walk wilmington: comprehensive pedestrian plan steering committee meeting january 8, 2009
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WALK WILMINGTON: Comprehensive Pedestrian
PlanSteering Committee Meeting
January 8, 2009
Vision
• The City of Wilmington will become a pedestrian-friendly environment where citizens and visitors have safe and attractive alternatives for walking in and around the city.
Plan Goals
• 1. SAFETY- All pedestrians can travel safely along and across Wilmington’s roads and paths– Reduce pedestrian crashes– Install new signalized pedestrian crossings– Educate drivers, pedestrians and police
• 2. TRANSPORTATION CHOICE- Pedestrians of all abilities have comfortable and convenient options– Add two miles of sidewalk annually($420,000)– Address barriers such as bridges, arterials, missing links– Design streets to accommodate all users– Improve off-road connectivity (paths, greenways)– Ensure sidewalks and paths are maintained and accessible
Plan Goals
• 3. BUILT ENVIRONMENT, LAND USE AND CONNECTIVITY- Development enhances the pedestrian experience and encourage walking– Modify regulations to promote pedestrian-scaled
development– Require pedestrian connections to adjoining
properties, sidewalks and neighborhoods– Locate and design schools so that they promote
walking
Plan Goals
• 4. EDUCATION, AWARENESS AND ENFORCEMENT- Drivers, pedestrians and officials understand pedestrian rights and laws. Increased pedestrian activity – Increase understanding of laws, rights and responsibilities
to improve pedestrian and driver behavior– Encourage walking and bicycling through encouragement
and promotion
• 5. HEALTH- Wilmington’s residents are physically active and can make more pedestrian trips– Recommend daily levels of physical activity– Improve air quality through reduced routine car trips
Plan Goals
• 4. ECONOMIC DEVELOPMENT- Visitors and customers have an attractive and inviting walking environment– Pedestrian lighting in busy pedestrian areas– Include benches, plantings and other amenities in
streetscape improvement projects– Continue to revitalize commercial areas (e.g.
downtown Wilmington) that attract tourists and shoppers
Information and Data Collection
planning inputs
Planning Context
– Choices: Wilmington Future Land Use Plan
• Level of Service for Sidewalks (Strategy 1.1.2)
– Wilmington Vision 2020: Downtown Waterfront Plan
• Improve access to the Riverwalk along key pedestrian routes (Strategy 2, Action 1)
• Several complementary goals, priorities and strategies in other plans.
Sidewalk Priority Areas Map from Choices: Wilmington Future Land Use Plan
Planning Context
• WMPO Long Range Transportation Plan– Recommends corridor improvements to better accommodate
pedestrians• Independence Blvd.• Oleander Drive• North and South Kerr Ave.
• Cape Fear Historic Byway Corridor Management Plan– Multiple recommendations to enhance the pedestrian
experience and promote tourism and economic development• “Encourage visitors to get out of their cars and safely explore
the corridor…”• “Increase pedestrian and biking safety along the byway
corridor…”
Planning Context
• NCDOT Board of Transportation Strategic Plan– “Provide a safe and well-maintained interconnected
transportation system that offers modal choices for the movement of all people and goods.”
• NCDOT Board of Transportation Resolution: Bicycling and Walking in North Carolina, a Critical Part of the Transportation System (2000)– “Bicycling and walking shall be a routine part of the
NCDOT’s planning, design, construction, and operations activities…”
– “North Carolina cities and towns are encouraged to make bicycling and walking improvements an integral part of their transportation planning and programming.”
Planning Context
• US DOT’s 2000 Guidance Memorandum- "Due consideration" defined as: – A presumption that bicyclists and pedestrians will be
accommodated in the design of new and improved transportation facilities
– The decision NOT to accommodate them should be the exception not the rule
– Must be exceptional circumstances for denying access through design or prohibition
Stakeholder Input
• “The existing built environment does not support pedestrian travel”
• “The city is bisected by major roads that are barriers”
• “Over 50% of bus stops do not have sidewalks.”
