Meeting Notice Ph: 413-665-1400 Fax: 413-665-1411 Selectboard/Board of Health Date: March 24, 2021 Time: 5:15 P.M

Deerfield Municipal Offices 8 Conway Street Town of Deerfield South Deerfield, MA 01373 Meeting Notice Ph: 413-665-1400 Fax: 413-665-1411 Selectboard/Board of Health Date: March 24, 2021 Time: 5:15 p.m. Location: Main Meeting Room, Municipal Offices, 8 Conway St, South Deerfield MA Meetings normally held at the Municipal Offices are being held remotely, with adequate, alternative means of public access and, where required, public participation provided, in accordance with the Governor’s March 12, 2020 Order Suspending Certain Provisions of the Open Meeting Law, M.G.L. c.30A § 20. Meetings are typically broadcast on Frontier Community Access Television (FCAT). Remote Meeting Connection noted below. Dial-in Number: 312-626-6799, 929-205-6099, or 833 548 0276 US Toll-free Meeting ID 911 604 1580 Passcode 570012 Please use this URL to log-in: https://zoom.us/j/9116041580?pwd=NkRHV3gzSWYvSm1JR0xlQXphUkt5UT09 Meeting attendees should mute phones (* 6 for landlines) unless asking question or commenting. All attendees should wait to speak until other participants are finished. REVISED AGENDA 1. Call Meeting to Order 2. Executive Session – 5:15 pm Pursuant to MGL c.30A, §21 (a) (3), the Selectboard may enter into Executive Session to conduct strategy with respect to collective bargaining or for litigation with EBI Consulting if the Chair declares that an open meeting may have a detrimental effect on the litigation position of the Town. 3. Scheduled Hearings/Appearances • 6:15 pm – Energy Committee Bike lanes • 6:30 pm – Kimberly Noake MacPhee-pollinators and stormwater 4. Selectboard Reports/Announcements • Kelleher Drive updates and Town Common updates • Zoning amendment for exemption to dimensional table for Municipal Facilities 5. Board of Health Reports/Announcements • COVID-19 Updates – federal/state updates, Revisions to Re-opening Plans 6. Consent Agenda 7. Discussion/Decision Items • Roof Loan documents for approval, Election Warrant for approval and signature • Open Annual Town Meeting Warrant • WWTP – DPC Response to Notice of Non-compliance (Enforcement # 00010529) for approval • Resignations/Appointments/hires: Continued technical assistance related to COVID-19 response • Bundled NOI for routine maintenance contract for review and approval • Contracts – 3-year contract with Cooperative Public Health Services, • Visioning plan for South Deerfield center • Hatfield 350th Parade participation 8. Mail 9. Town Administrator’s Report/Updates

The Town of Deerfield does not discriminate on the basis of disability in its programs, services, activities, and employment practices. If you need auxiliary aids and services for effective communication, contact the ADA Coordinator as soon as possible.

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10. Public Comment 11. Items Unanticipated 48 hours prior to posting * • Support Letter for Veterans Database & Online Access Project 12. Upcoming Meetings –Mar 30, Apr 7, 21; May 5, 19; Jun 2, 16, 30; Jul 14, 28; Aug 11, 25; 13. Adjourn * The matters listed are those reasonably anticipated by the Chair which may be discussed at the meeting. Not all items listed may in fact be discussed, and other items not listed may also be brought up for discussion to the extent permitted by law.

Kayce Warren June 24, 2020 Town Administrator Town of Deerfield 8 Conway Street South Deerfield, MA 01373

Dear Kayce:

I am writing to you to let you know of an exciting opportunity. The FRCOG has received a grant from the Massachusetts Executive Office of Energy and Environmental Affairs (EEA) to develop a Sustainable Stormwater Management Plan for Franklin County. As part of this effort, we will be working with pilot towns in the county to identify stormwater techniques that make sense for our small towns that have limited financial resources and roadways that are becoming increasingly threatened by the more frequent and intense storms that have been occuring.

We would like Deerfield to be part of our pilot project to showcase how various stormwater management techniques could be applied to towns with Complete Streets Prioritization Plans. Specifically, we are looking for ways to incorporate Green Infrastructure Best Management Practices (BMPs) into already indentified future projects as a way to capitalize on upcoming construction.

As a pilot town, we would work with you and your Highway Department to pick an area (or areas) that has been identified as a potential Complete Streets project to determine which Best Management Practices (BMPs) could be applied. This information can then be used when applying for Complete Streets implementation funding or other grant and funding opportunities. When used, these BMPs will hopefully create more resilient infrastructure, save the town funding, and help protect the water quality of the rivers that run through our downtowns.

Please let me know if Deerfield would be interested in becoming a pilot partner in this project. We anticipate this would require potentially two meetings with the Highway Superintendent/Town staff. FRCOG staff would conduct a site assessment and then provide the town with a Fact Sheet and maps with information about the BMPs that would be most appropriate for the site(s). Deerfield could then use this information for future projects and grant applications.

Sincerely,

Kimberly Noake McPhee, P.G., CFM Land Use & Natural Resources Planning Program Manager FRANKLIN REGIONAL COUNCIL OF GOVERNMENT - LAND USE & NATURAL RESOURCES

FRANKLIN REGIONAL COUNCIL OF GOVERNMENT - LAND USE & NATURAL RESOURCES

Green Infrastructure Site Assessment Form DEERFIELD, MA

Inspection Data Municipality Site Date Staff Deerfield, MA OLD MAIN STREET, 12/11/20 H.Farrell, FRCOG east side, north of visitors center Weather Temperature Site Conditions During Inspection Sunny Appx 50 deg. F Dry

Site Analysis Property Ownership Land Use Impervious Surfaces Soils Town street and ROW Village Center, Street paving, private Not tested Residential driveways, rooftops Waterbodies Nearby Seasonal High Utilities Contamination/hotspots Wetlands and floodplain in Water Underground utilities, very close proximity Likely, not including power and water None known assessed

Site Description A historic village and neighborhood setting. The project area is the east side of Old Main Street in historic Old Deerfield, north of the Visitor Center, where the Deerfield Complete Streets Prioritization Plan has identified project proposals #15 and #18. The existing, extra wide utility strip between the street and sidewalk is occupied by underground utilities, including water and electricity. Several fire hydrants and power boxes line the strip as well as mature street trees with +/- 20’ open grassy area in between. Pending the exact locations of underground conduits, piping, and related infrastructure, as well as mature street trees, there may be sufficient sq.ft. to co-locate stormwater management practices (BMPs) in the utility strip. Existing grading in several locations conducive to bioretention basins. The street does not appear to have existing catchbasins or stormwater structures near the project area. Evidence of stormwater pooling and infiltration observed at low points along the road edge and adjacent verges, and within the utility strip. Two small (appx. 6”) water conveyance pipes were observed near the north end of Old Main Street near the Williams House which appear to drain water from low points within the utility strip and outlet on the other side of the sidewalk on private property. If the Town’s ROW is wider than the existing paved surface, there may be space to accommodate stormwater BMPs to better manage runoff from the street.

On-site Interference & Adjacencies of Concern √ Utilities underground √ Buildings, driveways  Abutters √ Trees √ Fencing, Paving, Curbs  Surrounding Land Uses  Significant slopes  Roads or Rails  Depth to bedrock FRANKLIN REGIONAL COUNCIL OF GOVERNMENT - LAND USE & NATURAL RESOURCES

Recommended Green Infrastructure Stormwater BMPs for Old Main Street Mass Clean Water Toolkit1

√ Bioretention Area  Vegetated Filter Strip  Sediment Forebay  Lined Waterway  Dry Detention Basin  Drainage Channel with Check Dams  Extended Detention Basins  Water Quality Swales (Grass or Vegetation) √ Deep Sump Catch Basin  Infiltration Trenches  Infiltration-Recharge Basins  Outlet Sediment Trap  Subsurface Recharge or Leaching Basin  Constructed Stormwater Wetlands  Wet Basin  Proprietary Separators  Permeable Paving  Flow Splitter  Catch Basin Maintenance  Road Salt Management  Street Sweeping  Hazardous Materials Storage  Snow Disposal  DPW Pollution Prevention  Stormdrain Stenciling  Spill Prevention and Control Plans  Green Roofs √ Lawn & Landscaping Education  Cisterns and Rain Barrels  Integrated Pest Management √ Rain Garden √ Tree and Shrub Planting

BMP Concept - See attached maps and BMP fact sheets A series of small bioretention areas (raingardens) are co-located in the extra wide utility strip between the road and the sidewalk. Siting of raingardens would need to be done by a professional engineer and to account for the exact locations of and compatibility with existing underground utilities as well as the proposed locations of new and upgraded sidewalks specified in the current Complete Streets plan. If needed, basins can be interconnected and fitted with an overflow pipe that outlets to a nearby basin or dry well on an adjacent parcel or a deep sump catch basin in the street ROW. There is no curb between the street and utility strip that would prevent stormwater runoff from the street to be captured and managed within the utility strip. In some areas, it appears to be doing so already.

Regrading work should quickly direct stormwater runoff from the road and sidewalk into bioretention areas within the extra wide utility strip and be done in such a way as to preserve existing trees throughout. The proposed stormwater BMPs can help with the safety and longevity of the proposed Complete Streets sidewalks by ensuring that stormwater is shed quickly from the sidewalk surface and safely infiltrated away from the sidewalk base material. Raingardens can be planted with native herbaceous plants, as well as native shrubs to further enhance the aesthetic beauty of this majestic streetscape and to provide educational interest to the community, which includes many young students and their families. Stormwater BMPs are especially important to help protect water resources in the project area. Old Main Street is located in close proximity to wetlands and the floodplain of the Deerfield River.

1 Mass Clean Water Toolkit - http://prj.geosyntec.com/npsmanual/default.aspx FRANKLIN REGIONAL COUNCIL OF GOVERNMENT - LAND USE & NATURAL RESOURCES

FRANKLIN REGIONAL COUNCIL OF GOVERNMENT - LAND USE & NATURAL RESOURCES

Green Infrastructure Site Assessment Form DEERFIELD, MA

Inspection Data Municipality Site Date Staff DEERFIELD, MA PLEASANT STREET 12/11/20 H.Farrell, FRCOG

Weather Temperature Site Conditions During Inspection Sunny Appx 50 deg. F Dry

Site Analysis Property Ownership Land Use Impervious Surfaces Soils Town owned Urban neighborhood Pleasant street, Not tested sidewalk and streetscape, High School school parking lot and driveway, parking adjacent green space. lot, rooftop Waterbodies Water Table Utilities Contamination/hotspots Nearby Depth to Groundwater Overhead None Known Within the 200’ not assessed, likely high powerlines. river buffer of Underground Bloody Brook and municipal utilities. the floodplain Catch basins and Storm sewer.

Site Description The site includes the Pleasant Street ROW between the Elementary School and the Regional High School, and the town-owned parcel of open green space on the north side of the curve that is flanked by Pleasant Street to the south, the High School exit driveway to the west, the High School parking lot to the north, and the Bloody Brook to the east. Stormwater runoff from the surrounding impervious surfaces passes over this grassed site and through a vegetated buffer before entering Bloody Brook. Tire marks and ortho photo indicate the site is used for occasional overflow parking for the high school. The Pleasant Street streetscape includes several residential properties on north and south sides setback from the road and sidewalk, a loading zone and wide recreational fields to the south and parking lot for the Elementary School to the north.

