Title:ترویج جوامع فعال از طریق برنامه ریزی عابر پیاده و دوچرخه

توجه: این پخش اینترنتی در حال حاضر فقط برای مشاهده در دسترس است و دیگر برای اعتبارات AICP CM قابل استفاده نیست. تاریخ پخش اینترنتی: ۴ آوریل ۲۰۱۴ با حمایت: Delaware شرح فصل: ارائه امکانات ایمن، کاربردی و جذاب دوچرخه و عابر پیاده همیشه یک وظیفه ضروری برای برنامه ریزان در هر جامعه بوده است. با این حال، به دلایل زیادی، از جمله افزایش هزینه سوخت، پیری جمعیت و اپیدمی رو به رشد چاقی، این وظیفه اکنون بیش از هر زمان دیگری مهم است. در این پانل، برنامه ریزان حرفه ای به چالش ها و موفقیت هایی که با طیف گسترده ای از پروژه ها از جمله ایجاد پیاده روی رودخانه شهری، توسعه یک طرح دوچرخه سواری منطقه ای، رسیدگی به نیازهای حمل و نقل فعال یک دبیرستان حومه شهر داشته اند، می پردازند. و برنامه ریزی برای مسیری با کاربری مختلط که دو شهرداری را به هم متصل می کند. سخنرانان عبارتند از: گری نوریس، AICP، یک برنامه ریز شهرداری برای سال ها و اکنون مدیر محله دلاور، ریچ وتر، PE، AICP، مدیر اجرایی سازمان برنامه ریزی شهری شهرستان دوور/کنت، آن ماری تاونشند، AICP، مدیر برنامه ریزی. و توسعه جامعه برای شهر دوور، دلاور، و جف ریگنر، PE، AICP، PTOE، معاون رئیس شرکت Whitman Requardt Associates و یک متخصص ملی در حمل و نقل فعال.

قسمتي از متن فيلم: Ode hello everyone and welcome to the webcast my name is Christine derse i’m the executive director of APA ohio and vice-chair of the norman ism division today Friday April fourth 2014 we will hear the presentation promoting active communities through pedestrian and bicycle planning for technical help during today’s webcast type your

Questions in the chat box found in the webcast tool bar to the right of your screen or you can call the 1-800 number shown for content questions related to the presentation type those in the questions box also located in the webinar tool bar to the right of your

Screen we will answer those at the end of the presentation during the QA on your screen is a list of the sponsoring chapters and divisions I’d like to thank all those participating sponsors for making these webcasts possible in today’s webcast is sponsored by the Delaware chapter for more information on

The Delaware chapter visit Delaware AP a wordpress com for more information on all our chapters visit planning org slash chapters and about our divisions planning org slash divisions and on your screen is a list of upcoming webcasts to register for these webcasts visit WWE tache org slash webcasts and to log your

CM credits for attending today’s webcast visit your dashboard planning networks / cm select your activities select events select Ohio is a filter and select promoting active communities this webcast has been approved for one and a half Sam credits for by viewing only some recorded webcasts are available for distance education for

Availability of distance education CM credits check the webcast webpage at utah epa org slash webcast and as a courtesy reminder April thirtieth is the last day that you can catalog all of your cm credits of course like us on Facebook planning webcast series to receive up-to-date information on all of

Our upcoming sessions and we are recording today’s webcast and it will be available on our YouTube channel just search planning webcast on YouTube and a PDF of the PowerPoint will also be available at Ohio planning org slash webcast presentations alright I’m going to turn it over to the Delaware chapter

But I’d be remiss if I didn’t post this oh my gosh how’d this get on the page go tribe alright I’m turning it over now to the Delaware chapter good afternoon good mornings of those west of here welcome to this episode of the certification maintenance well Benares the continuing education of

Certified planner from the planning webcast consortium of chapters and divisions I’m Jim Galvin aicp professional development officer for the Delaware chapter of the american planning association today we will present the activities of various entities to promote bicycling and walking in the state this webinar will include descriptions from the city of

Milford and over the efforts of the dover king county metro phone dialing organization and the wilmington area planning council as well as contributions from a regional planning consultant from whitman require associates please participate in the discussion asking questions are sharing your thoughts on the efforts presented this afternoon this session may be

Counted for one and a half cm credits please remember to visit planning org to update your credits after the presentation because of the nature of the presentation we pre-recorded elements if you have questions or observations type them into the chat box and we’ll attempt to cover them with

Louisa live we begin with the presentation by gary morris a htp care has held several planning management positions in pennsylvania and arizona the last being the Senior Planner Surprise Arizona responsible are to vote everyone this is a recording right now and it looks like images are not hosting

So please bear with since retired informed this multi consulting firm Delaware neighborhood specializing comprehensive planning recreation planning and land juice mr. Morris received his ma in urban and regional planning from Indiana University of Pennsylvania he’s a member of the american planning association in these two certified planners

In 2008 the city of milford developed its comprehensive plan according to delaware state law including provisions for a preliminary bicycle plan one of the things the city wanted to have in this comprehensive plan was a recognition of trying to connect points of interest through pedestrian walking or bicycle use hopefully people would

Use less vehicle transportation and either walk or use their bicycles Milford’s future land use map milford is a city of approximately four square miles and a population of approximately 10,000 this slide shows the location of the elementary schools by the green arrows and the star represents the downtown area of milford and the

Location of the Riverwalk these slides show the physical layout of the elementary schools located in the city of milford in the first phase we wanted to connect the three elementary schools with the downtown area of milford and milford’s Riverwalk just some basic information about the Riverwalk this

Project has taken over 20 years and as I walk along the Mississippi River and consist of almost two miles of walkable pavement benches and overlooks this slide shows the eastern part of the Riverwalk beginning in a nature area called Goat Island the Riverwalk then works its way into downtown Milford in

Its heyday Milford was a large shipbuilding city the various amenities that have been constructed for pedestrians and bicyclists recently along the riverwalk these yellow projections are club life rings and are found along the riverwalk in case someone gets into trouble in the water banner elementary school which is

Located near the eastern edge of the river walk the river walk begins here at Silver Lake the riverwalk goes through the center of town the city milford has various celebrations and one of these celebrations is all the fun sorry everybody I’m trying to get ahold of our other presenters this again this is

Pre-recorded I know there’s no images I’m getting a lot of messages I’m trying to get a hold of our presenters so that they know that their slides for not showing at the elementary schools and either walk into downtown or use their bicycles the other activity that we are

Trying to pursue is to locate a bicycle paths along airport road from the center of town to the Boys and Girls Club in phase 2 with the cooperation of denrick the city developed a pedestrian and bicycle plan for the city of milford the existing bike lanes on Marshall

Street that bike lanes on elks lodge road existing bike lanes on rehoboth Boulevard we also looked at existing conditions including schools the library hospital as well as existing population nodes and future population nodes this this slide shows the mapping of places of interest in the city of milford and this slide

