Bicycle and Pedestrian Master Plan

Transcription

1 Falmouth, Maine Bicycle and Pedestian Maste Plan Januay, 2003 Pepaed by The Falmouth Tails Advisoy Committee Tom Williams, Chai Daeby Amble Elizabeth Ehenfeld John Locke William Lund William Robinson Robet Rowse Jeff Walke With Assistance fom Gay Fogg Envionmental and Land Use Planning Consultant Topsham, Maine Falmouth Planning Depatment Geoge Thebage, Planning Diecto

2 Falmouth Bicycle and Pedestian Maste Plan Contents Intoduction... 1 Pat 1: Concepts Basic Planning Concepts... 2 Bicycles... 4 Pedestians... 7 Pat 2: Goals and Objectives Plan Philosophy Bicycles Pedestians Pat 3: Recommendations Town Policy on Standads Bicycles Pedestians Pat 4: Implementation Intoduction Advisoy Committee Road Reconstuction Pojects Setting Pioities When R.O.W. Space Is Limited Geneal Pioity Setting fo All Pojects Beyond Engineeing Maps Basic Concepts Bicycles Pedestians Maste Plan Appendix 1 FTAC Recommendations fo Village Cente Implementation Schedule Recommended Pavement Widths fo Roads in Falmouth Implementation Cost fo Bicycle and Pedestian Maste Plan Appendix 2 FHWA Couse on Bicycle and Pedestian Tanspotation, Lesson 24: Education, Encouagement and Enfocement

3 Bicycle and Pedestian Maste Plan 1 Intoduction Many changes have occued in Falmouth since adoption of the oiginal Bicycle and Pedestian Maste Plan in The East Falmouth Bikeway is essentially complete and wok on the West Falmouth Bikeway has begun. Community Pak has been established; the Village Cente Distict emphasizing pedestian scale design on Route One has been ceated; and, the Exit 10 Commecial Poject is undeway. Along with these changes, thee has been an inceased inteest by the public in bicycling and walking, as eflected in the inceased use of paved shouldes thoughout the community, ecent public opinion suveys, and the Town s commitment to bicycle and pedestian planning in the Regional Maste Planning Pocess. New infomation and the gowth of the community have esulted in the need to update the Town s Bicycle and Pedestian Maste Plan. Although the basic theoy and analytical methods emain the same, the goals and ecommendations have been evised and expanded to accommodate the changes in the Town s population, commecial development, and outdoo eceation inteests that have occued since the last plan was witten. Population centes have been moe clealy defined, the citeia fo bikeways and pedestian facilities have been expanded to povide bette continuity and access, and guidance is povided fo the design of facilities when the amount of space within the public ight-of-way is limited. Some things about the Bicycle and Pedestian Maste Plan have not changed. It is still intended as a bluepint fo guiding public investment in making the community moe accessible to people bicycling and walking. It does not tell people whee they can o cannot pefom these activities. In ode to achieve this goal of impoving access, the maste planning pocess has attempted to: Figue 1 The paved shouldes on Route 88 ae used by cyclists and pedestians alike. 1) espect the capability and needs of use goups; 2) povide the most benefit to the most numbe of people; and, 3) povide a compehensive system without unnecessay duplication o ovelap of facilities.

4 Bicycle and Pedestian Maste Plan 2 Pat 1: Concepts Basic Planning Concepts Centes of Population Although population in Falmouth is dispesed by uban standads, thee ae places within the community whee population is concentated at highe densities than in othes. A visual impession of how the population is concentated can be detemined by dawing cicles aound neighbohoods that contain moe than 50 housing units within a one-quate mile adius. Each of these quate mile cicles is called a population cluste. If two o moe of these clustes lie adjacent to each othe, they epesent a population cente fo planning puposes. Activity Centes Places whee people congegate, such as shopping centes, Town Hall, schools, Legion Figue 2 - Population cente as gaphically depicted on maste plan maps. Field, o the Town Landing, ae called activity centes. These can be identified on a map by stas o othe symbols. The shotest oute between these activity centes and population centes tells us which ae the most desiable outes, all things being equal, fo bicycle and pedestian facilities, as well as oads. Figue 3 - The esidential aea on lowe Route 1 known as The Flats is a majo Falmouth population cente and potential souce of cyclists and pedestians.

5 Bicycle and Pedestian Maste Plan 3 Figue 4 - Centes of social, cultual, and commecial activity in the Route 1 aea povide geogaphic destinations fo pedestians and cyclists. Figue 5 - Activity centes as depicted on maste plan maps.

6 Bicycle and Pedestian Maste Plan 4 Linkages The pupose of the Maste Plan is to link population centes with activity centes along the most diect outes possible, and in diffeent ways, depending on whethe people ae walking o bicycling. A linkage is ceated when a facility, such as a paved shoulde, sidewalk, o eceation path, povides a clealy defined way fo a bicyclist o a pedestian to get fom one destination to the next without encounteing undue conflict with motoists. Use Goups People taveling by diffeent means often have diffeent needs fo a tanspotation system. Walkes need to be able to tavel shot distances ove outes uncongested by moving vehicles, including bicycles. Bicyclists need smooth sufaces to tavel on that aen't too steep, and don't bing them into conflict with tucks, buses, and cas. Moeove, people walk and bicycle fo diffeent easons, and thus the kind of bicycling and walking that people do as well as whee they ae going ae impotant factos in thei choice of facilities. People who tavel in the same way and fo the same pupose ae called a use goup. The concept of the use goup is essential in ode to design and locate tanspotation facilities efficiently. Bicycles Thee types of bicyclists ae geneally ecognized in the planning liteatue. Goup A ae adult bicyclists who have expeience taveling in diffeent kinds of taffic conditions. They pefe to ide in the tavel lane of most oadways, ae capable of taveling long distances, and opeate accoding to the same ules of the oad as goven any othe vehicle using the public oad system. Goup A bicyclists tavel at speeds aveaging 12 to 25 mph, depending on weathe and oad conditions. Figue 6 - Goup A cyclists feel comfotable in taffic and tavel long distances. Figue 7 - Goup B cyclists pefe to be sepaated fom vehicula taffic and will not go long distances.

7 Bicycle and Pedestian Maste Plan 5 Goup B bicyclists ae teens and adults who ae less expeienced than those in Goup A. They ae moe numeous than Goup A bicyclists, but tend to tavel shote distances and at slowe speeds. They may also need sepaate tavel lanes such as paved shouldes and stiped bicycle lanes to feel comfotable taveling on most oadways. Fo planning puposes, two miles is consideed about the limit that Goup B bicyclists will tavel to each a majo activity cente. Goup B bicyclists tend to tavel at speeds aveaging 8 to 12 mph and usually do not ide duing inclement weathe. Goup C bicyclists ae pimaily childen and young teens who ae expected to have a low level of expeience bicycling and pehaps poo judgment as to the ules of the oad govening the opeation of moto vehicles. They ae likely to tavel shot distances and equie vey quiet steets o sepaate bike paths to opeate thei bicycles safely. Goup C bicyclists geneally tavel at speeds less than 10 miles pe hou. Typical Facilities Thee ae basically two types of facilities needed by bicyclists. One is the public oad system, whee bicyclists and motoists tavel side by side on the same pavement suface. Unde Maine law, bicyclists ae opeating a vehicle and must obey the same ules of the oad as motoists. The othe kind of facility is a eceation path. These typically consist of paved o stonedust tails sepaated fom moto vehicle taffic within neighbohoods, paks, and geenways. Receation paths ae multipupose facilities shaed by pedestians, inline skates, and many othe uses. Receation paths ae discussed on page 9. Roadways Thee ae thee main obstacles to bicycle access on sububan oads like those in Falmouth. The most common poblem is that the oads tend to be naow, so that thee is insufficient oom fo motoists and bicyclists to pass each othe at the same time without one o the othe cossing ove into an oncoming lane o leaving the pavement. This poblem can be alleviated by naowing Figue 8 - Paved shouldes on less taveled oads povide adequate oom fo Goup A and B cyclists. Width of the shoulde inceases with taffic volume, speed, and pecentage of tucks. motoist tavel lanes to the minimum dimension possible and paving pat of the gavel shouldes on both sides of the oad. A white line should show the bounday between the motoist tavel lane and the shoulde on oads whee the taffic speed exceeds 30 mph. The second biggest poblem is that most intesections tend to be designed only fo tucks, buses, and cas. A typical intesection today has lage aeas of unmaked pavement, the taffic moves in all diections, and the lights change quickly. Bicyclists and pedestians feel at the mecy of the motoists, and the motoists ae not sue whee bicyclists o pedestians ae expected to coss. Taffic ciculation in these intesections can be made moe pedictable by adding taffic islands to sepaate taffic flow, painting bicycle lanes and cosswalks to show

8 Bicycle and Pedestian Maste Plan 6 people whee the bicyclists and pedestians will coss, and inceasing the amount of time bicyclists and pedestians have to coss the intesection by adjusting the light signals. The thid biggest poblem is that many bidges ae too naow. Most bidges built in the past did not include paved shouldes o sidewalks. The solution is to make these bidges wide, but this is a costly and sometimes difficult undetaking that is usually only done when bidges ae eplaced with new stuctues. Howeve, this wok can be undetaken soone if special funding is available. Specific Guidelines fo Impoving Roadways fo Bicyclists Although oad impovements to accommodate bicyclists equies a study of actual oad and taffic conditions, the following genealizations may be helpful in envisioning the types of facilities most needed in Falmouth. The dimensions given should be consideed the minimum that ae usually needed. On most local steets whee the aveage taffic speed is 30 mph o less, and the taffic type consists mainly of passenge vehicles, then a single shaed tavel lane 12 to 14 feet wide is often appopiate. Such a oad may be suitable fo bicyclists of any skill level. On most collecto and ateial oads whee the aveage taffic speed is 40 mph o less, and the taffic type consists mainly of passenge vehicles, then 4 foot paved shouldes ae appopiate. Such a oad may be suitable fo Goup A and B bicyclists. On most state highways o whee the aveage taffic speed is geate than 40 mph, o whee tucks ae an impotant component of the taffic type, then 6 foot paved shouldes ae appopiate. Such a oad may be suitable fo Goup A bicyclists only. Within commecial disticts o othe densely developed aeas whee thee ae multiple tavel lanes, o a combination of tavel and cente tuning lanes, and at intesections whee thee ae dedicated left and ight hand tuning lanes, then 5-foot bike lanes ae usually needed. Both Goup A and Goup B bicyclists benefit fom bike lanes unde these conditions. On all oad segments whee thee ae cubs, ailings, and bidge foundations abutting the paved potion of the oadway, exta space is needed next to the shoulde o bike lane. This is called the shy distance, and its pupose is to allow space fo pedals, ams, legs, gea and othe things that stick out to the side of the bicyclist that might catch on neaby obstuctions. The typical shy distance fo bicyclists is one to two feet. Fo example, if a Goup B bikeway typically has a paved shoulde 4 feet wide without a cub, then it should be a minimum of 5 feet wide with a cub. Bicycle access can be impoved on all oadways and fo bicyclists of all skill levels by keeping oad edges in good condition. This includes keeping the pavement fee of cacks, sand, boken glass, and othe debis, as well as ensuing a smooth tansition between pavement suface and dainage gates, manhole coves, and othe stuctues embedded in the pavement suface. The design of dainage gates must not catch o tip bicycle ties. Bicycle access and neighbohood quality can be impoved thoughout Falmouth by educing taffic speed. Motoist tavel lanes should be stiped to the minimum dimensions consistent with good engineeing judgement, cuves should be etained, and oadside featues like stone walls, steet tees, lawns, and othe landscape amenities should be peseved. These