• “Very few kids walk or bike to school.”
Online and In-Person Surveys
• Web based survey available from February through June• In-person survey conducted at Downtown at Sundown,
Saturday Farmer’s Market, Juneteenth Festival
Pedestrian Survey
• Unsafe and uncomfortable crossings the most critical issue for pedestrians (online 67% , in-person 29%)
• Factors making it unpleasant to walk– Missing sidewalks– Drivers not stopping for pedestrians– Heavy traffic and fast moving vehicles
• Areas where improvements are needed– On major corridors – 80%– Near highway interchanges – 65%– Near parks and recreation areas – 50%– Near retail centers – 48%– Near schools – 40%
Field Analysis
• Four Character Zones– Central Business District– Urban Core– Traditional Suburban– Auto-Oriented Suburban
• Assessed conditions on arterials and non-arterials:– Connectivity– Crossings– Sidewalk Quality– Accessibility– Streetscape
Pedestrian Crash Statistics
• Wilmington second for number of crashes per capita
Top 10 North Carolina Cities for Pedestrian Crashes (2001-2005)
Number of Crashes
Percent of NC Total Population
Crashes per 10,000 People
Asheville 246 2.02 71,119 34.59 Wilmington 324 2.66 99,623 32.52 Gastonia 220 1.81 67,776 32.46 Charlotte 1730 14.20 671,588 25.76 Greensboro 595 4.88 247,183 24.07 Durham 510 4.18 217,847 23.41 Raleigh 840 6.89 375,806 22.35 Fayetteville 343 2.81 171,853 19.96 High Point 171 1.40 86,211 19.84 Winston-Salem 298 2.45 215,348 13.84
Pedestrian Crash Statistics
– Fatalities and disabling crashes concentrated along arterial roadways
– Less severe crashes occurred on all road classifications
Pedestrian Crash Statistics
• Cost of pedestrian crashes to Wilmington’s economy– Includes medical costs, public services, loss of productivity, employer cost, property damage and
change in quality of life
Cost of Pedestrian Crashes (1997-2005)
Injury TypeCumulative Injuries
1997-2005Cost per Injury1 Total
K Type Injury (fatality) 20
$4,200,00
0 $
84,000,000
A Type Injury (disabling) 45 $240,000 $
10,800,000
B Type Injury (evident) 207 $71,000 $
14,697,000
C Type Injury (possible) 240 $35,000 $
8,400,000 O Type Injury (property damage only) 29 $4,800
$ 139,200
Unknown 26
Total 567 $ 118,036,200
1 Estimate in 2007 dollars
Additional planning inputs
• Recent developments and ongoing initiatives– Safe Routes to Schools– Neighborhood Traffic Management Program– WAVE Transit Route Restructuring– Cross-City Trail and River to the Sea Bikeway– Riverwalk Expansion
• Upcoming developments– Traffic signal system upgrade– Pilot scramble intersection– North 3rd Street Streetscape project– Dawson and Wooster Street Pedestrian Safety Improvements– NCDOT Spot Safety Improvements
Pedestrian Facility Recommendations
Identify Areas of High Potential Pedestrian Activity
Population Density
+School Proximity
+Park Proximity
+Allowable zoning
density
=
Relative level of potential activity
Map Existing Conditions
• Existing sidewalks
• Existing signalized intersections
• Existing pedestrian signal heads
• Identified arterials and collectors without sidewalks– Approx. 290 miles
of missing sidewalk
Note- maps under revision to correct data inaccuracies
Recommended Improvements
• 15 miles of new sidewalks• 50 traffic signals
– Add pedestrian signals to existing traffic signals (– Install new traffic signals with pedestrian signals– Install pedestrian hybrid signals (HAWKs) and Rapid Flash Beacons
• Identified areas with high pedestrian potential and missing sidewalk or crossing facilities
• Prioritized facilities along arterial and collector roadways
• Identified opportunities to close gaps or expand existing sidewalk systems
• Identified needed sidewalk improvements for connection to Cross-City Trail and River to the Sea Bikeway
• Identified crossing improvements for the Cross-City Trail and River to the Sea Bikeway
Policy Recommendations
Land Development Code
Current Practice– Sidewalk requirements are
currently located in multiple sections of the document
– Vague provisions for exemption from requirement to build sidewalk
– Unclear requirements for internal pedestrian circulation system design and connections to adjoining sidewalks
Recommendations– Consolidate sidewalk
provisions into one section (see Durham Unified Development Ordinance)
– Clarify that pedestrian connections to existing or proposed sidewalks are required for all construction
– Provide clear guidance on the design of pedestrian facilities in parking lots
Fee in Lieu of Constructing Sidewalks
Concept• Allows applicants to
contribute money to sidewalk fund instead of building sidewalk
• Sidewalk projects can be phased or consolidated
• Money can be used to build facilities in places where they are most needed- even off-site.
