3 Niagara Falls intro - pophealthwny.org€¦ · Niagara Falls, NY 3 environments that promote these activities for both leisure and transportation purposes. Researchers who study

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Creating a Livable Niagara Falls Through Complete StreetsNiagara Falls, NY

Niagara Falls Elementary SchoolNiagara St. / 25th St.

Creating a Livable Niagara Falls Through Complete Streets

May 2017

Creating a Livable Niagara Falls Through Complete Streets Niagara Falls, NY

Table of Contents What is a Complete Streets Policy? Making the Case for Complete Streets Case Study: Hamburg, NY Safety Assessment Course Overview VisionObservations Recommendations Conceptual Designs – Niagara Street Next Steps Funding Model Policy Appendix – Workshop Attendance list


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What is a Complete Street Policy?

A Complete Streets policy formalizes a community’s intent to plan, design, and maintain streets so they are safe for all users of all ages and abilities. These policies will direct transportation planners and engineers to consistently design and construct the right-of-way to accommodate all anticipated users, including pedestrians, bicyclists, public transportation users, motorists, and freight vehicles. Complete streets can be achieved through a variety of policies including ordinances and resolutions; rewrites of design manuals; inclusion in comprehensive plans and zoning regulations1. Making the Case for Complete Streets Walking and bicycling have both been frequently overlooked as village, town city, state, and federal governments focus their effort and funds on building infrastructure heavy transportation systems for motorized means. Yet there are a growing percentage of people that want to change the common notion of transportation and mobility. They want livable communities where they can commute to work, socialize and recreate by foot and bicycle. Recent socio-economic and cultural trends highlight the desire for walkable and bikeable communities. The 15-Year Report on Walking and Biking determined that, as of 2009, 12 percent of all trips are now made by bicycle or foot, a 25 percent increase from 2001, even though there are often not adequate facilities for safe walking or bicycling. Bicyclists and pedestrians make up 14 percent of traffic fatalities, although federal funding for biking and walking projects is approximately 2 percent of the federal transportation budget2. While new national initiatives, such as Complete Streets and Safe Routes to School, are examples of programs that support pedestrian facility development, problems persist. In 2010, 4,280 pedestrians and 618 bicyclists were killed and roughly 59,000 pedestrians and 52,000 bicyclists were injured3. Though these 1CompleteStreetsPolicyAnalysis2011.Sourcedat:http://www.smartgrowthamerica.org/documents/cs/resources/cs-policyanalysis.pdf2PedestrianandBicycleInformationCenter.(2010).NationalBicyclingandWalkingStudy:15YearStatus2PedestrianandBicycleInformationCenter.(2010).NationalBicyclingandWalkingStudy:15YearStatusReport.WashingtonD.C.:FederalHighwayAdministration.3NationalHighwayTrafficSafetyAdministration.(2012).TrafficSafetyFacts2010Data:Pedestrians.(DOT-HS-


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totals have decreased somewhat in recent years, pedestrian and bicyclist safety is an ongoing problem that should continue to be comprehensively addressed at all levels of government. Creating a walkable and bikeable community starts with the built environment: having destinations close to each other; siting schools, parks, and public spaces appropriately; allowing mixed-use developments; having sufficient densities to support transit; creating commercial districts that people can access by bicycle, foot and wheelchair; etc. Most walking trips are less than .5 mi (0.8 km), so having a compact environment is essential. Similarly, while half of all household trips are three miles or less, fewer than 2 percent of those trips are made by bicycle4. The connection between land-use planning and transportation planning is critical to safely and effectively accommodate trips by foot and bicycle. Economic Advantages Developing pedestrian and bicycle infrastructure has economic benefits. Studies have found that bicycle infrastructure improvements can have a positive overall impact on business, and that people who walk or bike to a commercial area spend more money per month than those who accessed the area by automobile5. The removal of any on-street parking is often thought to negatively impact business, but reports show adding facilities such as bicycle racks and bicycle lanes can actually increase economic activity, and also help create a buffer from moving traffic that aides both pedestrian and bicyclist activity (Clifton, Morrissey & Ritter, 2012). Finally, improving bicycle and pedestrian infrastructure can lead to positively impacting real estate values. Homes near bicycle paths have been found to support higher sales prices, and areas that facilitate walkability and attract pedestrians sustain higher rents, revenues and resale values6. Health Benefits The health benefits of walking and bicycling have been well-documented by public health and medical professionals. As the focus of healthcare transitions from treatment to the prevention of disease, walking and biking (often referred to as Active Transportation) are being promoted as an accessible and easy way to improve both our current and future well-being. As a result, urban planners, engineers, and public health professionals are increasingly working together to create pedestrian- and bicycle-friendly 811-625).WashingtonD.C.:NHTSA’sNationalCenterforStatisticsandAnalysis.4U.S.DepartmentofTransportation,FederalHighwayAdministration.(2009).2009NationalHouseholdTravelSurvey.Retrievedfromhttp://nhts.ornl.gov.5Flusche,Darren.(2012).BicyclingMeansBusiness:TheEconomicBenefitsofBicycleInfrastructure.LeagueofAmericanBicyclists;AllianceforBiking&Walking.6Lindsey,Greg;Man,Joyce;Payton,Seth;Dickson,Kelly.(2004).“PropertyValues,RecreationValues,andUrbanGreenways.”JournalofParkandRecreationAdministrationV22(3),pp.69-90.


