Bridgewater Complete Streets Prioritization Plan and Pedestrian Safety Assessment

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1 Bridgewater Complete Streets Prioritization Plan and Pedestrian Safety Assessment Presented by Luciano Rabito Manager of Complete Streets Presented to Bridgewater, MA Wednesday, April 26, :30 P.M.

2 What is a Complete Street? Complete Streets defined: A Complete Street is one that provides safe and accessible options for all travel modes walking, biking, transit, and vehicles for people of all ages and abilities Complete Streets improvements may be large scale such as corridor wide improvements or focused on the needs of a single mode at a single location Amherst Route 116 Mt. Holyoke Visitor Center Bus Stop Greenfield Greenfield Community College Roundabout

3 PLANNING/PRIORITIZATION Safety Benefits of Complete Streets Interventions to reduce pedestrian crashes: Sidewalks Shoulders 88% (FHWA) 71% (FDOT) Interventions to reduce crashes: Medians 40% (NCHRP) Road diets 8 49% (ITE) Countdown signals 25% (FHWA)

4 PLANNING/PRIORITIZATION ADA Benefits of Complete Streets 18.7% of Americans have some type of disability that limits mobility (including physical, visual, and hearing impairments) Complete Streets feature curb cuts, high visibility crosswalks, and other designs for travelers with disabilities Complete Streets reduce isolation and dependence

5 PLANNING/PRIORITIZATION Economic Benefits of Complete Streets Investment in a community s walkability typically increases land value % Above-average Neighborhood Walk Score translates into improved local economy About $4,000-$34,000 higher real estate Retail sales increase by 30 About $4,000 - $34,000 higher real estate sales prices by 30% ~ Healthier Communities Through Design, American Institute of Architects (AIA)

6 PLANNING/PRIORITIZATION Transit, Equity and Health Benefits of Complete Streets Low to moderate income households spend a greater percentage of income on public transportation Environmental justice households are less likely to own a vehicle; those with disabilities, children and the elderly may not be able to drive Car-centric communities limit opportunities for daily physical activity Complete Streets provide: Improved public transportation options More options for transportation Allowing all types of users to: Minimize travel costs Increase daily exercise Safely reach more destinations and opportunities

7 Complete Streets Funding Program History Program was released February 2, 2016 For FY 16 and FY 17, there was $12.5M of funding available from Casino Funds The MassDOT Capital Investment Plan (CIP) provides funding for this program over the next five years set at $50 million 121 municipalities have passed Complete Streets Policies that scored 80 or above, and 53 have submitted Prioritization Plans

8 PROGRAM/FUNDING Funding to Date Tier 3 Project Funding (Round 1: FY 2017) 11 Projects totaling $4.4M Tier 3 Project Funding (Round 2: FY 2017) 15 Projects totaling $5.5M Tier 2 Prioritization Plan Funds (FY 2017) 50 Municipalities given Technical Assistance for their Prioritization Plans, totaling $2.6M

9 CS Funding Program Snapshot Three Tiers for entry into the Program Planning Assistance to support CS Prioritization Plan up to $50,000 available to any community (Reimbursable) CS Construction up to $400,000 (Reimbursable) Eligible list of CS infrastructure and roadways. Design is not an eligible expense $12.5M to be spent over the next two years ( ) Beyond FY17, there is a proposed $50M over 5 Years in the CIP

10 CS Funding Program Framework Tier 1 Training and Complete Streets Policy Development Tier 2 Complete Streets Prioritization Plan Development Tier 3 Project Approval and Notice to Proceed for Construction

11 Prioritization Plan Process Compile existing studies, plans, projects, etc. Map areas of concern and areas of potential Gather input from the community and from Town officials Work with Town to identify a list of potential projects Prioritize projects based on potential, need, input from community, and Town officials priorities

12 HSH PRIORITIZATION PROCESS Potential Pedestrian Utility Walking to Points of Interest

13 HSH PRIORITIZATION PROCESS Pedestrian Level of Comfort Shows quality of existing sidewalks and gaps in the sidewalk network Criteria considered include: Pavement quality Sidewalk width and pinch points Vertical or horizontal buffers Grade separation Continuity Potential vehicle/ pedestrian conflict Vegetation Land use Road speed and traffic volumes West Springfield, MA

14 HSH PRIORITIZATION PROCESS Bicycle Level of Comfort

15 HSH PRIORITIZATION PROCESS Bicycle Level of Comfort Local roads and trails are comfortable for novice-level cyclists High speed or high volume roads are low comfort expect for strong and fearless riders Criteria considered include: Road speed and traffic volumes Number of lanes Type of existing bicycle facilities Intersection characteristics West Springfield, MA

16 Pedestrian and Bicycle Crashes Crash sites indicate potentially unsafe conditions Pedestrians and cyclists may avoid other unsafe locations altogether Pedestrian Crashes Bicycle Crashes

17 HSH PRIORITIZATION PROCESS Persons with Disabilities Persons with disabilities are less likely to have access to motor vehicles and have greater need for walking, biking, and transit options for daily activities ADA improvements, like curb ramps, are more crucial in these areas Proposed projects in areas with higher populations of persons with disabilities will be prioritized higher Source: American Community Survey 5-year Estimates

18 HSH PRIORITIZATION PROCESS Community and Municipal Input: WikiMapping Go to:

19 HSH PRIORITIZATION PROCESS Community and Municipal Input Input from Bridgewater Town officials Input from community mapping session Tonight! WikiMapping Active and ongoing!

