will approach them for food , and are sometimes mistaken as rabid, aggressive or mean , then killed for that behavior. They also become easy targets for kids lll.ith BB guns and others who mean them harm. An instinctive wariness of people is important to a wild animal's survival . 3. The food humans usually feed to wild animals is not nutritionally complete, and it can cause serious health problems for the animals, especially when they are young and still developing. Most wild animals are opportunistic and will concentrate on the easiest food source available. When a constant human-provided food source is available, animals who would normally have a varied diet may switch to eating mainly this constantly available food. Just like humans, most wild animals need a variety of foods in their diet, and if they fill up on "junk" food , they will not get the nutrients they need to stay healthy. Because most people will feed animals food that they have in their house - people food -which bears no resemblance to what the animals eat in the wild, it really is junk food to the animals. 4. A constant, human-provided food source may attract many more wild animals to the area than would normally be found there. Who doesn't like a free meal? When food is readily available, animals will gather in abnormally large numbers . This means that if one animal in the group has an illness or disease, it can spread throughout the group. Many wild animals do not interact with others of their own species except during mating season and when raising their young. This is one way to limit diseases among a wild population. By gathering these animals together in unnatural groups, these diseases can spread much more quickly and can destroy a large number of animals. 5. Reproduction rates may also be affected when an artificial food source is readily available. In the wild, the number of animals being born is often directly related to the amount of natural food available . The number of animals surviving will also depend on how much food is available. This is nature's way of keeping a balance. IMlen an unnatural food supply becomes available, animals may produce more young and soon there may be more animals living in the area than what the natural food sources can support. 6. We commonly receive phone calls at the PAWS Wildlife Center from people whose neighbors have been feeding wild animals. Often, the wild animals have become an incredible nuisance and the caller wants to kill or remove them. Many people do not think about the neighborhood impact when they start feeding wildlife. Wild animals do not usually discriminate between one "person and another, and will often start pestering neighbors. The animals may also cause damage to homes and property because they expect to be fed and have lost their fear of people. The best thing you can do to care for the wild animals on your property is to give them habitat, not handouts. Naturescaping is a great way to provide the animals with natural sources of food and shelter that will not put them in danger the way a human- provided food source will. You will still be able to enjoy wildlife on your property, but at a safe distance for both you and the animals . If you are looking for a positive way to get closer to wild animals, consider volunteering at a wildlife rehabilitation center, such as PAWS , where hundreds of injured and orphaned animals are in need of a little human help. Attachment 2 http://www. paws.org/feeding-wildlife.html 9/28/2011 ldenti1y Continue to build and sustain support for the 38th Avenue vision among officials, businesses and the larger Wheat Ridge community. Implement branding strategy to provide a specific identity from which 38th Avenue can capitalize. Vitali1y Continue to provide incentive programs such as grants and loans that stimulate private-sector investment. Cultivate activities that would serve as demonstration projects and/ or add vibrancy to the street. Continue relationship building with local brokerage community and regional businesses interested in potential expansion location on 38th Avenue. Work with city agencies on land assemblage strategy for the corridor. Create a 38th Avenue business directory and map, highlight corridor assets . Mobili1y Identify opportunities for shared parking along the corridor. Strengthen connections to the neighborhoods surrounding 38th Avenue. Identify property owners willing to work with the city on demonstration projects. While this is not exhaustive, it should give you a more detailed idea of the role for WR2020 in plan implementation for 38th A venue. In addition, while we would like flexibility to adapt our budget to the evolving nature of the project implementation, here is how we plan to utilize the funding requested: Marketing and Branding Professional Services Marketing Tools Creation and Distribution Direct Communications Community Engagement, Facilitation, Research and human resources for above activities is $18,000 $23,000 $ 2,500 estimated at min. 20 hrs per week $50,000 Leadership committee training, speaker costs $ 2,000 Technology costs-mobile and social outreach $ 2,000 Meeting costs-supplies, food, beverages, rental$ 2,500 As always, please let me know if you would like clarifications or more information. WHEAT R I DGE 2020 -PAGE 2