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environments that promote these activities for both leisure and transportation purposes. Researchers who study the effect of the built environment on walking and biking have discovered that numerous variables affect such decisions. The proximity of destinations, the presence and quality of sidewalks or bicycle lanes, perceptions of safety and security, the steepness of grades, the presence of other people, separation from traffic, and aesthetics are all factors that can encourage or discourage people from walking or biking. Policies and roadway features can also help promote active transportation, such as the use of wayfinding signage and pedestrian and bicyclist-oriented crossing signals. Through the implementation of complete streets, communities can help people live longer, healthier and prosperous lives. Context Sensitive However, community context is also very important. Whereas large cities around the globe, from New York to London to Montreal, for example, gain high profile media attention about their efforts to make their streets more livable and inviting, smaller communities in urban, suburban and rural settings are also making great strides. Complete Streets are not a one-size-fits all scenario, but are about providing the access and opportunity appropriate to local context, and about leveraging changes to the built environment to make communities more vibrant and appealing. Often these changes build confidence in a community and spur additional private investment, sparking a virtuous cycle of neighborhood change. Case Study (Hamburg, NY)

Starting in 2002, the Village of Hamburg, NY utilized a Complete Streets approach to restore value and vitality to their village’s traditional Main Street.


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This approach has had many benefits that have transformed their streets into vibrant, people-friendly places where property values have surged and population returned. The New York State Department of Transportation was planning a $13 million complete reconstruction of the village’s commercial thoroughfare, a roughly two-mile segment of Route 62 (Main Street) and Buffalo Street. Residents formed the “Imagine Hamburg” committee and worked with the state to establish a walkable, bikeable corridor. The village started an education campaign, including several design workshops where village residents could raise concerns, make suggestions, communicate their values and collaborate with planners on a vision and design. This effort alleviated the initial skepticism and allowed all parties to overcome suspicion and build a strong consensus on how to proceed. Construction began in 2005 and was finished by 2009. Four roundabouts replaced traditional intersections and the corridor went on a “road diet” which removed excess travel lanes allowing for the addition of enhanced bicycle and pedestrian amenities. Since completion - shoppers, strollers, joggers and cyclists have returned while congestion has eased. For the first two years following completion, car accidents on the new road dropped by 66% and injuries by 60%7. This has lead to the resurgence of private investment and property values. Village leaders understood that it was not enough to re-design their streets, private development had to be supported and enhanced. The village created building design guidelines that were incorporated into the local zoning code to strengthen their desire to encourage the traditional development that represented the historic character of the community. These design guidelines included zero-setback rules to ensure buildings are pedestrian oriented and are built up to the sidewalk with good first floor fenestration and signage standards. They also included upper-floor residential by requiring two-to-three story buildings to increase the number of people living along their main street. The guidelines created an environment of predictability and synergistic development, maximizing the return on public roadway investments, which were essential to attracting private investment. Since 2005, business owners spent a total of $7 million on 33 building projects. The number of building permits rose from 15 in 2005 to 96 in 2010 and property values along Route 62 more than doubled over the same period. In 2012, the village’s Main Street was placed on the National Register of Historic Places, which brought tax incentives that may lead to still more development8. 7Better!Cities&Towns,TheInspiringStoryofHamburg,NY.Sourcedat:http://bettercities.net/news-opinion/blogs/robert-steuteville/20401/inspiring-story-hamburg-ny8NewYorkTimes.WidenMainStreet?Communityhadotherideas,andthrived.August,2013.Sourcedat:http://www.nytimes.com/2013/08/17/nyregion/widen-main-st-community-had-other-ideas-and-thrived.html?pagewanted=1&_r=0


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Safety Assessment

The Greater Buffalo Niagara Regional Transportation Council (GBNRTC) created a density map that identifies reported locations of bicycle and pedestrian injuries and fatalities throughout the City of Niagara Falls. The data comes from the Accident Location Information System, during the period of September 2013 through August 2016. Areas of higher crash incidences are shown in red and include the area around Niagara Street Elementary School.