Shows the existing and future population nodes for the city of milford you the final analysis for the pedestrian and bike you a major undertaking for non-motorized planning that was undertaken in northern dollar or was to attempt to find a suitable path you again sorry everyone I’m still trying to

Get a hold of them it looks like they might have caught on that we’re having some issues hold hold tight everybody you you sorry folks we’re still trying to get this fixed Peter can you hear me if so can you let me know that you can hear me

Everyone I know we don’t have any we don’t have any um video just audio we know we’re trying to fix it hold it hold site everybody Peter the or group can can you please tell me that you can hear me yes I’m here Christine Oh wonderful oh good we

Yeah we finally got you we uh we over here we’ve been trying to get ahold of you we don’t see any video at all that’s interesting all right let me start a point again hold on okay and just just remember that um that you need to click

That you accept to show your screen you should see a pop-up somewhere saying that there oh yeah you want I should start over um I I suppose that would probably be appropriate since we couldn’t see any of your slides from from the beginning yay we’re getting all

These days now I apologize to all and sundry let me start this from the beginning all right thank you so much you you you you before I start see this yes it looks wonderful okay all right let’s try this again everybody thank you Peter good afternoon good

Mornings of those west of here welcome to this episode of the certification maintenance webinars the continuing education of certified planner from the planning webcast consortium of chapters and divisions I’m Jim Galvin aicp professional development officer for the Delaware chapter of the american planning association today we will present the activities of various

Entities to promote bicycling and walking the state this webinar will include descriptions from the city of milford and over the efforts of the Dover King County Metropolitan organization and the Wilmington area Planning Council as well as contributions from a regional planning consultant from whitman required associates please participate in the

Discussion asking questions are sharing your thoughts on the efforts presented this afternoon this session may be counted for one and a half cm credits please remember to visit planning org to update your credits after the presentation because of the nature of the presentation we pre-recorded elements if you have questions or

Observations type them into the chat box and we’ll attempt to cover them when we go live we’ll begin with the presentation by gary morris st p gary has held several planning management physicians in Pennsylvania in Arizona the last being the Senior Planner Surprise Arizona responsible for large development plans and recreational

Planning he came to Delaware to become city planner for the city of milford he has since retired informed the small ting consulting firm delaware neighborhood specializing comprehensive planning recreation planning and land juice mr. Morris received his ma in urban and regional planning from Indiana University of Pennsylvania he’s a member

Of the american planning association and the Institute of Certified planners in 2008 the city of milford developed its comprehensive plan according to delaware state law including provisions for a preliminary bicycle plan one of the things the city wanted to have in this comprehensive plan was a recognition of trying to connect points

Of interest through pedestrian walking or bicycle use hopefully people would use less vehicle transportation and either walk or use their bicycles Milford’s future your land use map milford is a city of approximately four square miles and a population of approximately 10,000 this slide shows location of the elementary schools by

The green arrows and the star represents the downtown area of milford and the location of the Riverwalk these slides show the physical layout of the elementary schools located in the city of milford in the first phase we wanted to connect the three elementary schools with the downtown area of milford and

Milford’s Riverwalk just some basic information about the Riverwalk this project has taken over 20 years and is a walk along the Mississippi River and consists of almost two miles of walkable pavement benches and overlooks this slide shows the eastern part of the Riverwalk beginning in a nature area

Called Goat Island the Riverwalk then works its way into downtown Milford in its heyday Milford was a large shipbuilding city the various amenities that have been constructed for pedestrians and bicyclists recently along the riverwalk these yellow projections are called life rings and are found along the riverwalk in case

Someone gets into trouble in the water banner elementary school which is located near the eastern edge of the river walk the river walk begins here at Silver Lake the riverwalk goes through the center of town the city milford has various celebrations and one of these celebrations is called the bug and bud

Festival the main street in the city of milford is called walnut street and walnut street gets very busy and we hope that people would either part their vehicles at the elementary schools and either walk into downtown or use their bicycles the other activity that we are

Trying to pursue is to locate a bicycle path along airport road from the center of town to the Boys and Girls Club in phase two with the cooperation of denrick the city developed a pedestrian and bicycle plan for the city of milford the existing bike lanes on Marshall Street

That by clangs on elks lodge road the existing bike lanes on rehoboth Boulevard we also looked at existing conditions including schools the library hospital as well as existing population nodes and future population nodes this this slide shows the mapping of places of interest in the city of milford and this slide

Shows the existing and future population nodes for the city of milford you the final analysis for the pedestrian and butt you a major undertaking for non-motorized planning that was undertaken in northern dollar was to attempt to find a civil pathway to get from the city Wilmington

To the city of new arc home to the fighting Blue Hens of the University of Delaware what min rec Barton associates was hired to undertake the study the firm provides complete architectural engineering services to industry as well as academic and research institutions primarily in the middle ayuk Jennifer

Ignor aicp is vice president of WRA and his manager of the firm’s Bullington office his passion is transforming our communities by making smart transportation choices Jeff is a professional engineer and the certified planner with 23 years of consulting experience primarily for the public sector clients he served as a workshop

Instructor for the National Complete Streets coalition and his past chair both the Institute of Transportation engineers pedestrian and bicycle council and the newark delaware bicycle committee jeff holds degrees from university of delaware in the University of California Berkeley I’m going to present today on a very exciting initiative that’s happening the state of

Delaware called the first-aid trail and pathway initiative I’ll give you some background on the program some specific challenges linking Newcastle counties two largest cities newark in wilmington the process that the team followed to overcome those challenges and how we get from our study to what you see here

Cutting ribbons on projects as soon as possible the first-aid trail and pathway initiative is an initiative of governor Markell and a Delaware General Assembly that would took place almost three years ago we’ve had 20 million dollars in funding for the program over the last two years which is really unprecedented

For the size of our state which for example is about 2,000 square miles and has a population a little over 900,000 people is the governor’s goal to be the first state in trails in the country and to be the number one bicycle friendly state we’re doing quite well we’re

Number five in the country right now in number one east of the Mississippi the two lead agencies for this are the Delaware Department of Transportation and the Delaware Department of Natural Resources and environment control working with a number of municipalities of other local partners now the purpose is really to build

Non-motorized travel connections within communities between communities and to really form an uninterruptedly focus is on trails but del dot is continually looking at ways to improve roads for walking and biking as well although this presentation won’t talk further about on-road facilities we’ve had a lot of input from stakeholders and advisory

Groups that showed us that there are roots that folks are taking today and there are ways that we can improve them and those roots today can be very challenging as you can see from the map new arc is the urban area to the bottom left Wilmington is to the upper right

And this is a very densely developed area the downtown’s of Newark and Wilmington are only about 12 miles apart as the crow flies but bike friendly routes that are that shorter nearly that sure are really hard to come by moreover the East Coast Greenway takes this route

And there is more or less a mandate under the East Coast Greenway to find a connection is suitable for everyday travelers of all ages and abilities many of whom really are comfortable riding in mixed traffic some of our challenges that I mentioned are the fact that we’re traversing urban areas and entering