9 Bicycle and Pedestian Maste Plan 7 design chaacteistics seve thee puposes. One is to ceate the impession that the width of the oad is naowe than it eally is. The second is to make dives awae that thee ae obstacles and activities nea the oadway that waant the dive s caution. The thid is to enhance the beauty and quiet of the Town s steets. Each of these actions helps to ensue slowe taffic. Pedestians Needs People walk fo execise and eceation, to visit neighbos, and to access buildings in commecial disticts and cultual aeas afte paking a ca. Each of these needs may be seved by the use of one o moe facilities. People walking fo execise and eceation ae likely to use quiet steets nea thei own homes, o they may dive to a pleasant envionment suited fo walking, such as Community Pak, Macwoth Island, o a eceation tail. People visiting thei neighbos use local steets and sidewalks to the geatest extent possible. People walking fom one stoe to anothe in a commecial distict use sidewalks, pedestian plazas, and malls. The distance that people ae willing to walk to each a destination vaies geatly. Fo shopping within commecial disticts, it is best if most destinations lie within a cicula aea of one quate mile o less, o about the distance that can be coveed easily in about 5 to 10 minutes. To each a favoite eceation site, a bus teminal, o fo execise, the distance is likely to be twice as much, o about one half mile. Population centes and activity centes that lie within these limits should be linked togethe with sidewalks and eceation tails in a way that povides pedestians many choices of outes and destinations. Figue 9 - Recently constucted sidewalks on Route 1 povide safe and convenient passage in a high taffic location.

10 Bicycle and Pedestian Maste Plan 8 Typical Facilities The main need of pedestians is to be sepaated fom automobile taffic and to have a fim, dy suface to walk on. This need is usually satisfied by an off-oad facility, such as a sidewalk, eceation path, o tail. Walking paths can made of many mateials, but smooth and fim sufaces ae impotant fo most pedestians, including young childen, the eldely, and anyone pushing a wheeled vehicle such as a baby caiage. Although in Falmouth today, the needs of pedestians ae often met by using gavel shouldes next to moto vehicle tavel lanes, this situation is not ideal and the object of Town policy should be to povide off-oad facilities fo pedestians to the geatest extent pacticable. The most common pedestian facilities needed in new esidential developments and in commecial aeas ae sidewalks. On local steets within subdivisions, whee use is low, sidewalks may be only 4 feet wide, as equied in the Subdivision Odinance. Sidewalks along collecto and ateial oads should be wide, pehaps 5 to 6 feet wide, in ode to allow space fo handicap access o fo two people to walk side by side. In high use aeas, such as whee thee ae clustes of stoes, estauants, and theates, o, in font of lage facilities whee many people ente and leave the building at one time, sidewalks should be eplaced with plazas and pedestian malls. Sidewalks should be povided on both sides of the main oad in business disticts and wheeve state highways like Route One and Route 100 contain tuning lanes. Cosswalks, landings, pedestian islands, the timing of taffic signals, and othe pedestian featues should be incopoated into oadway design caefully. When etofitting olde steets fo pedestian access, seveal factos need to be consideed. Most of the public oad system was laid out at a time when the Town was moe ual than it is now, and paved shouldes, undegound utilities, steet tees, and sidewalks within the ight-ofway wee not consideed necessay o desiable. The lack of space within the ight-of-way equies caeful design and possibly some compomises in the location of pedestian and bicycle facilities. Fo example, in many aeas, sidewalks may be possible on only one side of the steet. This is not likely to be a poblem because of the elatively low population density typical of many of the Town s neighbohoods. On the othe hand, thee may be cases when even a single sidewalk seems difficult to fit into an existing neighbohood. When space inside the ight-of-way is extemely limited, a paved footpath o stone dust tail, while not optimal, may still povide some soely needed access. Off-oad facilities should always be planned in activity centes that seve lage numbes of childen and the eldely. Examples include aeas containing libaies, schools, ball fields, etiement communities, and eceational facilities, such as skating inks, the ice aena, and town paks. Childen and the eldely ae moe vulneable to the hazads of automobile taffic than young and middle-aged adults, and so they equie moe sepaation fom oadways than othe pedestians. Receation Paths Receation paths ae multipupose facilities that povide execise, eceation, and tanspotation fo people of all ages. They can povide a useful and inteesting altenative to sidewalks and oadside bikeways whee space is available. They ae usually located in pak-like settings within existing town paks, utility coidos, and old aiload ights-of-way.

11 Bicycle and Pedestian Maste Plan 9 Receation paths sometimes divide the paved potion of the tail into sepaate lanes fo pedestians and bicyclists. The minimum width fo such a facility would be about 10 feet. The pedestian lane would be 4 feet and the bicycle lane would 6 feet. This aangement allows pedestians and bicyclists to pass each othe without intefeence. The minimum width fo a eceation tail in a low use aea would be a single tavel lane about 8 feet wide. Receation paths in scenic locations and in downtown aeas tend to attact highe numbes of people than plannes expect, with the esult that many eceation paths in the past have had to be widened soon afte they wee built. The moe attactive the location, the moe inteesting the destinations at eithe end of the path, and the moe people who live in the aea, the moe likely it is that the tail will have to be much wide than 10 feet.

12 Bicycle and Pedestian Maste Plan 10 Pat 2: Goals and Objectives Plan Philosophy Bikeways, sidewalks, and eceation paths ae impotant outdoo eceation esouces. They ae also impotant altenatives to moto vehicle tanspotation, often giving young people and eldely people the only means they have fo taveling on thei own. Bicycle and pedestian facilities ae also impotant because they ae an excellent measue of a Town s quality of life. People often define the limits of thei neighbohoods by how fa they can walk comfotably, without encounteing inhospitable oadways, paking aeas, and othe obstuctions. Neighbohoods and commecial aeas that ae pleasant fo bicycling ae also pleasant places to live and wok. In a community that is designed to accommodate bicyclists and pedestians, the negative effects of moto vehicle taffic ae mitigated by well-planned neighbohoods and commecial aeas. The pinciples guiding the planning of bicycle and pedestian facilities ae simila. The goal is to povide linkages between the places whee people live and whee they want to go, along outes that ae as shot, attactive, and efficient as possible, consistent with avoiding majo conflicts with automobile taffic. All bikeways, sidewalks, and eceation paths should be consideed as pat of an integated altenative tanspotation netwok that is compehensive and continuous thoughout the community. Figue 10 This newly constucted eceation path between Depot Road and Cente Pak povides an attactive oute fo pedestians, cyclists, and baby caiages alike.

13 Bicycle and Pedestian Maste Plan 11 Bicycles Goal Impove access fo bicyclists town-wide by incopoating bicycle access into the planning, design, and administation of capital impovement pogams, especially oad econstuction and pak development pojects. Objectives fo Goup A Bicyclists Reduce the potential conflict between motoists and bicyclists on Town oads by inceasing pavement width whee necessay, and by loweing taffic speed whee possible Detemine the amount of additional pavement needed fo bicycle access by taking into account taffic speed, taffic volume, and cuent pavement width, among othe factos, using a standadized evaluation methodology Reduce the baies to bicycle tavel posed by naow bidges by incopoating additional pavement width in the fom of paved shouldes o wide outside tavel lanes on new bidge stuctues Make taffic flow at busy intesections slowe and moe pedictable, paticulaly those in commecial zones whee thee is a high pecentage of tuck taffic Keep pavement sufaces clean and fee of cacks, potholes, and debis Objectives fo Goup B Bicyclists Link populations centes within a two mile adius of activity centes with at least one oad impoved fo bicycle access o a eceation path Impove oads fo bicycle access by adding paved shouldes at least 4 feet wide (5 feet wide if a cub is pesent) on both sides of the steet Povide access between points of inteest within commecial zones by poviding bike lanes, eceation paths, o both Make taffic flow at all intesections along the oute slowe and moe pedictable Povide bicycle paking at activity centes Design outes that have easy gades -- any gadients 8% o moe should be shot in length Objectives fo Goup C Bicyclists Povide linkages between neighbohoods, and between neighbohoods and schools, paks, and eceational facilities, using local steets o eceation paths Povide linkages between points of inteest within paks and eceation aeas, such as ball fields, playgounds, and skating ponds, though the use of eceation paths and pak oads

14 Bicycle and Pedestian Maste Plan 12 Pedestians Goal Impove yea ound access fo pedestians within commecial aeas and population centes by incopoating pedestian access into the design and maintenance of steets, paks, eceation facilities, stoe fonts, paking aeas, and othe destinations, with a special emphasis on facilities that ae continuous, easy to use, and visually attactive. Objectives fo Commecial Centes Povide safe access beside and acoss collecto and ateial oads, with special attention to the design of cosswalks at busy intesections Connect stoe fonts to the sidewalks along steets without causing pedestians to walk down paking aisles Link stoes, theates, and estauants with eceational and institutional facilities though an integated system of sidewalks and pathways that povide continuity and multiple outes of tavel Link commecial centes to population centes and schools with sidewalks o eceation paths if they lie within a one half mile adius of the commecial distict bounday Objectives fo Population Centes Povide safe access beside and acoss collecto and ateial oads though the use of sidewalks Link homes with destinations like schools, paks, and othe neighbohoods though an integated system of sidewalks o paths that povide shotcuts, loops, and multiple outes of tavel that avoid conflict with moto vehicle taffic to the geatest extent pacticable Link population centes with othe population centes that lie within a one half mile adius Figue 11 Sidewalks impove the quality of life in a community.