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Niagara Falls Blvd

Frontier Ave

Buffalo Ave

Nevada Ave

Buffalo Ave

Mackenna Ave

71st

St

24th

St

17th

St

Hyde Park Blvd

Pine Ave

56th

St

29th

St

Orleans Ave

20th

St

Ferry Ave

D St

Lockport Rd

River Rd

Ramp

22nd

St

Main StRainbow

Brg

16th

St

BridgeAv e

B

ath Ave

15th

St

Juan

ita

Dr

Frontier Ave

Colvin Blvd

Robert Moses State Pkwy

65th

St

Niagara St

Whi

rlpoo

l St

Maple Ave

Falls St

Was

hing

ton

St

Will

iam

s R

d

21st St

Military Rd

Niagara St

Porter Rd

La Salle Expy

B St

3rd

St

Porter Rd

Goat

Islan

dBrg

23rd

St

Lockport St

Pierce Ave

Packard Rd

7th

St

Qua

y S

t

James Ave

76th

St

Tennessee Ave

Witmer Rd

Lafayette Ave

Con

nect

ing R

d

Mill

er R

d

Parkview Dr

88th

St

S86th

St

Ontario Ave

Wal

kway

72nd

St

Read Ave

Ashland Ave

77th

St

Parking Lot

11th

St

Rainb ow

B lvdS

Ram

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Cleveland Ave

Main

S t

North Ave

Spruce Ave

102n

d St

S Whitham Dr

70th

St

Niagara Falls Blvd

Wagner Dr

Rhode Island Ave

W M

arke

t St

E M

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20th

St

Ramp

Spin

a D

r

Griffon Ave

G S

t

Niagara St

Willow Ave

Terra

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Sable Dr

F St

A St

19th

St

Lindbergh Ave

Valle Dr

79th

St68

th S

t

Par

king Lot

Alley

35th

St

Cudaback Ave

Jerauld Ave

Clif

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80th

St

13th

St

Livingston Ave

D St

13th

St

Debb

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21st

St

C St

Monroe Ave

Orleans Ave

17th

St

Allen Ave

Michigan Ave

University Dr26

th S

t

Pack

ard Rd

25th

St

15th

St

22nd

St

Royal Ave

13th

St

Cedar Ave

Demunda Ave

15th

St

Findlay Dr

E S

t

16th

St

Ramp

12th

St

32nd

St

Alley

C St

27th

St

16th

St

Exit

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15th

St

Mem

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24th

St

Lindbergh Ave

Alley

Ramp

McKoo

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Donna Dr

37th

St

Facto

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Forest Ave

Pear Ave

8th

St

Laughlin

Dr

Independence Ave

N Military R

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Parking

Lot

91st

St

66th

St

C r esc

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Del

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Bollier Ave

Hyde

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Maryland Ave

Elmwood Ave

La Salle Ave

Grand Ave

Whitney Ave

Sain

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Frontier Ave

South Ave

100t

h S

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Mue

ller Ct

Linwood Ave

Dev

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St

Alle

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E Britton Dr

Car

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St

Sweet Home Rd

W Creek Dr

Sadl

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Centre Ave

Crestview Dr

Read Ave

Bellreng Dr

Ram

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Jayne Pl

Welch Ave

Seymour Ave

Seneca Ave

27th St

Sherman Ave

E ElderberryP

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Pr o

spec

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Beech Ave

83rd

St

10th

St

Roosevelt

Ave

Depot Ave

29t

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Perry Ave

Stephenson Ave

Edison Ave

23rd

St

Michigan Ave

15th

St

94th

St

84th

St

Garden Ave

Stephenson Ave

14th

St

61st

St

68th

St

Pen

rose

St

60th

St

Munson Ave

AppleCt

Lindbergh Ave

62nd

St

Girard Ave

Pine Ave

Bell

St

67th

St

17th

St

85th

St

8th

St

S H

ewitt

Dr

Frontier Ave

Edison Ave

South Ave

Weston Ave

Roselle Ave

A St

Perry Ave

Michigan Ave

Van Rensselaer Ave

Cleveland Ave

Linwood Ave

S 91

st S

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Weston Ave

Alley

Frontier Ave

S 89

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Lindbergh AveLuick Ave

John Ave

Alley

Morley Ave

Arm

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Pl

13th

St

S 93

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C StB St

Disney Dr

95th

St

Taylor Dr

Zito Dr

84th

St

6th

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Ramp

South Ave

Elmwood Ave

86th

St

Mang Ave

WitkopAve

Old Military Rd

Gar

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Rd

Klin

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Loz ina Dr

Champlain Ave

Alle

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Maple Ave

93rd

St

Niagara Ave

75th

St

99th

St

Divide Rd

90th

St

Point Ave

Fort Ave

81st

St

Elm Ct

Effie Dr

Alley

Alley

Saunders Settlement Rd

Mayflow

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Woodlawn Ave

Ramp

Blank Rd

9th

St

92nd

St

22nd

St

Ramp

Fairfield Ave

Rivershore Dr

Nesbitt Dr

Driveway

Niemel Dr

48th

St

85th

St

Kies St

Willow Ave

Pierce AveAlley

1 9t hSt

Lee Dr

97th

St

91s t St

75th

St

Fox Ave

70th

St

Mooradian Dr

Grove Ave

Chester Ave

Simmons Ave

Chilton Ave

Alle

y

90th

S t

Penn

St

Birch Ave

Clifton St

Henry Ave

Louisiana Ave

James Ave

Dudley Ave

59th

St

18th

St

61st

St

Pomeroy Ave

Michigan Ave

C St

AlleyLinwood Ave

35th

St

103r

d S

t

38th

St

37th

St

Creekside Pkwy

33rd

St

Liberty Ave

B St

78th

St

Cla

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t

13th

St

Tron

olon

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Alle

y

21st

St

Alle

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67th

St

Calumet Ave

Kirsch Dr

71st

St

Alle

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81st

St

26th

St

Alle

y28

th S

t

21st

St

Alle

y25

th S

t

Alle

y

Alle

y

23rd

St

31st

St

22nd

St

Service

Road

Edna Dr

Ram

p

69th

St

74th

St

Tusc

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47th

St

Lawson Dr

Paul Dr

Service RdColonial Dr

73rd

St

Ely Ave

Alley

Mai

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Jacob Pl

85th

St

Byrd Ave

Acce

ss R

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Haeberle Ave

Niagara Ave

South Ave

Weston AveAlley

Cleveland Ave

Alley

97th

St

Homestead Ave

Joliet Ave

R iversideD

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97th

St

Ashland Ave

Fai rw

ayDr

Dul

uth

St

Oak

Pl

83rd

St

Chapin Ave

8th

St

Alle

y

Alle

y

69th

St

47th

St

Virginia Ave

Rapids Blvd

Pret

oria

St

Rest Area

2nd

St

91st

St

74th

St

73rd

St

ParkingLot

Benj

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Dr

Mil-pinePlz

C arol Ct

Ramp

Petro

leum

St

15th

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Devlin Ave 78th

St

New

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Delancey R

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Col

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Delaware Ave

Alley

Norwood Ave

Linc

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St

McKinley Ave

Elai

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53rd

St

Hickory Ln

Ramp

Park

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Lot

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Stre

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86th

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Walkw

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Garrett Ave

Mayle Ct

Sunnydale Dr

Ziblut Ct

2nd Ave

87th

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Krull Pkwy

Cherry Ln

Ashwood Dr

Juron

Dr

Joanne Cir S

57th

St

Orchard Pkwy

24th St

Has

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Dr

58th

St

101s

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Alley

59th

St

3rd Ave

Wal

kway

Saint Johns Pkwy

60th

St

Tindale Ln

92nd

St

61st

St

100t

h S

t

62nd

St

Manor Rd

13th

St

12th

St

101s

t St

Richmond Ave

Greenview Rd

Ralph Ct

Edgewood Dr

Isherwood Dr

W Britton Dr

Unnamed Street

Recovery Rd

Sunnydale Dr

Blewett Ave

4th Ave

Elsa Pl

Saint Joseph Rd

Woodside Pl

Quarry Rd

Dupont Dr

College Ave

Saunders Settlement Rd

Grauer Rd

Laur Rd

Pennsylvania Ave

Kay Ellen Dr

1st Ave

99th

St

W Rivershore Dr

TuscaroraR

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Tusc

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Rd

Main St

Mai

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I 190

I 190

Sunnyside Dr

Goat Island Loop Rd

Power Auth Service Dr

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Sen