Suburbs so the opportunities for new routes for trails are very limited we also have significant environmental concerns much of the stages in the coastal plain and in fact the photo that you see here is an actual example of an area that we’re hoping to traverse with

A trail now on the flip side being able to go through such natural areas really provides educational opportunities and frankly is really beautiful for recreational trips in terms of technical process we started out by doing a GIS exercise looking at opportunities so first we examined where existing trails

Are and the extent to which we could use them we look to publicly owned land which is shown primarily in green on the map you see here utility corridors and any unused road or rail rights away as I mentioned there are a number of different constraints weapons and floodplains constitute

Natural resource issues that we dealt with there are many many developed areas in the corridor and there are a number major road crossings with which we are concerned we also look very closely at land use as I mentioned the downtown’s are about 12 miles apart any trail route

Between the two of course is going to be a bit longer so we aren’t necessarily looking to serve a lot of people who will go end-to-end rather there are many more opportunities to have local trips between homes and businesses homes and stores homes and schools for example we

Also looked at the directness of routes and grades and a DA accessibility yes grades do matter in Delaware not all of the statement isn’t are is no coastal planing our initial options were really varied as you can see we started with this kind of spaghetti map of different

Colors of potential routes which is what you might expect as the results of a GIS exercise so what we did to ground truth all of this is we visited every mile of the routes that are shown here so we wanted to really understand engage the feasibility of each of these routes and

Their potential for implementation we really looked at three families of routes this is our their northern options generally in the colors darker is harder to implement and lighter is easier to implement on the north side we had fairly limited land availability a lot of the areas developed a number of

Significant road crossings and this is the area where grades were a significant concern where the Piedmont region of Delaware which has short steeper Hills that make a DA accessibility particularly challenging most of the routes that we developed on this and other maps are separate shared use paths

Generally 10 feet wide with a hardened surface but a few of them use low speed low volume local streets to make critical connections the central route is more in the coastal plains so great issues are less of an issue but wetlands flood plains and other natural resources

Become a concern in this area especially we need to take advantage of existing crossings because we have existing interstate highways that we need to bridge as well as the Christina River which is the network of dark blue that you see on the right the southern route has similar issues to

The central although it’s somewhat less direct it follows an area with relatively less development so that there are more opportunities to provide connection so how do we turn all of this into an implementable work program we’re really the Delaware way is to start with public input so we had to public

Workshops for this program it was really extensive advertisement for this including social media and a lot of outreach by advocacy groups and local municipalities we had about 200 participants combined between the two workshops which is really remarkable for a planning study and here’s what we heard the number one message was we had

Strong support to move the project forward just as quickly as we could to the point where there was even a petition received to get this thing moving as quickly as possible a number of folks expressed preferences for individual trail segments and there was also as I mentioned earlier some

Information on interim on road improvements that could be done to make connections between the two cities before the trail work could actually be completed in terms of prioritization we identified issues to build in each segment a preach one we developed just a fairly simple qualitative ranking based on relative ease of implementation

Public support that we got from the public workshops and from advocacy groups as well as connections to existing trails so this map shows in the end the route that was selected it’s about 20 miles long between the two stars new arc on the left and Wilmington

On the right and it’s composed of a string of segments that are largely from the central alternatives map I mentioned earlier it really focuses primarily on connecting existing trails which are shown in green on the map the first mile on the left and new arc is complete in

As part of the pomeroy and haul trails and roughly forty percent of the trail on the right side starting in Wilmington is either built which is shown in green or in design which is shown in orange for example the north-south segment that you see on the right side is the

Newcastle industrial track trail between wilmington and newcastle this is a seven mile trail that is going to connect the two cities with only two at grade road cross and is largely under development there are trails also a long ridge 273 and 58 that extended west from that point and

Critically there is an existing bridge across i-95 along route 58 so that means that there are really three main segments that need to move forward into planning the first of those on the left side is along route 72 which has an existing side path that needs some significant upgrades to meet current

Standards the main east-west route is along the existing power line roughly parallel to 95 and then there’s a short section along route 58 that includes the crossing of the Christina River in terms of next steps starting primarily with the three that I just mentioned we work closely with stakeholders to define the

Scopes of those projects and to estimate their costs so that ultimately funds can be programmed for design for right-of-way acquisition ads for construction then those projects move forward directly into design and ultimately are built and one of the goals of the initiatives to track progress so that we’re really tation you

Williams why tech a ICP is a senior planner with the Wilmington area planning council or will map go the Metropolitan Planning Organization for the Wilmington Delaware region he leaves the agency’s environmental and social justice planning efforts bill has completed several pedestrian analyses and plans from the region to the

Neighborhood level his work combines technical analysis with field work and community involvement bill holds a master’s degree in geography and serves as the current president of APA Delaware bills talk today will be on well map goes top pedestrian priority segments well thank you for that introduction this is a presentation on the top

Priority pedestrian segments analysis that will map go uses to prioritize pedestrian investments as many listeners on the call will no doubt understand transportation and scraggly underfunded in the United States and particularly non-motorized transportation so we really as a NPO developed a way to try to prioritize what limited funding goes

To non-motorized transportation through this process this is an outline of my presentation this afternoon I’m going to go over an introduction to this work how we developed the pedestrian priority criterion that we’ll be reviewing a study that we did in 2012 called the top priority segment analysis and then we’re

Going to jump into some field surveys of what’s on the ground and those top priority areas we’ll also take a look at the work to date with implementing this project this is a map that shows the will map go region as you can see it’s two counties we have new castle county

Which is the northernmost of Delaware’s three counties and Cecil County which is north eastern most of Maryland’s counties the two counties are roughly the same size and geographic area but New Castle County is a bit larger as you can see from that graphic on the right it’s a largely suburban County with one

Mid-sized City in Wilmington Cecil County is largely rural with a handful of small towns well mapco is the Metropolitan Planning Organization for this region as the MPO we develop a long-range transportation plan that current plan goes out to the year 20 40 and we also complete regional and local

Plans to to really support the vision and implementation of that long-range plan and this work is is part of of that process in the region we struggle with Trez amount of suburban sprawl a lot of Euclidean zoning that developed over the past century that’s led to disconnected land uses commercial in one place

Housing in another and also heavy and rising vehicle travel thats related to this this bra and this has a tremendous impact on non-motorized funding and also travel it really undermines non-motorized travel in the region and you know a lot of the money that we do have goes into highway investment and

Not pedestrian and bike facilities it’s over the long term we would like to check and reverse that sprawling development pattern investing in existing places and identifying some dedicated non-motorized funding pools and not relying on road projects to have pedestrian improvements over the short term however this present work really

Looks the better prioritize again that limited funding that we do have and identifying immediate and cost-effective improvements to the system now we’ll mapco has taken a look at pedestrian artists ation for about two decades now this is a analysis that was done back in 1996 with our first long-range plan and

Identify pedestrian priority areas which as you can see in the legend here were places within a municipality within one mile for school within a quarter-mile of a bus stop but the issue with this was about half of the region was identified as a priority area so we

