Appendix B: Walk Audit Report · walkabout training, the walkabouts themselves, and a report back and review of next steps. A walkabout agenda is shown in Figure B-4. This introduction

Glendale Citywide Pedestrian Plan

Appendix B: Walk Audit Report

September 2017

Glendale Citywide Pedestrian Plan: Appendix B B-1

Community Walkabouts The project team hosted three ''walkabouts" during October and November 2016. These walking surveys were open to the public, and participants included members of the PSAC and other community stakeholders. The purpose of the walkabouts—also called “walk audits”—was to collect objective data on the pedestrian environment, including sidewalk width and condition, crosswalk frequency and visibility, pedestrian lighting, and street trees, and to measure perceptions of pedestrian safety.

Defining Walkabouts (or Walk Audits) Walkabouts bring people together to discover what is great and what is challenging about walking in their city. Teams of four to five people walk for about 1 mile to document what they see and experience along their route. The teams evaluate their experience walking along the street and crossing the street using a “Walkability Checklist” (Figure B-12 and Figure B-13).

The types of information gathered include observations related to driver behavior, sidewalk and crosswalk conditions, lack of facilities, pleasantness, safety, and accessibility. The teams also take measurements of sidewalk widths and landscaping to better understand what widths are comfortable for walking and what widths are too narrow for two people to pass. Photographs document barriers to walkability, such as missing sidewalks, lack of crosswalks or pedestrian lighting, and transit stop amenities.

Walkabouts as Part of the Pedestrian Plan Walkabouts engage community members in experiencing and evaluating the conditions of the walking environment in their city with their neighbors and city staff. Walkabouts provide direct human experience documentation for developing the Pedestrian Plan, rather than only the technical documentation that comes from data analysis.


Figure B-1 Community Members Participating in Walkabouts

Source: Deborah Murphy Urban Design + Planning

Walkabout Dates, Times, and Participants The walkabouts took place during the following dates and times, in three different parts of the city:

Evening of October 20, 2016 – Downtown Glendale between Lexington and Colorado and between Maryland and Chevy Chase

Morning of October 29, 2016 – South Glendale between Maple and Gardena and between Central and Glendale

Morning of November 5, 2016 – West Glendale between Fairview and Broadway and between Kenilworth and Brand

Approximately ten members of the public, including members of the Pedestrian Safety Advisory Committee, and eight city staff and the Pedestrian Plan consultant team members participated in each of three walkabouts.


Figure B-2 Flyer Advertising the Glendale Walkabouts

Source: City of Glendale


Figure B-3 Community Members Collecting Data to Inform the Pedestrian Plan


Hosting the Walkabouts Each of the walkabouts was held in a different area of the city to ensure that the project team would be able to engage with different groups of residents, business owners, employees, school students, and others. Two walkabouts were held on a Saturday morning to document the typical daytime conditions on streets in South Glendale and in West Glendale, and one walkabout was held in Downtown Glendale in the evening to experience how nighttime conditions affected pedestrian safety, access, and circulation.

The walkabouts were approximately 3½-hours long and included a welcome by City of Glendale Community Development staff followed by an overview of the Citywide Pedestrian Plan, a walkabout training, the walkabouts themselves, and a report back and review of next steps. A walkabout agenda is shown in Figure B-4. This introduction was intended to get the participants ready for the walkabout, which provided the opportunity to get out on the streets and evaluate the existing walking conditions.


Walkabout Locations Three walkabout locations were selected to provide an opportunity to observe diverse conditions and to encourage a variety of residents, employees, business owners, and others to participate. Since the location of the walkabout served as the starting and ending point for each route, the project team chose locations that were central to a neighborhood of interest and provided easy access to public transit. Public facilities with seating and tables were used, such as the cafeteria at Cerritos Elementary School (shown in Figure B-5). Ten routes of approximately one mile in length were identified and mapped in advance of the event, providing routes on different streets in that part of the city. Some routes required the use of public transportation for a portion of the route.