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66th

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Lewiston R

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Lewi

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5th

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6th

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High

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4th

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4th

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87th

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5th

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Build

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Portage Rd

Moh

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kwy

S Military Rd

Robert Moses Pkwy

Cayuga Dr

Cayuga

Dr

Power Vista Dr

98th

St

Ramp

10th

St

Lica

ta A

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89th

St

93rd

St

Rob

bins

Dr

Rob

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Dr

Walkway

Wal kw

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Wyoming Ave

9th S

t

9th St

Montea gle

St

39th

St

Elderberry Pl

32nd St

De

veaux WoodsDr

36th

St

Cen

tr e

C

t

Ther

esa

Ln

Alley

Alley

Park

Dr

Alley

College Ave

Woodland Ave

Unn

a med

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CouncilSt

A St

Tmar

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Alle

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82nd

St

Alley

N Whitham Dr

Liberty

C ir

Goat Island Loop Rd

80th

St

82nd

St

Parking Lot

Alley

86th

St

Mill

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Car

avel

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Wild

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Park

Pl

Park

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Lot

P

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85th

St

88th St10

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Duggan Dr

Huds

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Unnamed Street

76th

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Beechwood Cir

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Alle

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Alley

Pasa

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Ave

Anthony Dr

Woo

dard

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95th

St

95th St

Deuro Dr

38th

St

He rm

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Falls St

Parki

ngLot

100t

h S

t

34th

St

Charles Ave

6th

St

ParkingLot

Alley

Steele Cir

Pa

r k ingLo

t

Pack

ard

Ct

Al le

y

96th

St

97th

St

Jane

Dr

Lisa

Ln

98th

St

Centre Ave

Ramp

Ramp

Spring St

Ram

p

C

o llege Ter

99th

St

Harrison Ave

96th

St

79th

St

Cr e

scent

Dr

104t

h S

t

101s

t St

Alle

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NBrookside Dr

Pa

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ParkingLot

Avfuels

Cir

102n

d St

Young St

63rd

St

Ran k ine

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Unnamed Street

Alley

Parkin gLo

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Alley

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Robert

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Accident Locations

* Data Sources: Accident Location Information System, September 2013 through August 2016

Bicycle! Pedestrian!


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Course Overview The Complete Streets workshop in Niagara Falls, NY was held on May 13, 2017 at the Niagara Street Elementary School. Justin Booth, Executive Director of GObike Buffalo; facilitated the discussion. The agenda contained several main elements; an introduction and visioning exercise, a presentation on the key elements of Complete Streets for Niagara Falls, policy recommendations for sustainability and a group exercise to identify actions to address the current challenges inhibiting the community’s ability to walk and bicycle safely. Each element of the course presented was designed to assist the participants in developing a community that supports all modes of travel safely. During the visioning session participants discussed various issues and defined how they would like to see their vision take shape. The presentation educated participants on why complete streets are important, creative engineering strategies to implement them and policy ideas for long-term sustainability. Provided was an overview on each along with a menu of options that may be considered in developing Complete Streets. Participants then walked the community observing issues in the built environment that inhibits access for bicyclists and pedestrians. Once returning the group worked collaboratively to discuss solutions to their local challenges observed during the walking tour and their intimate knowledge of the local community. These solutions were related back to the visioning session and a discussion commenced on next steps. Overall, the workshop was intended to help Niagara Street Elementary School community develop an environment to support healthy, environmentally sustainable and community friendly transportation choices while establishing a strong basis to apply for future resources creating positive momentum for the identified vision to achieve complete streets. Vision To start the workshop, participants were asked to introduce themselves and briefly present their individual vision in implementing Complete Streets for the City of Niagara Falls. Each participant’s comments were recorded and related to at the end. The purpose of this was to allow everyone the opportunity to air his or her concerns and issues in a constructive manner. The comments from this exercise were referred to throughout the course as an aide to identify appropriate recommendations for moving the discussion forward as a way to reach the city’s vision. The following are the participant’s vision statements:

• A safe place for children to walk to and from school. • More crosswalks; less traffic congestion.


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• Interested in ways to slow traffic, making it safe for children to walk to

school and to the park. • A Niagara Street where cyclists and pedestrians feel like they have more

right of way. • Getting more neighborhood residents out into the community and creating

place/opportunity for businesses to succeed. • To make Niagara Falls more bikeable. • Easier for families to use Niagara Street to access the school and Gill Creek

Park. • Encourage “sharing the road” and helping people understanding what that

means. • Educating cyclists about the rules of the road; encouraging right

behaviors. • Better community health, and specifically lower rates of diabetes. • Interested in reasonable methods for making the neighborhood more

walkable and bikeable. • Would like sidewalks to remain more accessible (all-season); safer for kids

to walk near park & school. Observations Participants walked Niagara Street and discussed the impact of the built environment on the safety for all users. The following observations were made: Front of School (Niagara Street Side)

• Consensus supports traffic calming on Niagara Street in front of the school.

• The school has challenges in this area with parents double parking during pick-up and drop-off times.

• Recommendations included pulling curbs out to slow traffic and high-visibility crosswalks (perhaps adding an artistic element that is relevant to the school).

24th and Niagara

• Lanes are wide (perhaps as wide as 15 feet) and while both sides of the street have parking lanes, full parking capacity is rarely reached.

• There might be an opportunity to repaint the road to narrow the driving lane and add a bicycle lane.

• To address double parking and congestion in front of the school, a larger drop-off zone could be established; idea of a “student escort” option to bring students to the doors from drop-off farther up the street. The school should endeavor to educate parents about the opportunities/spaces available to park/pick up/drop off children.


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24th Street

• This road has a very wide traffic lane (and street parking); it could easily accommodate a bike lane, which would serve both to calm traffic and offer a safe route to the school by bicycle.

School Courtyard

• The courtyard offers an exciting place-making opportunity. Having a conversation between the school and the community to identify needs will help determine how to activate the space. Participant suggestions included Math & Movement, games, sectioning/outdoor seating, performance space, outdoor movies.