For the past decade tried to add some more nuanced into this work really trying to identify where the pedestrian generators were where should infrastructure receive you know more priority within those within those balloons that were shown on that previous map our method was to use the

Road network itself as a base in a GIS analysis we scored segments of that road network based on specific criteria that all go over in a second but just to illustrate this methodology a bit here’s a map showing the center line phone I also the road bottles that we have for

Both counties they’re in grey here and if we zoom into this one town along the Delaware River this is delaware city each of these colored lines represents a segment in that road file and there are tens of thousands of these segments that make up the road file in the womb aapko

Region each of these colored lines received a score for its ability to generate pedestrian activity and as a place where we should invest our limited non-motorized dollars so it’s a very very fine-grained analysis much more fine-grained than we’ve done in the past our criterion for the study were developed through an established

Committee that we have it will map go our non-motorized transportation working group and this is a committee that’s made up of representatives from the do tease from the county from the city and also public advocate’s for pedestrian and bicycle travel in our index we gave points to those segments there was

Little colored lines within a municipality within a school within a quarter-mile a transit stop just since we had done in 1996 but added to that in this analysis commercially zoned property community centers libraries parks we also added points for those segments that were within dense traffic

Analysis zones ta Z’s are about the size of a census tract or a census block group for those familiar with the census and we basically found those ta Z’s that we’re home to a lot of population and employment to award those points additionally we gave points to segments

That were within areas that were home to a lot of low-income and minority populations also seniors disabled and zero car household populations in addition points were awarded to those segments within a half mile an existing or planned Greenway the East Coast Greenway for example is a planned route

That runs from Maine to Florida and it goes right through the will map go region so those segments that nearby that feature as well as some of its Spurs received a point in our system in addition we gave a point to those segments that were within our hometown overlay zones which are basically

Unincorporated places in New Castle County that have a solid plan that are established places and so forth we gave even more points to this segments that were that had a safety issue with them we in New Castle County where we have some good crash data we gave between one

To four points for those segments that fell along roadways with either a high pedestrian crash rate or hydraul numbers of pedestrian crashes in Cecil County where we did not have those data we awarded points to the segments that were identified by the d-o-t as in need of pedestrian facilities I’ll just make a

Note that those segments of road that were on expressways where pedestrian travels prohibitive automatically received a score of zero in our system so I’m going to illustrate this a bit with the maps again this is a map that shows those areas within one mile of a

School and if we kind of zoom into the western part of our region this is the towns of Port Deposit in perryville you can see there’s about seven schools in this area and then the colored balloon around each school represents that one mile buffer and basically each of those

Gray lines the road network gets a point in the system if we take a look at a specifics segment this is an area of commercial highway between Wilmington and New York you can see this this area did very well in our system receiving points in most of the categories and then three points

In the safety category so it’s a dangerous stretch of roadway for pedestrians in the region this is a commercial corridor that’s really not designed for pedestrians in mind but it’s also one of our busiest transit corridors in the region a lot of public bus activity there so this is the result

Holding map if we take everything together that shows our prioritized pedestrian network in the mapco region I will note that we do have two separate scoring systems for New Castle County and Cecil County really just based on data availability and this doesn’t concern us too much as the funding

Streams are different as these are two different states but as you can see looking at this map the key cities for each of the counties receive the highest number of high scoring segments so Wilmington in New Castle County and then elkton which is the principal town in

Cecil County had the most segments of pedestrian generation capacity so we’ve used this priority tool for the last decade or so as a planning tool and the mapco region it’s been used the select projects when we’ve been asked where should you know some funding goes for countdown signals etc we’ve also used it

To prioritize neighborhood infrastructure improvements as part of the safe routes to school program in Wilmington that you can see from the picture there on the bottom right and we’ve used it in our environmental justice studies where we’ve done walkability surveys to prioritize the recommendations that came out of them

But again we wanted to try to add some even more nuanced into this work and in 2012 we did a study that try to take this further we took a look at the top priority segments regionally so those segments that have the highest the highest scores and actually went out

Into the field and assess the pedestrian environment there and then made some recommendations for for pedestrian upgrades and it will map Kahui look at this as our priorities for pedestrian infrastructure when that funding comes through I’ll just note that this study is available on our website at that link on the screen so

This is a map that shows our top priority pedestrian segments in Cecil County all of those were found in the town of helped in in New Castle County majority of them were found in the city of Wilmington as we would expect now for each of these areas again we assess the

The number of vestrion crashes we looked at the and made recommendations for different projects within their they even developed a cost estimate for those projects so I’m going to run through a few of these just to give you a sample of some of the field work that was done

So for each of these segments we took a look at an air photo to illustrate the work that we did in the field these are two roadways in northeastern part of Wilmington and each of the dots represents an area where the intersection could be upgraded for pedestrians and each of the lines

Represents an area of sidewalk that needs replacement additionally the cross is on this map represent places where there’s been a pedestrian crash over the past few years so we just take a look at one specific spot this is a traffic circle and you can see it’s a home to a

Bus stop here but really no good pedestrian infrastructure to safely get those transit patrons to the surrounding uses so that was a recommendation here so I’m working those crosswalks adding a DA compliant curb ramps and also pedestrian signals to ease the movement of the transit patrons from the

Surrounding places to that bus stop this is another segment closer into the downtown along the same streets and you can see that the sidewalk on the bottom area gets a little bit popular as you’re heading into the closer to the city center so there were a number of recommendations to replace sidewalk in

This area and we also found another tough intersection here a lot of pedestrian activity and another bus stop that could use some improvements at its intersection this is another part of Wilmington the top segment here is a fourth Street which is actually the most dangerous segment of roadway for

Pedestrians in our in our state and Delaware about a quarter of all crashes in the state occur on fourth street and we found a number of recommendations to improve pedestrian activity here this was an interstate off-ramp here on the top picture on the right and you can see

That there really aren’t any pedestrian amenities out there and we made a number of recommendations in this study and happy to report that in the past year this intersection has received some attention for pedestrian upgrades there’s still a lot of work that needs to be done though to make this corridor

Safer for pedestrians moving to our other County this is a segment of road on SR 213 which is a north-south road leading into elkton from the south and you can see from this picture here that it’s really not a welcoming corridor for pedestrians this Walker kind of gets

Lost in me in commercial uses and auto dominant landscape here and so we made some recommendations to address the the sloping sidewalk there and then as you get down to this intersection with us 40 which is probably the busiest in that county again very unwelcoming for pedestrians we made a number of

Recommendations to to try to improve that but most of the the places did have some things that that we were pretty impressed with we went out in the field this is a segment of Road in downtown elkton and we were really hard pressed to find recommended improvements here

Was just such a beautiful streetscape that was put in over the past few years so funding always comes up as a as a question for how to complete these projects we do have Complete Streets policies both in Maryland and Delaware so road projects that come through for regular maintenance can complete many of

