milwaukee pedestrian planning

PEDESTRIAN PLANNINGBEST PRACTICE CASE STUDIES FOR MILWAUKEE’SPEDESTRIAN PROJECTS, PROGRAMS, AND POLICIES

UNIVERSITY OFWISCONSIN-MILWAUKEE

APPLIED PLANNING WORKSHOPSPRING 2011

HEATH ANDERSON : RACHANA KOTHARI :PAUL MERKEY : XYLIA RUEDA : MARK SAUER

INTRODUCTION3

CONTENTS

INTRODUCTIONPROBLEM, PROJECT-PROGRAM-POLICY FRAMEWORK, PROCESS, GOALS AND OBJECTIVES

BEST PRACTICE CASE STUDIESPROJECT, PROGRAM, POLICY

TARGET AREA A91st ST. & SILVER SPRING DR., SITE SELECTION, WALK SCORE, STAKEHOLDERS, PUBLIC INTERVIEWS- FIELD SURVEY, RECOMMENDATIONS

TARGET AREA B:6th ST. & LINCOLN AVE., SITE SELECTION, WALK SCORE, PUBLIC INTERVIEWS- FIELD SURVEY, PUBLIC PARTICIPATION OPEN HOUSE, RECOMMENDATIONS

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CITY WIDE RECOMMENDATIONSAPPLICATION OF PROJECT, PROGRAM, POLICYIN MILWAUKEE

13PEDESTRIANS IN MILWAUKEEUS PEDESTRIAN PLANNING AND MILWAUKEE, WALK SCORE, SEWRPC, MILWAUKEE’S EXISTING BICYCLEACCOMMODATIONS

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MILWAUKEE SITE SELECTIONGEOGRAPHIC INFORMATION SYSTEMS ANALYSIS

INTRODUCTION5

EXECUTIVE SUMMARYThe primary objective of this study is to identify best management prac-tices in pedestrian planning for the City of Milwaukee. The Planning Group has compiled different pedestrian related best practice methods

-destrian needs. Best practices have been categorized in three groups—project based, programs, and policies—which address various pedes-trian issues. This report also provides a set of recommended policies and programs to encourage, educate, and promote increased use of a more accessible and walkable environment.

Many large cities- Seattle, Portland, San Francisco, Kansas City, Denver have successfully drafted and adopted pedestrian plans. Many of these plans are also inclusive of bicycle plans and accommodations. Milwau-kee currently has a Bicycle Plan but not a plan that focuses on the improvement of pedestrian interests, safety, and infrastructure. One result of not having a pedestrian plan is a large number pedestrian crash reports generated by the Milwaukee Police Department. In a three year period from January 2007 to January 2011, 828 pedestrian crashes were reported. Because of the need to increase pedestrian safety, this report begins the research and development of a pedestrian plan for the City of Milwaukee.

case studies in improvements to pedestrian related projects, programs, -

of highest crash frequency. Further analysis was conducted on various

In order to better serve the public, questionnaires and a public open

needs, likes, and dislikes. One of those needs was to address speed and driver courtesy throughout Milwaukee. Photomontages and spe-

project recommendations intended to aid in the reduction of pedestrian

as the framework for problematic intersections throughout the City.

The end product is a compilation of best practice project, program, and

outlines tasks needed to reduce pedestrian crashes throughout the City. The next critical steps for the City is to devise a ranking system to stra-tegically prioritize and ensure the most critical projects are addressed

-ity. These recommendations were constructed through public input and are in the best interest of the residents of Milwaukee.

GROUP MEMBERS

XYLIA RUEDAProject Manager

HEATH ANDERSON:GIS Spatial Analysis

MARK SAUER:Public ParticipationCoordinator

RACHANA KOTHARI:Urban Design Specialist

PAUL MERKEY:Program Researcher

INTRODUCTION7

INTRODUCTION

planning related problem dealing with improvements to the proj-ects, programs, and policies impacting the pedestrian realm in

solving the problem, the group acted as a consulting team for Dave Schlabowske, Bicycle and Pedestrian Coordinator for the City of Milwaukee, Department of Public Works.

The overall project goal for is to present the client with a docu-ment on best practice case studies in pedestrian projects, pro-grams, and policies from around the nation. Not only will this document highlight best practices, but it will showcase how those best practices can be implemented at various sites throughout the City of Milwaukee.

PROBLEM

existing infrastructure provides ample opportunity for pedestrian circulation and allows for safe separation of motorized and non motorized transportation in the public realm. However, sidewalks alone are not enough. In order to cater to the increased den-

city, Milwaukee must improve policies and programs to guide the physical design of streets for the pedestrian.

Currently, the State of Wisconsin uses “Guide to Complete Streets” when redeveloping state roads and highways. This plan is enact-

regardless of the location of the infrastructure in the State. The “complete” street guide however, does not apply to city streets not owned by the state. Though the City of Milwaukee has the ability to create the infrastructure and density it desires through its own means, there is currently no best practices program or complete streets policy in place to guide this development at the local level.

This study is intended to create a living, breathing document which applies best practice principles in pedestrian-oriented de-

-tion, it will act as a gateway and template for further develop-ment of best practices in City projects. The outcome will be a combination of project, policy, and program recommendations for the City of Milwaukee.

PEDESTRIAN PLANNING: MILWAUKEEBEST PRACTICE’S FOR PEDESTRIAN POLICIES, PROGRAMS, AND PROJECTS 8

PROJECT, PROGRAM, POLICY FRAMEWORKPedestrian planning is inclusive of three elements- project, pro-gram, and policy. Implemented through private or public entities,

rewarding walking experience.

Projectchange to the pedestrian infrastructure or experience. Projects would include things like installing speed humps, or new cross-walk line painting. Projects should be done at the municipal level.

Program -cating the public or encouraging walking as a viable transporta-tion option. Programs can be implemented at the municipal level or privately.

Policy -ment by a department or agency to educate the public or encour-age walking as a viable transportation option. Policies can be implemented by private entities or through a municipality.

PROCESS

to frame the research and problem-solution. Finally, a scope of work was created and roles were selected by each group member.

Two Milwaukee sites were selected using Geographic Information Systems analysis. In addition, best practice case study research

infrastructure, programs, and policies in cities around the nation. Through conceptual design renderings and recommendations, best practice research will be implemented on two sites within

and policies.

public participation charette and stakeholder interviews were conducted within the two selected sites. Stakeholder interviews proved to be useful in understanding how power and responsibil-ity is shared amongst the users of the intersection (drivers, pe-destrians, local business owners). The public charette allowed for preference surveys to be conducted and residents to have a direct impact on the future of their community.

Above: Participants of the public charette place stickers on safe and unsafe areas of one of the target intersections.

INTRODUCTION9

The result of this process is both conceptual design ideas and recommendations on projects, programs, and policies the City of Milwaukee can implement to improve the pedestrian realm.

GOALS, OBJECTIVES, AND CRITERIA

by the Planning Group. They are intended to be the result of the research and identify recommendations presented in this docu-

in City wide policy.

IMPROVE SAFETY: By eliminating the perceived and real safety issues in the pedestrian realm, people are more likely to choose to walk. Objective: 1. Reduce pedestrian crashes Criteria: - Improve block and intersection design for pedestrian usage based on best practices - Improve Pedestrian Level of Service (see WISDOT) 2. Ensure pedestrian right-of-way Criteria: - Restrict street furnishings to the edges of the sidewalk - Increase sidewalk width 3. Education and Outreach Criteria: - Safe pedestrian habits will be presented in at least three different media formats - Safe pedestrian habits will be directed at all ages - Programs will educate the public on pedestrian safety regulations - Safe driving habits

ENCOURAGE WALKABILITY: Milwaukee should encourage walking to promote healthy and active lifestyles which result in

Objective: 1. Increase the frequency of walking Criteria: - Create programs that encourage walking over motorized transportation - Enhance street design as to be part of the public realm to make pedestrians feel welcome and safe 2. Education and Outreach: Criteria:

staff about the pedestrian realm


- Organize programs and events to encourage public to walk 3. Improve access to sidewalks and crossings: Criteria: - Reduce intersection crossing distances for pedestrians - Improve accessibility to crossings and sidewalks for those with disabilities 4. Improve connectivity: Criteria: - Enhance accessibility to other modes of travel such as mass transit - Promote pedestrian design to be compatible with surrounding uses

dards in all projects to improve accessibility for all users

THINK LOCAL: The City of Milwaukee has the resources and ability to manage its pedestrian infrastructure with local funding sources and incentives. Objectives: 1. Complete and maintain pedestrian system Criteria: - Create funding strategies for pedestrian infrastructure improvements - Create funding strategies for pedestrian infrastructure maintenance 2. Public/Private investment (partnerships) Criteria: - Identify private funding sources for pedestrian infrastructure - Identify avenues for ventures - Identify and pursue available grants through intergov- ernmental co-operation

PEDESTRIANS IN MILWAUKEE13

U.S. PEDESTRIAN PLANNING AND MILWAUKEECities like Seattle, Portland, and San Francisco all consistently rank among the most desirable cities to live and visit. Their ur-banism- multi-modal approach to transportation, economic vital-ity, and livability- is notorious Nationwide and often emulated in

-sirability is the fact that these cities are extremely walkable. Since

transportation that progressive cities like Seattle, Portland, and San Francisco have incorporated into planning policies and pro-

-

-line interactive map highlighting walking routes, amenities, and multi-modal connections. One of the main reasons these urban areas are so successful is because they have taken a wholistic approach to transportation planning and created pedestrian plans for the 21st Century.