15 Bicycle and Pedestian Maste Plan 13 Pat 3: Recommendations Town Policy on Standads Results of Reseach When the needs of all use goups ae studied, the esult is a set of ecommendations fo impovements that ae moe compehensive than envisioned in the 1996 Bicycle and Pedestian Maste Plan. A minimum level of bicycle access is now ecommended on all Town oads, and pedestian access is now ecommended to a much geate extent within developed aeas. Along with the knowledge of geate need is the awaeness that the Town has limited esouces. Thee ae limitations to financial esouces, the time available on the pat of Town officials and staff to implement plans, and limitations to the amount of public suppot that exists fo building facilities of any kind, given othe needs of the community. Thee ae also physical limitations to achieving the kind of facilities many would like. Fo bicycle and pedestian facilities, thee is often limited space within the ight-of-way of many of the Town s oads. Paved shouldes and sidewalks must, theefoe, often compete with utility lines, steet tees, and scenic oadside featues that most people want to peseve. Impovements Should be Gadual Given the dispaity between the needs of all use goups and the esouces available to povide bette access, the Town has detemined that an incemental appoach to impovement of facilities is both necessay and justified. A consequence of this policy is that the Town acknowledges that it cannot always build impovements that meet all cuent standads and guidelines fo size, width, o suface mateial that ae usually descibed in the planning and engineeing liteatue fo bicycle and pedestian facilities. Fo example, most guidelines fo bicycle access would equie the Town to build paved shouldes 4 to 5 feet wide on most of its collecto and ateial oads, even fo Goup A bicyclists. This is clealy unealistic fo cost and space easons. Even if the Town had unlimited funds fo these impovements, upgading all of the Town s oads to this standad would be a lengthy and difficult pocess of econstuction. On the othe hand, the Town can make a vaiety of choices in how it builds new oads, sidewalks, and eceation paths that significantly impove access compaed to existing conditions. The facilities may not be ideal, but they can be bette than they ae now. Fo this eason, it is impotant fo the community to ealize that the Town cannot guaantee that the facilities it builds will always meet all published standads o that they ae fee of isk. Thee is always an element of isk in using any facility, a isk that is geate o less depending to a lage degee on the judgment of the people using the facility. In light of this policy, the Town will not be advetising o signing most of the facilities it builds as bicycle o pedestian facilities. Such designations might invite unway people into situations in which thei skills o knowledge ae inadequate to handle the potential hazads that exist on any oadway o tail. The Town s bikeways ae simply paved shouldes, and the shouldes may sometimes be less than the width ecommended in the liteatue. The Town s sidewalks may lie on only one side of the steet instead of both sides, o they may be a little naowe than ecommended in the

16 Bicycle and Pedestian Maste Plan 14 liteatue. Nonetheless, the Town believes that it is still pefeable to have naow paved shouldes fo bicycle access and naow sidewalks fo pedestians, athe than to have no paved shoulde o sidewalks at all. Recommendations fo Road Design Town-wide In esponse to this poblem, the fist and pehaps the most impotant ecommendation of the Bicycle and Pedestian Maste Plan is to develop a unifom set of design standads fo Falmouth s oads that will guide all futue oad econstuction pojects. The standads should specify the width of motoist tavel lanes and shouldes, design speed, taffic calming elements, landscaping, sidewalks, intesection contol, and dainage solutions. All of the Town s public oads should be classified accoding to this system, making oad design and econstuction pojects systematic, pedictable, and esponsive to community-wide goals fo an enhanced quality of life. The standads should seek to achieve the following goals: 1. Enhancement of community chaacte though the pesevation o planting of steet tees, oadside landscaping, the etention of ual elements such as stonewalls, and the pesevation of scenic vistas. 2. Reduction of taffic speed by stiping motoist tavel lanes the minimum dimensions possible, etaining easonable cuves, and by oadside landscaping. Road design should not allow taffic speed to incease as a solution to inceased taffic volume. Instead, the design should seek to maintain volume though slowe speeds and close spacing of vehicles. 3. Inceased accessibility of all oads to bicyclists, pedestians, and othe nonmotoists by: a. implementing Goals 1 and 2 above; b. impoving bicycle facilities as shown in the Bicycle and Pedestian Maste Plan; c. impoving pedestian facilities as shown in the Bicycle and Pedestian Maste Plan; d. widening bidges to allow bicycle and pedestian access; and, e. edesigning intesections to make motoist cossings slowe and nonmotoist cossings moe pedictable. Bicycles Goup A Bicyclists All Town oads should be minimally accessible to Goup A bicyclists. The tem minimally accessible means that the oad should have enough pavement width to accommodate both moto vehicle and bicycle taffic at the moto vehicle speeds and volume that typically occu on that section of oad. This would be evaluated by a standadized methodology that takes the needs of expeienced bicyclists into account, but does not guaantee that paved shouldes fou o five feet wide would be equied. Given the taffic volumes and speeds on many of the Town s local and collecto outes, a pavement width consisting of moto vehicle taffic lanes 11 feet wide and paved shouldes 2 o 3 feet wide may often be appopiate. The Town Council has ecently adopted a policy fo standadized pavement widths on oads town-wide that attempts to balance the needs of eveyone concened, including motoists, bicyclists, pedestians, and homeownes (see Appendix 1). The minimum paved shoulde widths ecommended in this table will geneally meet the needs of Goup A bicyclists.

17 Bicycle and Pedestian Maste Plan 15 Impovements made to oads fo Goup A bicyclists should be conducted in conjunction with odinay oad econstuction wok, which is done on a egula basis in ode to impove subbase conditions, impove dainage and oadway alignment, o to widen the oad to meet new engineeing standads. Adding paved shouldes is often a pat of these pojects, even if bicycle access is not a consideation. The intent of the Bicycle and Pedestian Maste Plan, howeve, is that bicycle access would always be a consideation in the edesign of the oadway. The Regional Tanspotation Advisoy Committee fo Region 6 (RTAC) has indicated that some oads in Falmouth ae in need of impovements fo Goup A bicyclists moe than othes, a fact that is also indicated by the eseach pefomed by FTAC as pat of the development of this plan. Roads that appea to need some impovement as soon as possible, due to taffic conditions, ae the following: 1. Route One is the pimay means of access to all of the commecial and esidential aeas that ae located within the Route One population cente. It is also an impotant commute oute between Falmouth and Potland. Paved shouldes exist on many pats of Route One and they should continue to be incopoated into any new oadway designs wheneve pats of the oad ae ebuilt. Paved shouldes do not now exist within the Route One Business Distict, but they should be included in any futue edevelopment of the oadway in this aea. 2. Route 9 is a commute oute between Falmouth and Potland. About half of the oute was poposed fo impovement unde the 1996 Maste Plan. Paved shouldes ae still needed on seveal sections of the oute. Longwoods Road is paticulaly naow (22 ft) and the taffic speed thee is high. 3. Allen Avenue Extension and the potion of Falmouth Road between Allen Avenue Extension and Middle Road is an uban highway that links the Deeing aea of Potland with easten Falmouth. The Maine Depatment of Tanspotation (MDOT) has ebuilt Allen Avenue Extension to 30 feet wide between the cubs, a little below the minimum needed in this aea. The Falmouth oad section is simila except that the cubs ae not continuous on both sides of the oad. Thus, the effective pavement width is often close to 32 feet. The City of Potland should be encouaged to add paved shouldes on the Potland side of Allen Avenue Extension. 4. Gay Road is a commute oute between Falmouth and Potland. The section between Potland and Leighton Road was shown as a Goup A facility in the 1996 Maste Plan. Continuing development along the Route 100 Coido and a high popotion of tuck taffic indicate that wide paved shouldes ae needed thoughout the length of Gay Road in Falmouth. MDOT s cuent 6-Yea Plan includes econstuction of Gay Road between Leighton Road and the Piscataqua Rive, and the Town should ask that paved shouldes be included as pat of this poject. 5. Blackstap Road is a local commute oute to Potland and povides an impotant link to the est of the community fo esidents in the nothwest pat of town. It also povides access fo esidents in the Book Road population cente to a bus tansit line on Washington Avenue Extension in Potland. Like Longwoods Road, most of Blackstap Road is naow (22 ft) and taffic speed is high. The section within the D.O.T. uban compact line is a little wide (26 ft), but still too naow fo most bicyclists. MDOT is planning to add paved shouldes on Blackstap Road in Cumbeland. The shouldes should also be paved thoughout the length of Blackstap Road in Falmouth.

18 Bicycle and Pedestian Maste Plan 16 Goup B Bicyclists Goup B bikeways seve multiple tanspotation needs fo both Goup A and Goup B bicyclists by connecting population centes with vaious commecial, institutional, and eceational activity centes. The ecommendations below ae simila to those of the oiginal Maste Plan in 1996, with a few exceptions. Goup B bikeways in Falmouth should usually have paved shouldes 4 o 5 feet wide. The Town Council s policy on standadized pavement widths (see Appendix 1), discussed above unde Goup A bicyclists, takes this issue into account. The maximum paved shoulde widths ecommended in the table will geneally meet the needs of Goup B bicyclists. The Goup B bikeways ecommended ae as follows: 1. The East Falmouth Bikeway is designed to link the aea along Falmouth Foeside with destinations along Route One and the Village Cente Disticts via Route 88 and Depot Road. Much of this wok is complete. Howeve, two changes ae ecommended. Fist, the section of Route One fom the Matin s Point Bidge to the intesection of Route 88 is poposed to be upgaded fom a Goup A facility to a Goup B facility. This change eflects the designation of this aea as a continuous population cente, in contast to the 1996 Plan, which showed discontinuous population clustes along this oute. Secondly, the Falmouth Village Connectivity Study (Decembe, 2000) ecommends additional oad linkages in the Village Cente Distict to elieve taffic congestion on Route One. Impoved access fo bicyclists and pedestians within the Village Cente Distict should be an impotant consideation in the planning and design of these linkages. 2. The West Falmouth Bikeway is designed to link the Book Road aea with the Exit 10 poject, Huston Pak, Community Pak, the Middle School and the High School. This wok has begun with the econstuction of uppe Leighton Road. The wok that emains to be done is descibed in detail in the West Falmouth Bikeway Repot (Septembe, 1999). The Town should continue with futhe planning and constuction of this poject as ecommended in the epot. 3. The Coss Town Bikeway is designed to link the High School and Community Pak egion with easten Falmouth via Woodville Road, Woods Road, Middle Road, and Lunt Road. Woodville Road is the only section that has been completed to date. The baies that emain include the lack of paved shouldes on Woods Road, the intesection of Middle and Falmouth Roads, and the naow bidge ove Intestate 295 on Lunt Road. These potions of the poject should be completed as funding and oppotunity pemits. 4. The Pleasant Hill Bikeway is designed to link the population cente located in the Pleasant Hill aea with the Plumme-Motz School and the Middle Road Population cente, as well as the Coss Town Bikeway. The bidge on Middle Road that cosses ove the Pesumpscot Rive has adequate width fo bicycle access, but the shouldes on the est of the oute between the Potland City line and Lunt Road should be paved.