25th and Welch

• Welch (one-way, heading west toward 24th Street) is where bus drop-off and pick-up takes place. 25th Street terminates at Welch; the crosswalks at this intersection do not align on the north and south sides of Welch and create a diagonal (longer) crossing distance for students.

• Recommendations include using paint to shorten the crosswalks and extend the pedestrian space into the street.

Welch Avenue

• One-way residential street, but very wide. • Recommendations include painting out the bus drop-off location to better

define the space and its function. Adding a bike lane (the street has ample width to accommodate the addition with the additional appeal of being quieter, with lower traveling speeds and less traffic) would create a corridor for biking to school and an alternative to biking on Niagara Street.

Welch Avenue and 27th Street

• Addition of street trees along Welch would have an additional traffic-calming effect in the area around the school in addition to environmental benefits. With power company subsidy and volunteer activation for planting, trees offer a relatively low-cost solution for improving the streetscape.

• This area offers opportunities for pop-up complete streets; recommend engaging residents and encouraging their participation in improvement projects.

30th and Niagara Street

• The 50-University bus stops frequently along Niagara Street. • Recommend bump-outs at the intersections along Niagara — many of

which are staggered between 24th and 30th — to increase visibility for pedestrians and promote ease-of-use for the bus line.


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Gill Creek Park

• Consensus that the area needs traffic calming. While the posted speed limit drops near the Niagara Street School and Gill Creek Park, the street is very wide and traffic patterns are not well delineated.

• No visible crosswalks in the area — these need to be painted and established to alert motorists to expect pedestrians crossing and to offer safe access to the park from both sides of Niagara Street.

Hyde Park Boulevard

• Wide, high-traffic road that accommodates but does not encourage pedestrians or cyclists: the intersection offers no pedestrian timer/signal at present and the curb-to-curb crossing distance limits use (including pedestrian access to the Royal Cafe, a local economic development project). Crosswalks had been ground out but the timeline for re-striping is not certain.

• The overall conclusion is that this intersection requires further analysis; possibilities for improvement included a double roundabout to calm traffic, limiting the number of lanes and/or adding a designated bus lane and adding a pedestrian refuge island to aide crossing.

• This corridor is under NYS Department of Transportation jurisdiction. The city should reach out to region 5 and determine both short term long term opportunities to address current needs.

• Plans exist for a trail/bike path connection along Gill Creek between Buffalo Avenue and Hyde Park Boulevard addressing all crosswalks along the corridor; a proposal to support this project was submitted to the CFA but not funded.


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Recommendations

To implement the recommendations and address concerns raised by participant observations during the walking audit, traffic calming measures should be put in place along Niagara Street to better define it as a complete street. Traffic calming is the combination of measures that reduce some of the negative effects of motor vehicle use, alter driver behavior, and improve conditions for vulnerable road users (pedestrians and bicyclists). Traffic calming uses physical measures to slow motor vehicle speeds and encourages desired behaviors to maximize safety, such as yielding to pedestrians and bicyclists. Typical traffic calming measures include cross-section measures, such as street trees, narrower lanes, and on-street parking. They also include periodic measures, such as curb extensions, speed tables, and chicanes. Traffic calming is an important tool to develop a complete street and help improve walking and bicycling conditions.

A resource that provides references to all applicable design guidance is the Federal Highway Administration’s (FHWA): Achieving Multi-Modal Networks; Applying Design Flexibility and Reducing Conflicts; which can be accessed online at: (https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/multimodal_networks/fhwahep16055.pdf) This design guidance will support the City of Niagara Falls in achieving their vision for complete streets. Specifically for Niagara Street, the lane widths, which vary depending on the functional classification and context of the roadway has a particularly discernible impact on safety. The traditional approach of sizing lanes has opted for wider lanes to accommodate driver error and to attempt to increase throughput. However, research reveals that wider lanes hinder both of these objectives. Karim (2015) examined the relationship between lane width and crash rates. • Wider lanes (over 10.8 to 11.2 feet) are associated with 33% higher impact speeds and higher crash rates. • The overall capacity of narrower lanes (10 feet to 10.5 feet) is higher. • For large vehicles, no difference on safety and carrying capacity is observed between narrower and wider lanes. • Pedestrian volumes decline as lanes widen. • Intersections with narrower lanes provide the highest capacity for bicycles. The study finds that the street environment impacts driver behavior, and narrower lanes in urban areas result in less aggressive driving and more ability to slow or stop a vehicle over a short distance to avoid collision.

Identified on the map below, traffic volumes on Niagara Street is low and the road / pavement is 36' wide west of the school area and 42' wide from the school area heading east to Hyde Park Blvd (including the school area). This offers options to reimagine the space and develop projects that will encourage vehicles to travel at the posted speed limit.


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Next Steps Based upon feedback generated from the workshop participants, the following actions were identified to begin the process of implementing complete streets in the Village of Dundee. Immediate Actions

• Identify a complete street catalyst project (tree planting, crosswalk striping, bike racks or other low cost, easy to implement solutions). GObike has up to $1,000 available to support this effort.

• Develop and pass a complete streets policy. • Establish a Complete Streets Advisory Board to oversee the implementation of

the communities Complete Streets Policy. The advisory board should include members of the Village (board members, planning board, school board, highway department), county (economic development, planning department and highway department), the NYS Department of Transportation, the police department as well as representatives from bicycling, pedestrian, disabled, youth and elderly communities or any other organizations as deemed relevant. This advisory board will meet quarterly and provide a written report to the town board evaluating progress and advising on implementation.

• Write to the New York State Department of Transportation (NYSDOT) to engage representatives in the advisory board functions and to identify NYSDOT maintenance schedule for identified short-term street improvements.

Mid-Term Actions

• Revise Existing Plans and Policies to incorporate complete street principles into the comprehensive plan, zoning code and other plans and manual, rules, regulations and programs.

• The Complete Streets committee should work with the town to adapt, develop and adopt departmental policies, design criteria, standards and guidelines based upon recognized best practices in street design, construction and operations.

