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HomeMy WebLinkAboutTCSP Oversight Committee Other (4)Laurel Pedestrian Background Introduction This report represents a preliminary view of pedestrian considerations for Laurel, Montana. While this report is not intend- ed as a Pedestrian Plan, its purpose is to inform the process leading up to such a plan or pedestrian element of the long- range transportation plan.. A Possible Overall Goal To foster a pedestrian-friendly community where residents and visitors, alike, are encouraged to walk in a safe and sup- portive environment. Walking is a healthy activity for young and old. Research has shown that even a modest amount of walking per day can improve one's health, reducing the likeli- hood of several serious illnesses, includ- ing heart disease. By encouraging walking among residents and visitors, Laurel can help reverse the trend toward more seden- tary lifestyles and impaired health. A pedestrian-friendly environment can also provide transportation options for residents who can't drive a car for one reason or another. For example, many of those under 16 have travel needs that could easily be satisfied through provi- sion of a safe walking environment. by John -Williams S zzior,Plar et . Tracy.Williau s:Consulting. Missoula;;MT 1 A fi4W ly crgr *tg the street In a pedes fan rcendly l pte rrall;agItlFt tojtYt ' ?`, 'f` In 1990, approximately 1200 of Laurel's residents attended ele- Inentarv, juniorhigh, or high school. (U.S. Census) 2 Similarly, many low-income residents find car ownership a particularly heavy burden; approximately 160 of Laurel's households have no direct access to an automobile. Being able to get around safely on foot can significantly contribute to the quality of life for such residents. Consider also that many residents with developmental or physical disabilities are unable to drive themselves but still must get around. Depending on their levels of coordination and physical ability, they may ride bicycles or tricycles or walk or use a wheelchair. And senior citizens who no longer hold a driver's license would benefit from the kinds of improvements that make walking trips to the store or the park a safe possibility. Walking also benefits the community. For example, every trip taken on foot is one less trip taken by automobile. In this light, encouraging walking is one more strategy to reduce traffic congestion and to improve air quality. Studies suggest that very short automobile trips produce the most pollution and consume the most fuel per mile. By shifting a portion of short trips from motor vehicle traffic to foot traffic, the City can have a significant impact on - those problems well beyond what the potential shift in trip mileage would sug- gest. In addition, by gently encouraging all sectors of the community to walk, the City can help reduce the potential for cer- tain kinds of crime by adding many addi- tional "eyes and ears" to the street. Programs like "Neighborhood Watch" work best if there are people of all ages walking around residential areas. Ftr}v rrtgrrur residents have ?optrbns fon eating around Yet .. t o sttlF nve Oavel needs like evej ?76ne elsa:::tn 1989,. near4, 21 3b o zti 's liousehoidshiuC incomes o, f 164' than $1tJ OFI4. ArtrX 7 `- nt? di reci access'io a i autt niobiter ._' When all trips are cat, trips, parking becomes the priman use of a community's "open space. " By. encouraging walking trips, however, a city ccui put some of this property to better use-and clean the air at the same time. Finally, people like and are drawn to pedestrian-friendly places where they can walk, visit, observe, and simply "hang out," watching the world pass by. Places like Provincetown, Massachusetts (above), Virginia City, Nevada (below), or Georgetown, Colorado, for example, are packed with visitors, enjoying the chance to walk and look in shop windows in an environment where pedestrians feel safe, the streets are narrow and easily crossed, and traffic speeds are compatible. Pedestrian-friendly places are often the most lively, enjoyable, and sought-after destinations. Encouraging the creation and enhancement of such places is a key strategy for community improvement. ,'rovincatown Co> erce,Sz eet, one `of- the inosrpc4?i frzeit y places ut t_ 7 ? lrur rs thrl*, &laut?ss cammuelty artd attrdcts uisitors from all over the c:out try, ? ... ? ? The Pedestrian Environment To accomplish a goal of fostering a pedestrian-friendly community, a number of important sub- goals must be addressed. Each of those listed below plays an important role. A thoughtless approach often creates Barriers for those in wheelchairs. Accessibility: The pedestrian system must be accessible. Connections to private land uses and across major transportation facilities must be care- fully developed. Also important is adherence to the Americans with Disabilities Act (ADA), for example, using proper curb ramps and cross- slopes. Safety: The system must be safe for