The City of Milwaukee currently ranks as the 28th largest city by Population. Similar cities like Denver, Portland, and Louisville, Kentucky have all adopted or are in the process of adopting pe-destrian plans. Cities like Baltimore and Nashville have county or regional pedestrian plans which are used at the local level by each respective city to coordinate pedestrian planning. On the other hand, Milwaukee has just drafted its Bicycle Plan and does not have a strategic, City wide plan for its pedestrians. Walking is still very much a necessity in Milwaukee because of the safety and desirability factors which stem from its foundation. While the City of Milwaukee has in place the sidewalks it needs to encour-age walking, the City lacks a wholistic approach to pedestrian and transportation plans. Using studies like Seattle and Denver allows Milwaukee to see what an excellent pedestrian plan looks like. More importantly, it will allow Milwaukee to emulate an excellent pedestrian planning process. Data Source. US Census, 2010

Above: a comparison of similar sized cities in terms of areas and population.Source: City of Milwaukee Downtown Plan

PEDESTRIANS IN MILWAUKEEThe following chapter is background information on pedestrian planning as it relates to Milwaukee.


WALK SCOREWalk Score is an independent interactive mapping site launched in 2007. Inspired by the work of the Sightline Institute, its mis-sion is promote walkable neighborhoods by making it easy for the average Joe to evaluate walkability- or access to amenities and transportation- when deciding where to live.

The Planning Group decided to utilize this free service to evalu-ate the two target areas because the Planning Group agrees with

or neighborhood walkable. Walkable neighborhoods offer ben-

sprawling, auto-dependent neighborhoods do not. Walking pro-duces zero emissions and provides an alternative to costly gas

minutes a person spends in a daily car commute, time spent in community activities falls by 10% (Sightline Institute). Final-ly, according to a Seattle Times report entitled 2 studies: Urban sprawl adds pounds, pollution, “the average resident of a walk-able neighborhood weighs seven pounds less than someone who lives in a sprawling neighborhood”

In each target area section, there is an evaluation of the select-ed intersection and surrounding neighborhood using Walk Score. Walk scores are numbered between 0 and 100 with 100 being a

amongst the largest 40 U.S. cities. San Francisco is number 1.

Above: Milwaukee’s most walk-able neighborhoods are ranked by Walk Score

Bottom Left: A one mile radius in a compact neighborhood versus a sprawling neighborhood


SOUTHEASTERN WISCONSIN REGIONALPLANNING COMMISSION (SEWRPC)

Plan for Southeastern Wisconsin: 2035,” states that their pedes-trian facilities plan element is a policy, rather than a system, plan. It proposes that the various units and agencies of government responsible for the construction and maintenance of pedestrian facilities in Southeastern Wisconsin adopt and follow recommend-ed standards and guidelines with regard to the development of those facilities. The guidelines, together with the recommended standards for pedestrian facilities, are designed to facilitate safe

-trian safety:

They also propose that local units of government prepare com-munity bicycle and pedestrian plans to supplement their regional plan. The local plans should provide for facilities to accommodate bicycle and pedestrian travel within neighborhoods, providing for convenient travel between residential areas and shopping cen-ters, schools, parks, and transit stops within or adjacent to the neighborhood. Lastly, SEWRPC recommends that local units of government consider the preparation and implementation of land use plans that encourage more compact and dense development patterns, in order to facilitate pedestrian and bicycle travel.

“The standards and guidelines for pedestrian facilities in-clude recommendations that sidewalks be provided along streets and highways in areas of existing or planned urban

be designed and constructed using widths and clearances

other buffer areas be provided between sidewalks and the

efforts be made to maximize pedestrian safety at street crossings, including the timing of the “walk” phase of traf-

the provision of pedestrian “islands” and medians in wide, heavily traveled, or otherwise hazardous roadways. The plan also emphasizes that all pedestrian facilities must be designed and constructed in accordance with the require-

implementing regulations.”


MILWAUKEE’S EXISTING BICYCLEACCOMMODATIONSTransportation comes in many forms. These forms sometimes work together and sometimes compete for users. Whether an individual decides to bike, walk, drive or otherwise, it is important to think about pedestrian planning as part of a larger transporta-tion network which supports the need and desire to have multiple modes of transportation. One area where Milwaukee has excelled thus far is in bicycle planning and accommodation. Incorporating the existing bicycle infrastructure into pedestrian planning will

planning would otherwise miss.

The following is an excerpt from SEWRPC Memorandum Report No. 197 -gional Transportation System Plan:

highways which provided bicycle accommodations through paved shoulders, bicycle lanes, or separate paths in 2009. The mileage of arterial streets and highways that provided bicycle accommodations through paved shoulders, bicycle

Data is not available to identify those urban arterials with outside lanes of 14 feet in width which also accommodate bicycles.

-lic transit, bicycle and pedestrian, and arterial street and highway elements which adds to the quality of life of Region residents and supports and promotes expansion of the Re-

safe travel by each mode, while protecting the quality of

both the natural and man-made environment, and serving to support implementation of the regional land use plan, while minimizing the capital and annual operating costs of the transportation system.

BEST PRACTICE CASE STUDIES PROJECTS19

BEST PRACTICE CASE STUDIESThe best practice section of this report outlines several project, program, and policy best practices from around the nation that deal with how to improve the pedestrian experience. They range from simple project practices like lighting and stripping cross-walks to programs designed to reinstitute the practice of walk-ing to neighborhood schools. Ultimately, these physical and insti-tutional changes are recommendations based on their success. They can only be fully successful in Milwaukee through a com-bined social change in the behavior of pedestrian, bicyclists, and motorists alike.

PROJECT BEST PRACTICESThe project section includes a collection of case studies cover-ing a broad array of topics from safety, walkability, accessibility, infrastructure improvements, planning, education and enforce-ment. These case studies will serve as a baseline for project im-plementation by providing ideas for potential methods Milwaukee can undertake to improve pedestrian infrastructure and support a walkable environment. Each case study provides a context in which the project takes place, a description of the pedestrian is-sues faced, as well as how the community sought to address their concerns through various measures. Each case study then concludes with a solution describing the successes and lessons learned from the planning process or implementation.

CASE STUDY 1: UNCONTROLLED CROSSWALKSLocationCity of Santa Rosa, California

ProblemThe City of Santa Rosa reported an unusually high incidence of pedestrian/vehicle collisions due to uncontrolled crosswalks.

BackgroundSpeeding on residential streets is cited as one of the most fre-quently expressed concerns by local citizens. To provide a solu-

and facilities improvements. The solution was tested, analyzed

Safety (OTS).

SolutionSanta Rosa initiated a new proactive pedestrian warning system

Case Studies are from the Pe-destrian and Bicycle Information Center Case Study Compendium, July 2010

PROJECTS1. UNCONTROLLED CROSSWALKS2. SPEEDING AND LACK OF VISIBILITY3. IRREGULAR ANGLES4. LACK OF CURBS5. ECONOMIC DISINVESTMENT6. ROUNDABOUT7. MANAGING STORMWATER8. CREATING SIDEWALKS9. UNLIMITED AND UNDEFINED ACCESS10. TOTAL FACILITIES OVERHAUL


-walk at uncontrolled intersections. This was tested in the city with

-

light units which are embedded in the pavement adjacent to a

Result and Application for Milwaukee

at uncontrolled crosswalks clearly has a positive effect in enhanc--

its to be more favorable for pedestrians. It is even more effec-tive during adverse weather conditions such as darkness, fog and rain. With continuous monitoring it has been found that after the implementation of the device the number of pedestrian/vehicle fatalities had been reduced in the City of Santa Rosa. Moreover, other cities like Lafayette and West Hollywood have also installed the crosswalk warning systems based on the success in City of Santa Rosa.

CASE STUDY 2: SPEEDING AND LACK OF VISIBILITYLocationBellevue, Washington

ProblemPedestrian crash data suggested increased fatalities on the resi-dential streets of the City of Bellevue. With the expressed con-cerns of the local citizens, the City needed to take some action. Two main issues which concerned the citizens were speeding on residential streets and reduced visibility due to close parking near school crosswalks.

Below: In-Pavement Crosswalk lighting during the day and at night.


BackgroundThe numerous concerns of local citizens- including increased fa-talities on the residential streets near schools- put this project into motion. Five different school locations were selected for fa-cilities improvements on the basis of high numbers of students living within walking distance. Initially, this program was created

-plemented.

SolutionDesign and infrastructure improvements included installing raised crosswalks which doubled to reduce vehicle speeds while at the same time improving pedestrian visibility by preventing vehicles from parking too close to the crosswalk. Curb extensions were also added, where feasible, to decrease the distance necessary to cross the road and improve line of sight. Bollards were installed in the curb extensions to prevent children from huddling near the curb. In several locations additional measures were also taken,

street lighting, and additional sidewalks to bridge gaps. The im-provements also included an educational component.

Result and Application for Milwaukee-

able, it has been noticed that through facilities improvements the average vehicle speed is reduced by 3 mile per hour. The curb extensions have effectively prevented parking next to the cross-walk, physically keeping parked cars at least 30 feet away. Com-ments from parents and residents are extremely positive after the improvements and the city plans to implement these in future projects.

CASE STUDY 3: IRREGULAR ANGLESLocationMulry Square, New York City, New York

ProblemThe Mulry Square intersection in Greenwich Village was perceived to be an odd and dangerous intersection due to a continuously increasing number of fatalities. Speeding, obstructed views of on-

-walks were some of the reported issues that the community re-quested the City take actions on.