• The Complete Streets committee should continuously evaluate to identify successes and review opportunities for improvement. Sample performance measures may include:

o Increase in the share of bicycles, pedestrians and transit users; o Crash data; o Use of new projects by mode; o Compliments and complaints; o Linear feet of pedestrian accommodations built; o Number of ADA accommodations built; o Miles of bike lanes/trails built or striped; o Number of transit accessibility accommodations built; o Number of street trees planted; o Number of building permits issued along new complete street.

• Inventory: The Village will maintain a comprehensive inventory of the pedestrian and bicycle infrastructure and will prioritize projects to eliminate gaps in the sidewalk and bikeway networks.


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• Capital Improvement and Maintenance Project Prioritization: The will reevaluate

capital improvement and maintenance project prioritization annually to encourage implementation of pedestrian and bicycle improvements.

• Research and prepare grant applications for project implementation. Long-Term

• Implement prioritized opportunities identified for establishing pedestrian and bicycle connections

• Secure grant funding and implement long term vision Funding There are many mechanisms for a municipality to generate resources for public infrastructure maintenance and construction. Provided below is a sampling of current fund development strategies. Municipal Best Practices Voter Approved Transportation Spending

There are a number of communities across the country that have approved short-term local tax initiatives to fund bicycle, pedestrian and other transportation projects. One of the best examples of this comes from the City of Tucson and the surrounding Pima County. During a one-time vote in May of 2006, voters approved a sales tax to fund the implementation of the 20-year transportation plan. Transportation Utility Fee

Some municipalities have used transportation utility fees to fund improvements that aid active transportation. A transportation utility fee, also known as a transportation maintenance fee, street maintenance fee, or street utility fee, is a monthly user fee paid by city residents, businesses, government agencies, schools, etc. based on their use of the transportation system. Fees are usually included on the city’s utility bill. Revenue from this fee can only be used to maintain transportation infrastructure. Residential fees typically range from approximately $1 to $12 per month. Other land uses often pay much higher fees based on their predicted traffic generation. Compared to a tax, a fee faces fewer legal hurdles and public opposition. Metered Parking Revenue

Charging market prices for curb parking and returning the meter revenue for public improvements has helped pave the way for a renaissance of a number of communities around the US. The meter revenue has paid to improve the


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streetscape and to convert alleys into pleasant walkways with shops and restaurants. The additional public spending makes the area safer, cleaner, and more attractive for both customers and businesses. These public improvements have increased private investment, property values, and sales tax revenues. Sidewalk Tax District

This community-based initiative is similar to the metered parking revenue in that it looks to generate funds within the community where the money will eventually be spent. In this case, each building owner would pay an extra $100 in taxes for the next 10 years to levy additional funds from the city. These funds could be used for matching grants or the like and they also demonstrate to the city a strong investment on the part of the local businesses. Private Advertising in the Public Right-of-Way

Another method is to use funds from private advertising in the public right-of-way for active living infrastructure. Possible advertising locations include transit shelters and vehicles, existing bicycle parking infrastructure, street furniture, and utility poles. Development Impact Fee or Development Excise Tax

Some municipalities utilize a development impact fee—a one-time fee collected from a new development to pay for its fair share of future capital improvements necessitated by growth. The impact fee can be used only for capital improvements, not maintenance or operating costs. Usually, a specific portion of this fee is earmarked for transportation infrastructure improvements. Similar to a development impact fee, a development excise tax is a one-time tax collected on new development to fund new infrastructure. The excise tax can be rolled into the municipality’s general funds. Unlike a development impact fee, however, an excise tax does not have to be specifically earmarked to benefit new growth. Taxes can be calculated as a percentage of construction cost, a flat fee per acre, or a flat fee by building type. Federal Programs

Specific application for these programs should be reviewed within the region through the county planning office or other specific public agency identified.

• Congestion Mitigation and Air Quality (CMAQ): CMAQ is a federal reimbursement program for surface transportation and other related projects that contribute to air-quality improvements and reduced congestion. Program funds may be used to construct bicycle and pedestrian facilities intended to reduce automobile travel and/or emissions in areas that have failed to meet air-quality standards for ozone, carbon monoxide and small particulate.


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• Highway Safety Improvement Programs (HSIP): The overall purpose of this program is to achieve a significant reduction in traffic fatalities and serious injuries on all public roads through the implementation of infrastructure-related highway safety improvements.

• Transportation and Community System Preservation (TCSP): The Transportation, Community, and System Preservation (TCSP) Program is a comprehensive initiative of research and grants to investigate the relationships between transportation, community, and system preservation plans and practices and identify private sector-based initiatives to improve such relationships. States, metropolitan planning organizations, local governments, and tribal governments are eligible for discretionary grants to carry out eligible projects to integrate transportation, community, and system preservation plans and practices that:

Ø Improve the efficiency of the transportation system of the United States.

Ø Reduce environmental impacts of transportation. Ø Reduce the need for costly future public infrastructure investments. Ø Ensure efficient access to jobs, services, and centers of trade. Ø Examine community development patterns and identify strategies

to encourage private sector development patterns and investments that support these goals.

• Hazard Elimination Program:

At least ten percent of each state's Surface Transportation Program (STP) must be set aside for Hazard Elimination programs. This program's purpose is to identify and improve locations that have a documented history of numerous crashes. Funds may be used for safety improvement projects on any public road, any public surface transportation facility, or any publicly owned bicycle or pedestrian pathway or trail.

• Transportation Alternatives Program:

The Transportation Alternatives Program (TAP) is a legislative program that was authorized in 2012 by federal transportation legislation, the Moving Ahead for Progress in the 21st Century Act (MAP-21). With certain exceptions, projects that met eligibility criteria for the Safe Routes to School Program, Transportation Enhancements, and/or the Bicycle & Pedestrian Facilities Program will be eligible TAP projects.