The sidewalk improvements and intersection improvements that we found local officials can also be tapped to fund these projects they receive lots of funding that can that can complete small projects the Transportation Alternatives program which came out of the new map-21 transportation legislation is also an avenue to complete many of the projects

That that we found really focus our work in those pedestrian corridors will map go uses the pedestrian criteria that we went over in this in this presentation as the basis for how we score tap projects when they come in so theoretically if a project is within one

Of our key corridors that will receive the highest score the safe routes to school programs another federal program that is an avenue for funding these projects in that 2012 study we took a look at these schools that were nearby the top corridors and there were dozens

Of schools in those in those areas that could be approached and the safe routes to school program could be started which does provide infrastructure funding to complete sidewalk and non-motorized projects so if anyone has any questions and you’re not able to to get to and

We’re not able to get to them at the end do you feel free to give me a call or send me an email and again I’m going to put up the the website annmarie will provide some insight into a more localized effort and marie townsend aicp is the director of

Planning and community development for the city of Dover in this capacity she manages the planning and inspections department and the Parks and Recreation Department part of this position and reworked in various planning positions with the state of Delaware Ian Murray is a member of the American Planning Association the Institute of Certified

Planners and the devil or recreation park society she has a Bachelor of Arts in political science from Towson University and the masters of public administration from the University of Delaware in her professional capacity anne-marie has made incorporating help into community design and recreation programming a priority anne-marie’s an active volunteer with the Juvenile

Diabetes Research Foundation and Holy Cross religious education she lives with her husband and two sons in downtown dover I’m going to be talking this afternoon about a school planning case study where we worked very hard to implement some changes to site plan so that we could make sure that it helped to promote

Bicycle and pedestrian access first let me give you the geographic context the project that we’re looking at is the building of a new Dover High School and it’s the the one high school that we have in the city it serves a very wide population and if you look at the top of

The screen you can see a star where it shows where the current high school is you can tell it it’s in a very densely populated area developed all around it if you look down at the middle left of the screen you can see where the new high school is the current high ethical

Sits on about 44 acres the new high school sits on 106 acres and again thats related to the needs for the sports field if you look at the location of the new high school you can see that it’s really at the very edge of town that

There’s a little bit on the east north and south of it but west of it is is pretty much farmland in the context of our comprehensive plan you can see that the school site is residential and it’s zoned residential and it was planned for medium density residential development

You can also see just to the north and just to the south that if there is permanently preserved agricultural land in the general area and also some of the 10-year agricultural districts so it’s really in an area that is transitioning from the urban area to a much more rural

Area again if you look more closely at the site the high school site is the kind of sawtooth cut piece it has two points on the south ends you can see that there is residential development directly south of it there’s residential development and commercial development to the east and then there’s also

Residential development to the north so there are a number of residential communities that are surrounding the high school this slide shows the site plan layout so you can see that the building is on the west side of the site and then the the ball fields are on the

East side of the site you can also see that there are a number of out parcels that are existing residences that kind of cut into the school site so there are a number of challenges in developing this site one the site is approximately a half mile from what you see is the

East entrance of the site to the west entrance of the site so it’s a very wide site there are a number of things that we looked at in the planning first you can see on the top left there’s a signal that is designed and planned at the west

Entrance immediately west of the school property there is a apartment complex that is getting ready to go under construction within the next year and that was into the planning process before the high school so the idea here is that they will share an entrance that

Will be a public street and it will be signalized if you look along the road on the east side of the site you can see where it’s circled that there’s a signal that was proposed but the warrants were not met so the school wanted to see a

Signal in that location but it did not meet the warrants through the Department of Transportation’s warrant analysis so a signal was not allowed in that location if you look at the south west end of the site you can see a sub street that connects to the subdivision to the

South both of the subdivisions to the south were built with stub streets to the north and anticipating that this was going to be a medium density residential development when it did develop and obviously it’s a school so what you see on the west side of the site is actually

A stub street and the connection from the school site the public road that is going to one the west entrance of the school site to the subdivision to the south it’s also anticipated that in the future there would be a road that would continue straight and go along the

Residential development to the south and connect to the east-west road to the south and then if you look over to the east side of the screen you can see where the sub street and the neighboring development is being utilized as a bicycle and pedestrian access point so

What you see there is a tree-lined multi-use path that comes in from that development and goes across the site ultimately leading to the school building so there are a number of on-site amenities that were incorporated in the plan from the beginning one there is a multi-use path along the frontage

That wraps around the residential out parcels initially it actually was not going to wrap around the residential out parcels it was really through the efforts of the Department of Transportation that this accommodation was made there are 100 bicycle parking spaces that are provided throughout the site and there are sidewalks into the

Site from the adjoining roadways both from the new road that’s being built along the west side of the site and from the east entrance location there are a number of challenges in in working to plan this site one is the issue of crossing route eight rue date is the

City’s major east-west corridor one of the county’s major east-west corridors into Dover it brings people from places like Washington DC and Baltimore in places over the Bay Bridge so it gets a lot of traffic is it it’s a high-speed roadway where the speed limit is 50

Miles per hour and you can imagine the speeds tend to be a little higher than that as I previously mentioned there was a signal approve on the west side of the site but there was not sufficient volume of traffic to warrant a signal on the

East side of the site as it relates to pedestrian access to the school from along the route a corridor there are regulations both at the state and the city level that required a four-run inch sidewalk along the entire front edge of the site however there are gaps in the

Sidewalk network as you approach this right from most importantly the east so the question became how do you provide safe pedestrian and bicycle access when there are critical gaps in the sidewalk network so why is pedestrian access important anyway one in first and foremost is safety if you don’t provide

Safe pedestrian access some students will walk to the school and cross the street anyway so it’s really important to provide that from a safety perspective the second is cost if you don’t provide safe pedestrian access the taxpayers need to pay to bust the student from across the street to the

School which which clearly over the long term is not efficient use of the taxpayers dollars and the third is health if we don’t build communities that support physical activities we just continue to perpetuate the inactivity and obesity epidemic that we have in the country so really developing healthy

Habits such as walking is really important at this critical age the city reached out to the Dover Kent County Metropolitan Planning Organization and the MPO performed a pedestrian study in the area around the school to identify the sidewalk absent in what would be considered the walk zone they identified

A number of critical gap in the the sidewalk network the city and the state work together with legislators the state’s office of management and budget and the Department of Transportation to secure funds and construct sidewalks to fill this critical gap on the north side of route 8 and that was really a big

Undertaking because this was not prior to the planning of the school was not on anybody’s radar screen as an area for a capital improvement in the state’s capital transportation plan but we were able to get it done in the project is currently underway we’re hoping that the

Sidewalks are in place by summer 2014 school is scheduled for opening in August of 2014 so again this is this is really an important piece this is the area wide Matic that was part of the pedestrian study with the high school and where you see the pink lines those

Are gaps in the sidewalk network where you see the blue lines those are existing sidewalks or multi-modal paths along the roadway you can see that there are a number of gaps we identified what we believe to be the most critical gaps to address first and if you look at the