On-site Interference & Adjacencies of Concern √ Utilities above/underground  Buildings  Abutters √ Trees  Fencing, Paving, Curbs  Surrounding Land Uses √ Significant slopes  Roads or Rails

FRANKLIN REGIONAL COUNCIL OF GOVERNMENT - LAND USE & NATURAL RESOURCES

Recommended Green Infrastructure Stormwater BMPs for Pleasant Street Mass Clean Water Toolkit2

√ Bioretention Area √ Vegetated Filter Strip √ Sediment Forebay  Lined Waterway  Dry Detention Basin  Drainage Channel with Check Dams  Extended Detention Basins √ Water Quality Swales (Grass or Vegetation)  Deep Sump Catch Basin  Infiltration Trenches  Infiltration-Recharge Basins  Outlet Sediment Trap  Subsurface Recharge or Leaching Basin  Constructed Stormwater Wetlands  Wet Basin √ Proprietary Separators  Permeable Paving  Flow Splitter  Catch Basin Maintenance  Road Salt Management  Street Sweeping  Hazardous Materials Storage  Snow Disposal  DPW Pollution Prevention  Stormdrain Stenciling  Spill Prevention and Control Plans  Green Roofs √ Lawn & Landscaping Education √ Cisterns and Rain Barrels  Integrated Pest Management √ Rain Garden √ Tree and Shrub Planting

BMP Concept - See attached maps and BMP fact sheets. Incorporate linear bioretention areas (raingardens) into designs for the proposed landscape strip and for new sidewalks along Pleasant Street between North Main Street and the Elementary School. Sidewalks should shed stormwater quickly from the surface into a series of basins, for short-term holding and infiltration. Basins can be connected by water quality swales and planted as raingardens, including with low-maintenance native shrubs and canopy trees species, and will provide educational opportunities for students and families walking to and from school. Raingarden maintenance typically consists of removing trash, sediment buildup and plant debris 2x annually and mulching as needed.

Stormwater runoff from the High School driveway and parking lot flows into a sediment forebay connected to a linear bioretention basin upslope of the Bloody Brook for short-term holding, pre- treatment and infiltration. Given that runoff has the potential for high concentrations of oil and grease, assess the need for a proprietary oil grit separator, sand filter or equivalent to be added to the treatment train. Stormwater runoff from Pleasant Street and the Frontier Regional driveway exit is conveyed to a sediment forebay which slows runoff and allows sediment to settle before entering the bioretention basin. Cleanouts of the sediment forebay, and bioretention basin maintenance will be needed at least 2x annually. Stormwater BMPs are more successful when used in combination as described and are especially important within the 200' river buffer, floodplain, and in very close proximity to the Bloody Brook. Stormwater runoff from the roofs of the High School and the Elementary School can be conveyed to and stored in cisterns with minimal pre-treatment and either infiltrated to the water table or used for irrigation of each school’s recreational fields and gardens.

2 Mass Clean Water Toolkit - http://prj.geosyntec.com/npsmanual/default.aspx FRANKLIN REGIONAL COUNCIL OF GOVERNMENT - LAND USE & NATURAL RESOURCES

FRANKLIN REGIONAL COUNCIL OF GOVERNMENT - LAND USE & NATURAL RESOURCES

MA Clean Water Toolkit Stormwater BMP Factsheets for reference Bioretention Areas & Rain Gardens https://megamanual.geosyntec.com/npsmanual/bioretentionareasandraingardens.aspx Sediment Forebays https://megamanual.geosyntec.com/npsmanual/sedimentforebays.aspx Tree and Shrub Planting https://megamanual.geosyntec.com/npsmanual/treeandshrubplanting.aspx Buffer Zones, Stream Corridors and Riparian Areas https://megamanual.geosyntec.com/npsmanual/bufferzones.aspx Rain Barrels & Cisterns https://megamanual.geosyntec.com/npsmanual/rainbarrelsandcisterns.aspx Roadway and Parking Lot Design https://megamanual.geosyntec.com/npsmanual/roadwayandparkinglotdesign.aspx Oil/Grit Separators https://megamanual.geosyntec.com/npsmanual/oilgritseparators.aspx

Water Quality Swales https://megamanual.geosyntec.com/npsmanual/waterqualityswales.aspx BMP Fact Sheet Menu https://megamanual.geosyntec.com/npsmanual/bmpfactsheetmenu.aspx

BYLAW AMENDMENT WARRANT ARTICLE TOWN OF DEERFIELD

ARTICLE ____

To see if the Town will vote to amend the Town of Deerfield Zoning Bylaws, Chapter 179, Article II, entitled “Use and Dimensional Requirements,” Section 2300, entitled “Dimensional Requirements,” by adding a new superscript “9” after “FRONTAGE (feet)” in the principal use column, and adding the following new definition of superscript “9” at the end of the “NOTES” section thereof as:

9This provision shall not apply to Town-owned lots used for Municipal Facilities which shall be required to have no less than 50 (fifty) feet of frontage, as long as any structures on the subject Property are located at least 50 (fifty) feet away from the lot lines of abutting residential properties. Otherwise the Frontage stated in the table shall apply. or take any other action relative thereto.

ARTICLE ____

To see if the Town will vote to amend the Town of Deerfield Zoning Bylaws, Chapter 179, Article II, entitled “Use and Dimensional Requirements,” Section 2300, entitled “Dimensional Requirements,” by adding a new superscript “9” after “Principal Use” in the heading of the principal use column, and adding the following new definition of superscript “9” at the end of the “NOTES” section thereof as

9These provisions shall not apply to Town-owned lots used for Municipal Facilities which shall be required to have no less than 50 (fifty) feet of frontage, as long as any structures on the subject Property are located at least 50 (fifty) feet away from the lot lines of abutting residential properties. or take any other action relative thereto.

ARTICLE ____

To see if the Town will vote to amend the Town of Deerfield Zoning Bylaws, Chapter 179, Article II, entitled “Use and Dimensional Requirements,” Section 2300, entitled “Dimensional Requirements” Section 2300 entitled “Dimensional Requirements,” by adding a new section 2311 as follows:

2311. Municipal Facilities shall be exempt from the Dimensional Requirements set forth below.

or take any other action relative thereto.

VOTE TO OPEN ANNUAL TOWN MEETING WARRANT:

Move to declare the Warrant for Annual Town Meeting (currently scheduled for June 12, 2021 at Frontier Regional School) to be open.

March 9, 2021

Mr. Daniel J. Kurpaska Environmental Engineer MassDEP Western Region 436 Dwight Street Springfield, MA 01103

Re: MassDEP Notice of Noncompliance (Enforcement Document Number: 00010529) MassDEP Project Number: 074-001/002/076

Dear Mr. Kurpaska:

We are in receipt of MassDEP’s Notice of Noncompliance (NON) of January 27, 2021 (see Appendix A) regarding the Town of Deerfield Wastewater Treatment Facilities (WWTP) and Sewer Systems. In response to the NON, a summary of the Town’s recent and planned steps to remedy these concerns, pending compliance milestones and the anticipated implementation schedule for these measures.

BACKGROUND

MassDEP completed an inspection of the Old Deerfield WWTP (ODWWTP) and South Deerfield WWTP (SDWWTP) on July 30. The inspection was summarized to the Town of Deerfield on August 28, 2020, in two letters entitled “Deerfield-WWM South Deerfield WWTP Compliance Evaluation Inspection and Conditional Infiltration and Inflow Approval for South Deerfield and Old Deerfield Sewer Systems Project # 074-001/002/076” and “Deerfield-WWM Old Deerfield WWTP Complication Evaluation Inspection Project # 074-002” (see Appendix B). The correspondence includes a summary of the Administrative Consent Order (ACOP-WE-19-00006754) which was submitted in draft form to the Town (see Appendix C). The correspondence required the Town to notify MassDEP of its decision on the use of the ACOP to establish a timeline for return to compliance no later than September 30, 2020. The correspondence also required the Town to prepare and submit a CMOM checklist to MassDEP for both the Old Deerfield and South Deerfield collection systems by January 31, 2021.

The Town of Deerfield received the NON on January 27, 2021 for activity at both the South Deerfield WWTP, Old Deerfield WWTP, and sewer systems. The NON requires the Town to provide a schedule to MassDEP for submitting the deliverables required in both inspection reports.

Notice of Noncompliance Page 1 MassDEP Town of Deerfield, MA March 9, 2021

IMPLEMENTATION MEASURES AND SCHEDULE

In order to address the requirements presented in the NON, the Town is in the process of implementing the following measures in regards to the Old Deerfield WWTP, South Deerfield WWTP, and its collection system:

1. SDWWTP Secondary Clarifier Mechanism Replacement – The Town recently replaced the existing secondary clarifier mechanism at the SDWWTP in order to improve operating conditions and performance. This was completed in September 2020. 2. Phase 1 SDWWTP Upgrades – The Town is currently in the process of completing the Phase 1 Upgrades at the SDWWTP. The design has been finalized, and the project is currently out to bid. Construction is anticipated to commence in Spring 2021 with completion in early 2023. 3. Planned Phase 2 SDWWTP Upgrades – Phase 2 Upgrades to the SDWWTP are planned following completion of the SDWWTP Phase 1 Upgrades Project, subject to funding and authorization. 4. Old Deerfield Pump Station and Force Main Evaluation – Alternatives are currently being evaluated to convert the Old Deerfield WWTP into a pump station, and convey flows to the SDWWTP for treatment and disposal. Alternate force main routes along Route 5/10 and Mill Village Road are being considered. The evaluation is expected to be completed in Spring 2021. 5. Collection System CMOM Program Year 1 – The Town is currently in the process of completing Year 1 of its Collection System CMOM Program. Year 1 includes televising all of the pipes in the Old Deerfield and South Deerfield collection systems, updates to the Asset Management Plan, and recommendations for rehabilitation. The Year 1 Program is expected to be completed in June 2021, with recommendations for Year 2 of the 10 year program to follow. 6. CMOM Checklist – CMOM checklists for the Old Deerfield and South Deerfield collection systems are being completed. Submittal to MassDEP is anticipated by June 2021.

7. Annual I/I Report – Annual I/I reports for the Old Deerfield and South Deerfield collection systems are being developed. Submittal to MassDEP is anticipated by April 2021. On behalf of the Town, we appreciate your input and assistance relative to the NON and the Town’s other on-going efforts in their wastewater collection and treatment systems.

Notice of Noncompliance Page 2 MassDEP Town of Deerfield, MA March 9, 2021

Please contact me at 413-665-1400 x 105 or [email protected] if you have any questions or need additional information.

Sincerely,

TOWN OF DEERFIELD

Kayce Warren Town Administrator

Cc: Mr. Trevor McDaniel, Selectboard Member, Town of Deerfield Mr. Kevin Scarborough, Superintendent, Public Works Operations, Town of Deerfield Mr. Keith Milne, Chief Operator, Town of Deerfield Mr. Dave Prickett, P.E., President, DPC Engineering, LLC Mr. Justin Skelly, P.E., Project Manager, DPC Engineering, LLC Mr. James Rivers, Project Engineering, DPC Engineering, LLC

Notice of Noncompliance Page 3 MassDEP Town of Deerfield, MA March 9, 2021 Deerfield Municipal Offices 8 Conway Street Town of Deerfield South Deerfield, MA 01373 Office of the Town Administrator Ph: 413-665-1400 Fax: 413-665-1411 Email: [email protected]

MEMORANDUM

Date: March 23, 2021 To: Selectboard/Board of Health From: Kayce Warren, Town Administrator Re: COVID-19 Technical Assistance/support Stipends As you know, the COVID-19 pandemic continues to be a challenge on our resources.

The Assistant Town Administrator, Town Accountant and I continue to need technical assistance, particularly with remote participation activities and reporting requirements. As you know, the CARES Act allows for the hiring of individuals to provide technical assistance related to the pandemic. With the extension of FEMA DR-4496 and CARES Act, we respectfully request that continuation of technical assistance for these activities.

Respectfully, I request that Selectboard approve the continued technical assistance by Mr. Herchenreder on a temporary basis for the purpose of assisting with remote participation activities that would otherwise not be necessary if the pandemic had not impacted operations. I recommend payment to Mr. Herchenreder of a stipend of $2,500 until June 30, 2021.

I respectfully request that the Selectboard approve the continued technical assistance by Mr. Stephan on a temporary basis for purposes of providing technical assistance, this assistance not normally being necessary except through the unusual circumstances presented by the COVID- 19 pandemic. I recommend payment of a stipend to Mr. Stephan of $2,500 until June 30, 2021.

Thank you for your consideration of this request. TOWN OF DEERFIELD

CONTRACT # ______

STATE CONTRACT # (if applicable) ______

DATE: JANUARY 27, 2021

This Contract is entered into on, or as of, this date by and between the Town of DEERFIELD, 8 Conway Street, Deerfield, MA 01373 (the “Town”), and

Tighe & Bond, Inc. [“Contractor”]

Zachariah P. Chornyak, PE [Contact Name for Responsible Person]

53 Southampton Road Westfield, MA 01085 [Address of the Contractor]

_413-572-3279______[Telephone Number] [FAX Number]

[email protected] [email address]

1. This is a Contract for the procurement of the following: Tighe & Bond will prepare a Notice of Intent for review by the Deerfield Conservation Commission in support of the Town of Deerfield’s efforts to improve operations. Tighe & Bond will conduct one meeting and other coordination with the Highway Department staff to develop a permit application that addresses typical routine maintenance activities, as well as meeting with the Deerfield Conservation Commission.