BackgroundMulry Square, a wedge-shaped site, is currently owned by NYC

...through facilitiesimprovements the average vehicle speed is reduced by 3 mile per hour...

Above: A typical curb exten-sion. Curb extensions are used to reduce the distance pedestrian have to cross. As a secondary

room for additional sidewalk ele-ments like lighting, rubbish bins, and signage.


-

City Department of Transportation has worked with the local com-munity to assess the issues and provide solutions.

SolutionThe community-based planning process resulted in recommen-

-ties in the surrounding area. These included sidewalk extensions,

These improvements transformed this intersection, which was previously known for pedestrian accidents and high-speed turns.

street and outlined with temporary bollards to test the impact of

pavers, granite curbs, new crosswalks, landscaping, bollards, and

Result and Application for MilwaukeeWith the infrastructure improvements at Mulry square the num-

the project is evident in the positive community feedback.

Background

improve facilities in its southeastern quarter, a largely low income community of Seattle between the years 2001-2004. With the plan to implement safer and more walkable neighborhoods in this quarter, this project was initiated.

Above: Mulry Square before andafter pedestrian improvementswere made.

CASE STUDY 4: LACK OF CURBSLocationSeattle, Washington

Problem

streets were perceived to be unsafe and less pedestrian friendly without curbs. Due to a lack of curbs, cars were parked on the sidewalks and planting strips

streetscaping maintenance impracti-cal. Furthermore, because cars were not parked on the street, the width of the street encouraged an unsafe driving at-mosphere discouraging pedestrians.

Above: Mulry Square now offersa safer pedestrian experience

like sidewalk extensions and in-creased green space.


“The three speed humpsinstalled and new parallel

by an average of 12 miles per hour”

SolutionThe Seattle Department of Transportation was committed to tak-ing numerous actions for this project including adding curbs, pro-

calming, and sidewalk repairs to support safer and more walk-able neighborhoods. However, the project faced several obstacles due to concerns raised by local residents. With concerns ranging

limited funds, the initial project was termed as a demonstration project chosen to serve as a model for future improvements.

One street segment with disintegrating sidewalks and high rates -

were carried out to further the work of revital-izing the neighborhood. Results showed that

-holds approve of the project. To incorporate the needs of the residents, a staff designer was assigned throughout the design and con-struction phase. Extruded curb technology was used rather than formed curbs, which would have required repaving the street to current standards. City landscape crews also worked with residents to plant trees and lay sod. Funding was obtained through two sources: a Community Development Block Grant- due to the status of the neighborhood as low in-come- and a small neighborhood grant of City funds. Since the funding source was limited in the long-run, it did not allow more than sev-eral thousand linear feet of improvements to be accomplished city-wide in one given year. Thus, the project was carried out in phases over a number of years.

Result and Application for MilwaukeeThe results were widely appreciated by the southeastern quarter neighborhoods. Pedest-rians have an unimpeded path beside the road that is now pro-tected by attractive plantings. The three speed humps installed

-age of 12 miles per hour. Residents themselves appreciate the improvements and view it as public investment to bring adequate standards to their neighborhood.

Below: Extruded curb technology is used to install curbs. By using this technology, the Seattle DOT avoided costly street repaving and still accomplished its goal to formalize the street because ex-truded curbs can be freestanding.


Below: Reinvestment in thepedestrian experience includednew brick pavers, bluestonepedestrian crossings, a plantingstrip, new lighting, bike racks,and trash receptacles. Theseimprovements proved essentialto new retail business growth onthis D.C. street

CASE STUDY 5: ECONOMIC DISINVESTMENTLocationWashington, D.C.

Problem

-est commercial corridors. The century old buildings in the oldest commercial strip give the street charm and character, but over the years it had experienced economic disinvestment. Vacant storefronts and loitering added to the perception that 8th Street was an unsafe place to be and shop after dark. Merchants com-plained that there was inadequate public parking. Time had taken its toll on the public realm which was left with cracked concrete sidewalks, inconsistent roadway-focused street lighting, inade-quate parking and weathered and unhealthy street trees.

BackgroundThe Capitol Hill neighborhood began organizing for the revitaliza-

organization. It began by using materials and following the model

Street program. Continuous efforts to improve the public realm along the street fell short so the organization expressed concern to DDOT and a study of local streets was launched. DDOT con-

-duct the study and prepare a concept plan.

SolutionThe primary goal of the Barracks Row streetscape project was to create a safe and visually appealing pedestrian environment and address transportation concerns in order to foster business and retail growth in the area. The public realm on 8th Street and Barracks Row was completely reconstructed. New brick-pav-ers were installed within sidewalks, and key pedestrian cross-

planting strip was created along the curb to absorb surface runoff from sidewalks and to provide a continuous root zone for newly planted street trees. The project also provided for new globe

organization. Loriope was planted in tree boxes as edging and a public park was replanted and enhanced. In response to concerns

parking was created along the street to replace the existing paral-lel on-street parking.


ing spaces- which are short time meters to ensure a steady sup-

-

These changes were made to help revitalize the commercial area, one of the oldest in the District of Columbia.


Since 1999, 43 new businesses have opened in the area (includ-ing business expansion through 12 new outdoor cafes), 51 fa-cades have been restored, 198 net new jobs have been created, and 3 new traditional buildings have been constructed. Pedestri-ans now have a safer and more welcoming environment in which to walk around.

CASE STUDY 6: ROUNDABOUTLocation

Problem

about area resulted in vehicles speed-

hours. Even with the Tammany Trace pedestrian and bicycle facility adja-cent to the intersection, the environ-

-trict remained unsafe for pedestrians

Background

Level Street as well as the two highways. The complex four-way

current lighting system has created backups which extend onto the freeways.

Solution

and business owners in the vicinity, the transportation depart-ment committed to take actions to accommodate the needs of all stakeholders during the design and construction phases. The

at about 14,000 vehicles a day pre-Katrina and 17,000 after the

Above: New sidewalk pavers,bluestone pavers, trash recep-tacles, and other sidewalk im-provements transformed not only the pedestrian realm, but spurred economic development in Wash-ington D.C.


Above: A new roundabout- de-

device within a historic district toallow for easier pedestrian cross-ing.

storm. DDOT overcame the challenges by selecting the smallest diameter roundabout possible to accommodate vehicles (about

a non-contributing building in the historic district to provide extra

also shifted slightly to make it easier for pedestrians and bikers to cross the intersection. Landscaping and more directional signs,

Result and Application for MilwaukeeStatistical data is not yet available for the project but studies indicated that roundabouts are safer for drivers and pedestrians

designed for high-speed motor ways. However, since speeding

limit at the roundabout is 20 mile per hour.

CASE STUDY 7: MANAGING STORMWATERLocationPortland, Oregon

Problem

Montgomery adjacent to Portland State University- needed to

street trees, landscaping, street lighting, and signage, while at

Background--

tems to manage urban stormwater runoff.

SolutionThe streetscape project not only manages street run-off but also maintains strong pedestrian circulation and on-street parking.

handle approximately 8,000 square feet of storm water runoff. The design provides water quality treatment and maximizes in-

to access their vehicles without infringing upon the stormwater planters. Perpendicular pathways were created between each


stormwater planter so that a pedestrian would not have to walk -

posure at each planter indicates to the pedestrian that there is a drop in grade. Each curb cut which allows the street runoff to en-

Result and Application forMilwaukeeThis was a successful “green street” project and it has won a National

project design does not pose safety issues for pedestrians or for people getting in and out of vehicles. Fur-ther, it has demonstrated how both new and existing streets in downtown or highly urbanized areas can be de-signed to provide direct environmen-

-grated into the urban streetscape.

CASE STUDY 8: CREATING SIDEWALKSLocationSnohomish County, Washington

ProblemThe Lake Serene Community was forced to walk in the travel lanes of Serene Way, a two-lane local access road. Walkers some-times had to jump into the ditches to avoid oncoming cars at certain blind turns.

BackgroundThe road had minimal shoulders and drainage from the road col-lected into open ditches along both sides of the road. The existing

-ciation initiated the project by requesting a sidewalk be built.

Above: These two diagramsdepict how the new stormwaterrunoff planters work duringheavy rainfall

Below: Birdseye view of newstormwater planters


Above: Before and After viewsof the new retention area andsidewallk

SolutionThe project has several main objectives which include provision of a safe walkway, coordination with the Lake Serene Commu-nity association, minimizing impacts to adjacent properties, and

avoiding the use of a detention pond/pipe design. To further the perception of safety, the 4,500 linear foot walkway was designed in such a way that the walkway is located behind the drainage ditches. This provides a buffer between cars, bicyclists, and pe-

-destrian facilities and provides a safer route to school for students of a local elementary school. In order to minimize the impact on adjacent properties, an alignment within the existing right-of-way was chosen that would meander among existing project site features such as fences, trees and utility poles. Due to a lack of

which doubled as a stormwater drain.


-ditionally, there was a considerable cost savings because the use of porous concrete material enabled the walkway to be built by eliminating the need for a detention system.

CASE STUDY 9: UNLIMITED AND UNDEFINED ACCESSLocationCity of Des Moines, Washington

Problem

for pedestrians.

Background-

tions, and safety, provide facilities for transit and pedestrians, and encourage economic redevelopment along the SR-99 corridor through the City of Des Moines.