Darker pink line on this the sidewalks at the north side of route 8 without these sidewalks there would really be no safe way for the students that live on the north side of route 8 to access the school other than by vehicle there’s also a critical sidewalk gap on the

South side of route 8 but that’s also a relatively undeveloped area so really the north side was the most critical of the gaps this is just a photo of where the gaps existing you can see we have a sidewalk coming out of the development that just simply ends can see in these

Pictures you have houses that don’t have sidewalks in front of them another example of where you’ve got a subdivision where there are interior sidewalks but it ends when it gets to route 8 and this is a location of where the east entrance of the school was going to be located so ultimately and

I’ll talk a little bit in a minute about how we’re going to safely get students across the street so what were the results what have we achieved at this point as I mentioned a full signal was not warranted as the east entrance so we worked with the Department of

Transportation and looked at the numbers for pedestrian volumes and they were able to justify doing a hawk signal at the east entrance the hawk signal is a pedestrian activated signal that is not activate activated by vehicles on the road but the pedestrian has to press a

Button it blinks and then it goes to a static read and then it changes to a blinking red as the pedestrian finishes crossing the street so this is something that is simply to get pedestrians across the street it is not meant to stop vehicles other than for pedestrian crossings the

Sidewalks on the north side of reed aid i talked about that significantly already we had a number of key state legislators and state officials that made sure that these sidewalks got in place and this was through their understanding that the long-term costs of the state was much higher if we

Didn’t find a way to fund this capital project so now the school is nearing completion these are a couple of aerial photos you can see again that kind of sawtooth edge to the school that the big round area is the stadium and track under construction and you can see the

School up toward the roadway and again this is that another picture of the school there’s still more work to do and I think there’s going to be more work to do for a while what you can see here in the the boulder pink line is the south

Side of route 8 and the sidewalks that will still be needed there and then a road called mifflin road that connects down to the south to the the next east-west road that also connects too much more residential development which is on the east side of it and those

Students will now not be in the walk zone because they cannot provide a safe path of travel so ultimately we really need to look at building sidewalks on both sides of mifflin road so that we can really draw more people to the school by foot part of the challenge

With this is going to be this is a very old road it has open drainage and the cost of sidewalks will be extensive because the drainage improvements associated with them will be significant this shows where there are some more additional sidewalks needed this is a

Road to the north of route 8 and it shows there are significant gaps in the sidewalk system there this fortunately is in the capital transportation plan to begin the planning so hopefully we’ll be looking in the not-too-distant future having sidewalks on this stretch of roadway there’s actually also a city

Park that connects some of these residential developments that if we put a path through the park it would also help to make more students able to walk to school so that is something that we’re going to be looking at that I’m sure anybody who’s planned a multi-use path through a park that connects

Developments that were not previously connected knows that can sometimes be controversial and take a long time so what are our lessons learned issues of bicycle and pedestrian access need to be part of the site selection process this was a site that was in a growth zone it

Met the acreage needs of the district but there was no real discussion at the front end of how students would get to school other than by bus or car again the whole idea of the bicycle and pedestrian improvements and other necessary infrastructure improvements that are part of tying the school into

The community need to be part of the planning process from the beginning and this is something that we really struggled with with this project throughout this idea that you can plan for the school site but if you can’t plan to get people to the school site by tying the site into the community

Properly you’re setting yourself up for problems this is a big one for us that when building schools school districts are developers and need to be held to the same standards this is a hundred acre site it’s at a very critical location in terms of the city’s transportation and the state’s

Transportation so the idea that they are developers and they need to help solve the problems that are created from a traffic standpoint when they cite a school with that location and that needs to be part of the equation and that’s been one of the challenges we’ve really faced with this perhaps policy changes

Are needed at the state level there’s a capital funding formula that recognizes the number of students and gives based on the number of students number of square feet and all of those things how much the state is willing to support but the funding formula doesn’t really address the issue of the off site

Improvements and the tying the school into the community and perhaps we need to look from a policy perspective at the state level at having minimum standards for bicycle and pedestrian access to schools whether it’s an elementary school middle school or a high school because again this is a very specific

Example of Dover but these issues are repeated over and over again every time there’s a school project in the state of Delaware I think we learned a lot along moving forward rich better PE is the executive director of the Dover Kent County Metropolitan Planning Organization his primary responsibilities includes coordinating

Transportation planning efforts among the state and local agencies within Kent County which includes the allocation of resources interagency coordination and completion of transportation planning studies prior to coming to the NPO Rex worked for several local consulting firms assisting the department transportation with transportation engineering and planning studies he

Began his career working for the Delaware Department of Transportation where he managed regional corridor and municipal transportation planning studies rich has a Bachelor of Science in civil engineering from the University of dollar he’s a member of the American Institute of Certified planners and is registered as a professional engineer in

The state of Delaware rich will discuss the planning and implementation for the beginnings of the capital city trail network I’d like to talk about the Dover Kent County mpo bicycle plan which was formulated several years ago this is kind of a synopsis of the history how

The plan came to be and just a discussion I guess when some of the recommendations actually came out of the bike plan so start to give a profile of Kent County Delaware it’s relatively low density population approximately 165,000 are dominantly rural about eighty-five percent there’s 20 municipalities within

The county now they range from under a hundred population to the capital of Dover which is approximately 40,000 population there’s one MP oh that’s located in the county it encompasses the entire entire county to see a brief history the Dover Kent County mpo developed a bicycle plan in November of

۲۰۰۰’s when the plan was actually initiated and this was a plan for the entire county this is the first time this has actually been done on a countywide level it took approximately two years to develop the plan there was numerous recommendations that actually came out of the plan in terms of

Engineering recommendations there was 18 on roads specific recommendations or improvements that were developed and seven off-road trails that were recommended and then we’ll get into that in a little bit more detail so we had a plan we went through a lot of public involvement this is where we did not

Want the plan to end up obviously would be on the the shelf I never to be seen again so fortunately I guess in Delaware we were very fortunate to kind of on the heels the guest of the MPO bicycle plan the first state trails and paths based plan came out following literally a

Month later in October 2011 this had top level support from the governor from the state legislature on down there was an agreement a formulation that was developed between the Department of Transportation and the department natural resources which essentially guided this first state trails and pathways program in terms of design

Who’s going to maintain these trails who’s going to construct them most importantly who’s going to pay for them there was a 13 million dollars that was set up for projects throughout the state bike and pedestrian type projects this was actually a high-level priority at from the state as I mentioned will focus

On the trail network that was or trying to be established in the Dover Area this was the capital as i mentioned of kent county this is kind of a bird’s eye view of the county the blue lines represent the existing trails there’s several they essentially connect parks

There’s a few in the downtown core area the red lines represent proposed trails these are trails that actually develop or formulate it out of the MPO Bicycle Plan I’m going to focus on two of these trails today one is the capital city trail which is kind of located at the