A detailed Scope of Services is found in Attachment A, Contractor’s March 12, 2020 proposal entitled “Notice of Intent for Routine Maintenance Activities Wetlands Protection Act Permitting Services.” The enclosure reference in Attachment A is hereby deleted and replaced with Attachment B of this contract entitled “Town of Deerfield Supplemental Terms and Conditions”, where the terms and conditions of Attachment B and this Agreement conflict, the terms of this Agreement shall prevail.

2. The Contract price to be paid to the Contractor by the Town is: $7,800

3. Payment will be made as follows:

3.1 If any portion of the contract price is to be paid by a private citizen(s) no work shall be performed until a sum has been deposited with the Town Treasurer, upon an estimate made by the board, committee or officer having charge of the work, sufficient to cover the payment for the portion of the said work chargeable to the private citizen(s).

3.2 Fees and Reimbursable Costs combined shall not exceed $7,800 as more fully set forth in Attachment A. Invoicing shall be as defined in Attachment A and Attachment B.

3.3 There shall be no further costs, fees or reimbursable c h a r g e s due the Contractor under this Contract unless said fees and/or costs are so set forth in writing. The Town will not pay any surcharge or premium on top of the direct out of pocket expenses, if any.

3.4 Final payment including any unpaid balance of the Contractor's compensation shall be due and payable when the Project is completed.

4. Definitions:

4.1 Acceptance: All Contracts require proper acceptance of the described goods or services by the Town. Proper acceptance shall be understood to include inspection of goods and certification of acceptable performance for services by authorized representatives of the Town to ensure that the goods or services meet the standard of care and are as specified in the Contract.

4.2 Contract Documents: All documents relative to the Contract including (where used) Request for Proposals and all attachments thereto, Instructions to Bidders, Proposal Form, General Conditions, Supplementary General Conditions, General Specifications, Other Specifications included in Project Manual, Drawings, all Addenda issued during the bidding period and Contractor’s Response to the Request for Proposal, and any Supplemental Terms attached hereto. The Contract documents are complementary, and what is called for by any one shall be as binding as if called for by all.

4.3 The Contractor: The “other party” to any Contract with the Town. This term shall (as the sense and particular Contract so require) include Vendor, Contractor, Engineer, or other label used to identify the other party in the particular Contract. Use of the term “Contractor” shall be understood to refer to any other such label used.

4.4 Date of Substantial Performance: The date when the work is sufficiently complete, the services are performed, or the goods delivered, in accordance with Contract documents, as modified by approved Amendments and Change Orders.

4.5 Goods: Services.

4.6 Subcontractor: Those having a direct Contract with the Contractor. The term includes one who furnished material worked to a special design according to the Drawings or

Specifications of this work, but does not include one who merely furnishes material not so worked.

4.7 Work: The services or materials contracted for, or both.

5. Term of Contract and Time for Performance:

This Contract shall be fully performed by the Contractor in accordance with the provisions of the Contract Documents on or before June 30, 2021, unless extended, in writing, at the sole discretion of the Town, and not subject to assent by the Contractor, and subject to the availability and appropriation of funds as certified by the Town Accountant. Time is of the essence for the completion of the Contract. It shall be understood that the Contractor shall not be held responsible for delays beyond its reasonable control.

6. Subject to Appropriation:

Notwithstanding anything in the Contract documents to the contrary, any and all payments which the Town is required to make under this Contract shall be subject to appropriation or other availability of funds as certified by the Town Accountant. In the absence of appropriation or availability as certified herein, this Contract shall be immediately terminated without liability for damages, penalties or other charges to the Town. In the event this is a multi-year contract, this Contract shall be subject to annual appropriation and in the event funds are not so appropriated, this Contract shall terminate immediately without liability for damages, penalties or charges to the Town.

7. Permits and Approvals:

Permits, Licenses, Approvals and all other applicable legal or administrative prerequisites to its performance of the Contract shall be secured and paid for by the Contractor. Project related permitting fees, if applicable, shall be borne by the Town.

8. Termination and Default:

8.1 Without Cause. The Town may terminate this Contract on seven (7) calendar days’ notice when in the Town’s sole discretion it determines it is in the best interests of the Town to do so, by providing notice to the Contractor, which shall be in writing and shall be deemed delivered and received when given in person to the Contractor, or when received by fax, express mail, certified mail return receipt requested, regular mail postage prepaid or delivered by any other appropriate method evidencing actual receipt by the Contractor. Upon termination without cause, Contractor will be paid for services rendered to the date of termination.

8.2 For Cause. If the Contractor is determined by the Town to be in material default of any term or condition of this Contract, the Town may terminate this Contract on seven (7) days’ notice by providing notice to the Contractor, which shall be in writing and shall be deemed delivered and received when given in person to the Contractor, or when received by fax, express mail, certified mail return receipt requested, regular mail

postage prepaid or delivered by any other appropriate method evidencing actual receipt by the Contractor.

8.3 Default. The following shall constitute events of a default under the Contract: (1) any material misrepresentation made by the Contractor to the Town; 2) any failure to perform any of its obligations under this Contract including, but not limited to the following: (i) failure to commence performance of this Contract at the time specified in this Contract due to a reason or circumstance within the Contractor’s reasonable control, (ii) failure to perform this Contract with sufficient personnel and equipment or with sufficient material to ensure the completion of this Contract within the specified time due to a reason or circumstance within the Contractor’s reasonable control, (iii) failure to perform this Contract in a manner consistent with the standard of care, (iv) failure to promptly re-perform within a reasonable time the services that were rejected by the Town as not meeting the standard of care, (v) discontinuance of the services for reasons not beyond the Contractor’s reasonable control, (vi) failure to comply with a material term of this Contract, including, but not limited to, the provision of insurance and non-discrimination, (vii) any other acts specifically and expressly stated in this Contract as constituting a basis for termination of this Contact, and (viii) failure to comply with any and all applicable requirements of state law and/or regulations, and Town bylaw and/or regulations in effect at the time of service.

9. Suspension or Delay

The Town may order the Contractor, in writing, to suspend, delay or interrupt all or any part of the Services without cause for such period of time as the Town may determine to be appropriate for its convenience. In the event of any such suspension, delay or interruption, the Contractor’s time for performance shall be equitably adjusted. No adjustment shall be made if the Contractor is or otherwise would have been responsible for the suspension, delay or interruption of the Services, or if another provision of this Contract is applied to render an equitable adjustment.

10. The Contractor’s Breach and the Town’s Remedies:

Failure of the Contractor to comply with any of the terms or conditions of this Contract shall be deemed a material breach of this Contract, and the Town of DEERFIELD shall have all the rights and remedies provided in the Contract documents, the right to cancel, terminate, or suspend the Contract in whole or in part, the right to maintain any and all actions at law or in equity or other proceedings with respect to a breach of this Contract, including but not limited to costs, reasonable attorney’s fees or other direct damages resulting from said material breach as well as specific performance, and the right to select among the remedies available to it by all of the above.

From any sums due to the Contractor for services, the Town may keep the whole or any part of the amount for expenses, losses and damages incurred by the Town as a consequence of procuring services as a result of any failure, omission or mistake of the Contractor in providing services as provided in this Contract.

11. Statutory Compliance:

11.1 This Contract will be construed and governed by the provisions of applicable federal, state and local laws and regulations; and wherever any provision of the Contract or Contract documents shall conflict with any provision or requirement of federal, state or local law or regulation, then the provisions of law and regulation shall control. Where applicable to the Contract, the provisions of the General Laws are incorporated by reference into this Contract.

11.2 Wherever applicable law mandates the inclusion of any term and provision into a municipal contract, this Section shall be understood to import such term or provision into this Contract. To whatever extent any provision of this Contract shall be inconsistent with any law or regulation limiting the power or liability of cities and towns, such law or regulation shall control.

11.3 The Contractor shall comply with all applicable Federal, State and local laws, rules, regulations, policies and orders applicable to the Work provided pursuant to this Contract, such provisions being incorporated herein by reference, and shall be responsible for obtaining all necessary licenses, permits, and approvals required for the supply of such Work.

The Contractor shall indemnify and hold the Town harmless for and against any and all fines, penalties or monetary liabilities incurred by the Town as a result of the failure of the Contractor to comply with the previous sentence. If any discrepancy or inconsistency is discovered in the Drawings, Specifications or Contract for this work in violation of any such law, by-law, regulation, order or decree, it shall forthwith report the same in writing to the Town. It shall, at all times, itself observe and comply with all such applicable , by-laws, regulations, orders and decrees; and shall protect and indemnify the Town, and its duly appointed agents against any claim or liability arising from or based on any violation whether by him or its agents, employees or subcontractors of any such applicable law, by-law, regulation or decree.

12. Conflict of Interest:

Both the Town and the Contractor acknowledge the provisions of the State Conflict of Interest Law (General Laws Chapter 268A), and this Contract expressly prohibits any activity which shall constitute a violation of that law. The Contractor shall be deemed to have investigated the application of M.G.L. c. 268A to the performance of this Contract; and by executing the Contract documents the Contractor certifies to the Town that neither it nor its agents, employees, or subcontractors are thereby in violation of General Laws Chapter 268A.

13. Certification of Tax Compliance

This Contract must include a certification of tax compliance by the Contractor, as required by General Laws Chapter 62C, Section 49A (Requirement of Tax Compliance by All Contractors Providing Goods, Services, or Real Estate Space to the Commonwealth or Subdivision).

14. Non-Discrimination/Affirmative Action The Contractor shall carry out the obligations of this Agreement in compliance with all requirements imposed by or pursuant to federal, State and local ordinances, statutes, rules and regulations and policies prohibiting discrimination in employment, including but not limited to, Title VII of the Civil Rights Act of 1964; the Age Discrimination in Employment Act of 1967; Section 504 of the Rehabilitation Act of 1973 and Mass. G. L. c. 151B, and any other executive orders, rules, regulations, requirements and policies relating thereto enacted by the Commonwealth of Massachusetts and the Town as they may be amended from time to time. Contractor shall not discriminate against any qualified employee or applicant for employment because of race, color, national origin, ancestry, ace, sex, religion, physical or mental handicap or sexual orientation.

15. Assignment:

The Contractor shall not assign, sublet or otherwise transfer this Agreement, in whole or in part, without the prior written consent of the Town, and shall not assign any of the moneys payable under this Contract, except by and with the written consent of the Town.

16. Condition of Enforceability Against the Town:

This Contract is only binding upon, and enforceable against, the Town if: (1) the Contract is signed by the Selectboard or its designee; and (2) endorsed with approval by the Town Accountant as to appropriation or availability of funds; and (3) endorsed with approval by the Town Counsel as to form.

17. Corporate Contractor:

If the Contractor is a corporation, it shall endorse upon this Contract (or attach hereto) its Clerk’s Certificate certifying the corporate capacity and authority of the party signing this Contract for the corporation. Such certificate shall be accompanied by a letter or other instrument stating that such authority continues in full force and effect as of the date the Contract is executed by the Contractor. This Contract shall not be enforceable against the Town of DEERFIELD unless and until the Contractor complies with this section.

The Contractor, if a foreign corporation, shall file with the Commissioner of Corporations a Power of Attorney and duly authenticated copies of its Charter or Certificate of Incorporation; and said Contractor shall comply with all the laws of the Commonwealth.

18. Contractor’s Personnel:

The Contractor shall utilize only its employees and shall not utilize any third-party contractors without prior written approval of the Town.

19. Liability of Public Officials:

To the full extent permitted by law, no official, employee, agent or representative of the Town of DEERFIELD shall be individually or personally liable on any obligation of the Town under this Contract.