users. Careful design, construction, and maintenance of walk- ways and crossings can help reduce pedestrian casualties- whether they result from falls or col- lisions with motor vehicles. One of the challenges of accommodating pedestri- ans in growing urban and suburban areas is that of balancing the need to move high volumes of motor vehicle traffic with the need to provide safe crossing opportunities for pedestrians. In such environments, the threat to pedestrian safety results in large part due to the high traffic speeds and can easily lead to pedestrian fatalities. Such incidents, when they occur, foster an image of danger that discourages walking. As fear keeps more and more people from walking, the provi- sion of pedestrian-UNfriendly environments is jus- tified on the basis of low usage. This "vicious circle" further reduces the number of people who will dare to walk. Adequate width and clearances: Walkways should be at least wide enough to allow people to walk side-by-side and talk. Few enjoy walking single-file, talking to their friends over a shoulder. At the very least, ADA requirements for an "accessible route" must be followed. In areas with higher pedestrian volumes, widths should be based on level of service considerations. 4 Tfzz&??? 'rial street curb snip has- Yleust ihre&ba.sic` tkZ3A xeldzed problems; Greutingrextrarwide r©adwgys.makes lestrian ae? exs dtTcult This is especially true' there are no median, refuges- or other feature' ktct help people get from prie,Nide'to the drJxer.. Roulevard sid c?a s st?riC? iteet r?esarct art 4 parkitg'?reAte cx:buffer.,TWeendstrt3rrs,?rre£ tr Also, there should be enough clearances between the walkway and the traffic lanes, particularly on busier streets. Inadequate clearance makes pedestrians feel threatened and reduces the likelihood that people will walk. Also, walkers shy away from building fronts and fences. With store fronts, some people want to stand and look while others need to get by and sufficient clearance is impor- tant. Continuity: The pedestrian system should be sufficiently continuous to allow people to get from their homes, schools, shops, or offices to nearby activity centers. In many places, the pedestrian environment is severely discontinu- ous. Sidewalks may exist in front of one house or business but disappear at the property line. There may be a sidewalk past the front of a store but no connection to the store's front door. A neighborhood may be immediately adjacent to a nearby commercial center but barriers may keep residents from walking to the store. Working to enhance the pedestrian system's continuity can encourage many short walking trips. A lac?a?`t't?t?3`?inc?cre?es?ucliin?era??sid?ral? wattld u.s it if th ' a t harce.. ` , -4 A discontinuous sidewalk system makes walking much harder than it needs to be. Comfort: Pedestrian provisions should give walkers a feeling of comfort, safety, and security. One of the attractions of "mall walking" programs, for example, is the sense of security participants feel while walking in what they perceive as a safe and comfortable environment. By contrast, many urban and suburban environments give pedestrians the sense that their needs are not important and that their comfort was the last thing designers had in mind. This feeling of pow- erlessness and unimportance discourages many from walking. Street trees provide shelter from the Fwt summer sun for pedestrians. Landscaping: Appropriate landscaping dramatical- ly enhances the pedestrian experience. For example, large trees that shelter sidewalks in older neighbor- hoods provide protection from the summer sun and shield pedestrians from the street environment. While care must be taken lest street tree roots dis- rupt the sidewalks themselves or overgrown bushes crowd out space for pedestrians, the benefits of well-kept landscaping to the pedestrian are signifi- cant. Social space: The best walking environments pro- vide for more than simply getting from point to point. They encourage people to linger, enjoy the sights, get some sun, talk with others, eat some- thing, play board games, and engage in other activi- ties. For this reason, pedestrian realms should have 6 A scary and narrow, underpass discourages walking and endan- gers p2destrians 1uha..ntttst.use,it.ta.rect?hrkzss+ntawn: . A new pedestrian gverpass, pmvides an alter native,to the underpass at.Ceft.