Figure B-4 Sample Walkabout Agenda


Figure B-5 Location for October 29, 2016 Walkabout at Cerritos Elementary School


Walkabout Training The brief walkabout training was an opportunity to review what participants should look for during the walkabout (see Figure B-6 and Figure B-7). The project team reviewed potential barriers, strengths, and behaviors that might be observed while walking along and crossing the street.

A presentation covered what conditions along the street participants should look for including sidewalks (width, condition, obstructions); driveways, alleys, and parking; pleasantness and street character items like seating, transit shelters, street trees, lighting, and active building facades; and level of pedestrian activity. Conditions to be observed while crossing the street included types of crosswalks (striped, zebra); conditions like long distances between safe crossings and wide roadways; failure of drivers to yield; pedestrian push buttons and walk signal timing; crossings at transit stops; and other behavioral and physical design conditions.


Figure B-6 Briefing on Pedestrian Plan for Walkabout Participants


Figure B-7 Sample Slides from Walkabout Training Presentation


Walkabout Teams and Walk Audit Tools Once the training was completed, teams of 5-6 participants were formed. Each team had a Team Leader assigned to facilitate the walkabout and ensure the team collected the desired information. Team Leaders were usually city staff or consultants with experience conducting walk audits.

A photographer was also assigned to document the existing conditions and notates where and what each photograph is documenting. Desired photos included street trees, street lighting and other amenities, crosswalks, ADA ramps, sidewalk and roadway conditions, obstructions, and driver behavior. Additionally, one team member was responsible for using a tape measure to document sidewalk widths and other measurements.

Each Team was assigned to a 1- to 1½-mile walking route that started and ended at the training location. Each team was provided with the following materials (shown in Figures B-8 through B-16):

Walkabout Team Leader Instructions Walk Audit Route Map and Detailed Route Description Walkability Checklists (one set of checklists for each block of the route) Photo Assignments Sheet Overall Rating and Additional Comments Sheet Disposable camera Tape measure Clipboards, markers, and pens Safety vests Water and snacks


Figure B-8 Walk Audit Tools and Materials


Figure B-9 Walk Audit Team Documenting Walkability in South Glendale

Source: Allyn Rifkin


Figure B-10 Team Leader Instructions


Figure B-11 All Walk Audit Routes from November 5, 2016 Walkabout


Figure B-12 Route Map from October 29, 2016 Walkabout


Figure B-13 Walkability Checklist – Along the Street


Figure B-14 Walkability Checklist – Crossing the Street

Figure B-15 Photographer’s Assignment Sheet


Figure B-16 Overall Rating & Additional Comments Sheet


Walkabout Report Out and Wrap Up After completing their assigned walking routes, teams returned to the training site for a report back and review of next steps. Each team completed the Overall Rating Form (Figure B-16) to rate their experience regarding walking along and across the street as well as observations of driver behavior, street amenities, access to public transportation, area maintenance, and pleasantness of the route. Also noted were special characteristics, distracted driving, and any additional comments.

All participants then assembled for a report out in which they shared key observations of each route and compared notes on what they learned. The project team then outlined next steps in development of the Pedestrian Plan and how participants could stay involved in the process.

Walkability Findings The three walkabouts generated a great deal of data that informed the Pedestrian Plan’s project and program recommendations. (Photo illustrations of select findings are depicted in Figures B-18 through B-26.) The following were general findings from all three events:

Major corridors like Glendale Avenue have good walking conditions, including pedestrian amenities such as pedestrian lighting, street trees, benches, and trash receptacles.

Walk times on pedestrian signals are often too short, especially for people with disabilities.

Some intersections are missing curb ramps, which makes it difficult for people with mobility impairments or strollers to cross the street.

There is a lack of pedestrian lighting on many residential and non-major streets, which can make it difficult for people to see and be seen at night.

On many corridors, a lack of consistent tree plantings means a limited amount of shade (and two of our walking days were very warm!).