20. Indemnification:

20.1 With respect to professional services rendered by the Contractor, to the fullest extent permitted by law, the Contractor shall indemnify and hold harmless the Town, and its officers and employees from and against all claims, damages, liabilities, injuries, costs, fees, expenses, or losses, including, without limitation, reasonable attorney’s fees and costs of investigation and litigation, whatsoever which may be incurred by the Town to the extent caused by the negligent acts, errors or omissions by the Contractor, a person employed by the Contractor, or any of its Subcontractors. 20.2 With respect to non-professional services rendered by the Contractor, to the fullest extent permitted by law, the Contractor shall defend, indemnify and hold harmless the Town and its officers and employees from and against all claims, damages, liabilities, injuries, costs, fees, expenses, or losses, including, without limitation, reasonable attorney’s fees and costs of investigation and litigation, whatsoever which may be incurred by the Town arising out of or resulting from the performance of its services provided that such claims, damages, liabilities, injuries, costs, fees, expenses, or losses are attributable to bodily injury or death or injury to or destruction of tangible property and to the extent caused by an act or omission of the Contractor, a person employed by the Contractor, or any of its Subcontractors. The foregoing provisions shall not be deemed to be released, waived, limited or modified in any respect by reason of any surety or insurance provided by the Contractor under the Contract.

21. Insurance

21.1 Workers Compensation Insurance:

The Contractor shall provide by insurance for the payment of compensation and the furnishing of other benefits under Chapter 152 of the General Laws of Massachusetts (The Worker’s Compensation Act) to all employees of the Contractor who are subject to the provisions of Chapter 152 of the General Laws of Massachusetts.

Failure to provide and continue in force such insurance during the period of this Contract shall be deemed a material breach of this Contract, shall operate as an immediate termination thereof, and Contractor shall indemnify the Town for all losses, claims, and actions resulting from the failure to provide the insurance required by this Article.

The Contractor shall furnish to the Town a certificate evidencing such insurance prior to the execution of this Contract before the same shall be binding on the parties thereto, except if specifically waived by the Town.

21.2 Professional Liability Insurance

Liability of $1 million per claim and $3 million aggregate.

21.3 Other Insurance Requirements

a. Comprehensive commercial general liability insurance with limits of at least $1 Million per occurrence and $3 Million annual aggregate for property damage and $1 Million per person and $3 Million per occurrence for bodily injury, which shall include the Town of DEERFIELD as an additional insured by way of blanket endorsement, and which shall cover bodily injury, sickness or disease, or death of any person including employees and those persons other than the Contractor’s employees, and claims insured by usual personal liability coverage, death, or property damage arising out of the Work including injury or destruction of tangible property, including loss of use resulting therefrom.

b. Motor vehicle insurance for any motor vehicles used in performing the Work, with limits of at least $500,000 per person, and $1 Million per accident.

c. All policies shall identify the Town as an additional insured by way of blanket endorsement (except Workers' Compensation and Professional Liability). The Contractor shall notify the Town immediately upon the cancellation or amendment to any policy. Renewal Certificates shall be filed with the Town at least ten (10) days prior to the expiration of the required policies. Certificates evidencing all such coverage shall be provided to the Town upon the execution of this Agreement, and upon the renewal of any such coverage. Each such certificate shall specifically refer to this Contract and shall state that such insurance is as required by this Contract. Failure to provide the necessary notice required in this Section or to continue in force such insurance shall be deemed a material breach of this Contract and shall be grounds for immediate termination. Said insurance shall include: Workers Compensation/Employers' Liability Insurance, Business Automobile Liability Insurance, and Commercial General Liability Insurance (CGL). The CGL policy shall include coverage for liability arising from premises, operations, independent Contractors, personal injury, contractual liability. All Certificates of Insurance shall be on the “MIIA” or “ACORD” Certificate of Insurance form, shall contain true transcripts from the policies, authenticated by the proper officer of the Insurer, evidencing in particular those insured, the extent of coverage, the location and operations to which the insurance applies, the expiration date and the above-mentioned notice clauses. All insurance shall be written on an occurrence basis. Coverage’s shall be maintained without interruption from date of the Contract until date of

final payment and termination of any coverage required to be maintained after payment.

d. The Contractor shall obtain and maintain during the term of this Contract the insurance coverage in companies licensed to do business in the Commonwealth of Massachusetts and acceptable to the Town.

22. Documents, Materials, Etc.

Any materials, reports, information, data, etc. given to or prepared or assembled by the Contractor under this Contract are to be kept confidential and shall not be made available to any individual or organization by the Contractor (except agents, servants, subcontractors or subconsultants, or employees of the Contractor) without the prior written approval of the Town, except as otherwise required by law. The Contractor shall comply with the provisions of Chapter 66A of the General Laws of Massachusetts as it relates to public documents, and all other state and federal laws and regulations relating to confidentiality, security, privacy and use of confidential data.

Subject to the limitations of Attachment B, more specifically Section 4 of Attachment B, the Town shall have unrestricted authority to, without payment of any royalty, commission, or additional fee of any type or nature, publicly disclose, reproduce, distribute and otherwise use, and authorize others to use, in whole or in part, any reports, data or other materials prepared under this Contract.

All data, reports, programs, software, equipment, furnishings, and any other documentation or product paid for by the Town shall vest in the Town at the termination of this Contract. The Contractor shall at all times, during or after termination of this Contract, obtain the prior written approval of the Town before making any statement bearing on the work performed or data collected under this Contract to the press or issues any material for publication through any medium.

23. No Employment

The Contractor acknowledges and agrees that it is acting as an independent Contractor for all services rendered pursuant to this Contract, and neither the Contractor, nor its employees, agents, servants nor any person for whose conduct the Contractor is responsible shall be considered an employee or agent of the Town for any purpose and shall not file any claim or bring any action for any worker’s compensation unemployment benefits and compensation for which they may otherwise be eligible as a Town employee as a result of work performed pursuant to the terms of this Contract.

24. Audit, Inspection and Recordkeeping

At any time during normal business hours, and as often as the Town may deem it reasonably necessary, there shall be available in the office of the Contractor for the purpose of audit, examination, and/or to make excerpts or transcript all records, contracts, invoices, materials, payrolls, records of personnel, conditions of employment and other data relating to all matters covered by this Agreement.

25. Payment

The Town agrees to make all reasonable efforts to pay to the Contractor the sum set forth in the Contractor’s bid or proposal within thirty (30) days of receipt of an invoice detailing the work completed and acceptance from the Town of the work completed.

26. Waiver and Amendment

Amendments, or waivers of any additional term, condition, covenant, duty or obligation contained in this Contract may be made only by written amendment executed by all signatories to the original Agreement, prior to the effective date of the amendment.

To the extent allowed by law, any conditions, duties, and obligations contained in this Contract may be waived only by written Agreement by both parties.

Forbearance or indulgence in any form or manner by a party shall not be construed as a waiver, nor in any manner limit the legal or equitable remedies available to that party. No waiver by either party of any default or breach shall constitute a waiver of any subsequent default or breach of a similar or different matter.

27. Severability

If any term or condition of this Contract or any application thereof shall to any extent be held invalid, illegal or unenforceable by the court of competent jurisdiction, the validity, legality, and enforceability of the remaining terms and conditions of this Contract shall not be deemed affected thereby unless one or both parties would be substantially or materially prejudiced.

28. Forum and Choice of Law

This Contract and any performance herein shall be governed by and be construed in accordance with the laws of the Commonwealth. Any and all proceedings or actions relating to subject matter herein shall be brought and maintained in the courts of the Commonwealth or the federal district court sitting in the Commonwealth, which shall have exclusive jurisdiction thereof. This paragraph shall not be construed to limit any other legal rights of the parties.

29. Notices

Any notice permitted or required under the provisions of this Contract to be given or served by either of the parties hereto upon the other party hereto shall be in writing and signed in the name or on the behalf of the party giving or serving the same. Notice shall be deemed to have been received at the time of actual service or three (3) business days after the date of a certified or registered mailing properly addressed. Notice to the Contractor shall be deemed sufficient if sent to the address set forth on page 1 or furnished from time to time in writing hereafter.

30. Binding on Successors:

This Contract is binding upon the parties hereto, their successors, assigns and legal representatives (and where not corporate, the heirs and estate of the Contractor). Neither the Town nor the

Contractor shall assign or transfer any interest in the Contract without the written consent of the other.

31. Entire Agreement:

This Contract, including all documents incorporated herein by reference, constitutes the entire integrated agreement between the parties with respect to the matters described. This Contract supersedes all prior agreements, negotiations and representations, either written or oral, and it shall not be modified or amended except by a written document executed by the parties hereto.

ATTACHMENT A: SCOPE OF SERVICES

CONTRACTOR’S MARCH 12, 2020 PROPOSAL ENTITLED:

“NOTICE OF INTENT FOR ROUTINE MAINTENANCE ACTIVITIES WETLANDS PROTECTION ACT PERMITTING SERVICES”

D-5017-0-035 March 12, 2020

Ms. Carolyn Shores Ness, Board of Selectmen, Board of Health Town of Deerfield 8 Conway Street South Deerfield, MA 01373

Re: Notice of Intent for Routine Maintenance Activities Wetlands Protection Act Permitting Services Proposal

Dear Ms. Shores Ness:

Tighe & Bond is pleased to submit this proposal to the Town of Deerfield for wetland permitting support services related to a general permit application for routine maintenance activities within the town.

Project Understanding The Town of Deerfield Highway Department desires a general authorization for routine maintenance activities to facilitate and expedite their response to normal day-to-day operations within their purview.

Proposed Scope of Services In support of the Town’s efforts to improve operations, Tighe & Bond will prepare a Notice of Intent (NOI) for review by the Deerfield Conservation Commission. Our scope includes meeting and other coordination with Highway Department staff to develop a permit application that addresses typical routine maintenance activities, as well as meeting with the Deerfield Conservation Commission. Details are provided below.

Task 1 – Meetings / Coordination Tighe & Bond will conduct one (1) meeting with Highway Department staff at their office to discuss and develop a comprehensive list of maintenance activities and work scenarios to be included in the “bundled” NOI. We anticipate up to two (2) follow-up conference calls to finalize the permit application.

Task 2 – Notice of Intent We will prepare and submit the NOI to the Deerfield Conservation Commission. The NOI will present the proposed activities relative to the Massachusetts Wetlands Protection Act (MAWPA; M.G.L. c. 131 § 40), seeking an Order of Conditions that will be valid for a period of five (5) years. The application will include descriptions of typical activities, construction methodologies, and common Best Management Practices (BMPs). Tighe & Bond will present the NOI at up to two (2) public hearings with the Commission.

Assumptions We have assumed that our attendance will be required at up to two (2) public hearings to discuss the application. We have further assumed that: • This scope does not include wetland delineation activities. • The Bundled NOI will not coordinate general maintenance activities with the Massachusetts Natural Heritage and Endangered Species Program (NHESP) under

53 Southampton Road • Westfield, MA 01085-5308 • Tel 413.562.1600 www.tighebond.com

either the MAWPA and/or Massachusetts Endangered Species Act (MESA; M.G.L. c. 131a), with the Massachusetts Department of Environmental Protection (MassDEP) under Section 401 of the Clean Water Act or the Chapter 91 Public Waterfront Act, nor with the United States Army Corps of Engineers (Corps) under Section 10 of the Rivers and Harbors Act or Section 404 of the Clean Water Act. • This scope does not include wetlands compliance monitoring during construction.

Fee Tighe & Bond will perform these services for a lump sum fee of $7,800, invoiced monthly based on percentage complete. In the event that the scope of work is increased for any reason, the lump sum fee to complete the work shall be mutually revised by written amendment. Our attached Terms and Conditions is part of this letter agreement.

We appreciate the opportunity to provide you with this proposal and would be happy to meet at your convenience to discuss our scope of services. If you have any questions or comments, please contact Melissa Coady at (413) 572-3224 / [email protected] or Zach Chornyak, PE at (413) 572-3279 / [email protected].

Very truly yours,

TIGHE & BOND, INC.

Peter M. Valinski, PE Vice President

ACCEPTANCE:

On behalf of the Town of Deerfield the scope, fee, and terms of this proposal are hereby accepted.