Top of the of the map it’s a red line at the top in the downtown area and then the very bottom line the bottom red line is a routine will focus on those two trails so as I mentioned the capital city trail is an important trail that’s

Been around for a long time it was actually identified 1997 by the city of Dover and their original bike plan it was identified again as part of the Department of Natural Resources their Greenway plan here in 1999 and again it was the number one priority in the NPO

Bicycle plan this is just a picture of the beginning of the trail this is a part that’s actually already been done in one of the park system’s so as I mentioned the capital city trail has a long history the red line actually represents the original design for this

Trail goes right down the middle of the capital actually the state capital is located towards the center of this this drawing here it’s on the west side of the st. Johns River and I guess associated with that there’s a lot of issues there’s private right away there’s some environmental concerns

Steep slopes wetlands there’s a former sewer treatment plant that’s located there and then you know how do we actually cross through 13 which is kind of shown north to south a route 13 is a traditional commercial corridor high speed high volume a lot of trucks so it’s Barry would be very difficult from

Bike and pedestrian standpoint to to cross and obviously all these issues lead to additional cost so what was developed as a result of the bicycle plan for this capital city trail was actually to move the alignment and utilize existing infrastructure where we could there’s just there’s very little

New trail that’s proposed here just essentially right in front of the state capitol building is the only new trail being suggested we’re being implemented and as you can see the benefits of this all on existing right away we’re looking to widen the existing sidewalk and just

Put in pieces where it needs to be just infill now there’s a signalized crossing basically essentially where that route 13 number is at the bottom of the the map this leads to increase aesthetics and kind of a gateway into the state capitol complex within the in the city

And of course the lower costs associated with that these are just some renderings and actually this beast has been very recently constructed been built but these are renderings at the top this would be the approach of the capital city trail it’s just a five-foot sidewalk and limited aesthetics the

Proposed is located at the bottom it’s an artist’s rendering but that’s essentially what it looks like today with pedestrian scale lighting landscaping wider pavement etc this is on route 13 this is again a rendering but this again this piece has recently been constructed so it’s the same concept to actually widen the sidewalk

Beautify the area and this is the pretty heavily used area you know long distant commercial route this is the area directly in front of legislative Hall the State Capitol it’s pretty pretty sparse pretty bare as it was a you know existing as a year ago and what’s proposed here’s the aesthetic treatment

Flowers the beautification leads to a nice you know nice trail actually there’s low speeds in front of this particular facility so makes for a nice trail connection and ice entering into the State Capitol this is just a picture that shows the partnerships that made this happen the d.o.t is represented

Natural Resources is represented the city the MPO and a private citizen of by advocating off to the right so this was obviously at the groundbreaking in terms of the schedule in terms of deity timing this is a very fast project actually which is good we needed to see some

Success on the ground the red piece has been recently constructed at the end of last year the yellow and the orange or final design has occurred and they’re set to be constructed the spring the other project that came out of the MPO Bicycle Plan was root n in terms of

Bicycle and pedestrian improvements route 10 as I referenced a4 is a another high speed high volume four-lane divided highway it’s 50 miles an hour their shoulders again this route has been a priority for a number of years from natural resources del dot the Kent County and then the MPO as well

This map shows exactly what the limits of this particular project are as you can see off to the right is Dover Air Force Base which is a very significant facility 3,000 acres approximately 10 to 15,000 people that actually work there so they actually generate some bicycle and pedestrian traffic on route 10 in

That area root n is a pretty typical suburban land use there’s some commercials you can see in the middle there’s a strip shopping center or some high density residential off to the right the purpose of this project was to try to connect the high-density residential to the strip shopping center

And actually look to the west in terms of bicycle and pedestrian improvements there is the trail on the north side it’s adjacent to the route one it’s called the isaacs prams trail that’s the county maintained facility and that’s an important link actually to the capital city trail so there’s a lot of different

Things that are actually going on in terms of multimodal transportation in this particular area there’s just some pictures of the isaacs branch trail it’s a pretty scenic trail that’s good for recreation its designated as a greenway trail and it does provide some transportation benefits actually from

Roots and from the air base area into the capital city itself unfortunately it ends as you can see here it ends it just terminates at route 10 there’s there’s really no designated trail even though there is a sign there but the trail itself or whatever is supposed to be is

Actually over brown there’s no real facility that’s actually on route 10 route 10 is designated as a regional bicycle route we did some bicycle counts several years ago there’s not a lot of bike activity on route 10 at this point there is pretty significant pedestrian activity though despite the fact that

There’s no sidewalks it’s just an existing arterial essentially with high speed and the shoulders so there’s about four times more pedestrians and bicyclists on route 10 some examples them some individuals that are walking from the shopping center it’s about a third of a mile to the high-density residential they kind of use the

Shoulder they have to there’s another one this is obviously not the safest situation in the world some of its walking around a curve in the right turn lane this is not photoshopped there’s a baby stroller and then there’s a biker at the same exact time literally hanging

Into the end of the travel lane so this we’re trying to improve and alleviate so we don’t have these conflicts Bruton also has a situation this is looking westbound away from the Dover Air Force Base as you can see this is not conducive for bike or pedestrian travel whatsoever there’s no shoulders it’s

Uphill it’s high speed you’re talking 55 miles an hour at least this shows here what we’re talking about you only have about a foot to a foot and a half of width so obviously you can’t walk or if you do bike you’re going to be actually

In the travel lane itself this is a route 10 across the bridge the bridge has always been the conflict point here so this is actually eastbound away from a shopping center kind of towards the Dover Air Force Base this shows the wide shoulders on the right side you have 10

۱۰ feet but it’s high speed and we’re trying to kind of eliminate potential conflict and improve this as a you know as if as a bicycle route this is a rendering of the proposed improvements there’s a barrier that’s been added onto the shoulder itself so essentially there

Would be a six to ten foot path kind of utilizing this at the existing shoulder just delineating that with a barrier for improved safety this is another artist rendering here you can see the guardrail has been extended out there’s a new hot mix path offense and just kind of

Facilitates that movement so people don’t actually have to walk into the shoulder and potentially they’re traveling Route 10 in terms of a schedule the phase one which I just referenced the design is complete construction is anticipated to begin this year when the new fiscal year starts so again these are pretty rapid

Wood projects trying to get on the ground as soon as possible because they were identified as high priority projects there’s a phase two which would extend the project about three miles to the west along Route 10 towards the town of Camden will be a planning study that

Will also be initiated this year and that has designed funding you we good hey folks is Jim Galvin we’re live now first I want to apologize for our technical difficulties I think we’ve thank you for sticking around with us to the end here for that we got him

Straightened out the so we’ve learned a little bit bicycle and pedestrian planning efforts in Delaware I want to thank all the presenters for providing their insights this afternoon we’ve actually gathered for them together this afternoon in this room with kent county administrative complex we and we have

That’s Gary bill and rain rich and we have Jeff on the phone oh well we want to start answering some of the questions that we’ve seen come up on the chat box we’ve got a nice summary of them here thanks Christine first one I like to ask gary is did the school districts