Recommendation• Wilmington should consider
developing a fee in lieu program
• City would identify pedestrian benefit zones (next slide)
• City would establish fee rates for necessary pedestrian facilities
• Money must be spent within a defined time period (e.g. 5 years in Asheville)
Pedestrian Benefit Zones
Concept• Complements Fee in
Lieu program• Ensures that funds
collected are spent near the development and will benefit pedestrians in that zone
• Zones should focus on improving continuity along corridors and road crossings
Education, Encouragement and Enforcement
Education• Safe Routes to Schools
– Provides funds to support projects and programs
• NHTSA Child Pedestrian Safety Curriculum– Develops safe walking
skills in elementary school kids
• Collaboration with Media– Newspapers, web, radio
and television
Encouragement• Walk to School Day
– Annual event celebrating kids and parents walking
• Walking and Running Clubs– Regularly scheduled
events– Clubs for all ages and
abilities
Education, Encouragement and Enforcement
Enforcement• Police training
– Pedestrian laws, rights and responsibilities
– Accurate crash reporting– NCDOT officer training
curriculum
• Targeted enforcement– Improve driver and pedestrian
behaviors• Jaywalking and failure to yield
– Crosswalk stings– Speeding
Policy Requesting Sidewalks along and crossings of NCDOT RoadwaysCurrent Practice• Neither Wilmington nor
WMPO have formal policy requesting sidewalks and crossing facilities on all non limited access NCDOT road projects.
Recommendation• City and WMPO should
adopt policy requesting sidewalks and crossing facilities on all non limited access NCDOT road projects
Intersections and Roadway DesignPedestrian and Bicyclist Cut Throughs
Crosswalk Marking PoliciesSignalized and Uncontrolled
Current Policy or Practice• Wilmington does not have a formal policy for when
and how to mark crosswalks• City is required to ask for crosswalks on NCDOT
roadway• Research found no NCDOT guidelines for marking
crosswalks at signalized intersections• NCDOT Std. Practice C-36 addresses midblock
crosswalks
Shipyard Blvd. and Carolina Beach Rd.Vehicles stopped in the pedestrian crossing area
Example of legal marked and unmarked crossings
Recommendations• Develop crosswalk marking
guidelines• Adopt NCDOT pedestrian
midblock crossing policy• Modify design details to
show crosswalks• Mark crosswalks at
signalized intersections across all crossings (legs)
• Install pedestrian signals on signalized crossings greater than two lanes
Crosswalk Marking PoliciesSignalized and Uncontrolled
Recommendations• Develop crosswalk marking
guidelines• Adopt NCDOT pedestrian
midblock crossing policy• Modify design details to
show crosswalks• Mark crosswalks at
signalized intersections across all crossings (legs)
• Install pedestrian signals on signalized crossings greater than two lanes
Crosswalk Marking PoliciesSignalized and Uncontrolled
Signals and SignageTurning Vehicles Yield to Pedestrians
Signals and SignageLeading Pedestrian Intervals (LPI)
Current Policy or Practice• Wilmington does not
currently have a policy for using LPI at traffic signals
Recommendation• City should develop LPI policy• City should pilot LPI in high pedestrian
demand areas (e.g. North 3rd St. at Chestnut Street)
• Wilmington should consider LPI where there is high chance for auto-pedestrian conflicts
Signals and SignagePedestrian actuated signals
Current Policy or Practice• Many push buttons are not accessible• City uses push button activated
signals at all pedestrian signals except downtown
Recommendation• City should adopt 2009 MUTCD policy for