SolutionSR-99 will undertake a series of infrastructure improvements in-cluding the placement and type of intersection signals, pedestrian features, access control, and aesthetic treatments to increase ca-


features that will be considered in this project is a landscaped me-

existing two-way left-turn lane and improve both pedestrian and

along the highway, and a six-foot landscaped planter will be built on each side of the street. The project will also install equipment

Moines and King County Metro have even considered the instal-

each direction of the route as well as bus pullouts and new transit shelters. To further enhance pedestrian activity, sidewalks will be installed on both sides of the highway with sidewalk lighting and a pedestrian-activated signal.

Result and Application for MilwaukeeThe conditions for pedestrians along the corridor were greatly improved and the efforts of the transportation department were appreciated by the citizens of Des Moines. With the facility im-

Below: A conceptual renderingof the SR-99 corridor with road-way improvements. Some im-provements include a landscapedmedian,HOV lane, left-turn lane,bus pullouts and transit shelters,and paved crosswalks.


CASE STUDY 10: TOTAL FACILITIES OVERHAULLocationCleveland Heights, Ohio

ProblemSeverance Circle, surrounded by a high-use commercial and re-tail development in a vital suburb, is perceived to be unfriendly to pedestrians and bicyclists. Due to very little accommodation for pedestrians and bicyclists, at times it forces them to cut into vehicular lanes at the risk of their personal safety. Despite being enclosed by a shopping mall, Severance Circle was not properly connected to other surrounding land uses.

BackgroundThe Canyon Johnson Urban Fund purchased the land and rede-veloped the center in 2002. They agreed to dedicate Severance Circle as a public street and to build a complete sidewalk system. Funds were set aside by the buyer, the seller, and the City for road and sidewalk improvements.

SolutionWith an array of goals formulated by the Department of Planning and Development, a variety of measures were implemented. These measures include provision of benches and bus shelters, sidewalks abutting build-ing facades to provide storefront displays, addition of pedestrian activated walk signals at busy intersections and at mid-block crossings, and the installation of light

construction projects involved converting the four-lane road into two-lanes with a center left-turn lane and bike

of speeding and other dangerous driving was stepped up, and numerous tickets were issued.

Result and Application for MilwaukeeCompleted in 2003, the street project has formed a com-plete and connected sidewalk system, created common spaces, and installed benches, bus shelters, pedestrian-scaled lights, trees, and other landscaping. Dedicated bicycle lanes were added and the four-lane road was

been reported by city engineer that during the 2003

-walks and crosswalks were also used by pedestrians.

Below: Bike lanes, mid-block crosswalks and signals, benches and bus shelters were added to Severence Cirlce to enrich the pedestrian experience and en-courage walking, biking, and public transit instead of driving.

BEST PRACTICE CASE STUDIES PROGRAMS31

PROGRAM BEST PRACTICESThe program best practices are short-term activities or events designed to promote and encourage walking. They may have long-lasting effects on the community or city where implemented, but they are designed to achieve short-term goals and address

educating the public or encouraging walking as a viable transpor-tation option either in tandem with public transit and biking or as an alternative to the automobile. Like the project best practices, the programs are from around the country and provide a wide range of urban to suburban experiences.

CASE STUDY 1: SAFETY TRAININGLocation

BackgroundThe safety training program was developed to improve safety

-

spent on adults. In 2004, the City of Tucson requested federal transportation enhancement funds to improve pedestrian safety through public outreach and safety training.

SolutionIn order to reduce pedestrian and automobile roadway crashes, increase awareness of pedestrian responsibility and tolerance of all right-of-way users, the City of Tucson developed television and radio public service announcements. This was coupled with the creation of educational videos for police training as well as

-

permanent result.

Result and Application for MilwaukeeThe City installed 180 poster sized signs promoting the “share the road” ethic at bus shelters around the city. These signs were also displayed in forty (40) libraries and bike shops to reach a larger audience. Lastly, there was a monthly safety newsletter

motorists- were in both English and Spanish and available on-

activated crosswalk) signals at high prioritization location in the Tucson-Pima County region.

Below: A publication by the City of Tucson and its partners for educating the public about rules, regulations, activities, and safety measures for pedestrian and bicyclists

PROGRAMS1. SAFETY TRAINING2. “CROSS SAFELY, DRIVE SAFELY”3. EXTREME POSTER CAMPAIGN4. PUBLIC TELEVISION SAFETY VIDEOS5. WALK THERE! CHALLENGE6. BILINGUAL SCHOOL EDUCATION


CASE STUDY 2: “CROSS SAFELY, DRIVE SAFELY”Location

Background

University of Massachusetts campus, but few pedestrian safety

-tionally, since 2000 an average of four pedestrians per year have been seriously injured by drivers. In the past, after a complaint was made about either a pedestrian or a driver not being safe

where the complaint was made. Recognizing the lack of safety

between the Governors Highway Safety Bureau and the UMass College of Engineering Transportation Center- and University Police partnered together and created the “Cross Safely Drive

education, enforcement, and evaluation.

SolutionThe program included an awareness campaign along with a judi-cial education component. Safety tips were placed on posters and bus cards and reinforced through media coverage to remind

the program violators of either pedestrian or automobile laws

violation. Each handout included push button hand operator and pedestrian safety tips. For the second month violators were

local media.

Result and Application forMilwaukeeDespite pedestrian crashes still occur-ring, it is evident that motorists are more aware of pedestrians. More motor-ists yielding the right-of-way to pedestri-

-

aware of crosswalk violations which has led to more consistent enforcement of the laws. The program was deemed so successful that UMass has continued the program despite running out of grant money.

importance of pedestrian/ mo-torist safety on campus. Notice the “Cross Safely Drive Safely” poster promoted on the side of the bus

Above: The “Cross Safely Drive Safely” Poster which was hung around the UMass campus


CASE STUDY 3: EXTREME POSTER CAMPAIGNLocationOntario, Canada

BackgroundOntario recognized a lack of safe habits instilled in its pedestrians when, in 2002, the City of Toronto reported more than half of all

-treme nature of the information, the Injury Prevention Coalition created an extreme poster campaign for the City.

SolutionThe Injury Prevention Coalition waged a media campaign with the slogan “Cross the Street as if Your Life Depends on it, Because it Does”. The Coalition sent posters and brochures to over 900 com-munity agencies and also had posters on the sides of over thirty

played in movie theaters for the audience to see while waiting for the show to begin. Funding was provided through a number of local contributions.

Result and Application for MilwaukeeThe initial launch of the campaign was covered by local media outlets to help get the message out about both the campaign and the message. It is estimated that the slideshow in movie

to education and awareness for pedestrians. www.inavigait.com

CASE STUDY 4: PUBLIC TELEVISION SAFETY VIDEOSLocationBethesda, Maryland

Background

created for playing on public access channels in Maryland. These videos are designed to educate the public about barriers to pe-destrian safety.

Solution

twenty-eight minute episode. Issues are brought to light by ex--

issues include pedestrian infrastructure, planning in coordination with transit, and hazards confronting pedestrians.

Above: The Injury Prevention Coalition poster created to make an impact in Ontario


Result and Application for MilwaukeeOver 120 public access cable stations carry the episodes each month in addition to a DISH Network channel. Viewers include

-chived online and the website received over 100,000 visitors per year. The program is now archived on Google Video at: http://video.google.com/videosearch?q=%22Perils+For+Pedestrians%22

CASE STUDY 5: WALK THERE! CHALLENGELocation

Background

as a means of transportation for shorter, neighborhood trips. To

-veloped an education program to encourage walking.

Solution

challenge was created. The challenge was for members of the

-ticipated in promotional events to raise awareness of the heath,

were given out to participants who then tracked the number of steps they took each week. In addition to the challenge, walking maps with sites within easy walking distance to downtown were created and distributed.

Result

2,000 pedometers being distributed. The challenge was also followed closely by the local media. It was so successful that an expansion of the challenge is currently being developed.

CASE STUDY 6: BILINGUAL SCHOOL EDUCATIONLocationSan Diego, California

BackgroundThough there was some pedestrian education already in schools, it was noted that this education was lacking and missing the

Above: The Walk There Challenge is an ongoing program through the City of Atlanta.


pedestrian child safety training program was created for a bilin-gual low-income school where the majority of the children walked to school.

Solution

and presented in both English and Spanish. Moreover, standard videos and images typically used for presentations were replaced

presentation more interactive for students.

Result and Application for MilwaukeePost-presentation survey and analysis (two weeks after) indi-cated that students retained the information better than when

parents, Safety Patrol, and siblings were responsible for their safety was overcome to help them realize they themselves must be responsible pedestrians. Moreover, the thought that “Cars will always stop for kids” was challenged and the students realized that this is not always the case.

Above: A neighborhood image used in the school education pro-gram. The image shows students inappropriately crossing the street without looking for oncom-


POLICY BEST PRACTICESThe policy best practices are long-term solutions to enhance the pedestrian realm. Some policies take immediate action to impact the physical nature of a space or an entire municipality. Other policies take aim at a social, behavioral problem that training, ed-ucation, and reinforcement of good practice is hopeful to change. Some solutions are directly applicable while others offer pieces which might be compatible in Milwaukee. While this list is not comprehensive, these six policy case studies are intended to give an idea of the wide range of possible policy solutions the City of Milwaukee must consider.