______Authorized Representative Date

Enclosure: Terms and Conditions

J:\D\D5017 Town of Deerfield\Proposal\Bundled NOI\draft\Bundled NOI Proposal.docx

- 2 -

ATTACHMENT B – TOWN OF DEERFIELD SUPPLEMENTAL TERMS AND CONDITIONS

14 ATTACHMENT B TOWN OF DEERFIELD SUPPLEMENTAL TERMS AND CONDITIONS 1 of 3

1. SCHEDULE OF PAYMENTS waive any and all claims against Contractor resulting in any way from the unauthorized use, alteration, misuse or reuse of 1.1 If Town fails to make payment in full within 60 days of the electronic documents. the date due for any undisputed billing, Contractor may, after giving seven days’ written notice to Town, suspend 5. INSURANCE services and retain work product until paid in full, including interest. In the event of suspension of services, Contractor 5.1 Risk Allocation - For any claim, loss, damage, or liability will have no liability to Town for delays or damages caused resulting from error, omission, or other professional by such suspension. negligence in the performance of services, the liability of Contractor to all claimants with respect to this project will be 2. STANDARD OF CARE limited to an aggregate sum not to exceed Contractor’s available insurance as noted on the attached insurance 2.1 In performing professional services, Contractor will use certificate for each claim type covered by the applicable policy, that degree of care and skill ordinarily exercised under similar with the exclusion of claims associated with Professional circumstances by members of the profession practicing in the Liability Insurance coverage, which shall not exceed same or similar locality. $3,000,000, and for General Liability Claims, which shall not 3. RECORD RETENTION exceed $6,000,000 (consisting of General Liability and Umbrella Coverage). This limitation shall apply regardless of 3.1 Contractor will retain pertinent records relating to the the cause of action or legal theory pled or asserted. This services performed for the time required by law, during which limitation of liability shall not apply to any loss or damage period the records will be made available upon reasonable arising out of Contractor’s gross negligence, fraud, willful request and upon reimbursement for any applicable misconduct or illegal or unlawful acts. retrieval/copying charges. 5.2 Damages – Notwithstanding any other provision of this 3.2 Samples - All soil, rock and water samples will be Agreement, and to the fullest extent permitted by law, neither discarded 30 days after submission of Contractor’s report, Town nor Contractor, their respective officers, directors, unless mutually agreed otherwise or unless Contractor’s partners, employees, contractors or subconsultants shall be customary practice is to retain for a longer period of time for liable to the other or shall make any claim for any incidental, the specific type of services which Contractor has agreed to indirect or consequential damages arising out of or connected perform. Upon request and mutual agreement regarding in any way to the project or to this Agreement. This mutual applicable charges, Contractor will ship, deliver and/or store waiver of certain damages shall include, but is not limited to, samples for Town. loss of use, loss of profit, loss of business, loss of income, loss of reputation and any other consequential damages that may 4. OWNERSHIP OF DOCUMENTS be incurred from any cause of action including negligence, 4.1 All reports, drawings, specifications, computer files, field strict liability, breach of contract and breach of strict or implied data, notes, and other documents, whether in paper or warranty. electronic format or otherwise (“documents”), are instruments 6. SITE ACCESS of service and shall remain the property of Contractor, which shall retain all common law, statutory and other reserved 6.1 Right of Entry - Unless otherwise agreed, Town will rights including, without limitation, the copyright thereto. furnish right-of-entry on the land for Contractor to make any Town acknowledges Contractor’s documents, including surveys, borings, explorations, tests or similar field electronic files, as the work papers of Contractor and investigations. Contractor will take reasonable precautions to Contractor’s instruments of professional services. limit damage to the land from use of equipment, but the cost Nevertheless, the final documents prepared under this for restoration of any damage that may result from such field Agreement shall become the property of Town upon investigations is not included in the agreed compensation for completion of the services and payment in full of all monies Contractor. If restoration of the land is required to its former due to Contractor. Under no circumstances shall the transfer condition, upon mutual agreement this may be accomplished of ownership of Contractor’s documents, electronic files or as a reimbursable additional service at cost plus ten percent. other instruments of services be deemed a sale by Contractor and Contractor makes no warranties, either express or 6.2 Damage to Underground Structures - Reasonable care implied, of merchantability and fitness for any particular will be exercised in locating underground structures in the purpose. Town’s payment to Contractor of the compensation vicinity of proposed subsurface explorations. This may include set forth in the Agreement shall be a condition precedent to contact with the local agency coordinating subsurface utility the Town’s right to use documents prepared by Contractor. information and/or a review of plans provided by Town or Town representatives for the site to be investigated. 4.2 Documents provided by Contractor are not intended or Contractor shall be entitled to rely upon any information or represented to be suitable for reuse by Town or others on any plans prepared or made available by others. In the absence of extension or modification of this project or for any other confirmed underground structure locations, Town agrees to projects or sites. Reuse of documents by Town or others on accept the risk of damage and costs associated with repair and extensions or modifications of this project or on other sites or restoration of damage resulting from the exploration work. use by others on this project, without Contractor’s written permission and mutual agreement as to scope of use and as to 7. OIL AND HAZARDOUS MATERIALS compensation, if applicable, shall be at the user's sole risk, 7.1 If, at any time, evidence of the existence or possible without liability on Contractor’s part. existence of asbestos, oil, or other hazardous materials or 4.3 Electronic Documents - Contractor cannot guarantee the substances is discovered, Contractor reserves the right to authenticity, integrity or completeness of data files supplied in renegotiate the terms and conditions of this Agreement, the electronic format. If Contractor provides documents in fees for Contractor’s services and Contractor’s continued electronic format for Town’s convenience, Town agrees to involvement in the project. Contractor will notify Town as ATTACHMENT B TOWN OF DEERFIELD SUPPLEMENTAL TERMS AND CONDITIONS 2 of 3

soon as practical if evidence of the existence or possible schedule, Town at its own cost will employ an independent existence of such hazardous materials or substances is cost estimator, contractor, or other appropriate advisor. discovered. 11. CONSTRUCTION PHASE PROVISIONS 7.2 The discovery of the existence or possible existence of The following provisions shall be applicable should the hazardous materials or substances may make it necessary for Contractor be retained to provide Construction Phase Contractor to take accelerated action to protect human health Services in connection with the PROJECT: and safety, and/or the environment. Town agrees to compensate Contractor for the cost of any and all measures 11.1 Town and Construction Contractor - The presence of that in its professional opinion are appropriate to preserve Contractor's personnel at a construction site, whether as and/or protect the health and safety of the public, the onsite representatives or otherwise, does not make environment, and/or Contractor’s personnel. To the full extent Contractor or Contractor's personnel in any way responsible permitted by law, Town waives any claims against Contractor for the obligations, duties, and responsibilities of the Town and agrees to indemnify, defend and hold harmless Contractor and/or the construction contractors or other entities, and arising out of or in any way connected with the existence or does not relieve the construction contractors or any other possible existence of such hazardous materials substances at entity of their respective obligations, duties, and the site. responsibilities, including, but not limited to, all construction methods, means, techniques, sequences, and procedures 8. SUBSURFACE INVESTIGATIONS necessary for coordinating and completing all portions of the construction work in accordance with the construction 8.1 In soils, groundwater, and other subsurface investigations, conditions may vary significantly between contract documents and for providing and/or enforcing all successive test points and sample intervals and at locations health and safety precautions required for such construction other than where observations, exploration, and work. investigations have been made. Because of the variability of 11.2 Construction Contractor Control - Contractor and conditions and the inherent uncertainties in subsurface Contractor's personnel have no authority or obligation to evaluations, changed or unanticipated underground monitor, to inspect, to supervise, or to exercise any control conditions may occur that may affect overall project costs over any construction contractor or other entity or their and/or execution. These variable conditions and related employees in connection with their work or the health and impacts on cost and project execution are not the safety precautions for the construction work and have no responsibility of Contractor. duty for inspecting, noting, observing, correcting, or reporting on health or safety deficiencies of the construction 9. Town’s RESPONSIBILITIES contractor(s) or other entity or any other persons at the site 9.1 Unless otherwise stated in the Agreement, Town will except Contractor's own personnel. obtain, arrange, and pay for all notices, permits, and licenses required by local, state, or federal authorities; and Town will 11.3 On-site Responsibility - The presence of Contractor's make available the land, easements, rights-of-way, and personnel at a construction site is for the purpose of access necessary for Contractor's services or project providing to Town an increased degree of confidence that the implementation. completed construction work will conform generally to the construction documents and that the design concept as 9.2 Town will examine Contractor's studies, reports, reflected in the construction documents generally has been sketches, drawings, specifications, proposals, and other implemented and preserved by the construction documents and communicate promptly to Contractor in the contractor(s). Contractor neither guarantees the event of disagreement regarding the contents of any of the performance of the construction contractor(s) nor assumes foregoing. Town, at its own cost, will obtain advice of an responsibility for construction contractor's failure to perform attorney, insurance counselor, accountant, auditor, bond and work in accordance with the construction documents. financial advisors, and other consultants as Town deems appropriate; and render in writing decisions required by 11.4 Payment Recommendations - Recommendations by Town in a timely manner. Contractor to Town for periodic construction progress payments to the construction contractor(s) are based on 10. OPINIONS OF COST, FINANCIAL ANALYSES, Contractor's knowledge, information, and belief from ECONOMIC FEASIBILITY PROJECTIONS, AND selective observation that the work has progressed to the SCHEDULES point indicated. Such recommendations do not represent that continuous or detailed examinations have been made by 10.1 Contractor has no control over cost or price of labor Contractor to ascertain that the construction contractor(s) and materials required to implement Town’s project, have completed the work in exact accordance with the unknown or latent conditions of existing equipment or construction documents; that the final work will be structures that may affect operation or maintenance costs, acceptable in all respects; that Contractor has made an competitive bidding procedures and market conditions, time examination to ascertain how or for what purpose the or quality of performance by operating personnel or third construction contractor(s) have used the moneys paid; that parties, and other economic and operational factors that may title to any of the work, materials, or equipment has passed materially affect the ultimate project cost or schedule. to Town free and clear of liens, claims, security interests, or Therefore, Contractor makes no warranty, expressed or encumbrances; or that there are no other matters at issue implied, that Town's actual project costs, financial aspects, between Town and the construction contractors that affect economic feasibility, or schedules will not vary from any the amount that should be paid. opinions, analyses, projections, or estimates which may be provided by Contractor. If Town wishes additional 11.5 Record Drawings - Record drawings, if required as part information as to any element of project cost, feasibility, or of Contractor’s agreed scope of work, will be prepared, in part, on the basis of information compiled and furnished by ATTACHMENT B TOWN OF DEERFIELD SUPPLEMENTAL TERMS AND CONDITIONS 3 of 3

others, and may not always represent the exact location, type of various components, or exact manner in which the project was finally constructed. Contractor is not responsible for any errors or omissions in the information from others that are incorporated into the record drawings. 12. DESIGN WITHOUT CONSTRUCTION PHASE SERVICES The following provisions shall be applicable should the Contractor be retained to provide design services but not provide retained to provide Construction Phase Services in connection with the project defined herein:

12.1 It is understood and agreed that the Contractor's Scope of Services under this proposal does not include project observation or review of the Contractor's performance or any other construction phase services, and that such services will be provided by the Town or others. The Town assumes all responsibility for interpretation of the Contract Documents and for construction observation, and the Town waives any claims against the Contractor that may be in any way connected thereto.

EXAMPLE CLERK’S CERTIFICATE

______Action of Shareholders Written Consent

(Date)

The undersigned, being the Shareholders of ______, a Massachusetts Corporation (the "Corporation") entitled to vote on the action, hereby consent to the adoption of the following votes:

VOTED: That the [President and/or the Vice President or named individual], each of them acting singly is, authorized to execute any and all contract documents and to enter into and negotiate the terms of all contracts and to accomplish same and to execute any and all documents, instruments, and agreements in order to effectuate the transaction and that said transaction shall be valid, binding, effective, and legally enforceable.

VOTED: That the officers are, and each of them acting singly is, authorized, from time to time, in the name and on behalf of the Corporation to take or cause to be taken all such action(s) as s/he or they, as the case may be, deem necessary, appropriate or advisable to effect the foregoing votes, as may be shown by the officer or officers execution or performance which shall be conclusive evidence that the same is authorized by the directors of this Corporation.

VOTED: That the officers are, and each of them acting singly is, authorized, from time to time, in the name and on behalf of this Corporation, under its corporate seal, if desired, attested by an appropriate officer, if desired, to execute, make oath to, acknowledge, deliver and file any and all of the agreements, instruments, certificates and documents referred to or related to the foregoing votes.