• Tiger Grants:

TIGER grants are awarded to transportation projects that have a significant national or regional impact. Projects are chosen for their ability to contribute to the long-term economic competitiveness of the nation, improve the condition of existing transportation facilities and systems, increase energy efficiency and reducing greenhouse gas emissions,


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improve the safety of U.S. transportation facilities and enhance the quality of living and working environments of communities through increased transportation choices and connections. The Department also gives priority to projects that are expected to create and preserve jobs quickly and stimulate increases in economic activity.

State Programs

Specific application for these programs should be reviewed with the county planning office or specific public agency identified.

• New York State Energy Research and Development Authority (NYSERDA), a public benefit corporation offering objective information and analysis, innovative programs, technical expertise and funding to help New Yorkers increase energy efficiency, save money, use renewable energy, and reduce their reliance on fossil fuels. (http://www.nyserda.ny.gov)

• New York Main Street Program, the Office of Community Renewal administers the New York Main Street program. New York Main Street provides financial resources and technical assistance to communities to strengthen the economic vitality of the State's traditional Main Streets and neighborhoods. The New York Main Street grant program provides funds from the New York State Housing Trust Fund Corporation (HTFC) to units of local government, business improvement districts, and other not-for-profit organizations that are committed to revitalizing historic downtowns, mixed-use neighborhood commercial districts, and village centers. (http://www.nyshcr.org/AboutUs/Offices/CommunityRenewal/)

• The Neighborhood Stabilization Program (NSP), administered through the Housing Finance Agency (HFA), provides financing for municipalities and developers to acquire and redevelop foreclosed, abandoned, and vacant properties. Once renovated or newly constructed, units are sold or rented to low-, moderate-, and middle-income households, with mandated long-term affordability. NSP also funds local land banking initiatives focused on foreclosed residential properties, and select demolition programs of blighted properties in targeted neighborhoods. The program, funded with Federal and State funds, targets communities most severely affected by the foreclosure and subprime crisis. (http://www.nyshcr.org/AboutUs/Offices/CommunityRenewal/)

• The Rural Area Revitalization Project (RARP) program provides

financial/technical resources to New York communities for the restoration and improvement of housing, commercial areas and public/community facilities in rural communities. This program will provide grants to not-for-profit community based organizations and charitable organizations


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that have a direct interest in improving the health, safety and economic viability of a rural area or other aspects of the area environment that are related to community preservation or renewal activities. (http://www.nyshcr.org/AboutUs/Offices/CommunityRenewal/)

• New York State Consolidated Funding Application (CFA) is part

of Governor Cuomo’s plan to improve the state’s economic development model; the CFA created a streamlined and grant application process. Utilize the CFA as a single entry point for access to economic development funding in New York State. Applicants have access to multiple state agency funding opportunities. (https://apps.cio.ny.gov/apps/cfa/)

Private Funding

National Endowment for the Arts (NEA) Our Town grant program

The National Endowment for the Arts provides a limited number of grants, ranging from $25,000 to $150,000, for creative placemaking projects that contribute toward the livability of communities and help transform them into lively, beautiful, and sustainable places with the arts at their core. Our Town invests in creative and innovative projects in which communities, together with their arts and design organizations and artists, seek to:

• Improve their quality of life. • Encourage creative activity. • Create community identity and a sense of place. • Revitalize local economies.

Preservation League of New York State

The Preservation League of New York State offers grants to support projects that preserve New York State's cultural and historic resources. The grants support professional services of architects, engineers, and other design professionals working with non-profit groups and municipalities. Zoning Code Amendments

Zoning codes have a big influence on how pedestrian friendly or bike-friendly a community is and can encourage private investment. Not only do zoning codes create rules about the size, location, and use of buildings within a zoning district, but they also govern the surrounding public spaces. For example, zoning codes set standards for the width of sidewalks and streets, the location and frequency of crosswalks, the placement of pedestrian medians, the installment of bicycle lanes, or the inclusion of traffic-calming devices such as speed bumps. Zoning codes can also create mixed-use districts where structures can be used for both commercial and residential purposes, allowing more commerce to happen where people live and reducing the need for motor vehicles.


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Model Complete Streets Policy Draft Model Ordinance The National Complete Streets Coalition promotes a comprehensive policy that addresses ten main elements for communities to adopt. These elements include an identified vision, specific direction and commitment, interpret clearly the community’s desire, and establish flexibility in planning and implementation to ensure real results through good process. Provided is a description of each section and sample language for consideration. A strong vision can inspire a community to follow through on its policy. Every community has its own set of challenges and desires, which has encouraged them to develop Complete Streets as an effective policy to combat them. At its core, complete streets identifies that all users upon the roadways should be safely accommodated into the planning, design, construction and operation of the transportation system. • Whereas; Establish the City of Niagara Falls as a safe and accessible

community by improving bicycle and pedestrian friendliness through consistent public realm design standards to a revitalized mixed-use downtown district.

Clarity in the intent of the policy makes it easy for those who are tasked with its implementation and follow through. All involved understands this new goal and can determine what changes in the current process need to occur. • Whereas; The City of Niagara Falls shall plan for, design, construct, operate

and maintain appropriate facilities for all transportation users in all new construction, retrofit and reconstruction projects.

Complete Street policies come with an understanding that all users and modes shall be accommodated upon the roadway. This recognizes that our streets are for more then moving vehicles through them. Streets should also be places for those who travel by foot and bicycle for they too are deserving of safe facilities to travel upon. • Whereas; streets that integrate multiple transportation choices for

pedestrians, bicyclists, and transit, with special consideration for children, the elderly and people with disabilities, contribute to the public life of a community, sustainable economic development and efficient movement of people and goods.

The complete street policy should apply to all street projects and phases. Whether it is new construction, reconstruction, maintenance or operations all


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transportation improvements should be viewed as an opportunity to create safer, more accessible streets for all users. • Whereas; the City of Niagara Falls shall, to the maximum extent practical,

scope, plan, design, construct, operate and maintain all streets to provide a comprehensive and integrated network of facilities for all users of all abilities.