20 HSH PRIORITIZATION PROCESS Community and Municipal Input: Mapping Session Break out groupsdiscuss and mark up the maps provided Note where you believe improvements are needed for ADA, walking, bicycling, and transit Ideas for improvement projects are welcome

21 Prioritization Plan

22 Key Points Projects do not need to be constructed in order of priority However, projects may only receive Tier 3 funding if they re included on the list Projects must be fully designed or require little/no design to be funded Funds cannot be used for design Funds cannot be used on state-owned roads for FY 2018 There may be a permitting process to allow this in the future

23 CS Funding Program Framework Tier 1 Training and Complete Streets Policy Development Tier 2 Complete Streets Prioritization Plan Development Tier 3 Project Approval and Notice to Proceed for Construction

24 DESIGN AND IMPLEMENTATION Tier 3 Project Agawam, MA Springfield Street (Route 147) at North Street and Maple Street AGAWAM, MA

25 DESIGN AND IMPLEMENTATION Tier 3 Project Agawam, MA

26 PEDESTRIAN SAFETY ASSESSMENT Central Square Goal: Evaluate pedestrian safety and infrastructure in Central Square for pedestrian safety plan through an approved Town of Bridgewater Complete Streets Prioritization Plan Approach: Analyze circulation patterns and assess safety, and ADA accessibility. Utilize data collection from Complete Streets and Toolkit strategies to develop a plan To left: WikiMap comments of Central Square as of 4/21/17 (and more to come!) To right: Pedestrian Crash data from GIS of the area

27 EXISTING CENTRAL SQUARE CONDITIONS Bicycle Challenges No bicycle infrastructure; cyclists are riding on the sidewalk with pedestrians Since vehicles are traveling at high speeds, the probability of serious injury is higher for those traveling via bicycle There are no bicycle-specific accommodations at intersections

28 EXISTING CENTRAL SQUARE CONDITIONS Traffic Circulation Junction of inter-regional state routes Broad Street (Route 18) Main Street (Route 28) Summer Street (Route 104) 30,000 vehicles on a typical weekday Equal north/south travel Slightly downward trend of traffic according to historical data Presence of heavy trucks Emergency fire signals allow the Fire Department to enter the rotary in a contraflow direction as needed Emergency Fire Signals

29 EXISTING CENTRAL SQUARE CONDITIONS Intersections

30 EXISTING CENTRAL SQUARE CONDITIONS Intersections: Pedestrian Push Buttons

31 EXISTING CENTRAL SQUARE CONDITIONS Signalized Intersection (North) Northern Side Broad St./Main St./Summer St. Four-Way Signalized Intersection Top 5 Percent Intersection Crash Clusters as identified by MassDOT Turning vehicles are observed not yielding to pedestrians

32 EXISTING CENTRAL SQUARE CONDITIONS Signalized Intersection (North) Northern Side Broad St./Main St./Summer St. Four-Way Signalized Intersection Crossing distances are long due to angled alignment of crosswalks Pedestrian delays are significant due to actuated signal phase sequences Not enough walk time is allotted to cross Central Square under a single pedestrian phase. Pedestrians must stop at the island to wait again Crosswalk Crossing Distance (ft) Crossing Time Needed (sec) Ped Delay (sec) 1 Main Street west (Ø6, P4-P5) Broad Street north ( Ø3, P6-P7) Summer Street east (Ø2, P8-P9) a Central Square south (east, Ø3, P1-P10) b Central Square south (west, Ø4, P2-P3)

33 EXISTING CENTRAL SQUARE CONDITIONS Intersection: Unsignalized Mid-Block Pedestrian Crossings

34 EXISTING CENTRAL SQUARE CONDITIONS Crosswalks Along the Common 6 crosswalks provide connectivity utilizing safe paths through the park Poor pedestrian visibility when attempting to cross towards the Common due to parked cars Angled crosswalks and lack of curb extensions create longer crossing distances for pedestrians Crosswalk Crossing Distance (ft) Time Needed (sec) Central Sq Lucky Star Gas Central Sq My Sister & I Central Sq Bedford Street Central Sq Church Street Central Sq M&S Auto Repair Central Sq Better Bean Coffee Ave. roadway width is 42 (curb to curb)

35 Existing Central Square Conditions: Intersections- Yield/Stop-Controlled Ped Crossings

36 EXISTING CENTRAL SQUARE CONDITIONS Yield-Controlled Intersection (South) Southern Side Two Yield-controlled access points to Central Square South Street and Church Street merge from west Bedford Street and School Street merge from south and east Vehicles exiting rotary are accelerating and traveling at high speeds, crosswalks at Route 104/Route 28 are dangerous for pedestrians Long crossing distances and lack of pedestrian islands make it daunting to enter the crosswalk safely Small sign does not attract enough attention to vehicles that they must stop for pedestrians

37 Next Steps 1. Data collection and analysis 2. Continued stakeholder input 3. Project identification and prioritization For more information: Luciano Rabito Manager of Complete Streets Howard Stein Hudson

38 Questions?

39 Complete Streets Toolkit Rapid Flashing Beacon Flashing Signage Road Diet High Visibility Crosswalk

40 Complete Streets Toolkit In Street Crosswalk Sign Curb Ramp with Tactile Warning Strips Raised Crosswalk Pedestrian Refuge Island

41 Complete Streets Toolkit Tightened Curb Radii Speed Hump Movable Speed Hump Speed Display Signage

42 Complete Streets Toolkit Standard Bike Lane Protected Bike Lane Side Path Wayfinding

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