CASE STUDY 1: LOCAL COMPLETE STREETSLocationThroughout the nation

BackgroundStreets designed with only the car in mind limit the option of mode choice in mobility. These types of streets can be danger-ous for bicyclists and pedestrians due to their lack of amenities offered for these mode types. In order to plan for and fund all modes of transportation, the National Complete Street Coalition was formed and as a result, the complete streets policy move-ment has been adopted by municipalities nationwide.

SolutionOne solution to an automobile oriented street construction policy has been the introduction of “complete streets” policies. Complete Streets policies have been adopted throughout the nation at the state and local levels through ordinances and resolutions through quasi-public agencies, and through comprehensive plans and de-sign manuals. These policies ensure that all users of the streets are kept in mind when constructing or improving a street. The general policy framework for complete streets policies includes

---

This comprehensive approach ensures a complete policy in which all users are kept in mind and all departments know the approach as they work on individual projects.

Result and Application for MilwaukeeThe passing of Complete Streets policies has resulted in several

Above: The National Complete Streets Coalition is the founder and all-knowing source for Com-plete Streets

Above: A complete street in Port-land, Oregon accommodates the automobile, bicycle, and pedes-trian in the right-of-way.

POLICIES1. LOCAL COMPLETE STREETS2. ELEMENTARY SCHOOL EDUCATION3. PEDESTRIAN AND BICYCLE TRAVEL POLICY4. CORRIDOR TRAFFIC CALMING5. TRAFFIC OFFICER TRAINING6. INJURY PREVENTION PROGRAM

BEST PRACTICE CASE STUDIES POLICIES37

ordinance requiring all Seattle DOT projects to implement com-

drawn from for the implementation of the policy. Seattle also includes critical elements of operations and maintenance in its policy so regular improvements can be made to the existing in-frastructure.

CASE STUDY 2: ELEMENTARY SCHOOL EDUCATIONLocationOrange County, Florida

Background

County realized a lack of safe pedestrian training for students in

engineering specialists, the local school board, and advocacy organizations to educate and train students

SolutionWithin the elementary age, there was a big push to promote “Walk Your Child to School Day” to help facilitate parents to be a teacher to their children of safe pedestrian habits. Moreover, a pedestrian component was added to Safety Villages that were already in

them general safety around the house and when out in public. With older students of the Middle and High School age, safe pe-destrian habits were taught through different media formats and both active and passive teaching. These included direct in-class

videos, and also posters.

Result and Application for MilwaukeeThe process to develop the curriculum took one and a half years. It was accomplished by education specialists, law enforcement,

pedestrian laws (i.e. “what constitutes jaywalking?”) was ac-complished.

CASE STUDY 3: PEDESTRIAN AND BICYCLE TRAVEL POLICYLocationThe State of Kentucky

Background-

Above: Students attract attention to their new pedestrian training program by walking the streets


of Kentucky created the Pedestrian and Bicycle Design Guidance Task Force. The goal of the Task Force was to help guide the Ken-tucky Transportation Cabinet by creating policies regarding when, where, and how to implement bicycle and pedestrian facilities.

SolutionThe Task Force was able to have design guidelines signed in

-velop. The guidelines ensure that with all new and reconstruct-ed roadways pedestrians and bicyclists are kept in mind. These

-modating pedestrians, including land use, existing transportation networks, transit stops, and public demand.

Result and Application for MilwaukeeThrough the passing of the Pedestrian and Bicycle Travel Policy, not only has the safety of pedestrian and bicyclists increased, but so has non-motorized travel. In just three years the number

is also expected that this policy will reduce vehicle miles traveled and improve air quality in the state.

CASE STUDY 4: CORRIDOR TRAFFIC CALMINGLocation

Background

survey determined this concern was valid and indeed harming

-tives from the Department of Transportation, police department,

with generating a solution for the community.

Solution-

white road edge markings, pavement markings, and pedestrian signs. School buses were also contributing to the speeding issue and the school board agreed to ensure that the posted speed limit would be followed by bus drivers.

Result and Application for MilwaukeeDuring an informal survey process evaluating the potential imple-mentation of the solutions, there was nearly unanimous support

BEST PRACTICE CASE STUDIES POLICIES39

the initiative taken by community members to bring a pressing issue to light, saying the Department would not have made the improvements if the community had not spoken up.

CASE STUDY 5: TRAFFIC OFFICE TRAININGLocationMadison, Wisconsin

Background-

destrian issues which included both safety and pedestrian laws. -

trian issues during driver education courses.

Solution

Copies of this DVD were distributed to high school and private


instructors on pedestrian related issues. Due to the successful-ness of the DVD, the city is now working to create a training book which will help in training the public in the future.

CASE STUDY 6: INJURY PREVENTION PROGRAMLocationMiami-Dade County, Florida

BackgroundIn the state of Florida, Miami-Dade County had the highest num-ber of pedestrian injuries. Moreover, it is the third highest in the nation. Recognizing this, and the associated costs of the prob-lem presented, the Florida DOT lookedfor the causes, effects, and then solutions to the high pedestrian injury rate.

Solution

process was to analyze hospital records of those injured, conduct crash scene visits, speak with patients and their families directly

Above: A training video from the Madison Police Department depicts a common confusing sce-


pedestrian crashes. It was discovered that many sites had issues regarding obstructed views and long distances between marked intersections. It was also noted that 293 of the crashes were with

developed an injury prevention program and implemented it in 184 elementary schools. The program was taught to students for a half-hour session once per week over a 4 week period.

Result and Application for MilwaukeeWith the utilization of pre and post tests it was discovered that gains in pedestrian knowledge was maintained for at least a three month period- when the second post test was conducted. The number of children admitted to a Level 1 trauma center in Miami-Dade as a result of a pedestrian injury dropped from ninety-three

Above: Children participate in a safe pedestrian program.

MILWAUKEE SITE SELECTION43

MILWAUKEE SITE SELECTION-

cess. It was conducted to decide which two focus areas the Plan-ning Group would focus on for pedestrian improvements.

To Begin, data was gathered for the past three years of auto- pe-

interactive mapping website, “Compass”. This data contained

-dress locations of the crashes needed to be cleaned in order for

layer from Map Milwaukee.

-curacy, a point density geoprocessing tool was utilized to gain fur-ther understanding of crash clustering effects over the last three years(essentially a hotspot analysis technique). Upon creation of

number of crashes at the same location. Each location with a summary of greater than two crashes was analyzed to determine if it fell within an area that the hotspot image determined as a frequent crash location. If it did fall within this area it was further examined for such criteria as: number in intersecting streets, number of crashes, alternate transportation access, speed limits, and land use. If the location fell outside a hotspot, it was dis-missed from further analysis.

-cated that over the last three years, two sites had

crashes. The two sites chosen were North 91st Street & West Silver Spring Drive, and at South

why these sites where chosen above the rest is because of their high crash counts, variety of uses, structures near the street, and the framework of these streets are typical throughout Milwaukee, making a model more adaptable to other parts of the city in future studies.

Once the site selection process was complete, the group was able to conduct research on best prac-tice case studies to determine which projects, pro-grams, and policies were best applicable to the two Milwaukee sites.

MILWAUKEE SITE SELECTION45

TARGET AREAS AREA A: 91st STREET & SILVER SPRING DRIVE47

The map on page 48 titled “Crash Frequency:

the crash frequency for the intersection of S. -

calculates the number of points (crashes) with in a 1/4 mile radius. The output of the point density tool is an image with a color ramp dis-playing greater number of crashes in the area as a darker color, i.e. blue. Because this inter-section has such a high number of crashes, and in tern a high number of points, a ratio of 1:1 (points to crashes), enabled this location to have a high density of crashes.

91ST AND SILVER SPRINGUpon completion of the GIS analysis, the intersection of N 91st Street & W Silver Spring Drive (CTH E) in the north side of Mil-waukee was one of the two sites used to conduct research on best practices. This site, along with the intersection of N 35th Street & W Capitol Drive (STH 190), was the intersection with the highest pedestrian crash rates in the City of Milwaukee. This intersection

limits of 35 miles per hour on 91st Street and 40 miles per hour on Silver Spring Drive. This intersection has a similar framework as other intersections seen throughout the City of Milwaukee.

TARGET AREA A

SITE SELECTIONThe map to the right, titled “Crash Location: N. 91st St. and W.

and the land uses surrounding the intersection.

Image from the Wisconsin De-partment of Transportation’s

Volume Data”


WALK SCOREThe Walk Score for the neighborhoods around the intersection of 91st and Silver Spring is comprised of the Silver Swan Neighbor-hood and the Valhalla neighborhood. The table on the right indi-cates where each of these neighborhoods ranks amongst Milwau-kee neighborhoods. The Silver Swan neighborhood score is 50.

-

The overall Walk Score for the area is a car-dependent 38. The

services in the areas. Because of the low number of intersections in the area and long block lengths, this area is ranked negatively on pedestrian friendliness. While it does have high scores for walking distance to schools (Bryant Elementary only) and bank-

restaurant choices which are not fast food. Providing access to better food choices is one way Milwaukee can encourage walking and promote a healthier lifestyle for its residents. In addition, by locating smaller scale neighborhood services within shorter distances, the City can better connect people to other modes of transportation and increase the frequency of walking.Better urban design of block lengths and street amenities will provide a safer, less car-dependent walking experience at 91st and Silver Spring.