VOTED: That the officers are, and each of them acting singly is, authorized, from time to time and on behalf of this Corporation, under its corporate seal, if desired, to execute, acknowledge and deliver any and all agreements, instruments, certificates and documents referred to or related to the foregoing votes, with such changes as the officer or officers so acting may deem necessary or desirable, and the signature of such officer or officers to be conclusive evidence that the same is authorized by the directors of this Corporation.

Clerk of Corporation Certificate

I, ______the Clerk of the foregoing corporation, do hereby certify that the above vote was taken at a duly called meeting of the shareholders of the Corporation on ______, 20__.

______Clerk of Corporation

SEAL

TIGHE-1 OP ID: DB DATE (MM/DD/YYYY) CERTIFICATE OF LIABILITY INSURANCE 09/23/2020 THIS CERTIFICATE IS ISSUED AS A MATTER OF INFORMATION ONLY AND CONFERS NO RIGHTS UPON THE CERTIFICATE HOLDER. THIS CERTIFICATE DOES NOT AFFIRMATIVELY OR NEGATIVELY AMEND, EXTEND OR ALTER THE COVERAGE AFFORDED BY THE POLICIES BELOW. THIS CERTIFICATE OF INSURANCE DOES NOT CONSTITUTE A CONTRACT BETWEEN THE ISSUING INSURER(S), AUTHORIZED REPRESENTATIVE OR PRODUCER, AND THE CERTIFICATE HOLDER. IMPORTANT: If the certificate holder is an ADDITIONAL INSURED, the policy(ies) must have ADDITIONAL INSURED provisions or be endorsed. If SUBROGATION IS WAIVED, subject to the terms and conditions of the policy, certain policies may require an endorsement. A statement on this certificate does not confer rights to the certificate holder in lieu of such endorsement(s). CONTACT PRODUCER NAME: Thomas M. Mullard Poole Professional B&B - TM PHONE FAX 107 Audubon Rd, 2-305 (A/C, No, Ext): (A/C, No): Wakefield, MA 01880 E-MAIL Thomas M. Mullard ADDRESS: INSURER(S) AFFORDING COVERAGE NAIC #

INSURER A : Travelers Property Casualty Co 25674

INSURED INSURER B : Travelers Indemnity Co of CT 25682 Tighe & Bond, Inc., T&B Engineering, P.C., T&B Engineering and Landscape Architecture, P.C., INSURER C : XL Specialty Insurance Company 37885 Tighe & Bond Designer Services, Inc., Tighe & Bond Studio, Inc. INSURER D : 53 Southampton Road Westfield, MA 01085 INSURER E :

INSURER F :

COVERAGES CERTIFICATE NUMBER: REVISION NUMBER: THIS IS TO CERTIFY THAT THE POLICIES OF INSURANCE LISTED BELOW HAVE BEEN ISSUED TO THE INSURED NAMED ABOVE FOR THE POLICY PERIOD INDICATED. NOTWITHSTANDING ANY REQUIREMENT, TERM OR CONDITION OF ANY CONTRACT OR OTHER DOCUMENT WITH RESPECT TO WHICH THIS CERTIFICATE MAY BE ISSUED OR MAY PERTAIN, THE INSURANCE AFFORDED BY THE POLICIES DESCRIBED HEREIN IS SUBJECT TO ALL THE TERMS, EXCLUSIONS AND CONDITIONS OF SUCH POLICIES. LIMITS SHOWN MAY HAVE BEEN REDUCED BY PAID CLAIMS. INSR ADDL SUBR POLICY EFF POLICY EXP LTR TYPE OF INSURANCE INSD WVD POLICY NUMBER (MM/DD/YYYY) (MM/DD/YYYY) LIMITS A X COMMERCIAL GENERAL LIABILITY EACH OCCURRENCE $ 1,000,000 DAMAGE TO RENTED 1,000,000 CLAIMS-MADE X OCCUR X 6803L850582 10/01/2020 10/01/2021 PREMISES (Ea occurrence) $ A X Business Owners PRIMARY NON CONBRIBUTO MED EXP (Any one person) $ 10,000 PERSONAL & ADV INJURY $ 1,000,000 GEN'L AGGREGATE LIMIT APPLIES PER: GENERAL AGGREGATE $ 2,000,000 PRO- 2,000,000 POLICY X JECT LOC PRODUCTS - COMP/OP AGG $ OTHER: $ COMBINED SINGLE LIMIT 1,000,000 A AUTOMOBILE LIABILITY (Ea accident) $ X ANY AUTO X BA0R112212 10/01/2020 10/01/2021 BODILY INJURY (Per person) $ OWNED SCHEDULED X AUTOS ONLY X AUTOS BODILY INJURY (Per accident) $ HIRED NON-OWNED PROPERTY DAMAGE X AUTOS ONLY X AUTOS ONLY (Per accident) $ $ A X UMBRELLA LIAB X OCCUR EACH OCCURRENCE $ 10,000,000 CUP6N395203 X EXCESS LIAB CLAIMS-MADE X 10/01/2020 10/01/2021 AGGREGATE $ 10,000,000 DED X RETENTION $ 10,000 $ B WORKERS COMPENSATION X PER OTH- AND EMPLOYERS' LIABILITY STATUTE ER Y / N UB4N087733 ANY PROPRIETOR/PARTNER/EXECUTIVE 05/01/2020 05/01/2021 E.L. EACH ACCIDENT $ 1,000,000 OFFICER/MEMBER EXCLUDED? N N / A (Mandatory in NH) E.L. DISEASE - EA EMPLOYEE $ 1,000,000 If yes, describe under DESCRIPTION OF OPERATIONS below E.L. DISEASE - POLICY LIMIT $ 1,000,000 C Prof Environmental DPR9958277 04/14/2020 04/14/2021 Per Claim 5,000,000 Legal Pollution Aggregate 7,000,000

DESCRIPTION OF OPERATIONS / LOCATIONS / VEHICLES (ACORD 101, Additional Remarks Schedule, may be attached if more space is required) The Town of Deerfield is included as additional insureds per written contract on the general, auto and umbrella liability policies subject to same terms and conditions. Coverage is primary and non-contributory. 30 day notice of cancellation except 10 day notice for non-payment of premium.

CERTIFICATE HOLDER CANCELLATION TODER-3 SHOULD ANY OF THE ABOVE DESCRIBED POLICIES BE CANCELLED BEFORE THE EXPIRATION DATE THEREOF, NOTICE WILL BE DELIVERED IN Town of Deerfield ACCORDANCE WITH THE POLICY PROVISIONS. 8 Conway Street South Deerfield, MA 01373 AUTHORIZED REPRESENTATIVE

CONTRACT CHECKLIST TOWN USE

Initials

1. Certification of Signatures ______• For Corporation: need President’s signature or Clerk’s Certificate dated no more than 2 years ago With Corporate Seal affixed (see attached form) • For LLC: need Manager signature or signed vote of the LLC

2. Certificate of Good Faith and Non-collusion ______

3. Insurance Certificate ______(showing Town as additional insured) • Matches amount of insurance required under contract

4. Certificate of Tax Compliance ______

5. Signed by Contractor ______• Matches certification by Corp officer of authority.

6. Certificate of Good Standing for Corporation or Certificate ______of Legal Existence for LLC both from the Secretary of State

Contract Reviewed by: ______Signature

______Name, Title

18 Mail List 03-24-2021 • Notice of Hearing – BBC Alteration of Premises, 4/7/2021 at 6:15 pm • MDOT – first notification of upcoming bridge work • Chief Paciorek – Revised HVAC estimate • FCTS FY2022 Budget • American Rescue Plan – ESTIMATED Aid funding • AARP Livability Fact Sheet TOWN OF DEERFIELD Selectboard / Board of Health 8 Conway Street South Deerfield MA 01373 Voice: 413-665-1400 ext.105 Facsimile: 413-665-1411 Website: www.deerfieldma.us

Notice of Public Hearing In accordance with Massachusetts General Laws Chapter 138, the Selectboard acting as the Local Licensing Authority for the Town of Deerfield hereby provides notice that they will hold a public hearing on Wednesday, April 7, 2021 at 6:15 PM, in the Main Meeting Room at Deerfield Municipal Offices, 8 Conway Street, South Deerfield, MA 01373, on the application of Berkshire Brewing Company, Inc., for an Alteration of Licensed Premises. Additional outdoor space for customers to be created in the front and the rear of the brewery for a beer garden. Additional seating created by extending the indoor tap room space. Liquor License #04119-RS-0276. The premises is located at 12 Railroad St, Deerfield, MA 01373.

Verbal comments will be accepted at the hearing.

Join Zoom Meeting https://zoom.us/j/9116041580?pwd=NkRHV3gzSWYvSm1JR0xlQXphUkt5UT09

Meeting ID: 911 604 1580 Passcode: 570012 One tap mobile +13126266799,,9116041580# US (Chicago) +19292056099,,9116041580# US (New York)

Dial: 877 853 5257 US Toll-free Meeting ID: 911 604 1580

Massachusetts State Seal, Charles D. Baker, Lieutenant Governor Stephanie Pollack, Secretary & CEO, Jonathan L. Gulliver, Highway Administrator, MassDOT Highway Division Logo

March 10, 2021

Ms. Carolyn Shores Ness, Chairperson Deerfield Select Board 8 Conway Street South Deerfield, MA 01373

Dear Chairperson Ness:

On behalf of the Massachusetts Department of Transportation, I am writing to inform you that the Highway Division’s Project Review Committee has approved a project for preservation of three bridges, (Deerfield D-06-048, Greenfield G-12-047 & Northfield N-22-004). Project number 610857 has been assigned to the project, and MassDOT has begun the project development.

It should be noted that Project Review Committee approval is not a commitment of state or federal funding to the project. MassDOT, in conjunction with the Franklin County Transportation Planning Organization (FCTPO), continually evaluates transportation needs and priorities; therefore, the estimated advertisement date may change significantly as the project development process progresses. You can monitor this project’s progress by utilizing the project information system available to the public through MassDOT’s web site at https://hwy.massdot.state.ma.us/projectinfo/projectinfo.asp. You may also contact this District office for more information.

Thank you for your support for transportation system improvements. If you have any questions, or would like additional information, please contact Laura Hanson, Assistant District Projects Engineer, at (413) 800-6894.

Sincerely,

Peter J. Cavicchi, P.E. District Highway Director

RJM/jlr ecc: Richard Masse, P.E., District Project Development Engineer Jonathan Gulliver, Highway Division Administrator Patricia Leavenworth, P.E., Deputy Administrator and Chief Engineer Kevin Scarborough, Public Works Superintendent Kayce Warren, Deerfield Town Administrator Maureen Mullaney, Transportation and GIS Program Manager, FRCOG Joanne Comerford, State Senator Natalie Blais, State Representative Derek Krevat, MassDOT Office of Transportation Planning Marie J. Rose, MassDOT Highway Project Management Director 811 North King Street, Northampton, MA 01060 Tel: 857-368-2000 Fax: 857-368-0200 www.mass.gov/massdot Deerfield Municipal Offices Town of Deerfield 8 Conway Street Capital Improvement South Deerfield, MA 01373 Ph: 413-665-1400 Planning Committee Fax: 413-665-1411

FY22 Capital Expenditure Request Form (To be completed for all items or projects $10,000+ per Capital Expenditure Policy)

1. Item or Project Details Date Submitted: November 30, 2020 Item / Project: Police Department HVAC system Requested by: John Paciorek, Jr. Department: Police Fiscal Year: 2022 Expected Life Span of Equipment (years): 20-30 New____ Replaces XX Trade-in _____ Value of Trade-in ($) 2. Description/Justification Include a detailed description of the item and justification. Attach additional documentation as necessary.

Repair, and/or replace the current HVAC system, or otherwise install mini-split HVAC units in the Police Department as recommended by the Town Building Advisory Committee report.

Since the police station was built in the winter of 1996, the HVAC has never worked correctly. The system does not pull moisture out of the air, and the department sits on a slab of concrete. Therefore multiple dehumidifier units need to be run and emptied 24/7 during the summer. On days over 90 degrees the cooling system cannot keep up, even though it is set at 72 degrees, and the system freezes up solid with ice. It then needs to be cycled off, the ice melts, and comes down on the ceiling tiles. The tiles have been replaced multiple times throughout the years.