Participate schools schools or the school districts participate in the planning efforts that were happening for the bike plan for the bike plan through her ah yes they did that they were I’ll say a participant and we had discussions with the superintendent regarding our proposals again connecting the elementary schools with with the

Riverwalk they were they weren’t a financial contributor but they were certainly a participant I just like to say that the the proposed bicycle and pedestrian walkways or bike trails to to the riverwalk we we try to have like a three-step approach the first step was to to inventory the sidewalks make sure

That they were more walkable the second thing that the the city tried to do was to have signage along those streets which designated as a pedestrian and a bicycle route from the elementary schools to the riverwalk and the third thing that we tried to do was to

Actually mark the street and get people to use their bicycles thanks Gary Jeff I actually actually have a question for you hear that I’m not really familiar with it says the tap projects require a Sam registration s am with the federal government as a first step correct Oh Jeff I’m afraid I’m not

Familiar with that term sorry I’m you neither am I so I think we’re both kind of at a loss here we do have something for Anne Marie um the first is a comment about why you’d want to put a school with that is the next was the the the

School did school to high school is offering a hundred bike spaces compared to how many car spaces any idea how many were required the number of car spaces I believe was somewhere between 400 and 800 I can’t remember it was a lot they ended up getting a waiver I can’t

Remember off the top of my head so yes it we did build certainly more for cars than four bikes as to the location that the school district picked the location they had a number of sites that they were looking at they’ve met their need and unfortunately this was really the

Only one that was in the growth area and and I think part of that is that that driver of needing a hundred acres due to the field needs that they’re finding a hundred acres on the market in the growth area where your population is was was a bit of a challenge there’s another

Question here for you that I find really interesting I think rich in in remote when I have a input into this it says Hawk signals are not usually installed on roads with speed limits above 45 miles an hour you mentioned the operating speeds are above 50 what analysis was done to ensure safe

Operation I think this particular signal is actually in a 40 it’s right at the transition so that’s you know we work with a lot on that particular site so that’s you know that’s I think we’re fortunate that it’s actually at that transition to 40 you

Know 40 mile an hour zone um I’ll just make a note to this is bill talking we have a hawk signal in the city of New Ark and there was a bit of a transition for the motorists to get too used to what their signals mean and the flashes

And so forth so you might expect some uptick in crashes when that first comes in well and just regarding up the hawk system bill mentioned that the one in New York this will only be the the state of Delaware second Hawk signal so we’re we’ve already had the discussions about

Making sure we have the electronic messaging system out there to warn people about it and making sure that all of the added signage that has happened in New our since the signal initially went into place happens at the very beginning we also believe that we’re going to have a much higher volume of

Pedestrian traffic at this Hawk signal which should help to condition the drivers a little better but you know it is going to be a challenge at first no doubt we have a explanation on the same program Jeff it’s a sams of federal government contracting registry so again

It doesn’t catch me some extent to see you well we’re actually the trail program in Delaware is funded by really a number of different sources the two federal funding sources one is tap the transportation alternatives program formerly transportation enhancements that’s used for various segments and Delaware is actually currently using

CMAC congestion management and air quality funding for two of the principal segments of the industrial track trail that I mentioned earlier so those are areas that are expected to provide some relief for for congestion and improvements to air quality and other environmental matters so follow here on

That for your segment Jeff it appears that the Newark Wilmington trail must cross the Christina river twice if so how many new bridges needed and what are the tractors and generators of Newcastle that justify the route through it well that’s a fantastic question the our routing was really one of

Opportunity continuous routes along the north side of the Christina River which would avoid those two crossings really just didn’t exist those were some of the very earliest suburbs of Wilmington very densely developed areas even even by suburban standards and there simply were not opportunities to provide a

Continuous route along the north side of the river which was the reason why to cross him for being a vision the other like I said was related to opportunity and that’s that the industrial track which connects Wilmington to Newcastle was already largely in development CMAC funding has already been obtained for a

New bridge across Christina River it’s actually a signature span that will be visible for my 95 and really serve as a billboard to increase awareness of pedestrian and bicycle options in the state and the other one is likely to be a much lower level kind of boardwalk

Type of span where the river is much narrower and really looks like we have a couple of questions here for you the first is interesting what data did you to present the legislators to convince them that the sidewalks for less costly than buses and how did you deal with the

Parental resistance of children walking Rispoli used cold weather all we didn’t have to address the issue of resistance from parents the state law is that within two miles of a high school you have to walk if the infrastructures there so that the data that was presented to the state budget office and

The legislators was i I got the cost of operating two buses per year from the Transportation Director for the school district which is what we anticipated it would take for that north side of read eight and that was i believe about 75 thousand dollars a year

So within you know 10 years what less than 10 years because i think it was about a half-million dollar improvement you know that the sidewalks pay for themselves from an operational standpoint and again once you once you start that operation it’s very hard to pull back from it because that’s when

You get the the parental resistance you you bust my kid to school for five years why are you going to make them walk now so it it was very important to to try to at least get the the closest walkers to be able to walk from the very beginning

For that reason we have follow-up question that just came in many projections made on the number of students or teachers who might or would use bicycles to or walking is a means of transportation school there there were projections on the number of students that live within the walk zone so that

Those are provided by the school districts transportation supervisor as it relates to teachers not really you know unfortunately when you look at our transportation numbers in Dover and a lot of southern Delaware the non motorized trips are a very low percentage so that tends to not be a

Driving factor so so we’re not looking at what we would anticipate and planning for that we’re trying to plan to make it accessible so that maybe we can start to change people’s behaviors it seems that a Murray is a really popular today was the 100 i hearken capacity be selected

On the basis of adam and study or or other specific source of information we require one in our code we require one bicycle parking space for every 20 vehicle parking spaces and that’s just the minimum bicycle parking standard you know i think in the case of a school we

Will continue to monitor the use of the bike racks once they’re installed and work with the school district to try to get them to install additional if the demand seems to be there and I don’t anticipate a problem again bike racks tend to be a fairly inexpensive piece of

Infrastructure that the tougher part is providing the safe path of travel for cyclists and again route 8 isn’t the best of roads to bike on but it’s done so one last question Gary did any of the any of the trails involve a rel converting a rel say rail right away to

Trails know now so though the whole river walk was basically either outright purchase or right how’s it it was a combination either the land was purchased donated or we extracted from mod developers who are long ago miss opinion River okay thank you I Christine

Read our end so we’re at the end of our time to leave all right thank you this was really great and well put together this was wonderful um in perfect timing so I thank you to all of our speakers and our moderator and all the people in

The background helping out with this and of course the Delaware chapter thank you for hosting this and that that wraps up our session for today so thank you everyone and again you can kind of see some wrap up some websites there and remember to log those cm credits and to

Check out our youtube channel for a video of this sometime next week so thanks everybody and have a great weekend

ID: nZ-49jcT-1Y
Time: 1397487907
Date: 2014-04-14 19:35:07
Duration: 01:27:58

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