Above: Because of the placement mailboxes, cars dropping off mail pose a serious safety risk for pe-destrians on the sidewalk

Below: Mid-block crossing was an observed problem. A pedestrian chooses to cross mid-block in-stead of at the designated cross-walk at the intersection of 91st and Silver Spring

STAKEHOLDERSThe Planning Group conducted, or attempted to conduct, stake-

-pose of all the interviews was to identify pedestrian issues, the format and focus of the questionnaires varied. The goal of each interview was to gain insight into their perception of the pedes-trian experience. We also wanted to know if they were aware of issues or if they had any suggestions for improvements.

2nd District Alderman Joe Davis-

garding the pedestrian study of N. 91st Street and Silver Spring Drive. Every attempt for correspondence yielded no results.

Gas Station Owner-

tion at this intersection to obtain a better understanding of the

improvements. The owner of this particular gas station is also the owner of the gas station located on the northwest corner of the block. He expressed words of concern for the pedestrians cross-ing the intersection in every direction. He mentioned that a lot of people would seek shelter from the rain or snow under the gas

Because he owns both gas stations at the intersection, he notices

When asked if he had any indication why he thinks this may be,

same at both gas stations. He was also asked if he had any sug-gestions or additional comments to which he replied that N. 91st Street needs surface improvements because there are many pot-holes- making the road unsafe for cars and people.

Postmaster

-

any real problems with the intersection, and no costumers have

the locations of their drop boxes. The fenced parking lot does -

vide an employee count of those that take an alternate form of transportation other than personal vehicle to work. Furthermore, the postmaster was also unable to provide us with the number of


Below: A very unfriendly pedes-trian experience

Bottom: It was observed that there is a heavy use of the Mil-waukee County Transit System at this intersection.

PUBLIC INTERVIEWS- FIELD SURVEY

analysis. In order to do so, pedestrians were asked four ques-tions: do you generally feel safe crossing in this intersection, what do you like about the reconstruction and did it improve your accessibility, do you think there are problem areas when walking across or around this intersection, and if you could change or add something to the intersection, what might it be?

Pedestrian Planning Public Interviews, N. 91st Street and W. Sil-ver Spring Drive

Wednesday April 6, 2011

General ObservationsWhile group members sought input from pedestrians, we also observed the following: - More people generally arrived in the vicinity right before the bus arrived - The majority of pedestrians (estimated 90%) used the convenience store (northwest corner) - School buses drop off students at all corners of the intersection - MCTS driver said the intersection is always busy with pedestrians and she has never experienced any complaints - There are a lot of police in marked and unmarked cars patrol- ing the area - One bike rider was seen during the duration of the interviews. He was riding north on 91st in the street. This is where there is no sidewalk along the west property line of Valhalla Memo- rial Park. Once he was north of Silver Spring, he moved onto the sidewalk

overall pedestrian total did not use the intersection but crossed midblock on both 91st north of Silver Spring and Silver Spring west of 91st. Nearly all trips were to and from the convenience store at the northwest corner - One (1) respondent who indicated they felt safe and the intersection did not need any improvements did not use the inter-

ing north, they crossed 91st midblock to access the BP

the bus - Pedestrians would have to reach a fast-pace walk to cross the entire block in either direction—north/south or east/west


to the gas station located on the northwest corner of the intersection versus the gas station on the northeast corner (see gas station stakeholder summary)

Interview Totals - 22 successful interviews - 7 declined to interview (people who were approached and informed of our purpose and then declined)

- 1.5 hours

QuestionsDo you generally feel safe crossing in this intersection?The overwhelming consensus answer for this question was yes, people generally feel safe when crossing this intersection. Of the twenty-two (22) respondents, two (2) felt that safety was

What do you like about the reconstruction and did it improve your accessibility?

-ing, relining and new intersection features were an improvement. Of those that responded positively, the majority of responses were because of the pedestrian crosswalk push button signals that were put in. Other responses included that the road is much

lanes were an improvement along Silver Spring (1), and the cam-eras were a good deterrent for crime (1). Finally, one respondent felt that the new improvements made crossing easier and helped with safety of pedestrians who were being clipped by cars at the southwest corner of the intersection.

Do you think there are problem areas when walking across or around this intersection?

issues. Those issues included three (3) problems with the cross--

cated that the bus stop island at the southeast corner of the inter-section is never shoveled during the winter. The remaining four respondents indicated issues with the general intersection that were external. 2 said that drivers were driving too fast and driv-ers running the yellow and red lights were a common occurrence

Below: Because of the auto-ori-ented nature of the intersection of 91st and Silver Spring, the short “walk” signals make it dif-

Notice the pedestrian cross signal and the position of the woman in the two photos below. This par-ticular woman only made it a few steps before the signal changed to “don’t walk”


Below: Dead-end sidewalks im-pede pedestrian mobility at the southeast corner

Above: A noticeable improve-ment to the intersection has been the recent addition of pedestrian push-button cross signals.

Below: Despite the addition of cross signals, walk timing re-mains inadequate so pedestrian must stand in small islands in the

The other two (2) respondents said that the day driving was

but lighting was dim

If you could change or add something to the intersection, what might it be?

be a welcomed addition to this intersection to deal with snow

with other street furnishings including garbage cans and benches. Two respondents also said they would like to see more mainte-nance when things break or in an effort to pick up trash. Inter-estingly, no one commented on landscaping or trees. Finally, one response dealt with the external factor that drivers needed to be educated on the presence of pedestrians in the area.

The following is a summary of responses to this particular ques-tion and the number of people with the response in parentheses: - (5) Bus shelters

- (1) Make drivers more aware of pedestrians

- (1) Crossing guard for children - (2) More garbage cans - Garbage can near the BP gas station - (2) Maintenance/clean up - (1) Security cameras - (1) Remove cameras - (1) Increased size for standing on corner. Larger Landing - (1) Go-kart or automated cross walk

Additional comments?We concluded each questionnaire by giving the participants an opportunity to give any additional comments which may relate to their walking experience. The following is a summary list of the additional comments: - (1) Respondent does not live in the area


RECOMMENDATIONSThe intersection of 91st and Silver Spring is a common intersec-tion found throughout Milwaukee. That is, it has similar features - speed limits, number of lanes, surrounding land use - as other intersections around Milwaukee and thus acts as a perfect model for our research. The recommendations for this intersection deal with aesthetics, some of which the WISDOT has already begun to address, and pedestrian safety and comfort. Because of the high rates of speed, surrounding residential land uses, and high level of transit ridership, these recommendations focus on what can best be done to serve those that live in the vicinity and use public transit.

ProjectIt is the recommendation of this plan that based on the com-

following projects be taken into consideration for implementation.

to bus shelters. Overhauling these facilities will allow the pe-destrians to remain safe and comfortable at the bus stop during poor to extreme weather conditions. Best Practice Management (BPM) project case study number ten (10) better illustrates how a total facility overhaul can better improve a street intersection. Furthermore, controlling the crosswalk so that pedestrians have a safe and visible path to cross is a necessity. BPM case study one (1) is a prime example how instilling a crosswalk light and visible markers led to the reduction of pedestrian crashes. When interpreting these case studies there is an over arching theme

ideal representation of all types of transportation, including non-

Program“Cross Safely, Drive Safely”This program has the potential to work well around the 91st and Silver Spring intersection. Interviews with pedestrians in the area indicated two items that would make this program successful. First, pedestrians were concerned about the speed of drivers. On the UMass campus where this program took place, drivers were

to stop automobiles and educate the drivers, not just about the posted speed limit, but about the need to be aware of pedestrians at the intersection.

-gram applicable is the short (time) crosswalk signals. This issue is two fold. First, the timers need to be addressed to ensure ped-


estrians a safe amount of time to cross. Second, the intersection creates an environment that encourages pedestrians to practice unsafe habits. When the lights are too short for the amount of time it takes to cross the street, pedestrians are more likely to

implementation of “Cross Safely, Drive Safely,” pedestrians in the area will be educated about safe habits and the dangers of jutting

PolicyMore frequent maintenance

maintenance and a general lack of cleaning-up of the area. Many of the pedestrians interviewed indicated there is a clear lack of garbage cans, especially around bus stops. Respondents indi-cated they felt that if garbage cans were available it would help

people felt there is a lag time between when something breaks

time to broken items will help ensure that both pedestrians and

Red light camerasDuring the reconstruction of the intersection red-light cameras were added. Interviews indicated that pedestrians liked the ad-dition and would like to see more. This was due to the perception that they helped reduce crime, increasing the perception of safety at night. Due to this, the continued use of the cameras is recom-mended. Moreover, if they break they should be replaced and not simply taken down.

TARGET AREAS AREA B: 6TH STREET AND LINCOLN AVENUE57

6TH AN LINCOLN AVENUE

south side of Milwaukee was the second site used to conduct re-search on best practices. This site had the third highest number

-

of approximately 10,200 and posted speed limits of 20 miles per

-work as other highly traveled intersections seen throughout the City of Milwaukee and thus was used as a local case study.

TARGET AREA B

SITE SELECTION The map to the right, titled “Crash

the orientation and the land uses sur-rounding the intersection. The most prominent use is the religious institu-tion on the southwest corner of the intersection, Basilica of St. Josaphat.

The map on page 58 titled “Crash

-

--

gram calculates the number of points (crashes) within a 1/4 mile radius. The output of the point density tool is an image with a color ramp display-ing the greater number of crashes in the area as a darker color, i.e. blue. Because this intersection has such a high number of crashes, and in tern a high number of points, a ratio of 1:1 (points to crashes), enabled this loca-tion to have a high density of crashes. This location has a high crash density rating and the frequency increases as one heads toward the northeast, i.e. the city center.