-. provisions for sitting, room to stand and talk without blocking the way for oth- ers, and so on. Visual quality: The sense of priority that pedestrians feel in a community, a business district, or a neighborhood results, in part, from the quality of the visual environment. In addition, because of the pedestrian's relatively slow speed, he or she will often have a better chance to view features along the way in more detail than would motorists passing at 30 to 45mph. For these reasons, creating vibrant pedestri- an environments goes hand-in-hand with creating more attractive areas. Policy Aspects To accomplish the ends, the City should assemble a set of pedestrian-friendly policies. These may include: ADA Compliance: As projects requiring City approval-or that are developed by the City--come on-line, it is important that pro- ponents understand and apply the standards contained in the Americans with Disabilities Act. Steps to actively educate the development and transportation communities in the basics of the ADA design should be taken to ensure that all future projects work for those with disabilities. In addition, the City should assure that its own programs or activities are accessible to those with disabilities. 7 curb ba,Lbs, boulevard -04 atks..?ke "t ??Ping anti'eu& p{{tS : ;' te?pedestrians, ktto that pedestrian spate is a priority, _Wheelchair? users can rake an active rode in society if agen- cies and developers follow basic ADA rules in their designs. Special. texture reinforces the message ihczt pedestrians have the'right-of wvav in crosswalks. Pedestrian-Friendly Design, Construction, and Maintenance Standards: Beyond the specifics of ADA compliance, designs for new facilities should be checked to determine whether they meet a basic set of pedestrian-friendly requirements. These would include such things as adequate side- walk width and clearances to motor vehicle travel lanes, provision of pedestrian refuges on major road crossings, traffic calming features in residential areas, the use of adequate pedestrian crossing speeds in setting WALK signal timing (particularly where senior citizens, children, or disabled pedestrians may be expected), etc. During construction, inspectors should check for adequacy of pedes- trian facilities. Curb ramps should be inspected for proper slope and smooth transitions at top and bottom and concrete sidewalks should be checked for adequate construction. Further, whenever walkway continuity is severed by construction projects, the City should make sure contractors and agencies know and apply pedestrian-friendly work zone practices. Finally, the City should institute policies to assure that pedestrian facilities are maintained in a safe and proper manner, and that snow and ice are removed routinely. Also, over time, tree roots can disrupt sidewalks, crosswalks can get painted out, new parking patterns may emerge that block sidewalks, and pedestrian signals can stop working. These should be checked. CnnstructiO'a-zgnes require special attentlomto pedestrian,?d*'Y. Care should he used in choosing street trees. Pedestrian Circulation: Plans for new projects should identify pedestrian circulation routes, both within and outside of the project's confines. They should show how pedestrians arriving at the site on foot will navigate through any parking areas to arrive at building entrances. In this way, plan reviewers will be able to tell whether pedestrian interests will be served. And project proponents will be encouraged to con- sider pedestrians in their site plans. Linkages: In order to help create connections, the City should develop a set of requirements for when linkages must be provided between a new project and adjacent land uses. For example, a developer may be required to provide a sidewalk link to nearby walkway systems. Plan for Walking: Beyond requiring pedestrian accom- modations as incidental features of new projects, the City should pro-actively plan for pedestrians. This may mean identifying important pedestrian corridors, linkages, or "hot spots" and making necessary improvements. This work should be carried out in conjunction with other appropriate plans, and should result in a pedestrian ele- ment in the long-range transportation plan. Lack of continuity is typical ofsidewalks in strip commercial areas. 9 Fast f ood frrurchises and large.doarttnml stores rrrc.seMarm dquelaped wiih pedestrians in mail,: Agerwies must require access zf it cs;ra e ' Possible General Design Considerations Some of the elements that should be included in the City's pedestrian design standards are: Curb ramps should direct wheelchair users across the road, rather than into the intersection on a?diagonal. Widths and Clearances: The City should adopt the ADA requirement for an "accessible route" as the mini- mum sidewalk width. Meeting this standard requires a minimum 5-foot walkway or a route with 36 inches of clear space with 5-foot wide passing zones every 200 feet. Standards for widths and clearances should also reflect likely pedestrian densities. The ADA minimum should be used in residential areas but not in commercial areas where higher vol- umes of pedestrian traffic are expect- ed or encouraged. Other ADA aspects: The City should adopt the other ADA requirements and promote their use in all projects. For exam- ple, separate ramps should, in general, be provided for each direction of travel and should line up with crosswalks. Ramps that angle into the center of an intersection direct wheelchair users toward traffic and should be discouraged. In addition, ADA suggests a maximum