button siting and design• City should upgrade non compliant buttons• City should use concurrent signals in peak
ped areas
Push button is not accessible
Signals and SignagePedestrian Hybrid Signal (HAWK)
Current Policy or Practice• Wilmington and NCDOT do not have
current policy for pedestrian hybrid signals• HAWK signals are in use in several areas
around the country (see movie)
Recommendation• City should adopt 2009 MUTCD policy for the
pedestrian hybrid signal• Recommended locations for the signal include high
volume multi lane arterials with long distances between signalized intersections(e.g. Wooster Street, Market Street)
HAWK Signal- Tucson AZ
Signals and SignageRapid Flashing Warning Beacons
Current Policy or Practice• Wilmington and NCDOT both use
conventional flashing beacons• Neither agency has a policy for
rapid flashing beacons (RFBs)
Recommendation• Wilmington should develop RFB policy based on
FHWA interim approval recommendation• Wilmington should develop a standard sign detail• Wilmington should develop a policy restricting the
use of the conventional flashing beacon
Intersections and Roadway DesignTurning Radius and Intersection Size
Wilmington – 35 foot radius
NCDOT – large radius with no islands
Recommendation:- Minimum necessary
Intersections and Roadway DesignIsland ChannelizationCurrent Policy or Practice
• Island channelization is used infrequently in Wilmington by NCDOT and the city
Recommendation• Wilmington and NCDOT should provide island
channelization between though and right turning traffic– Provides pedestrians with a place to land and wait for
traffic– Reduces crossing times and subsequently signal cycle
lengths
Island Channelization can shorten pedestrian crossings of wide roadways and minimize high speed right turns and promote motorist yielding for pedestrians. Source: Maryland SHA
Raised crosswalk
Intersections and Roadway DesignMedian Refuge IslandsCurrent Policy or Practice
• Wilmington and NCDOT both install median islands on arterial roadways– However they are frequently very narrow or
do not accommodate all types of pedestrians
Recommendation• Wilmington and NCDOT should provide median islands on
all roadways with four or more travel lanes– Should be at least six feet wide– Should provide pavement level cut throughs or ADA compliant curb
ramps
• Must assess impact on intersection and roadway capacity
Common median design in Wilmington
Desired median width
Considerations• Higher speeds contribute to
increased likelihood of injury or death when hit
• Reduced speed limits provides opportunity to reduce travel lane widths-
• -Therefore pedestrian median refuges may be provided without increasing overall road width
• Wilmington may request speed limit reductions/modifications along NCDOT roadways within city limits
Intersections and Roadway DesignPosted Speed Limit Reductions
Intersections and Roadway DesignPosted Speed Limit Reductions
Recommendation
WMPO Functional Classification
Character ZoneLocal or Neighborhood Collector
Urban Collector Arterial
Limited Access Arterial or Freeway
Central Business District 25 25 25 85th percentile
Urban Core 25 25 25 85th percentile
Traditional Suburban 25 35 35 85th percentile
Automobile-Oriented Suburban 25 35 45 85th percentile
• Wilmington should consider establishing speed limits based on roadway classification and character zone
Design Study Areas
South College Road and New Centre Drive
Shipyard Boulevard and Carolina Beach RoadEastwood Road and Military Cutoff Road
South College Road and New Centre Drive
New Centre Drive and South College Road
South College Road and New Centre Drive
Questions?
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