Image from the Wisconsin De-partment of Transportation’s

Volume Data”


WALK SCOREThe Walk Score for the Lincoln Village neighborhood, which the

the right indicates where the Lincoln Village neighborhood ranks

higher Walk Score. There are 12,190 people, or 2% of Milwau-

with a 52. There are seven bus routes nearby.

-dius and the average block length is also good at 390 feet. Short block lengths and a large number of intersections makes walking more convenient, safer, and more visually interesting as there is more change for both pedestrians and automobiles, and a higher diversity of walking routes for pedestrians. The area also ranks well in food choices, parks, and schools.

Sixth and Lincoln, while not among the top Walk Scores in Mil-waukee, shows how better urban design - smaller block lengths, good amenities and services, and a number of intersections makes walking better and more likely to occur. The density and diversityof uses in this neighborhood indicates that there is more to walkability than infrastructure improvements and programs.


PUBLIC INTERVIEWS- FIELD SURVEY

analysis. In order to do so, pedestrians were asked four ques-tions: do you generally feel safe crossing in this intersection, do you think there is a difference between day and night in regards to how the intersection operates, do you think there are problem areas when walking across or around this intersection, and if you could change or add something to the intersection, what might it be?

Pedestrian Planning Public Interviews, S. 6th Street and W. Lin-coln Avenue

General Observations - More people generally arrived in the vicinity right before the bus arrives - There is a lot of police in both marked cars and on bicycle patrolling or driving through the intersection/area - There were several children with adults and students during the interview timeframe. Most were waiting for the bus

Interview Totals - Thirty-Two (32) successful interviews - Twelve (12) declined to interview (people who were approached and informed of our purpose and then declined) - Two (2) did not speak English

- Roughly 73% of people responded (32/44 = 72.7%) - 1.5 hours - There was a visually noticable diversity of races - 12 of 32 respondents were female

QuestionsDo you generally feel safe crossing in this intersection?Just over half of the respondents (18) felt safe when crossing the

safe only some of the time. The main issues outlined by the eight respondents who did not feel safe were that drivers did not obey

acknowledged that reckless or unobservant drivers were an issue.


at all time. Finally, it is interesting to note that one respondent who felt safe said so only because her children were not with her. She acknowledged that having her children makes her feel unsafe because of the chance of them being struck by an automobile.

Do you think there are problem areas when walking across or around this intersection?

-

are no problem areas that stand out. Of those 17 respondents who indicated there was a problem, 5 people indicated that it was not the intersection, but drivers being reckless or not obeying

stopping or running yellow and red lights. Three (3) respondents said that the right turn only lane onto Chase, going east on Lin-

Three (3) people also indicated that the lights at both Chase and Lincoln were confusing and caused people to speed to beat the

because of cars turning right onto Chase from Lincoln and cannot be seen or did not look for pedestrians. There were four (4) other concerns which included maintenance issues and cracks in pave-ment being problems for the elderly, the crosswalk lines are hard to see, and cross signals are too short.

Do you think there is a difference between day and night in re-gards to how the intersection operates?When asked if there was any difference between how the inter-section operates during the day or at nights, the responses were very evenly divided. The majority (13) of respondents did not

do not go out at night in the neighborhood. Ten (10) of the 32 respondents said that there is no difference between day and

Nine (9) of the 32 respondents said that there was a difference between day and night at the intersection. Of those nine (9) re-

that night time drivers were more hectic including one response which mentioned drunk driving. Overall, two respondents com-mented on the presence of gangs, prostitution, or drugs in the area.

If you could change or add something to the intersection, what might it be?The largest number of responses to the question pertained to the


crosswalk markings. Respondents suggested repainting of the directional and crosswalk lines in the roads (7). Other responses that received a high rate of response were to add more bus shel-ters or benches (4 each), make drivers more aware of pedestri-ans (3), and to increase the walk signals for pedestrian (5). One respondent indicated that not only would longer crosswalk signals

see would be useful.

The following is a summary of responses to this particular ques-tion and the number of people with the response in parentheses:

- (1) Repave roads - (7) Repaint street and crosswalk lines - (2) More signs for Right turn onto Chase from Lincoln

- Every corner with bus stop

- (1) More lighting - (1) More police patrols - (3) Make drivers more aware of pedestrians - (5) Longer walk signals

- (1) Pick up garbage

Additional comments?The Planning Group concluded each questionnaire by giving the participants an opportunity to give any additional comments which may relate to their walking experience. The following is a summary list of the comments: - (1) Like the intersection - (2) Does not live in area

Beecher St. intersection - (1) The fountain at northeast corner is nice in the summer - (1) Was hit by driver at one point on northwest corner of intersection


PUBLIC PARTICIPATION OPEN HOUSE

planning group to actively engage the public in planning for the

area. The meeting was attended by three people- one member of the general public and two local business owners. The informa-tion below is a summary of activities and feedback from the open house.

Public Open House

St. Josaphat Basilica

Safety concerns-

Lincoln intersection. The results of this activity conclude that par-ticipants feel there are more unsafe areas (13 total) than safe

-walks or in the park. Of the unsafe areas indicated, only four (4) were on sidewalks while nine (9) were in the road. Generally, turn lanes around this area were deemed to be a problem both for au-

One issue that was raised is the speed of drivers traveling west-

concerning to them because of a bottleneck at the intersection -

to accelerate rapidly and speed around or cut-off other vehicles in the main travel lane.

-ment and semis. Such large vehicles on a narrow 4-lane street can cause visibility issues for vehicles trying to pass and in turn, raises pedestrian safety issues with being unseen and speeding vehicles.

-

Above: The Public Open House

Above: After a formal presenta-tion by the planning group, meet-ing attendants participated in a hands on activity


AestheticsThe second activity of the open house asked participants to “get their hands dirty” by applying various streetscape elements and infrastructure improvements to planametric illustrations of the in-tersection. This was done utilizing cut-outs of elements- bench-es, trees, trash receptacles, pavers, planters, and hanging bas-kets- and markers to draw other elements- bike racks, public art, pavement markings, sidewalk extensions, signage, and banners. Each element was designated a certain point value based on the unit and installation cost. Participants were allowed an unlimited budget for placing these items where they felt appropriate.

The result of this activ--

provements are more than welcomed in order for the intersection to be “dressed up a bit”. New items like planters, hanging baskets, and trees were placed on the site in an effort to make the aesthetic appearance of the intersection more inter-esting and inviting. Partici-pants also indicated that in-frastructure improvements like curb-bump outs and new pavers, instead of re-painting crosswalks, would

-trian right-of-way. However,

these improvements, they argued, would not be welcomed at the expense of on-street parking spaces. Other maintenance is-sues like trash pick-up and repairs to road surfaces were desired. Participants mentioned the wish for more aesthetically appealing trash receptacles to connect any streetscape improvements.

Because speed of drivers was a “hot topic”, it was asked if par-

the street more quickly instead of crossing at the corner. Both business owners replied “not really”, and felt the situation with speeding and pedestrians was a combination of driver careless-

-

makes it more unsafe for both parties.

Top: Meeting attendees partici-pate in placing streetscaping ele-ments on 6th and Lincoln maps

Above: Three planning group members listen intently as com-munity stakeholders discuss some issues with the intersection of 6th and Lincoln.


-cause of the presence of the Basilica, focus of drivers is up in the

at a high rate of speed, and there are a limited number of visual or physical barriers to reduce this speed, the intersection not only felt unsafe, but was unsafe. This participant felt it was important

was suggested by the participant that adding improvements such as lighted crosswalks to focus driver attention on pedestrians and not the Basilica would help pedestrians feel more safe and slow

Image preferencesFinally, participants had the opportunity to indicate their prefer-ence of various streetscaping and infrastructure improvements. This was done through an image preference survey. While there was a limited number of participants, a few results stood out. In the vegetation/tree board, all three stickers were placed on the photo which had a full planter bed with trees and pavers on

photo with lights at night to indicate the presence of a pedestrian. The other boards had split results with each participant voting for a different image.

Additional Participant CommentsPresentation was well prepared and informative

boards from the open house. The other subjects were pedes-trian signage, curb bump-outs and activation/use of sidewalk right-of-way.


hands-on participant activity show where there are safe and unsafe areas within the intersec-tion and surrounding context.

The yellow stars indicate safe areas

The red stars indicate unsafe areas

Above: A participant places stars on what he believes are safe and unsafe areas at 6th St. and Lin-coln Ave.


Left: The results of the second hands-on pedestrian exercise revealed the desire for many aesthetic and physical changes to the pedestrian realm and infra-structure.

Above: A participant places street elements on his board while a Planning Group member observes


RECOMMENDATIONS

around creating a more aesthetically pleasing pedestrian envi-ronment and education. By refocusing on the pedestrian realm - through the addition of benches, hanging baskets, walk timers, curb bump outs- pedestrians will feel safer. These improvements will also serve to make drivers more aware of “the street” as a shared space instead of a thoroughfare.