cross-slope of 2 per- cent for walkways. Yet, many designers violate this standard when they provide driveways that cross curb-face sidewalks. Designers should either provide boulevard sidewalks or pro- vide level landings to allow wheelchair users to detour around the driveways. Street furniture and vegetation: The City should adopt basic standards for street furniture, the provision of street trees, etc., and work with local utilities and others to assure proper implementa- tion. For example, mailboxes, benches, garbage cans, street lights, traffic signs and signal fixtures, and other potential "obstructions" should be set back from the walkway so as to provide for safe pedestrian passage. And tree grates should comply with ADA by having openings smaller than 1/2- inch across. Lighting should be pedestrian-friendly designs that provide a comfortable level of illu- mination. 10 A widt sidewalk is appropriate `in a cantmercial:`district,° where pedestrian tree is likely. Crossing Designs: The City should adopt a set of safe crossing designs for different roadway configurations. Important school crossings on residential streets should at least be striped and should include the appropriate warning signs. Crossings on high-volume arterials should include such features as median refuges, islands adjacent to right-turn lanes, extended WALK signals, etc. 1 raffic Calming: For residential areas and other locations where high traffic speeds or volumes may be inappropriate or where pedestrian safety concerns arise, a set of traf- fic calming standards and criteria should be developed. These should consist of a basic set of designs (e.g., residential street traffic circles, speed humps, curb bulbs, chicanes, etc.) approved for use and should also include a procedure and a set of criteria for implementation. Further, traffic calming should not be consid- ered on a specific location-by-location basis but, rather, with the needs of the surrounding area in mind. Otherwise, a solution to one street's problem may create a problem for residents of another street. .?4 The speed hump is one approach to traffic calming. There are many other techniques and each hcu its application. 11 Utilities slip ald n ?er?e:allp e tit de to crn <•acce?rsible raut?;." ;. Apardrait keeps pedestrians from`reaching tFre push button. Evi n abk»hodies pedestrians would find this erosslfl. a aliallenge: Painted crosswalks are approptttttt pr?pularcrvssing? ; Other designs, can give greater amphasir.. Conclusion This report represents a summary of pedestrian considerations for Laurel, Montana. It is not intend- ed as a Pedestrian Plan, but rather as a background piece for such a planning effort. As Laurel's sustainability plan and long-range transportation plan move forward, a pedestrian-friendly environ- ment should form a key element of Laurel's future growth. References and Resources A Policy on Geometric Design of Highways and Streets; American Association of State Highway and Transportation Officials; 1990. Accessibility for Elderly and Handicapped Pedestrians: A Manual for Cities; USDOT/FHWA, 1987. Americans with Disabilities Act, US Architectural and Transportation Barriers Compliance Board, Federal Register, June 1994 An Illustrated Guide to Traffic Calming; Hass Klau, Friends of the Earth, London, 1990. Design of Pedestrian Facilities, Report of Recommended Practice; ITE Committee 5A-5; 1993. Draft Pedestrian Compatible Planning and Design Guidelines; New Jersey Department of Transportation; 1995. Draft Pedestrian Manual, City of Portland, 1997. Florida Pedestrian System Plan; Applied Science Associates; FLDOT; 1989 Highway Capacity Manual; Special Report 209; Transportation Research Board; 1985. Livable Streets; Donald Appleyard; University of California Press, Berkeley; 1981. Measures to Overcome Impediments to Bicycling and Walking; Case Study 4/National Bicycling and Walking Study; USDOT/FHWA, 1993. National Bicycling and Walking Study: Transportation Choices for a Changing America; USDOT/FHWA; 1993 Pedestrian Planning and Design; John Fruin; Metropolitan Association of Urban Designers and Environmental Plan- ners; 1971. Pedestrian Safety and Enforcement Course Manual; Institute of Police Technology and Management, Univ. Of North Florida, 1993. Pedestrian Safety: The Identification of Precipitating Factors and Possible Countermeasures; Vol. 1 and 2; Sny- der and Knoblauch; USDOT/NHTSA, 1971. Providing for People with Disabilities; Victoria Dept. Of Ministry, Australia, 1991. The Pedestrian Connection, Planning for Pedestrian Mobility in the Suburbs; Draft Report. Prepared for NCHRP Project 20-19(2) "Pedestrian Convenience and Safety on Suburban and Rural Highways", by JHK & Associates, Janu- ary, 1990. Trails for the 21st Century; Rails-to-Trails Conservancy; 1993. Traffic Calming: Auto-Restricted Zones and Other Traffic Management Techniques: Their Effects on Bicycling and Pedestrians; Case Study 19/National Bicycling and Walking Study; USDOT/FHWA, 1993 12