19 Bicycle and Pedestian Maste Plan 17 Goup C Bicyclists Bette access fo childen bicyclists can be achieved though the use of sidewalks and eceation paths in a vaiety of settings. Because thee is a lage ovelap in the needs of both childen bicyclists and pedestians, the ecommendations below efe to impovements that seve both use goups. 1. Bicycle access should be incopoated into the design and development of Community Pak and all othe futue Town paks. 2. Community Pak should be linked with Falmouth High School and Middle School ove a eceation path that cosses the East Banch of the Piscataqua Rive. Thee is some discussion of this oute in the West Falmouth Bikeway Repot, but the tail should also be studied as pat of the Maste Plan fo Community Pak. A eceation path should also be constucted linking Huston Pak with Community Pak so that bicyclists do not need to go out on Winn Road to tavel fom one facility to anothe. 3. In Subdivision eview, thee should be a equiement to povide bicycle and pedestian access acoss cul-de-sacs, hammeheads and othe dead ends when it is possible to link two pats of a neighbohood acoss shot distances. Cuent subdivision policy only equies the povision of sidewalks along local steets. 4. The poposed eceation path between Pine Gove Pak and the Ice Aena ove the pipeline coido of the Potland Wate Distict should be constucted. 5. The eceation path though Legion Fields that connects the ball fields and the tennis couts within the pak and to Depot Rd and Bucknam Road should be completed. Pedestians Pioities fo New Facilities Pedestian facilities should be povided to those who need them the most. They should also povide access between the places whee people live and whee they want to go in the most logical way possible, making a complete and inteconnected system. Thus, in choosing which of the many pedestian facilities to build fist, all othe factos being equal, fou factos should be taken into account: Population density; Use by childen and the eldely; Impotance of the destinations; and, Taffic conditions along the expected outes of tavel. When these factos ae analyzed town-wide, the geneal patten fo building sidewalks accoding to pioity tuns out to be the following: 1. The most impotant pedestian facilities fom a Town-wide pespective ae those within activity centes and those which seve lage numbes of childen and the eldely. 2. The next most impotant pedestian facilities ae those that connect activity centes to suounding neighbohoods. 3. The last pioity is poviding connections within individual neighbohoods.

20 Bicycle and Pedestian Maste Plan 18 Recommended Pojects Listed by Pioity 1. Complete unfinished pojects in the Commecial Disticts FTAC ecommendations fo the Village Cente aea (see Appendix 1) Sidewalks aleady begun on both sides of Route One Sidewalks on both sides of Route 100 fom Potland Noth to Leighton Rd A sidewalk on the commecial side of the steet on Leighton Rd fom the MTA bidge to the West Banch of the Piscataqua A sidewalk on at least one side of Route 100 fom Leighton Rd to Falmouth Rd 2. Link the Village Cente Distict and the Middle Rd Population Cente Lunt Rd fom the Libay to Lunt School 3. Povide connections within the Middle Road Population Cente Falmouth Rd fom Middle Rd to Bluebey Lane Middle Rd fom Lunt Rd to the Tunpike Spu Bidge 4. Link the Village Cente Distict to neaby population centes along seconday outes Bucknam Rd fom Route 1 to Middle Rd Depot Rd fom Route 1 to Route Link the Route One Business Distict to the Macwoth Flats Population Cente Sidewalks on both sides of Route One fom the Route One Business Distict to the Matin s Point Bidge 6. Link the Pleasant Hill Population Cente with the Middle Rd Population Cente Middle Rd fom the Potland Line to Lunt Rd 7. Povide connections within the Pleasant Hill Population Cente Allen Avenue Extension fom the Potland Line to the Pesumpscot Rive Bidge Pleasant Hill Rd Ledgewood Rd 8. Povide connections within the Town Landing Population Cente Johnson Rd fom Valley Rd to Route 88 Route 88 fom the Cumbeland Line to Depot Rd 9. Povide connections within the Route One Population Cente along seconday outes Route 88 fom Depot Rd to Route 1 Geneal Policy Development Thee ae a numbe of policies that should be developed to impove access fo childen and adults within and between subdivisions. This wok is not ated in ode of pioity because it is involves ongoing wok of the Planning Boad athe than a capital impovement. Encouage the development of sidewalks and eceation paths between new and old subdivisions Requie bicycle and pedestian access acoss cul-de-sacs, hammeheads and othe dead ends in new subdivisions when it is possible to link two pats of a neighbohood acoss shot distances (see ecommendations fo Goup C bicyclists)

21 Bicycle and Pedestian Maste Plan 19 Pat 4: Implementation Intoduction The key to the implementation of the Maste Plan is the Advisoy Committee. Although an advisoy committee can be oganized and appointed in vaious ways, the committee cuently in opeation was appointed as a subcommittee of the Compehensive Plan Advisoy Committee (CPAC) in Januay of It consists of five membes epesenting individuals with knowledge and expeience in gassoots public paticipation, bicycling, walking, and othe outdoo eceation inteests. The Falmouth Tails Advisoy Committee (FTAC), as the subcommittee has come to be called, has been instumental in poviding ovesight, advocacy, and education on behalf of the pojects ecommended in the Maste Plan. Advisoy Committee Membeship The Compehensive Plan Advisoy Committee appoints the Falmouth Tails Advisoy Committee as a subcommittee to wok on implementation of the Bicycle and Pedestian Maste Plan. The membes ae solicited fo the job on the basis of thei knowledge and expeience of the issues involved and a willingness to wok on thei own initiative, even if staff suppot is not always available. Because the pupose of FTAC is to ovesee implementation of an appoved plan, a lage and divese committee is not consideed necessay o helpful. This appoach has poven to be successful since the fist FTAC membes wee appointed in Duties, Authoity and Repoting FTAC is esponsible fo epoting to the Compehensive Plan Advisoy Committee egulaly egading its activities. FTAC is empoweed by CPAC to gathe infomation, to make ecommendations, to coodinate with consultants and Town staff, and to hold meetings to gathe comments fom the public on Maste Plan pojects. CPAC expects FTAC to ovesee the implementation of the Maste Plan and to epot on the pogess of capital impovement pojects elated to the Maste Plan. FTAC should pepae pogess epots and action plans on a peiodic basis, as needed, but at least once annually. Pogess epots should include an assessment of the success of cuent pojects, the adequacy of funding, wok emaining to be done, and ecommendations fo impovements to the pogam. Action plans should outline the pojects that FTAC should undetake in the following yea to futhe implement the Maste Plan. It should include a desciption of the pojects to be accomplished and a budget fo accomplishing the wok. The budget should be based on an estimate of the time and expenses needed to hie vaious consultants to assist FTAC and town staff pefom eseach, develop plans and cost estimates, and pefom othe tasks necessay to implement the Maste Plan. In ode to obtain this infomation and to stimulate the development of new o existing pogams, FTAC is expected to coodinate with Town staff, especially the Diectos of Planning, Public Woks, and Paks and Community Pogams. FTAC should also coodinate with consultants

22 Bicycle and Pedestian Maste Plan 20 who may be aleady woking on Maste Plan pojects, o who have been hied to assist FTAC pepae its ecommendations. Meetings FTAC shall hold egula meetings. All meetings of FTAC ae open to the public. FTAC may solicit public comment and incease public paticipation by holding special meetings in which paticula esidents and constituency goups affected by Maste Plan pojects ae invited. Road Reconstuction Pojects The Poblem of Design befoe Input Road econstuction pojects will sometimes involve an incease in pavement width to accommodate bicycle and pedestian taffic. In these instances, the esidents in the aea affected by the poject should be consulted pio to the development of design plans. In the past, this step was often omitted, and dawings wee pesented to the public befoe esidents had an oppotunity to fully undestand and espond to the changes poposed. The esult was that people often esisted the poject, and ceative solutions that dealt with the concens of both the esidents and the Town became difficult to achieve. To ensue that Town officials wok closely with esidents to design pojects that ae sensitive to neighbohood context and values, the following public paticipation pocess is ecommended. Step by Step Pocess The ealiest stages of planning a oad econstuction poject should be the same as at pesent. Road segments that need widening and othe impovements based on Town tanspotation goals, oad maintenance issues, dainage concens, and the goals of the Bicycle and Pedestian Maste Plan should be identified. Budgeting and suveying should poceed in ode to get the poject undeway. In the second stage, the Town should invite esidents in the aea affected by the poject to an infomational meeting. The meeting should be sponsoed by FTAC, the Public Woks Depatment, the Planning Depatment and othe goups as needed and appopiate. The meeting should begin with a pesentation that includes the following infomation. 1. The Town s tanspotation goals and the Bicycle and Pedestian Maste Plan. These plans help people undestand how thei neighbohood elates to the tanspotation needs of the whole community and how the oad design and planning pocess has an objective basis. The plans can be supplemented with technical details as applicable, such as the need fo dainage impovements and cubs. 2. Suvey plans of the poposed poject aea. Suveys help people visualize the scope of the poject and its potential impacts on individual popeties and the neighbohood. The dawings should show the steet ight-of-way, popety boundaies, oad alignment, diveway entances, pavement width, dainage stuctues, cubs, steet tees, stone walls, fences, lawns and othe oadside featues. 3. Typical mitigation measues to educe the impacts of oad widening. This infomation helps people appeciate how a thoughtful design can accommodate the needs of both the neighbohood and the community as a whole. Typical mitigation measues might include eplanting steet tees and elocating walls and fences. These measues can be illustated