This money will either be used to hire an engineering firm to engineer, and replace the entire system, or install mini-split units to subsidize the current system. Normally I would recommend that we install mini-split units, however with jail cells we need outside air flow in a controlled manner.

Current system is an R-22, and therefore we have no ability to replace the condensing units once they perish.

3. Cost Estimate Attach detailed breakdown of costs. If related to construction or remodeling, attach a formal cost estimate from contractor.

Cost Estimate: Timing of Costs:

FY 22 AMOUNT $100,000.00

TOTAL COST: $100,000.00 FY AMOUNT $

FY AMOUNT $

TOTAL $100,000.00 4. Funding Source If the item or project is going to be funded/partially funded by a specific grant/gift account rather than Free Cash, Stabilization, or Capital Stabilization, please specify the account number and amount of funding below.

Source: Amount $

5. Annual Operating Cost Impact Provide cost estimates relating to the annual impact of this expenditure on the operating budget. For example, estimate increased maintenance or energy costs associated with new facilities. If this project is related to a new or expanded program, provide cost data, including costs for increased staff.

Costs Annual Increase in Operating Costs Annual Operating Savings Maintenance:

Energy:

Salary:

Other: Other: Total:

6. CIPC ACTION (discussion and vote)

CIPC Chair:

Signature Date

7. Town Meeting Approval

Date Article Number: Amount: $

********************* If you have a capital project, or projects, in the current year’s budget, or prior year(s) if unspent, please give an update on the project:

Project: ______Cost: ______Status (amount spent, reasons, and projected timetable for expenditure or another plan): ______

FRANKLIN COUNTY TECHNICAL SCHOOL Fiscal Year 2022 3/22/2021 2:23 PM Budget Summary FY 2018 FY 2019 FY 2020 FY 2021 FY 2022 Operating Operating Operating Operating Approved Sources of Funding Budget Budget Budget Budget Budget Town Assessments-From Taxation $5,824,400 $5,999,100 $6,167,075 $6,352,087 $6,510,889 Town Capital Assessments 0 0 237,420 201,620 196,419 State Aid - Chapter 70 3,473,000 3,497,000 3,925,205 4,290,196 4,797,179 State Aid - Transportation 532,000 561,300 566,000 606,482 645,098 Tuition from Non-member Towns 500,000 600,000 495,000 400,000 600,000 Tution from Pre-employment Program 100,000 75,000 100,000 100,000 100,000 Other Revenues (Interest, Reimb. 5,000 10,000 10,000 10,000 25,000 Medicaid, Sale of Surplus Equipment, Etc.) Appropriation of E&D 50,000 250,000 220,300 620,000 575,000

Total Sources of Funding $10,484,400 $10,992,400 $11,721,000 $12,580,385 $13,449,585

FY 2018 FY 2019 FY 2020 FY 2021 FY 2022 Operating Operating Operating Approved Approved Uses of Funding Budget Budget Budget Budget Budget District Leadership & Administration $660,387 $719,099 $698,481 $714,345 $760,232 Instructional Services 5,179,884 5,339,381 5,687,680 6,342,353 6,704,159 Student Services 428,956 404,291 420,108 457,600 530,650 Pupil Transportation 764,755 802,012 860,130 909,000 1,062,000 Plant Operations and Maintenance 825,877 854,816 823,480 879,925 934,225 Retirement Contributions 283,407 359,435 382,095 343,000 375,000 Insurance - Active Employees 1,177,827 1,163,447 1,251,541 1,297,460 1,416,100 Insurance - Retirees 451,853 465,224 469,660 512,575 500,000 Other Non Employee Insurance 96,302 125,391 125,982 110,507 140,800 Rental-Lease of Equipment 424,994 441,994 459,674 494,000 512,000 Transfer to Capital Stabilization 0 0 0 300,000 300,000 Debt Service 0 208,144 237,420 201,620 196,419 School Choice Tuition 3,900 16,916 16,943 18,000 18,000 Total Uses of Funding $10,298,142 $10,900,150 $11,433,194 $12,580,385 $13,449,585

Page 1 FY 2022 Projected Revenues 25,000 575,000 0.19% 4.27% 700,000 5.20%

645,098 4.79% Operating Sources of Funding Budget Town Assessments 6,510,889 Town Capital Assessments 201,620 State Aid - Chapter 70 4,797,179 State Aid - Transportation 645,098 Tuition - Towns & Pre-Employment 700,000 6,510,889 Other Revenues (Interest,Medicaid,Etc). 25,000 48.39% Appropriation of E&D 575,000 Town Assessments Total Sources of Funding $13,454,786 Town Capital Assessments State Aid - Chapter 70 State Aid - Transportation Tuition - Towns & Pre-Employment Other Revenues (Interest,Medicaid,Etc). Appropriation of E&D

4,797,179 35.65%

201,620 1.50%

Page 2 FY 2022 Appropriations Budget 512,000 3.84%

140,800 201,620 196,419 District Leadership & Administration 1.06% 1.51% 1.47% Instructional Services 500,000 $760,232 3.75% Operating Student Services 5.70% Sources of Funding Budget Pupil Transportation District Leadership & Administration $760,232 Instructional Services 6,704,159 Plant Operations and Maintenance Student Services 530,650 Retirement Contributions Pupil Transportation 1,062,000 Plant Operations and Maintenance 934,225 Insurance - Active Employees 1,416,100 Retirement Contributions 375,000 Insurance - Retirees Insurance - Active10.62% Employees 1,416,100 Insurance - Retirees 500,000 Other Non Employee Insurance Other Non Employee Insurance 140,800 375,000 Asset Acquisition Asset Acquisition2.81% 196,419 School Choice 512,000 School Choice Long-term Debt 201,620 Long-term Debt Total934,225 Sources of Funding $13,333,205 6,704,159 7.01% 50.28%

1,062,000 7.97%

530,650 3.98%

Page 3 FY 2022 ANNUAL ASSESSMENTS (Statutory Assessment Method)

TOWN Oct. 1, 2020 FY 2022 MINIMUM TRANSPORTATION Above Net E & D LOCAL Assessment Enrollment Rate CONTRIBUTION (Net of State Aid) School Spending CREDIT ASSESSMENT Per Pupil

BERNARDSTON 36 6.7669% $349,980 $26,723 $96,473 ($38,910) $434,266 $12,063 BUCKLAND 8 1.5038% $93,024 $5,938 $21,438 ($8,647) $111,754 $13,969 COLRAIN 23 4.3233% $280,438 $17,073 $61,635 ($24,859) $334,287 $14,534 CONWAY 4 0.7519% $62,418 $2,969 $10,719 ($4,323) $71,783 $17,946 DEERFIELD 18 3.3835% $280,880 $13,361 $48,236 ($19,455) $323,023 $17,946 ERVING 27 5.0752% $421,320 $20,042 $72,355 ($29,182) $484,534 $17,946 GILL 15 2.8195% $189,657 $11,134 $40,197 ($16,212) $224,776 $14,985 GREENFIELD 123 23.1203% $992,156 $91,303 $329,615 ($132,942) $1,280,132 $10,408 HEATH 7 1.3158% $47,591 $5,196 $18,759 ($7,566) $63,980 $9,140 LEYDEN 1 0.1880% $15,604 $742 $2,680 ($1,081) $17,945 $17,945 MONTAGUE 107 20.1128% $945,944 $79,426 $286,738 ($115,648) $1,196,460 $11,182 NEW SALEM 9 1.6917% $102,799 $6,681 $24,118 ($9,727) $123,870 $13,763 NORTHFIELD 27 5.0752% $398,617 $20,042 $72,355 ($29,182) $461,831 $17,105 ORANGE 76 14.2857% $416,163 $56,415 $203,665 ($82,143) $594,099 $7,817 SHELBURNE 17 3.1955% $228,847 $12,619 $45,557 ($18,374) $268,649 $15,803 SUNDERLAND 8 1.5038% $124,836 $5,938 $21,438 ($8,647) $143,566 $17,946 WARWICK 6 1.1278% $82,833 $4,454 $16,079 ($6,485) $96,881 $16,147 WENDELL 9 1.6917% $64,914 $6,681 $24,118 ($9,727) $85,985 $9,554 WHATELY 11 2.0677% $167,313 $8,165 $29,478 ($11,889) $193,067 $17,552

TOTAL 532 100% $5,265,334 $394,902 $1,425,653 ($575,000.00) $6,510,889 $12,239

Page 4 ANNUAL OPERATING ASSESSMENTS - 4 YEAR TREND

Enrollment Enrollment % FY 19 FY 20 FY 21 FY 22 Assessment Enrollment Town Oct-17 Oct-18 Oct-19 Oct-20 FY 19 FY 20 FY 21 FY 22 Assessment Assessment Assessment Assessment Change Change

BERNARDSTON 27 29 28 36 6.05% 6.26% 5.77% 6.77% $370,729 $394,796 $372,388 $434,266 16.62% 28.57% BUCKLAND 7 8 6 8 1.57% 1.73% 1.24% 1.50% $103,582 $110,762 $84,300 $111,754 32.57% 33.33% COLRAIN 17 23 25 23 3.81% 4.97% 5.15% 4.32% $246,726 $321,238 $338,602 $334,287 -1.27% -8.00% CONWAY 9 6 5 4 2.02% 1.30% 1.03% 0.75% $164,290 $112,380 $94,375 $71,783 -23.94% -20.00% DEERFIELD 14 15 17 18 3.14% 3.24% 3.51% 3.38% $255,451 $275,794 $313,756 $323,023 2.95% 5.88% ERVING 29 30 26 27 6.50% 6.48% 5.36% 5.08% $528,828 $561,899 $488,703 $484,534 -0.85% 3.85% GILL 10 11 12 15 2.24% 2.38% 2.47% 2.82% $146,544 $169,718 $189,183 $224,776 18.81% 25.00% GREENFIELD 97 96 100 123 21.75% 20.73% 20.62% 23.12% $1,152,518 $1,131,609 $1,143,142 $1,280,132 11.98% 23.00% HEATH 13 9 5 7 2.91% 1.94% 1.03% 1.32% $157,431 $101,801 $56,303 $63,980 13.64% 40.00% LEYDEN 7 5 3 1 1.57% 1.08% 0.62% 0.19% $127,364 $93,650 $56,625 $17,945 -68.31% -66.67% MONTAGUE 76 85 105 107 17.04% 18.36% 21.65% 20.11% $951,505 $1,055,178 $1,230,125 $1,196,460 -2.74% 1.90% NEW SALEM 3 7 7 9 0.67% 1.51% 1.44% 1.69% $41,091 $101,765 $107,270 $123,870 15.47% 28.57% NORTHFIELD 30 28 27 27 6.73% 6.05% 5.57% 5.08% $500,034 $462,216 $462,069 $461,831 -0.05% 0.00% ORANGE 63 70 66 76 14.13% 15.12% 13.61% 14.29% $561,182 $633,512 $563,195 $594,099 5.49% 15.15% SHELBURNE 6 7 14 17 1.35% 1.51% 2.89% 3.20% $103,991 $117,108 $230,072 $268,649 16.77% 21.43% SUNDERLAND 10 6 10 8 2.24% 1.30% 2.06% 1.50% $170,950 $106,173 $188,749 $143,566 -23.94% -20.00% WARWICK 10 7 6 6 2.24% 1.51% 1.24% 1.13% $137,947 $99,025 $92,051 $96,881 5.25% 0.00% WENDELL 9 12 11 9 2.02% 2.59% 2.27% 1.69% $116,856 $151,292 $117,838 $85,985 -27.03% -18.18% WHATELY 9 9 12 11 2.02% 1.94% 2.47% 2.07% $162,113 $167,162 $223,341 $193,067 -13.56% -8.33%

TOTAL 446 463 485 532 100% 100% 100% 100% $5,999,132 $6,167,078 $6,352,087 $6,510,889

Page 5 FY 2022 CAPITAL ASSESSMENTS (Third year of 15 year bonds)

TOWN US Census Population Equalized E.V. Rate Capital Assessment Population Rate to Total Valuation to Total District Rate Capital Assessment 2010 District Population 2020 Equalized Valuation (Pop.Rate + EV Rate/2) $196,419.00

BERNARDSTON 2129 3.33% $248,325,200 3.07% 3.20% $6,286.47 BUCKLAND 1902 2.98% $236,099,700 2.92% 2.95% $5,789.17 COLRAIN 1671 2.62% $182,644,300 2.26% 2.44% $4,785.28 CONWAY 1897 2.97% $272,849,200 3.37% 3.17% $6,227.55 DEERFIELD 5125 8.02% $808,941,100 10.00% 9.01% $17,696.10 ERVING 1800 2.82% $956,478,200 11.82% 7.32% $14,376.30 GILL 1500 2.35% $173,933,200 2.15% 2.25% $4,416.72 GREENFIELD 17456 27.32% $1,635,101,600 20.21% 23.76% $46,676.98 HEATH 706 1.10% $96,423,600 1.19% 1.15% $2,255.52 LEYDEN 711 1.11% $95,052,200 1.17% 1.14% $2,246.56 MONTAGUE 8437 13.20% $953,787,100 11.79% 12.50% $24,544.84 NEW SALEM 990 1.55% $123,679,700 1.53% 1.54% $3,022.87 NORTHFIELD 3032 4.75% $517,658,400 6.40% 5.57% $10,943.55 ORANGE 7839 12.27% $620,932,600 7.67% 9.97% $19,585.54 SHELBURNE 1893 2.96% $308,015,300 3.81% 3.38% $6,648.25 SUNDERLAND 3684 5.77% $388,097,600 4.80% 5.28% $10,373.08 WARWICK 780 1.22% $82,405,000 1.02% 1.12% $2,199.10 WENDELL 848 1.33% $102,149,000 1.26% 1.29% $2,543.27 WHATELY 1496 2.34% $288,556,600 3.57% 2.95% $5,801.86

TOTAL 63896 100.00% $8,091,129,600 100.00% 100.00% $196,419.00

On September 20, 2018 the Franklin County Technical School sold bonds valued at $2,215,000.