There are some exceptions that should be in place to ensure the policy is not too onerous. However, a process to handle exceptions is needed and should not weaken the overall policy. The Federal Highway Administrations guidance on accommodating bicycle and pedestrian travel identifies when accommodations may not be necessary on corridors where specific users are prohibited, such as interstate freeways or pedestrian malls; the cost of accommodation is excessively disproportioned to the need or probable use; there is a documented absence of current or future need. • Whereas; Any exception to applying this Complete Streets Policy to a specific

roadway project must be approved by the City of Niagara Falls Council with documentation of the reason for the exception. Exceptions may be made when the project involves a roadway on which non-motorized use is prohibited by law. In this case, an effort shall be made to accommodate pedestrians and bicyclists elsewhere.

Streets must be organized in an integrated network. Residents have many potential destinations in their daily travel. A complete street provides an interconnected network that meets this demand. • Whereas; This policy will create a comprehensive, integrated, connected

transportation network for the City of Niagara Falls that balances access, mobility, health and safety needs for all residents. Planning, funding, designing, constructing, managing and maintaining a complete multi-modal network, ensures this.

Implementing a complete street network can become difficult with multiple agencies having jurisdiction over the planning, design and construction of different roads. In the City of Niagara Falls, the state and county also have jurisdiction over some of the roadways. Additionally, new developments may be built in the city and new roadways established by private developers. • Whereas; It is the intent of this policy to foster partnerships with the state,

county, school district, citizens, businesses, interest groups and neighborhoods to implement complete streets.

Communities should design their streets using the best and latest design standards available.


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• Whereas; The City of Niagara Falls shall adapt, develop and adopt

departmental policies, design criteria, standards and guidelines based upon recognized best practices in street design, construction and operations including but not limited to the latest editions of American Association of State Highway Transportation Officials (AASHTO) A Policy on Geometric Design of Highways and Streets; AASHTO Guide for Planning, Designing, and Operating Pedestrian Facilities; AASHTO Guide for the Development of Bicycle Facilities; Institute of Transportation Engineers (ITE) Designing Walkable Urban Thoroughfares: A Context Sensitive Approach; National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide; U.S. Access Board Public Right-of-Way Accessibility Guidelines; Highway Capacity Manual and Highway Safety Manual.

All communities are different and it is important that each maintain their character and sense of place when designing complete streets. A Context sensitive approach does this by adapting roads to fit the character of the surrounding neighborhood. • Whereas; the implementation of this policy shall reflect the context and

character of the surrounding built and natural environments while enhancing the appearance of such. In doing so, the City of Niagara Falls shall consider methods of providing development flexibility within safe design parameters such as context-sensitive design solutions and shall attempt to employ all solutions consistent with and sensitive to the context of the project.

Performance Measures help communities measure their success. The evaluation of complete streets projects can help identify this success by determining improvements in safety, economic development and changes in mode share. These can include the total number of bike lanes added, increase in building permits issued to the increase in activity levels of residents because they are now walking or biking more often. • Whereas; Complete Streets should be continuously evaluated for success and

opportunities for improvement sought. This policy encourages the regular evaluation and reporting of implementing complete streets through the following performance measures: o Increase in the share of bicycles, pedestrians and transit users; o Crash data; o Use of new projects by mode; o Compliments and complaints; o Linear feet of pedestrian accommodations built; o Number of ADA accommodations built; o Miles of bike lanes/trails built or striped; o Number of transit accessibility accommodations built; o Number of street trees planted; o Number of building permits issued along new complete street;


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o Number of exemptions from this policy.

Once a policy is passed, the work is not done. There are a number of steps that a community can take to ensure the implementation of complete streets. There are five key steps to follow in order to be successful, these include:

1. Restructure or revise related procedures, plans, regulations and other processes to accommodate all users.

2. Develop new design policies and guides or revise existing ones to reflect current best practices in transportation design.

3. Ensure that staff responsible for implementing the policy, as well as community leaders and the general public has opportunities to attend workshops or other training opportunities so that everyone understands how to implement the policy effectively.

4. Identify ways to evaluate and measure the performance of your new complete streets by collecting data and sharing with the general public how well the streets are serving them.

• Whereas; The City of Niagara Falls shall implement the following steps to

ensure successful implementation of complete streets: o Advisory Board: the city will establish an interdepartmental advisory

board to oversee the implementation of this policy. The committee will included members of the city council members, planning board, school board, community development, public works), county (planning department and highway department), the NYS Department of Transportation, the police department as well as representatives from bicycling, pedestrian, disabled, youth and elderly communities or any other organizations as deemed relevant. This committee will meet quarterly and provide a written report to the city council evaluating progress and advising on implementation.

o Inventory: The city will maintain a comprehensive inventory of the pedestrian and bicycle infrastructure and will prioritize projects to eliminate gaps in the sidewalk and bikeway networks.

o Capital Improvement and Maintenance Project Prioritization: The city will reevaluate capital improvement and maintenance project prioritization annually to encourage implementation of pedestrian and bicycle improvements.

o Revisions to Existing Plans and Policies: The city will incorporate complete street principles into the comprehensive plan, zoning code and other plans and manuals, rules, regulations and programs.

o Other Plans: The city will prepare, implement and maintain a Bicycle and Pedestrian Transportation Plan, a Safe Routes to School Plan, an Americans with Disabilities Act Transition Plan, and a Street Tree and Landscape Plan.

o Storm Water Management: The city will prepare and implement a plan to transition to sustainable storm water management techniques along our streets.


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o Staff Training: The city will train all pertinent staff on the content of the

complete streets principles and best practices for implementing the policy.

o Coordination: The city will utilize inter-departmental project coordination to promote the most responsible and efficient use of fiscal resources for activities that occur within the public right of way.

o Street Manual: The city will create and adopt a Complete Streets Design Manual to support implementation of this policy.

o Funding: The city will actively seek sources of appropriate funding to implement complete streets.

Documents

3 Niagara Falls intro - pophealthwny.org€¦ · Niagara Falls, NY 3 environments that promote these activities for both leisure and transportation purposes. Researchers who study