23 Bicycle and Pedestian Maste Plan 21 with photogaphs of past pojects, infomal sketches of the cuent situation, and vaious othe visual appoaches. If thee ae seveal ways to solve a poblem, the diffeent options should be shown. The esidents should then be invited to discuss thei concens egading the poject. A ecod of the comments made by the esidents should be kept and a shot summay epot should be sent to all of the esidents in the poject aea. Besides futheing the design pocess, the summay epot would claify infomation obtained fom the meeting and help to avoid misundestandings and distotions that might aise late on. The thid stage of the pocess should be to develop a design plan that eflects the Town s oveall tanspotation policies, while taking into account the concens expessed by esidents at the neighbohood meeting. The Town s consultants, woking unde the supevision of the Public Woks Depatment, would pepae the dawings. FTAC and othe Town officials might make additional ecommendations based on thei undestanding of the public paticipation pocess. In cases whee the solutions ae paticulaly difficult, then a second neighbohood meeting may be needed in ode to exploe additional options. The fouth stage of the planning pocess should be to pesent the poposed design at a public heaing. Guidelines fo the Pocess In ode to maintain a positive and constuctive dialogue between the Town and the neighbohood, all meetings and epots should use language that is constuctive, objective, and positive. The Town should offe solutions to neighbohood impacts that can be applied town-wide. This will help to ensue that esidents ae teated equitably thoughout the community and that the typical mitigation measues poposed ae within budgetay limits. Comments and concens of local esidents as evealed by the public paticipation pocess should be ecoded in witing and sent to neighbohood esidents in ode to avoid misundestandings and loss of infomation. The ight-of-way is a public esouce, dedicated fo use by the whole community. The design of the oadway should, theefoe, eflect the Town s oveall policies egading tanspotation needs, safety, and bicycle and pedestian access. The public paticipation pocess should be used to assess and to mitigate advese impacts on neighbohood chaacte that might aise as a esult of these oadway impovements. Setting Pioities When R.O.W. Space Is Limited The Poblem of Insufficient Space in the Right-of-Way Many impovements needed to impove bicycle and pedestian facilities can be made duing a oad econstuction poject. This is the time when it is most feasible to add paved shouldes and sidewalks, and to ealign the centeline of the oad to ceate moe usable space within the ightof-way, if necessay. Even so, thee ae likely to be many instances whee insufficient space exists to accommodate both a paved shoulde and a sidewalk, if the Maste Plan calls fo both along the same section of steet.

24 Bicycle and Pedestian Maste Plan 22 In these instances, the Town will need guidance on how to poceed in making had choices on the size and type of new facilities fo the aea. The following ules have been developed to aid in this decision-making pocess. Whee Pedestian Facilities Should Take Pioity Ove Shoulde Bikeways In densely developed aeas, whee pedestian facilities ae likely to be used by a high numbe of childen and the eldely, the town should make the povision of sidewalks, o eceation paths as appopiate, the highest pioity. Bikeways in the fom of paved shouldes that paallel the motoist tavel lanes should be of seconday impotance. The consequence of this choice is that the paved shouldes may be less than the 4 o 5 feet in width that ae usually ecommended in the liteatue, o that a wide outside tavel lane may be installed instead of a shoulde sepaated by a white line. If additional space is needed, some compomise in the width of the sidewalk may also be consideed, paticulaly if the sidewalk is sepaated fom the oadway by landscaping, a tee lawn, o othe patial baie. In commecial disticts, whee both taffic and pedestian use is expected to be high, the Town should conside acquiing additional ight-o-way space as a last esot. A pecedent fo this has been established in the case of Depot Road, whee five feet of additional ight-of-way space was acquied fom an abutte in ode to build both a paved shoulde and a sidewalk on the noth side of the steet between Route One and the Town Libay. Compomises in the design of sidewalks and bikeways that ae designed to link neighbohoods to destinations containing majo commecial, institutional, and eceational facilities should conside the natue and type of bicyclists and pedestians who ae most likely to need the facility, as well as the natue of the oad and the taffic conditions along the oute. If the uses include many childen and the eldely, and if taffic volume is high, then sidewalks o eceation paths should take the highest pioity, just as they would in commecial disticts. This would be the case, fo example, on Lunt Road, which connects Lunt School and Plumme-Motz School with the Libay, Legion Fields, and the est of the Village Cente Distict. Whee Pedestian Facilities and Shoulde Bikeways Should Be Equal Pedestian access doesn t always equie a sidewalk. An altenative facility might be a meandeing footpath that geneally follows the steet but is laid out in a way to minimize conflicts with steet tees, utility poles, steet signs, and othe items in the ight-of-way. Such a facility is appopiate fo less densely developed aeas whee pedestian access needs to be impoved, but the amount of use is expected to be less and the destinations ae not as numeous as they ae in a commecial distict. This would be the case on much of Route 88, and the section of Middle Road between the Potland Town Line and Plumme-Motz School. The constuction of a paved o stonedust footpath in these instances could save enough space to make both a pedestian facility and bicycle facility possible along the same oute, although some compomise in the design of both might be necessay. Fo example, the paved shoulde might be thee feet wide instead of fou feet, and a paved footpath might be thee feet wide instead of five feet. Compomises of this natue ae paticulaly appopiate whee the Maste Plan calls fo both a pedestian facility and a Goup A bicycle facility on the same section of steet. As indicated in the Recommendations, the Town should stive to make Goup B bikeways meet AASHTO standads to the geatest extent pacticable. Thus, whee a pedestian facility and a Goup B bikeway coincide, the width of the footpath next to the oad should pehaps

25 Bicycle and Pedestian Maste Plan 23 compomise a little moe than the width of the paved shoulde, all othe factos being equal. The eason behind this is that a footpath inceases pedestian access a geat deal even if it is not fou o five feet wide, wheeas on busy oads basic bicyclists usually need a shoulde at least fou feet wide to feel comfotable iding thee. Whee No Pedestian Facility is Shown on the Map Bicycle facilities ae needed in many pats of the community whee the Maste Plan maps do not show any impovements fo pedestian access. This is because these aeas have a low population density and development is dispesed. Nonetheless, the Town acknowledges that pedestians continue to walk along the oads in these aeas, often using the paved shouldes that have been built to impove safety fo both motoists and bicyclists. Geneal Pioity Setting fo All Pojects Setting pioities fo funding pojects should follow the same pinciples as shown in othe pats of the Maste Plan. As the wok of implementing the Maste Plan poceeds, decisions must be made on whee to spend the scace esouces available. The pocess of making these decisions involves sifting though a numbe of options, based on the following consideations. The impotance of the destination to which the facility povides access. The density of population in the aea seved by the facility, and the demogaphics of the population, such as the numbes of childen and the eldely. The degee to which obstuctions such as busy oads, naow bidges, difficult intesections, lack of sidewalks, o the lack of paved shouldes along the oute ae cuently a baie to access fo the population to be seved. The geate the numbe and seveity of obstuctions, and the moe vulneable the uses, the moe impotant the facility is fom a town-wide pespective. The commonsense need to povide continuity by completing facilities that have aleady been patially installed. The oppotunity to leveage funds though coodination with othe capital impovement pogams and egional and state tanspotation plans, as well as othe funding souces. The cost of the impovement elative to the benefit. Beyond Engineeing A well-ounded bicycle and pedestian pogam does not depend alone o even pimaily on impoving facilities. Othe needs include education to impove bicycling, diving, and pedestian pactices, law enfocement to enfoce the ules of the oad, and encouagement fo altenative means of tanspotation. Appendix 2 povides infomation fom the Fedeal Highway Administation on these othe aspects of bicycle and pedestian pogams. In this next phase of implementing the Bicycle and Pedestian Maste Plan, FTAC will begin to exploe and develop these pogams to ensue pope use and maintenance of the facilities that ae ceated to impove bicycle and pedestian access.

26 FBUTe,nEsiMOyclcaCumbelandCldeWCascBaWindhaMAPemHigLhlaakenBASIC CONCEPTS ddetianmasteplandmathstbookalhinpopulation Cente Consists of two o moe population clustes side by side. Distance The distance between a population cente and a majo activity cente should be 1/2 mi. o less to justify a sidewalk. Population Cluste This cicle is 1/4 mi. in adius and includes moe than 50 housing units. LONGWOOD S LONGWOOD S WOO DVIL LE TOWN LANDING INTERSTATE GRA Y apisblaoandn BA BBID GE R D BLACK STRA P 2-Mile Radius fo Bicycles W INN CO MMU NITY PARK HIG H SCHOOL MIDDLE SCHOOL HUSTON PARK WOODS SCHOOL S LIBRARY & LEGION FIELDS R OUTE ON E HOCKEY RINK 1/2 Mile o Less fo Sidewalks FALM OUTH SH OPPIN G CE NTER WAL*MART FORESIDE Activity Cente Commecial aeas, eceation facilities, etc., ae shown as stas. oyto WN OF FI CES PotlanPesumpscotRiveMOUNTAIN L EIGHTON FALM OUTH BROOK RI VE R P OI NT dgoup B Radius The cicle shows limit of Goup B bicyclist movement, and thus, limit of Goup B bikeways DO WNTOWN P ORTLAND BACK BAY FALM OUTH BLACKS TRA P GRAY WEST FALMOUTH CROSSI NG ALLEN AVE MIDDLE ckiswlaondnorth GATE L EDG EWO OD SCALE Feet NOTES 1. Goup A bicyclists tavel town-wide and ae not limited to a 2 mile adius. 2. Building footpints ae not shown on othe maps fo the sake of claity. Map Pepaed By: Jennife Phinney GIS Administato

27 ABiTeEscyOUclandMAPedetianMastePlaLMH,INnBICYCLES otes:1. The Town Council has adopted minimum pavement widths fo all Town oads that stike a balance between taffic safety, taffic flow, pedestian and bicycle access, and neighbohood chaacte (see Appendix). Roads with paved shouldes built to the minimum dimensions shown in this table will geneally meet the needs of Goup A bicyclists. Roads with paved shouldes built to the maximum dimensions shown in this table will geneally meet the needs of Goup B bicyclists. All oads should be at least minimally accessible to Goup A bicyclists. supevision of adults.f2. Fo the sake of simplicity, only Goup B bikeways ae shown on this map. 3. Goup C bicyclists should emain on local steets and eceation paths, o unde the WOO DVIL LE LONGWOOD S TOWN LANDING GRA Y N INTERSTATE BA BBID GE R D BLACK STRA P BLACKS TRA P MOUNTAIN BROOK W INN CO MMU NITY PARK HUSTON PARK (^ WEST FALMOUTH CROSSI NG (^ GRAY L EIGHTON (^ RI VE R P OI NT HIG H SCHOOL MIDDLE SCHOOL TO WN OF FI CES WOODS FALM OUTH SCHOOL S (^ LIBRARY & LEGION FIELDS (^ (^ CE NTER WAL*MART HOCKEY RINK R OUTE ON E FALM OUTH SH OPPIN G FORESIDE ALLEN AVE MIDDLE NORTH GATE L EDG EWO OD DO WNTOWN P ORTLAND BACK BAY SCALE Feet N Majo Activity Cente Population Cluste - Each quate mile adius cicle contains moe than 50 housing units. (2 o moe clustes = a population cente) LEGEND Goup B Bikeways (existing and poposed) Map Pepaed By: Bidges Multipupose Receation Paths Jennife Phinney (^ (existing and poposed) GIS Administato Two Mile Radius Cicle - Descibes typical limit to Goup B bicyclist movement.