Drivers were observed speeding, and most walkabout teams rated driver behavior as a challenge for safe walking.

While most streets have sidewalks, some have very narrow “pinch points” that are only 2-3 feet wide. Others have steeply sloping driveways.

Areas near or crossing freeways were challenging, as drivers were traveling very quickly and some pedestrian facilities were missing.

In general, maintenance was good, although a few areas had items blocking the sidewalk or cluttering the landscaping.

Pedestrian access around construction sites was not always provided consistently, forcing people walking into the street.

Downtown Glendale Walkabout Findings The October 20, 2016 evening walkabout was held in conjunction with a Pedestrian Safety Advisory Committee meeting at Glendale Civic Center. The nighttime conditions provided an opportunity for the participants to gain a unique perspective on walking conditions in Downtown Glendale. Findings from this walkabout included the following observations:


The lack of street lighting created challenging experiences walking along the street as well as crossing the street. Some residential areas were particularly dark, whereas major streets had better lighting from both storefronts and street lighting.

Street trees and landscaping were consistent, creating a pleasant walking experience. Many of the major streets had bus stops with transit shelters and seating. Broadway was noted as a particularly well-designed and maintained street with wide

sidewalks, beautiful paving, street trees, good lighting, and active storefronts. Louise Street was noted as a street with poor pedestrian features, especially lighting. Some residential streets had very narrow sidewalks with occasional obstructions, which

created a challenging walking experience. Active streets like Glendale Avenue had people out walking and sitting at sidewalk cafes,

which contributed to a safe walking environment. Pedestrian paths were not provided near some construction sites. This forced the team

to cross back and forth across the street to continue on their route. Overall ratings of the walking environment were good, and participants stated that if they

lived in the area they would walk here on a daily basis.

South Glendale Walkabout Findings This walkabout was held on the morning of Saturday, October 29, 2016, at Cerritos Elementary School at 120 East Cerritos Avenue in South Glendale. The focus of this walkabout was to observe walking conditions to and from the Larry Zarian Transportation Center (LZTC), San Fernando Road, connections to the City of Los Angeles along Los Feliz Boulevard, the Brand Boulevard of Cars, and Glendale Avenue. Key findings from this walkabout included the following:

The industrial portions of South Glendale had very limited pedestrian facilities. All teams identified some problems with their walking experience and rated driver behavior as having some or many problems, including distracted driving and speeding.

Depending on the route, participants felt that access to public transportation was excellent (LZTC) and buses on major corridors) or had some problems (San Fernando Road). Bus stops lacked maps and schedules of transit routes.

Participants observed trash and other debris in many areas along with a lack of street amenities such as street trees and lighting.

Blind alleys and driveways where drivers and pedestrians have very limited views of each other were identified as challenging, especially on streets with narrow sidewalks.

Areas with new development (e.g., near Camden Glendale Apartments) provided more street trees, wider sidewalks, and more pedestrian features than older areas.

Steeply sloping driveways created difficult walking conditions as did broken, uplifted, and narrow sidewalks (4-5 feet wide).

All teams noted a lack of high visibility crosswalks and stop bars. Some teams identified placemaking opportunities at angled and t-intersections where

wayfinding, seating, bike parking, street trees, and landscaping could create pleasant experiences for pedestrians.

Lack of active storefronts and the presence of vacant lots on portions of Los Feliz Boulevard made the route feel unsafe and unpleasant.


West Glendale Walkabout Findings This walkabout was held on the morning of Saturday, November 5, 2016, starting at the Incarnation Community Center in West Glendale just north of the 134 Freeway. The focus of this walkabout was to observe walking conditions near and crossing the 134 Freeway, Glenoaks Boulevard, and the limited streets that connect over the 134 Freeway including Pacific Avenue, Central Avenue, Brand Boulevard, and Louise Street. Key findings from this walkabout included the following:

All teams rated their overall experience walking their routes as having some problems; this was also true for ratings of driver behavior, experience crossing the street, street amenities, and access to public transportation.