Special focus should also be given to the idea of view corridors and vertical elements. Because of the presence of St. Josaphat Basilica drivers are more likely to be focused up at the impres-sive structure, rather than at pedestrian level. Improvements like crosswalk lighting and more frequent maintenance of road lines will help return attention to the road and at not the Basilica. It may even prompt more drivers to park and walk to see the Ba-

-

Project

and Lincoln intersection. To begin, speed plays a large factor in pedestrian safety. Best Prac-tice Management (BPM) project case study two (2) aids in reducing pedestrian crashes by imple-menting curb-cuts and on-street parking, nar-rowing the street width. Both case studies one (1) and three (3) also deal with pedestrian safety and are methods of reducing pedestrian crashes at the intersection by introducing better signage

signs and an increase in the time in which the

-ans pathways more visible will reduce pedestrian

intersection, “Complete Streets” is an ideal for-mat for all modes of transportation. BPM case

to reduce pedestrian crashes by overhauling the facilities and beautifying the area by implement-ing vegetation as a buffer between the sidewalk and the road.

Below: This image is a render-ing of what the 6th and Lincoln intersection could look like if the project recommendations were implemented.


ProgramDriver education

both the speed and recklessness of drivers.

around the education of drivers will help de-ter this behavior.

Businesses in the area provide a great av-enue to reach out to drivers about slowing down and the need to be attentive. Pub-

pamphlets would be developed and handed out to drivers. These materials would be dispersed through the businesses by giving each customer one when they visit a store.

opportunity to reach a large number of visi-tors. Lastly, these informational items could be placed on parked automobiles in the area on a weekly basis.

Education in nearby schoolsThere are a number of schools within close proximity to the intersection. Developing a few lesson plans pertaining to different pe-destrian issues should be developed for each grade level. The information would stressthe importance of safe pedestrian habits and the need to be at-

was a higher and longer retention rate of safe habits versus those done individually or by teacher.

PolicyMore frequent maintenance

issues with the currently worn out pavement markings. It is rec-ommended that there is a developed plan to ensure a consistent rotating basis of when the pavement markings are repainted. From discussions, it was clear that the worn out markings have caused confusion on the part of drivers who then drive recklessly once they realize they are in the wrong lane.

Above: This image is a render-ing of what the 6th and Lincoln intersection could look like if the project recommendations were implemented.


A

B

C

This page contains before and after photomontage renderings of existing conditions and pedestri-an streetscaping improvements. The improvements include the Planning Group’s recommenda-tions for project improvements based on case study research and public input.

Read as A:A = before:after, etc.

A: 6th Street looking south

B: Looking northeast from the steps of St.Josaphat Basilica

C: Lincoln Avenue looking east


A

B

C

CITY WIDE RECOMMENDATIONS73

CITY OF MILWAUKEEThe City of Milwaukee has an opportunity to improve on its pe-destrian infrastructure through education and a comprehensive, complete streets approach. By introducing the street as a shared space, or a “complete street”, Milwaukee can better serve the pe-destrian and motorist. This approach will create safe, enjoyable walking routes which encourage people to walk and capitalize on unique, local experiences and partnerships. It will also encourage safer driving habits and enhance multi-modalism in transporta-tion. However, a transition to a more walkable Milwaukee will take public outreach, education, and good implementation.

ProjectThe base framework for a City of Milwaukee Pedestrian Plan, implemented city wide, must begin with the idea of “Complete Streets”. Making the pedestrians visible by decreasing the time frame for which crosswalks are repainted, adding lighting, or a change in material will greatly reduce the number of pedestrian

as signage will contribute to the reduction of pedestrian crashes,

by making the drivers more aware of their surroundings and, al-low for an increase in reaction time if a pedestrian were to walk into the path of an oncoming vehicle.

ProgramSafety training sessionsIt is recommended the City develop pedestrian training sessions to be presented to the public. These would be sessions in which

These sessions could either be taught by themselves or as part of other outreach events put on by the Milwaukee Police Depart-

be stationed around busy intersections during events, engaging pedestrians in conversations about safe habits. These sessions

other community outreach events.

PSA pamphlets and postersThe development of public service announcement pamphlets and posters is a recommendation as a city-wide project. Pamphlets would be small, 1/3 sheets of paper the would have diagrams and

be created to discuss the need for drivers to be attentive to ped-

CITY WIDE RECOMMENDATIONS


during the educational sessions. Driver educational pamphlets can easily be placed on automobiles during large events.

In addition to these two types of pamphlets, safe pedestrian hab-its can be incorporated into the material passed out to visitors

also be taught safe habits and how they can engage visitors to discuss this information when they are helping individuals.

Lastly, the information in the pamphlets should also be developed -

dows and at bus shelters. Bus shelters provide a great opportu-nity for people to read the information while they are waiting for the bus. Moreover, a poster should be developed for placement on the bus.

Walk There! Challenge--

lar challenge takes place in Milwaukee. This challenge could in-clude city employees and the rest of the downtown businesses. It would be important for each participant to track the number of steps walked each day to reach a combined goal of all participants

kicked-off with a large event, perhaps the walking of the Milwau-kee Riverwalk and ended in a similar fashion. Moreover, it should coincide with a “walk to work week” challenge, formulated around “bike to work week.”

PolicyK-12 curriculum for MPSThe City of Milwaukee should work with Milwaukee Public Schools to develop a consistent, across-the-board curriculum revolving around safe pedestrian habits. These lessons would be developed to ensure that teachers are in fact teaching the subject to stu-dents and that the information is correct and consistent city-wide. Lesson plans would be developed for each grade level and tailored in such a way as to be the most effective for that age group. In Orange County, Florida the information was presented differently for different grades. For younger kids an active teaching envi-ronment was used while a more passive, in the form of posters around the school, was used for high schools. Miami-Dade Coun-ty was able to see a decline in the number of pedestrian crashes for students under the age of 14 with just four weeks of half-hour lesson plans once a week.

CITY WIDE RECOMMENDATIONS75

Pedestrian travel policyThis policy would create design guidelines that would need to be followed anytime construction on a street occurs. This policy would ensure that when construction happens, pedestrian ele-ments are included and are done in such a way to be accessible to all pedestrians of the street. The State of Kentucky implemented this policy and has concluded that not only has pedestrian safety increased, so have other forms of non-motorized transportation.

Neighborhood residents are the best at recognizing pedestrian is-

be setup to develop an avenue for local residents to get the sig-nage needed for the neighborhood. The City should work with neighborhood associations in not only identifying where signage is needed, but also with the funding. The neighborhood associa-tion would raise funds to help subsidize the cost of the signage it

and installment of the signs neighbors feel are needed.

laws are convoluted, resulting in infrequent or incorrect enforce-ment. The Milwaukee Police Department should either develop a

-

about safe habits and ordinances pertaining to pedestrians when they see a violation occur.

The City of Madison, Wisconsin created a video series for their po-lice department and it was seen as a huge success. These were so helpful that the videos were then edited to create a message for the education of the public at outreach events and in schools.


OTHER CONSIDERATIONSThese ideas provide some preliminary brainstorming ideas which the City of Milwaukee might consider in generating new alterna-

New IdeasFun theoryMaking things fun makes people want to do them. If you make walking fun, by whatever means, people will want to do it. One

-sponsible for administering jaywalking tickets to offenders. The

a predetermined number of those people who follow the rules. Ultimately, the money generated from jaywalkers would be dis-tributed to those that follow the rules. See www.thefuntheory.com, “The Speed Camera Lottery” as an example.

Walk to work dayOnce a year provide incentives for businesses and government departments to encourage walking to work. This voluntary ap-proach would help promote a healthier lifestyle and increase the social capitol of the area in which it is implemented. Since 2004, cities across the nation have participated in National Walk to Work Day

Walking weekendClose a neighborhood to walking only for a weekend or Friday work day. Public transportation should be allowed to continue its usual routes. This idea allows for more social interaction, increase safety, compliment a community event, promote a healthier lifestyle, and generate support for walking as a realistic

Riverwest, Bay View, and Lincoln Village might be some areas of consideration for implementation. Sheboygan County, Wisconsin

Bike and Walk to Work Week in June of 2011. See http://www.co.sheboygan.wi.us/bwtww/ for more details.

Existing PolicyMilwaukee Public Schools (MPS) Busing PolicyWork with MPS to reduce the number of students bused, there-by increasing the number of students walking to neighborhood schools. Use the money saved in busing costs to provide better or equal services at all neighborhood schools so demand for bus-ing to schools with better choices is mitigated.

APPENDIX79

RESOURCESCity of Denver Pedestrian Master Planhttp://www.denvergov.org/TabId/395511/default.aspx

City of Seattle Pedestrian Master Planhttp://www.seattle.gov/transportation/pedestrian_masterplan/

Complete Streets Resource Toolkit

Federal Highway Administration Safety: A Resident’s Guide for Creating Safe and Walkable Communitieshttp://safety.fhwa.dot.gov/ped_bike/ped_cmnity/ped_walk-guide/suc_stories.cfm

Pedestrian and Bicycle Information Center: Compendium, July 2010http://www.pedbikeinfo.org/

Pedestrian and Bicycle Information Center: Image Libraryhttp://www.pedbikeimages.org/

Pedestrian and Bicycle Information Center: Walking Infohttp://www.walkinginfo.org/

National Complete Streets Coalitionhttp://www.completestreets.org/changing-policy/policy-ele-ments/

Walk Scorehttp://www.walkscore.com/

APPENDIX


6TH AND LINCOLN NEIGHBORHOOD/BUSINESS CONTACTS

David AriasEl Salvador Restaurant

Luis Barbosa

Chris or Nara Colton

414.383.3400

Rick Petrie

414.271.9417

John RozgaOwner/OperatorRozga Funeral Home

[email protected]

Jim TarantinoCommittee Coordinator

Maria VargasDivas Hair Salon

414.899.7895

Brad ZwiegOwner/Operator

milwaukee pedestrian planning

Documents