28 LcMyOcUlTeHa,nMPAeIdNeEsBidtianMastePlanWOODS APEDESTRIANSFWOO DVIL LE LONGWOOD S TOWN LANDING GRA Y N INTERSTATE R OUTE ON E FORESIDE BA BBID GE R D BLACK STRA P MOUNTAIN W INN CO MMU NITY PARK HUSTON PARK L EIGHTON HIG H SCHOOL MIDDLE SCHOOL TO WN OFFI CES FALM OUTH SCHOOL S LIBRARY & LEGION FIELDS CE NT ER WAL*MART HOCKEY RINK FALM OUTH SH OPPIN G BLACKS TRA P BROOK GRAY WEST FALM OUTH CROSSI NG RI VE R P OI NT ALLEN AVE MIDDLE NORTH GATE L EDG EWO OD DO WNT OWN P OR T LA ND BACK BAY SCALE Feet Majo Activity Cente Population Cluste - Each quate mile adius cicle Multipupose contains moe than 50 housing units. (2 o moe clustes = a population cente) LEGEND Sidewalks (existing and poposed) Receation Paths (existing and poposed) Map Pepaed By: Jennife Phinney GIS Administato

29 LcMyOcUlTeHa,nMPAeIdNeEsBidtianMastePlaINTERSTATE GRAY WOODS AMASTER PLANFnGoup B Bikeways Receation Path LONGWOOD S WOO DVIL LE TOWN LANDING GRA Y N R OUTE ON E FORES IDE BABBIDG E RD BLACK STRA P W INN FALM OUTH SH OPPIN G CE NTER CO MMU NITY PARK HIG H SCHOOL LIBRARY & LEGION FIELDS MIDDLE SCHOOL WAL*MART HUSTON PARK SCHOOL S HOCKEY RINK TO WN OF FI CES MOUNTAIN L EIG HTON FALM OUTH BROOK RI VE R P OI NT BLACKS TRA P WEST FALM OUTH CROSSI NG ALLEN AVE MIDDLE NORTH GATE L EDG EW OOD DO WNTOWN P ORTLAND BACK BAY SCALE LEGEND Map Pepaed By: Feet Sidewalks Jennife Phinney GIS Administato

30 Appendix 1

31 D:\Falmouth Repots\FTAC039 Bicycle and Pedestian Maste Plan Appendix.doc

32 Implementation Schedule Bicycle and Pedestian Maste Plan Decembe, 2002 Implementation Time Fames: Shot-tem Within one yea Mid-tem Within two yeas Long-tem Within five yeas o moe On-going Recommendations Time Fame Responsibility Bicycles 1. Develop a unifom set of design guidelines fo Falmouth s oads that will guide all futue oad econstuction pojects. Shot-tem Public Woks Depatment in coopeation with FTAC, the Planning Depatment, and the Depatment of Public Safety 2. Incopoate Goup A bicycle access into oad econstuction pogams. On-going Public Woks Depatment with suppot fom FTAC 3. Incopoate Goup B bicycle access into oad econstuction pogams. On-going Public Woks Depatment with suppot fom FTAC 4. Widen the pavement suface on State and Maine Tunpike Authoity maintained bidges. Long Tem Coopeative aangements though Town of Falmouth, the State, and the Maine Tunpike Authoity. 5. Incopoate bicycle and pedestian access into the design of Community Pak and all othe Town paks. On-going Depatment of Paks and Community Pogams with suppot fom RACPAC and FTAC 6. Develop an odinance amendment that equies bicycle and pedestian access acoss culde-sacs, hammeheads, and othe dead end steets when it is possible to link two pats of a neighbohood acoss shot distances. Shot-tem Planning Depatment

33 7. Link Community Pak to the High School and Middle School ove a eceation path that cosses the East Banch of the Picataqua Rive, as descibed in the West Falmouth Bikeway Repot. Long-tem Coopeative aangement between the Depatment of Paks and Community Pogams and the Falmouth School Depatment with suppot fom RACPAC and FTAC 8. Complete the poposed Receation Path between Pine Gove Pak and the Ice Aena ove the pipeline coido of the Potland Wate Distict. Long-tem Planning Depatment 9. Complete the Receation Path within Legions Fields that is aleady unde constuction. Mid-tem Depatment of Paks and Community Pogams Pedestians 10. Implement FTAC ecommendations fo poviding pedestian linkages within the Village Cente Distict, beginning with the development of design guidelines fo site plan and subdivision eview. Mid-tem Planning Depatment 11. Complete sidewalk impovements that have aleady begun on both sides of Route One. On-going Public Woks Depatment 12. Develop policies that encouage the building of sidewalks and eceation paths between new and old subdivisions. On-going Planning Depatment with suppot fom FTAC 13. Build sidewalks between the Village Cente Distict and the Middle Road Population Cente. On-going Public Woks Depatment with suppot fom FTAC 14. Build sidewalks within the Route One and Town Landing Population Cente. On-going Public Woks Depatment with suppot fom FTAC 15. Build sidewalks within the Pleasant Hill Population Cente. On-going Public Woks Depatment with suppot fom FTAC 16. Build sidewalks along Leighton Road and Gay Road within the limits of the Exit 10 poject. Ongoing Planning Depatment and Planning Boad 17. Build a sidewalk on at least one side of Gay Road fom Leighton Road to Falmouth Road in conjunction with the MDOT econstuction of Route 100. Ongoing Public Woks Depatment with suppot fom FTAC

34 Recommended Pavement Widths fo Roads in Falmouth Appoved by the Town Council Roadway Classification Tavel Way Width(ft.) Shouldes(ft.) Non-Cubed Cubed Section Bicycles Bicycles Goup A Goup B Goup A Goup B Mino Local - < 100 ADT 18 none none n/a n/a Speed Limit MPH Local ADT 18 none none 2 none Speed Limit MPH Subcollecto ADT Speed Limit 25 MPH Speed Limit MPH Collecto Ove 1000 ADT Speed Limit MPH Ateials

35 Implementation Cost fo Bicycle and Pedestian Maste Plan Falmouth Tails Advisoy Committee Daft 10/29/02 Sidewalks 1. Total distance of sidewalks in feet not yet built o funded: 48, Aveage cost pe linea foot: $40 3. Total poject cost: $1,920, Aveage Falmouth Shae: 50% 5. Falmouth s estimated cost: $960,000 Bicycle Access 1. Total distance of oads in feet with AADT unde 5,000 without paved shouldes: 65, Aveage cost of oad econstuction pe linea foot: $ Total poject cost: $7,848, Aveage additional pavement width in feet needed to povide bicycle access: 2 5. Potion of oad econstuction cost due to adding two feet of paved shouldes: 14% 6. Cost of paved shouldes due solely to poviding bicycle access: $1,099,000 Receation Paths 1. Estimated poject cost fo East Banch Connecto: $1,000, Estimated poject cost fo Route One Bypass: $450, Total cost both pojects: $1,450, Falmouth s shae unde Tanspotation Enhancement Pogam: 20% 5. Falmouth s shae if both pojects funded: $290,000 APPROXIMATE COST FOR ALL PROJECTS: $2,349,000 Notes 1. The pupose of these estimates is to suggest the appoximate magnitude of the costs fo implementing the ecommendations of the Bicycle and Pedestian Maste Plan. The numbes ae genealized estimates based on unit costs, not on data fo specific pojects. 2. Unit costs ae aveages and ae subject to fequent change based on bette infomation. 3. The pinciple cost of sidewalks is the alteation of the dainage system within the ight-of-way. Landscaping, eosion contol, cubs, and othe site wok is usually necessay. 4. Roads ove 5,000 AADT will equie shouldes fo easons othe than bicycle access. 5. Pojects seeking funding fom the Tanspotation Enhancement Pogam must compete with simila pojects and fo limited esouces. Thee is no guaantee that eithe of the two eceation paths poposed in the Bicycle and Pedestian Maste Plan would be funded.

