2.5 - Analysis |
Land Use Suitability | Trail Potentials
| Destination Points | Accident Statistics
Determination of Trail User Needs | School
Access Project
Document Review | Agencies Contacted
Basic land use patterns and terrain suitability will generally determine the most appropriate areas for trails routing. In a very general sense, routing considerations indicate that the coastal terrace lands from Trinidad to Rio Dell are best suited to the development of trail routes of County significance. Major land activities in the mid-Humboldt region include farming and ranching, recreation, urban and rural settlement, with forest-timber production lands defining the general fringe of suitable trail areas. However, lands in public ownership and certain areas in other parts of the County are also suitable for trail establishment, particularly for hiking and equestrian routes.
Established County roads and public accessways provide the most readily available location for trail development. On the average, grade, width, and roadway surface condition will be the major factors for determining suitable on-street trail routes. As a first step in the consideration of off-street trails through suitable areas, existing linear and non-linear features were inventoried and evaluated by staff and Trails Committee members based on general suitability and desirability of each specific route. In addition to obtaining maps of existing trails within public lands, the following features were considered:
The identification of major destination points (areas of attraction) gives a general indication of the places where trail routes may potentially be desirable as wall as a general indication of the major function the route may serve (i.e. transportation and/or recreation). The following were considered:
Table 2. 2 - DESTINATION POINTS
State and County accident data was reviewed to define trends and problems related to bicyclist-pedestrian/motorist accidents. A summary of this review is shown in Tables 2.3, 2.4, 2.5.
Throughout the trails study, a continuous effort has been made to solicit public input and active participation. In order for the adopted Trails Plan to effectively meet needs of the public, the public must assist by Indicating the objectives they feel the plan should pursue. A number of methods were utilized in this effort as described in the following sections. As has traditionally been the case, public input is of utmost value and Importance in setting the course for planning study but is of utmost difficulty to obtain. The text of this document is the result of combining public comment with pertinent information from related plans as well as staff and agency input. During the draft review process it is hoped that any errors, ommissions, or shortcomings of this text will be pointed out so that the genuine intent of public involvement may be met ... that the final adopted Trails Plan will be representative of actual public needs and desires existing in each community within County jurisdiction.
Table 2.3 - All Accidents Involving Pedestrians, Bicycles and Horses, 1972-1977, by Month and Year
Table 2.4 - All Accidents Involving Pedestrians, Bicycles and Horses, 1972-1977, by Time of Day
Table 2.5 - Bicycle Accidents, 1973-1977 Unincorporated Areas of County
2.5.5.1 Methodology
As one of the major priorities of the trails planning study, the Board of Supervisors emphasized the importance of evaluating school access conditions for students walking bicycling to and from County schools. in particular, parents and school administrators at the elementary school level have expressed concern over safe child access to schools. Accident statistics have indicated that children in the 5 to 14 year-old age range are far more likely to be involved in accidents involving motor vehicles than all other age groups combined. These statistics are not surprising considering the fact that children are continually exposed to traffic in their daily routines of going to and from school and during outdoor play activities. As the children grow older, they develop an ability to move in and out of traffic situations with auch less chance of mishap. This decreased accident rate for children in higher age groups has been attributed to school safety education programs and children's gradual adjustment to their newfound independence in traffic. This study has been undertaken in an attempt to identify school access problems and to recommend methods for their elimination, particularly an related to priorities for the development of safe school access routes.
2.5.6.1 Determination of School Access Problems
The following steps were taken to determine the problem and deficiencies relating to school access by students walking and bicycling:
2.5.6.2 Problems and Deficiencies
The following are findings based on interviews, field investigation, and public input. Problems and deficiencies listed do not necessarily exist at all County-schools. In certain cases:
2.5.6.3 Field Analysis
Prior to beginning actual field work, a list of factors for consideration was prepared followed by the preparation of a field data survey form (Ref. Appendix D.3). Field work then began at those schools where access problems had been reported during interviews. Both morning and afternoon surveys were conducted. A summary of these studies Is shown in Table 2.6.
Table 2. 6 - SCHOOL ACCESS FIELD ANALYSIS SUMMARY TABLES
2.5.6.4 School Access Project Summary Preliminary Conclusions
Based upon the varied information ascertained through the school access project to date, it is apparent that conditions, both physical and programmatic, exist regarding safe schools access which need improvement and/or further study. observations made during field analysis and supported by circumstances surrounding certain child/motorist accidents an well as various school related interviews indicate that an enhanced child traffic safety education program is needed. Such programs should include bicycle inspections for possible mechanical deficiencies. While most school administrators recognize the need for such safety programs, the frequency at which they are administered to the students is often inadequate to bring about continuous safe behavioral responses in the children. Improved child traffic-safety educational "demonstration programs" are underway at the state level in response to the need for more effective methods of impressing school children with proper school access and general walking and bicycling habits. Until such a time that more effective programs are developed, an effort should be made to provide school principals with current information on various safety educational materials and services available and strongly encourage their frequent use at all County schools. As accident statistics verify, this is particularly appropriate and needed at the elementary grade levels. This effort should be coordinated through the Humboldt County Superintendent of Schools with assistance from the County Public Works Department, County Sheriff, and California Highway Patrol. School access road improvement projects can only be effective when students are adequately instructed in their use.
While it is true that safety educational programs are warranted, in some cases it also is true that road improvemEnts are warranted. While the evolving "art and science" of bikeways planning seems to be indicating that Class II bicycle lanes are not always desirable where mature bicyclists are expected, there are concurrent findings that such provisions are particularly appropriate for inexperienced cyclists. Furthermore, in addition to providing adequate road width to accommodate student bicyclists, adequate shoulder width or sidewalks should be developed to accommodate pedestrians. A listing of schools where initial student access attention seems most necessary is included in Appendix D.4. However, unforseen circumstances may necessitate that schools not listed should be given attention as well.
Because funds for school access improvements are limited, a set of warrants to help prioritize the order in which improvements should be made has been prepared. The form shown in Appendix D.5 is intended as an aid in determining where access improvement funds should be allocated based on the most potentially dangerous access conditions. In making such a determination, many factors must be taken into consideration. Unfortunately, correlating these factors and weighing them according to their overall relationship to countywide school access conditions is extremely difficult. Therefore, the point values shown on the warrants form may need to be modified after being subjected to additional field testing. if such modifications are necessary, they should be approved by a County Traffic Engineer. Once the warrants form has been finalized, it will provide decision makers with a set of criteria which can aid in determining priorities for expenditure of available funds.
In addition to review of trails related planning documents from other Counties and States, municipal, County, and State plans were also reviewed as listed in Appendix F.3.
In addition to reviewing various planning documents, contact was made with staff from cities and agencies within and adjacent to Humboldt County as listed in Appendix F.2.
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