The lack of sidewalks on the north side of Glenoaks Boulevard was challenging, as was crossing Glenoaks and the 134 Freeway. The extremely narrow sidewalks on portions of Glenoaks made it nearly unwalkable, and infrequent crossings created a lack of connectivity across the street.

All teams noted lack of driver attention to pedestrians and failure to yield for pedestrians crossing the street, especially when drivers were turning right and at driveways.

New development projects were observed to have improved pedestrian conditions. High speeds by drivers near the freeway created dangerous conditions for pedestrians. Many of the routes lacked high visibility crosswalks and ADA-compliant curb ramps as

well as amenities such as transit shelters, trash receptacles, and pedestrian lighting. Sidewalks on Central Avenue and on Glenoaks Boulevard were extremely narrow, often

only 2-3 feet wide. Many streets had street trees to provide shade, although some younger trees were in

need of watering. Some residential areas had bulky items left on parkways. Most intersections required pedestrians to use a push button to get a walk signal. Due to long crossing distances, many of the walk signal phases were too short to make it

across the street in time; this would be a significant issue for older adults and children. Space 134 will provide a great opportunity to connect the communities on both sides of

the freeway.


Figure B-17 Pedestrian Push Buttons Require Pedestrian Activation for a Walk Signal



Figure B-18 Bike Racks Provide Convenient Parking in Commercial Districts



Figure B-19 Steeply Sloping Driveways Create Access Issues



Figure B-20 Narrow Sidewalks, Obstructions, and Poorly Sited Ramps Create Challenges



Figure B-21 Incomplete Intersection Crossings Limit Connectivity


Figure B-22 Transit Shelters and Street Trees Create a Pleasant Waiting Environment



Figure B-23 High-Visibility Crosswalks Support a Safe Walking Environment



Figure B-24 Shade Trees Create a Pleasant and Comfortable Walking Environment



Figure B-25 Garbage in Parkways Creates an Unpleasant Walking Experience



Figure B-246 Wide Roads Force Long Crossings and Limit Neighborhood Connectivity



Walkabout Recommendations The following programmatic and policy changes are examples of the types of recommendations included in the Pedestrian Plan to address findings of the walkabouts and other feedback received through the development of the plan:

Reduce speed limits and enforce speeding laws Install more high visibility crosswalks with stop bars Reduce crossing distances at wide roadways with curb extensions Provide crosswalks at all legs of all intersections Reconstruct steeply sloping driveways with ADA-compliant sidewalks Require stop signs and stop bars at driveways and alleys Limit right turns on red at intersections where drivers fail to yield to pedestrians Install scramble crosswalks at high volume intersections to provide safer and more

efficient pedestrian and vehicular crossings Provide leading pedestrian interval signals (LPIs) to give pedestrians a head start at

intersections Enhance communications with apartment owners and tenants about bulky item pickup Install pedestrian lighting in active pedestrian areas to enhance safety and comfort Plant street trees more consistently throughout the city to provide shade and encourage

walking Enforce distracted driving laws Widen narrow sidewalks to ensure they meet ADA requirements Narrow vehicle lanes to help slow speeding drivers and provide space for bike lanes and

wider sidewalks Require pedestrian amenities (e.g., street trees and landscaping, pedestrian lighting,

special paving, high visibility crosswalks, seating, and active storefronts) on all major streets in Downtown Glendale

Provide transit shelters, transit maps, and schedules at all major transit stops throughout the city

Encourage business owners to maintain active storefronts to enhance safety and pedestrian activity

Promote the use of public art and other artistic expressions for blank walls, fences, vacant lots and buildings, and other private property where there is a lack of visual interest

Activate left over spaces at t-intersections and angled intersections for pedestrian plazas and other kinds of people places

Ensure the maintenance of pedestrian access during construction, consistent with city standards

Documents

Appendix B: Walk Audit Report · walkabout training, the walkabouts themselves, and a report back and review of next steps. A walkabout agenda is shown in Figure B-4. This introduction