36 Appendix 2

37 FHWA COURSE ON BICYCLE AND PEDESTRIAN TRANSPORTATION L E S S O N 2 4 Education, Encouagement, and Enfocement 24.1 Pupose When bicycle and pedestian pogams began in the late 1960 s, the emphasis was stictly on poviding facilities. As communities gained expeience and began to identify othe needs, the concept of the compehensive 4-E pogam emeged, combining the elements of engineeing, education, enfocement, and encouagement. The past 30 yeas have seen a geat deal of gowth and much ceativity in the field. Communities with long-standing bicycle and pedestian pogams have developed a wide vaiety of pogams to educate local citizens, encouage moe bicycling and walking, and enfoce the ules of the oad. This is in contast to a fa geate numbe of communities that have begun building new facilities though the funding infusions of the Intemodal Suface Tanspotation Act of 1991 (ISTEA) and the Tanspotation Equity Act fo the 21st Centuy (TEA-21),but have not begun to establish suppot pogams in the aeas of education, enfocement, and encouagement Compehensive Pogams Why They e Impotant Histoically, poviding fo bicyclists meant poviding bicycle facilities. This was the focus duing the ealy phase of pogam development in the United States, but by the late 1970s, it was eplaced in some pogessive communities such as Boulde, CO, and Madison, WI, with a moe compehensive 4-E appoach, which combined engineeing and planning with enfocement, education, and encouagement. By then, it had become clea that simply poviding a This lesson exploes the fundamental featues of education, enfocement, and encouagement pogams fo bicycling and walking, and povides examples of successful pogams fom aound the county FHWA EDUCATION, ENCOURAGEMENT, AND ENFORCEMENT

38 FHWA COURSE ON BICYCLE AND PEDESTRIAN TRANSPORTATION bicycle- and pedestian-fiendly oad o tail envionment, as impotant as it is, cannot solve all bicycle and pedestian poblems. Some safety poblems, fo example, may be moe easily solved though pogams than though facilities. In ode to undestand the impotance of the othe elements of a compehensive pogam, conside the following two examples: Example 1: A peson decides to ide he bicycle to wok. Between home and the office, thee is a oad with bicycle-fiendly design featues (e.g., wide outside lanes, bicycle lanes, etc.). While iding, she baely misses a 10-yea-old wong-way ide coming at he, is almost cut off by a motoist tuning left in font of he, and finally finds no place to secuely pak he bicycle at the office. She locks he bike to the leg of a newspape ack and goes into the office. When she leaves wok, the sun has gone down; she has no bike lights. She calls a taxi to take he and he bicycle home. Analysis: While she was able to take advantage of one element of a compehensive pogam (the onoad facilities), the lack of othe elements caused he seious inconvenience and dange. Youngstes need to lean which side of the oad to use and the taffic A mock-up of a miniatue downtown aea enables these childen in Geensboo, NC, to lean pedestian safety. laws should be enfoced; motoists should lean to watch fo bicyclists and to yield to them just as they would to othe motoists. These common bicyclist and motoist eos lead to many cashes and may be addessed though education, enfocement, and awaeness pogams. Secue and convenient bicycle paking should be povided at all popula destinations as a outine matte. In some communities, this is dealt with in the paking odinance. Example 2: A peson gets in his ca on a sunny summe aftenoon to dive to a neaby stoe. The stoe is less than a mile away and he is buying a quat of milk. Thee ae sidewalks, but he doesn t even think of walking. He dives thee, buys his milk, and dives home. In so doing, he contibutes to ai quality and congestion poblems. And he wastes gasoline. Analysis: While the existence of sidewalks o places to walk is impotant, it does not necessaily convince people to walk if they habitually take a ca fo evey tip. The aveage Ameican household geneates 10 auto tips pe day and many of them ae shot-distance eands. Beaking the diving habit equies effot and undestanding. A good awaeness campaign, including media spots and othe elements, can help develop that undestanding and encouage people to make the effot to walk fo shot tips. Walking takes little exta time compaed to diving fo vey shot distances. When one consides the costs (envionmental, economic, pesonal health) of diving, and the execise and health benefits of walking, walking is often pefeable. The lack of education and awaeness among bicyclists and motoists can be addessed though new pogams aimed at both adults and childen. These two hypothetical examples point out the impotance of going beyond the old focus on facilities alone to include othe aspects as EDUCATION, ENCOURAGEMENT, AND ENFORCEMENT 24-2 FHWA

39 FHWA COURSE ON BICYCLE AND PEDESTRIAN TRANSPORTATION well. They suggest the potential oles that agencies such as the police depatment, the school distict, and pivate paties such as the local television station and newspape can play in impoving the bicycling and walking situation in a community. It is impotant to keep in mind that some elements may not contibute diectly to inceased numbes of nonmotoized taveles. Howeve, these elements ae impotant fo othe easons, pimaily safety Successfully Mixing the 4-E s How, exactly, can a successful mix of engineeing, enfocement, education, and encouagement be detemined? The answe is that paticipants fom a wide ange of agencies and goups must get involved in the pocess. The Geelong, Austalia, model is a good one to illustate this point. The Geelong Bike Plan Team included membes fom the enfocement community, oads depatment, safety agencies, school system, and bicycling community. In assembling thei compehensive pogam, the poject manages enlisted the help of those who would, ultimately, be esponsible fo implementing it. This is the pocess suggested hee. A bikepedestian plan task foce should be assembled to mold and stee the pogam. The following stuctue is suggested fo the task foce. While the same depatment may be epesented on seveal subcommittees, this would not necessaily equie diffeent individuals. Individual membes should deal with those aspects within thei aeas of expetise. Task Foce Stuctue Subcommittees: Steeing Committee Physical envionment Education and awaeness Encouagement Data collection Physical Envionment Public woks (taffic engineeing, steets) Planning (tanspotation, land use) Paks and eceation (paks planning) Cyclists and pedestians College campus planning Education and Awaeness Paks and eceation (pogamming) School distict (elementay and junio high) High school and college Health Cyclists and pedestians Enfocement Police (taffic) Cyclists and pedestians Detemining the Scope of a Compehensive Pogam Because so little is known about the bicycling and walking situations in most communities, it is difficult to pedict in advance what level of expenditue and pogam activity will be needed to implement a compehensive pogam. Until the needs have been identified and the poblems assessed, the necessay scope of the pogam will pobably emain unknown. Howeve, the basic appoach suggested hee is to make bicycle and pedestian consideations pat of the nomal pocess of govening. In many cases, this may equie little exta expense FHWA EDUCATION, ENCOURAGEMENT, AND ENFORCEMENT

40 FHWA COURSE ON BICYCLE AND PEDESTRIAN TRANSPORTATION The most successful bicycle and pedestian education pogams fo childen ae implemented though local school systems. Fo example, if a police office stops a bicyclist fo unning a ed light, this should not be seen as a new o exta duty. It is simply pat of taffic enfocement and it will pay the community back in tems of deceased cash ates. Similaly, adding pedestiano bicycle-elated questions to a tanspotation needs suvey will not necessaily equie lage amounts of money. It allows tanspotation plannes to do a bette job of planning fo the community s tavel needs and can pay off in educed motoized tavel demand. Finally, changing fom a dangeous dainage gate standad to a bicycle-safe design costs no moe, but can educe an agency s potential liability. Thee will be some pojects (e.g., a new bicycle bidge) that equie a significant expenditue of funds. Howeve, if the need fo a poject is clealy documented though suveys and studies, it can take its place in the Tanspotation Impovement Pogam. In such an aena, its stengths and weaknesses can be weighed against those of othe potential pojects. Steps in the Pocess Thee ae fou pimay steps in the pocess of mixing the elements of engineeing, education, enfocement, and encouagement to ceate a compehensive bicycle-pedestian pogam. community, detemining its limitations and potential, as well as cuent levels of use and safety poblems. This undestanding foms the basis fo the wok that follows. The second step is to set ealistic goals and objectives. These should be based on data fom the infomation-gatheing step and they should be measuable and achievable. Thid, paticipants should addess those goals and objectives though the development of an action plan. The plan should be a bluepint fo the community s wok in all the elements of the compehensive pogam. It should include phasing and funding consideations. Fouth, as wok on the action plan pogesses, it should be evaluated based on its effects on the goals and objectives. Without an evaluation pocess, it is impossible to detemine the effects of one s wok. With evaluation, one can judge and document success, coect eos, and fine-tune the pogam Elements of a Good Education Pogam Povide instuction in lawful, esponsible behavio among bicyclists, pedestians, and motoists. 1. Teach impotant bicycling and walking skills to youngstes. Appoach: Using infomation gatheed fom the use studies as well as the cash studies, wok with school administatos and teaches to identify taget ages fo key educational messages. Review couse options and identify oppotunities fo implementing bicycling and walking cuicula fo the taget ages. Result: A pogam of instuction that effectively eaches the taget audience. Fist, it is impotant to develop an undestanding of the local bicycling and walking situations. This means looking closely at non-motoized tavel in the Examples: Missoula, MT s school distict has included bicyclist education in its coe cuiculum since 1980; the pogam is taught by physical EDUCATION, ENCOURAGEMENT AND ENFORCEMENT 24-4 FHWA

41 FHWA COURSE ON BICYCLE AND PEDESTRIAN TRANSPORTATION education instuctos. Boulde s bicycle-pedestian pogam staff includes a fulltime education peson in chage of implementing cuicula in coopeation with the local school system. Madison s pogam woks with the local schools to do the same. 2. Teach impotant bicycling and walking skills to adults. Appoach: Using infomation gatheed fom the use studies as well as the cash studies, wok with college and high school administatos and teaches to identify key educational messages. Review couse options and identify oppotunities fo implementing bicycling and walking cuicula fo the taget ages. Result: A pogam of instuction that effectively eaches the taget audience. Examples: Effective cycling instuctos in Seattle, WA and Tucson, AZ, among othe communities, have offeed adult couses though the local junio colleges. Missoula and seveal othe communities have offeed cycling classes to taffic law violatos though the local municipal cout systems. 3. Include bike and pedestian infomation in dive taining. Appoach: Using infomation fom the cash studies, wok with local dive taining instuctos and violatos to identify key messages fo delivey to new dives, as well as those equied to take emedial diving couses. Assemble a model cuiculum unit and delive it to all local instuctos. New and etuning univesity students should be included in taining pogams. It is duing the fist few weeks of classes that most cashes occu. Examples: The Gainesville, FL Bicycle Coodinato taught 14- and 15-yea-old dive education students how to shae the oad with bicycles. The coodinato bought copies of bicycle/ automobile cash epots to illustate he points. She then divided the class into goups, each with an accident epot. Goups analyzed how the cashes happened and how they could have been avoided. Delive impotant safety messages though vaious pint and electonic media. 1. Detemine which safety messages ae most impotant fo which audiences. Appoach: Using infomation gatheed fom the cash studies, identify impotant messages fo the whole ange of taget audiences. Result: A pioitized list of messages identified as to thei taget audiences. Examples: The Gainesville pogam detemined that one of the audiences most in need of attention was the college student population. Key safety messages fo these bicyclists wee identified. Result: A model cuiculum and delivey mechanism fo eaching dives duing taining. Education pogams should taget adult bicyclists and motoists FHWA EDUCATION, ENCOURAGEMENT AND ENFORCEMENT

42 FHWA COURSE ON BICYCLE AND PEDESTRIAN TRANSPORTATION 2. Ceate a pocess fo effectively deliveing those messages. Appoach: Wok with the local media and othe goups to detemine how best to each the audiences identified above, given the esouces available. Result: A long-tem stategy fo deliveing selected messages to key taget audiences. Examples: In 1986, Madison, WI s bicycle pogam ceated an ambitious bicycle helmet campaign, woking with local bicycling goups and the media. They did befoe-and-afte studies of both helmet weaing ates and thei success in deliveing thei messages. In Gainesville, FL, officials commissioned a safety specialist to ceate college student-oiented bicycling comic stips fo publication in the campus newspape and fo pinting as bochues Elements of a Good Enfocement Pogam Impove existing taffic laws, as well as thei enfocement. 1. Review and, if necessay, modify laws that affect bicyclists and pedestians. Appoach: In coopeation with the police depatment and city attoney, eview local and State bicycle and pedestian laws and compae with the cuent vesion of the Unifom Vehicle Code and Model Taffic Odinance. Focus, in paticula, on those egulations that may unnecessaily estict bicycle o pedestian taffic o that seem out-of-date when compaed to the national models. Result: A epot listing suggested changes to local and State taffic laws. Examples: Palo Alto, CA, afte eviewing potential cash poblems and liability concens, decided to allow bicycle taffic on a key expessway. In doing so, they opened a new oute fo fast coss-town tavel. 2. Enfoce laws that impact bicycle and pedestian safety. Appoach: Using infomation fom the cash studies, detemine which taffic violations ae implicated in the most common seious ca/bike and ca/pedestian cashes. Woking with the police depatment, taffic cout, and city attoney, develop a plan fo enfocing the key laws. Result: A plan fo equitable enfocement of bicycle, pedestian, and moto vehicle taffic laws. Examples: Since the mid-1980 s, Madison, WI s police depatment has used a bicycle monito pogam, staffed by specially deputized univesity students, to enfoce bicycle taffic laws. Seattle s depatment aggessively polices cosswalks and outinely gives motoists tickets fo violating pedestian ights of way. Missoula s bicycle patol outinely gives tickets to motoists who violate the law. 3.Review and, if necessay, modify pocedues fo handling youthful violatos. Appoach: In coopeation with the police depatment, develop pocedues fo handling young bicycle and pedestian law violatos. Philadelphia, PA police offices use bicycles to patol city steets. Result: A set of pocedues fo dealing with young bicyclists and pedestians. EDUCATION, ENCOURAGEMENT, AND ENFORCEMENT 24-6 FHWA

43 FHWA COURSE ON BICYCLE AND PEDESTRIAN TRANSPORTATION Examples: Fo yeas, Dallas opeated a youth cout fo young bicyclists caught violating taffic laws. The City of Santa Babaa, CA, a pionee in bicycle enfocement, developed a campaign that included special tickets fo youngstes, a publicity campaign, and a taining film fo offices. Missoula, MT has a special waning ticket fo youngstes: one copy goes to the violato, one is mailed to the paents, and one is kept at the police station. Reduce the incidence of seious cimes against non-motoized taveles. 1. Develop a stategy fo educing the numbe of bikes stolen and inceasing the popotion of ecoveed bikes. Appoach: Based on the police depatment s bike theft study, develop a stategy fo educing the impact of bike theft ings and othe sophisticated thieves. Also conside a means to infom the public of simple steps they can take to keep thei bikes fom being stolen. Result: A plan fo educing bike theft in the community. Examples: Missoula, MT used thei 1982 bicycle theft study as the basis fo TV spots, appeaances on news shows, news eleases, bochues and postes, all of which pomoted using high-secuity locks. They also developed a computeized bicycle egistation pocedue that has helped identify and etun many licensed bikes to thei ownes. 2. Develop a stategy fo educing assaults on bicyclists and pedestians. Appoach: Based on the study of bicyclist and pedestian haassment and assault, develop a standad pocedue fo dealing seiously with these complaints. Result: Policies and pocedues fo dealing with bicyclist and pedestian assault and haassment. Examples: Fo yeas, the Missoula bicycle pogam has woked with the city attoney s office on a caseby-case basis to esolve complaints of bicyclist haassment. Thei effots esulted in iesponsible motoists eceiving numeous wanings and citations. Use non-motoized modes to help accomplish othe unelated depatmental goals. 1. Implement non-motoized patols in appopiate aeas. Appoach: Based on the expeiences of othe communities, detemine the need and potential of non-motoized patols in the community and develop an implementation plan. Result: A plan fo funding and ceating nonmotoized police patols in the community. Examples: Seattle, WA has pioneeed the mountain bike patol as a way of dealing with steet cime. Begun in 1987, the patol has gown to moe than 100 offices and the foundes have given taining seminas to police depatments all ove the county. Each yea, hundeds of mountain bike offices gathe fo a national confeence sponsoed by the League of Ameican Wheelmen; many also attend the annual Beat the Steets patol competition hosted by the City of Seattle Elements of a Good Encouagement Pogam Reduce o eliminate disincentives fo bicycling and walking and incentives fo diving singleoccupant moto vehicles. 1. Add non-motoized options to agency moto pools. Appoach: Identify all agency moto pools and detemine which can be modified to include bicycles. In addition, conside which tips can be efficiently taken on foot. Ceate a plan of action fo adding non-motoized options whee possible. Pomote the appoach as a model fo othe local employment centes. Result: A plan fo using non-motoized modes in satisfying agency tanspotation needs. Examples: The City of Seattle ecently ceated a non-motoized pool, adding bicycles to the moto vehicles available fo employee use. The bikes ae poving to be extemely popula FHWA EDUCATION, ENCOURAGEMENT, AND ENFORCEMENT

44 FHWA COURSE ON BICYCLE AND PEDESTRIAN TRANSPORTATION Pomotional flyes can give safety tips, ules, and specific laws, and contacts and esouces in the aea. 2. Requie companies and agencies to poduce balanced tanspotation plans fo thei wokfoce s commuting needs. Appoach: Review city policies and pactices, as well as those of pivate companies and othe lage employes, that ewad diving pivate automobiles o discouage walking o bicycling. Wok with all appopiate agencies and companies to modify those povisions. Result: A set of poposed options (policies, odinances, pogams) that addess institutional biases against bicycling and walking. Examples: In Palo Alto, CA, a tanspotation plan fo Stanfod Univesity suggested helping staff puchase bicycles if they would use them fo commuting to wok. The City eimbuses those who use thei bicycles fo wok-elated tips. The univesity campus in Davis has, fo many yeas, seveely esticted moto vehicle paking. This has been identified as one of the majo factos in encouaging students and faculty to ide bikes to the campus. Povide ways fo non-paticipants to eceive a casual intoduction to bicycling and walking. 1. Include enty-level bicycling and walking activities in local eceational pogamming. bicycling and walking activities. Based on use studies, ceate a list of potential activities and match them with goups willing to offe sponsoship. Result: A schedule of intoductoy-level nonmotoized eceational activities. Examples: Eugene, OR s eceation depatment sponsoed a vaiety of eceational ides and wokshops fo novice adult ides though thei netwok of paks. The Chestefield County Paks Depatment in Richmond, VA, sponsos an annual Peanut Ride, which visits peanut fams in the aea, allowing paticipants to lean moe about local agicultue while getting execise. 2. Pomote utilitaian non-motoized tanspotation though intoductoy fun events. Appoach: Though a combination of pomotional events and media publicity, encouage citizens to walk o ide in place of diving. Result: An annual seies of pomotions suppoting non-motoized tavel. Examples: Boulde s annual Bike Week has become a majo event ove the yeas, encompassing a schedule of senio citizen ides, bike polo, business challenges, bicycle paades, and non-pollute commute aces. Duing thei Bike to Wok Day in 1992, appoximately 7,000 people ode bicycles to wok. 3. Offe key taget audiences detailed infomation on utilitaian non-motoized tavel. Appoach: Based on the use studies, detemine which audiences ae most likely to bicycle o walk; futhe detemine thei detailed infomational needs and ceate a plan fo getting that infomation to the taget audience. Appoach: Identify existing pogams o goups that could become sponsos fo intoductoy-level Result: A plan fo giving detailed useful infomation to key taget audiences. EDUCATION, ENCOURAGEMENT AND ENFORCEMENT 24-8 FHWA

45 FHWA COURSE ON BICYCLE AND PEDESTRIAN TRANSPORTATION Examples: The Ann Abo, MI, pogam has un seminas at local hospitals and othe employment centes, helping paticipants lean how commuting by bicycle might wok fo them. In Los Angeles, the El Segundo Employes Association, in coopeation with the Southen Califonia Association of Govenments, has poduced maps, pamphlets, and seminas to pomote non-motoized tanspotation among thei wokes. Use electonic and pint media to spead infomation on the benefits of non-motoized tavel. Local agencies can wok togethe to pomote bicycling and walking, tanspotation, and safety. 1. Develop and disseminate a limited set of simple, but impotant, po-bicycling and po-walking messages. Appoach: Based on the use studies, detemine the educational needs of bicyclists and walkes, assemble a list of the most impotant messages, and ceate a media campaign to get them acoss. Include the expeiences of cuent non-motoized taveles as a way of pesonalizing the messages and lending added cedibility. Result: A media campaign pomoting the benefits of bicycling and walking diected at key taget audiences. Examples: San Diego has used bus-mounted advetising to pomote the benefits of non-motoized tavel. Seattle, in coopeation with a local TV station, has ceated a seies of local pomotional television spots Conclusion A compehensive bicycle-pedestian pogam diected towad the goal of inceasing safe tavel by non-motoized modes must combine the effots of many people. No one office can do it all. Officials in public woks, planning, enfocement, education, and eceation agencies all have a ole and must wok togethe to achieve the desied end. In ode to measue futue success, it is impotant to fist detemine cuent conditions. Since nonmotoized tavel is so seldom measued, we know little about it. With data on use, use attitudes and behavio, safety, and secuity poblems, it is possible to begin assembling an achievable set of goals and objectives. These goals and objectives should be used to guide the development and implementation of an action plan. The plan should include physical elements such as oadway impovements and tail systems, as well as non-physical elements such as enfocement and educational pogams. Evaluating the elements of the action plan is a citical step in detemining futue diection and past success. Success should be measued both in tems of sevices deliveed and effects achieved. Evaluation must be seen as a key ingedient to implementation, athe than as an exta duty to be pefomed if thee is time o money. Combining these steps into a compehensive pogam will allow a community to achieve and measue success Refeences Text and gaphics fo this lesson wee deived fom: Fedeal Highway Administation, National Bicycling and Walking Study, Case Study 11: Balancing Engineeing, Education, Law Enfocement, and Encouagement, FHWA EDUCATION, ENCOURAGEMENT AND ENFORCEMENT