Page 6 FRANKLIN COUNTY TECHNICAL SCHOOL FY 18 FY 19 FY 20 FY 21 FY 22 FY22 vs FY21 Account Number Description Expended Expended Expended Budget FTE SC Approved Variance

DISTRICT LEADERSHIP & CENTRAL ADMINISTRATION This functional category of the general fund budget represents acitvities which have as their purpose the general direction, execution, and control of the affairs of the school district that are system wide and not confined to one school, subject or narrow phase of school activity.

FUNCTION: SCHOOL COMMITTEE - 1110 001.1110.101.200.5002 School Comm. Secretary $6,500 $6,500 $6,500 $6,700 0.1 $6,700 $0 001.1110.101.403.5004 Dues/Subscriptions-Sch. Comm. $9,548 $6,224 $7,816 $7,175 $7,175 $0 001.1110.101.404.5004Advertising $20,377 $34,962 $13,491 $20,500 $20,500 $0 001.1110.101.407.5004 Accreditation & Certifications $200 $3,975 $7,550 $4,000 $4,000 $0 001.1110.101.501.5005 Supplies - Schl Comm $3,251 $3,391 $3,328 $3,100 $3,100 $0 Total School Committee $39,876 $55,052 $38,685 $41,475 $41,475

FUNCTION: SUPERINTENDENT - 1210 001.1210.102.101.5001 Superintendent Salary $142,270 $146,200 $149,813 $151,820 1 $176,850 $25,030 001.1210.102.201.5002 Executive Secretary Salary $64,422 $65,941 $61,843 $69,150 1 $70,147 $997 001.1210.102.301.5003 Salary Adjustments $1,500 $14,729 $6,583 $10,000 $10,000 $0 001.1210.102.302.5003 Alumni Coordinator Stipend $2,000 $2,000 $2,000 $2,100 $2,100 $0 001.1210.102.401.5004 Travel - District Admin. $7,137 $8,752 $1,851 $6,150 $6,150 $0 001.1210.102.403.5004 Dues/Subscriptions-District $6,928 $7,159 $7,319 $6,900 $6,900 $0 001.1210.102.422.5004Postage $11,307 $14,153 $10,762 $11,275 $11,275 $0 001.1210.102.423.5004Community Relations $2,167 $3,145 $891 $2,900 $2,900 $0 001.1210.102.424.5004Printing $263 $0 $570 $1,000 $1,000 $0 001.1210.102.501.5005Supplies - District $3,739 $4,476 $4,168 $3,200 $3,500 $300 001.1210.120.411.5004Advisory Committee $3,513 $4,010 $1,850 $2,000 $2,300 $300 Total Superintendent $245,246 $270,565 $247,650 $266,495 $293,122

FUNCTION: OTHER DISTRICT-WIDE ADMINISTRATION - 1230 001.1230.120.104.5001 Grants Coordinator Stipend $0 $7,500 $7,688 $7,950 0.1 $8,000

Page 7 FRANKLIN COUNTY TECHNICAL SCHOOL FY 18 FY 19 FY 20 FY 21 FY 22 FY22 vs FY21 Account Number Description Expended Expended Expended Budget FTE SC Approved Variance FUNCTION: BUSINESS AND FINANCE - 1410 001.1410.101.102.5001 Treasurer Salary $9,469 $9,500 $9,500 $10,000 0.2 $10,250 $250 001.1410.101.405.5004Audit Services $24,725 $30,795 $32,898 $26,200 $30,000 $3,800 001.1410.102.103.5001 Business Mngr Salary $118,982 $118,000 $123,750 $128,625 1 $132,485 $3,860 001.1410.102.203.5002 Bookkeeper Salary $58,037 $59,717 $59,325 $61,900 1 $64,850 $2,950 001.1410.102.204.5002 Payroll Clerk Salary $57,775 $59,468 $60,125 $63,350 1 $63,950 $600 001.1410.102.408.5004 Prof. Improvement-District Admin $4,233 $4,267 $6,932 $4,000 $5,000 $1,000 001.1410.102.420.5004Payroll/Personnel Services $350 $0 $3,729 $500 $1,000 $500 001.1410.102.421.5004Banking Services $4,008 $2,043 $3,976 $2,100 $2,400 $300 Total Business & Finance $277,579 $283,790 $300,235 $296,675 $309,935

FUNCTION: LEGAL SERVICES - 1430 001.1430.101.412.5004 Legal Counsel $18,850 $22,741 $21,385 $18,450 $22,500 $4,050

FUNCTION: INFORMATION MGMT & TECHNOLOGY - 1450 001.1450.501.306.5003 Network Administrator $76,466 $79,451 $82,838 $83,300 1 $85,200 $1,900 001.1450.501.468.5004Technology Services $2,370 $0 $0 $0 $0 $0 Total Information & Technology $78,836 $79,451 $82,838 $83,300 $85,200

Total for DISTRICT LEADERSHIP & CENTRAL ADMINISTRATION $660,387 $719,099 $698,481 $714,345 $760,232

Page 8 FRANKLIN COUNTY TECHNICAL SCHOOL FY 18 FY 19 FY 20 FY 21 FY 22 FY22 vs FY21 Account Number Description Expended Expended Expended Budget FTE SC Approved Variance

INSTRUCTIONAL SERVICES & BUILDING ADMINISTRATION This functional category of the general fund budget represents acitvities involving the teaching of students, supervising of staff, developing and utilizing curriculum materials and related services.

FUNCTION: CURRICULUM DIRECTORS - 2110 001.2110.103.104.5001 Vocational & Academic Coordinators $95,475 $98,104 $97,600 $98,000 1.5 $140,989 $42,989 001.2110.104.105.5001 PPS Coordinator Salary $50,423 $54,243 $59,612 $55,500 0.5 $55,520 $20 001.2110.105.106.5001 SPED Coordinator Salary $27,711 $25,968 $26,552 $55,500 0.5 $55,520 $20 001.2110.120.107.5001 Coordinator Summer/Evening Programs $1,500 $0 $0 $4,250 $4,250 $0 Total Curriculum Directors $175,109 $178,315 $183,764 $213,250 $256,279

FUNCTION: DEPARTMENT HEADS - 2120 001.2120.500.130.5001 Stipends - Lead Teachers $5,000 $5,000 $5,000 $5,000 $5,000

FUNCTION: SCHOOL LEADERSHIP BUILDING - 2210 001.2210.103.108.5001 Principal Salary $122,000 $122,000 $125,050 $128,800 1 $131,380 $2,580 001.2210.103.109.5001 Assistant Principal/Dean of Students $95,010 $97,791 $99,940 $103,600 1.3 $140,580 $36,980 001.2210.103.205.5002 Secretary - Principal Salary $56,977 $60,798 $52,653 $59,000 1 $60,800 $1,800 001.2210.103.206.5002 Secretary Admin. Salary $42,722 $43,809 $40,032 $44,000 1 $42,500 ($1,500) 001.2210.103.207.5002Part-time Clerical $0 $0 $0 $0 $0 $0 001.2210.103.304.5002Clerical OT $2,832 $839 $176 $2,000 $1,500 ($500) 001.2210.103.403.5004 Dues/Subscriptions Bldg. Admin. $1,140 $2,281 $953 $2,050 $2,050 $0 001.2210.103.413.5004Contracted Services $300 $1,740 $0 $1,550 $1,550 $0 001.2210.103.425.5004Career Awareness $745 $2,740 $651 $2,050 $2,050 $0 001.2210.103.501.5005Supplies - Admin. $827 $2,735 $633 $2,050 $2,050 $0 001.2210.500.414.5004Copy Services $19,956 $22,206 $24,531 $26,650 $26,650 $0 Total School Leadership - Building $342,509 $356,939 $344,619 $371,750 $411,110

FUNCTION: BUILDING TECHNOLOGY - 2250 001.2250.104.112.5001 Data & Reporting Specialist $40,430 $38,120 $17,980 $10,000 $10,000 $0 001.2250.501.110.5001 Network Systems Assistant $49,017 $50,283 $54,930 $57,000 1 $58,215 $1,215 001.2250.501.409.5004 Repair & Replace-Administrative $1,429 $164 $691 $350 $350 $0 001.2250.501.460.5004 Software-Administrative $49,773 $75,432 $68,897 $66,500 $69,000 $2,500 001.2250.501.501.5005 Tech Supplies-Administrative $839 $1,618 $110 $1,025 $1,500 $475 001.2250.501.610.5006 Hardware - Administrative $447 $3,164 $1,151 $1,550 $2,000 $450 Total Building Technology $141,935 $168,781 $143,759 $136,425 $141,065

Page 9 FRANKLIN COUNTY TECHNICAL SCHOOL FY 18 FY 19 FY 20 FY 21 FY 22 FY22 vs FY21 Account Number Description Expended Expended Expended Budget FTE SC Approved Variance FUNCTION: CLASSROOM TEACHERS - 2305 001.2305.105.126.5001 SPED Teacher Salaries $359,550 $313,289 $370,156 $385,600 5.8 $468,100 $82,500 001.2305.105.413.5004 SPED Special Services (Speech & Language) $44,635 $55,899 $41,846 $50,000 $50,000 $0 001.2305.500.125.5001 Salary Adjustment (contractural lane changes) $7,448 $3,010 $6,017 $7,500 $20,000 $12,500 001.2305.500.130.5001 Curriculum Development $14,650 $3,865 $9,674 $11,200 $11,200 $0 001.2305.505.125.5001 Teacher Salaries-CAD/Print Read $74,205 $76,341 $78,541 $0 $0 $0 001.2305.512.125.5001 Teacher Salaries-Coop & Financial Lit $81,845 $84,371 $88,542 $88,600 2 $151,100 $62,500 001.2305.513.125.5001 Teacher Salaries-English $214,012 $291,072 $304,030 $397,208 5 $372,300 ($24,908) 001.2305.514.125.5001 Teacher Salarie - Math $291,851 $309,577 $350,941 $394,368 5 $440,635 $46,267 001.2305.515.125.5001 Teacher Salaries-Music $19,332 $27,241 $30,117 $30,900 0.2 $10,000 ($20,900) 001.2305.516.125.5001 Teacher Salaries-Phys. Ed./Health $166,065 $158,729 $162,763 $173,100 2.6 $193,500 $20,400 001.2305.518.125.5001 Teacher Salaries-Science $297,536 $306,132 $315,585 $322,100 4 $327,750 $5,650 001.2305.519.125.5001 Teacher Salaries-Social Studies $200,189 $187,909 $202,509 $249,600 4.5 $271,900 $22,300 001.2305.520.125.5001 Teacher Salaries-Spanish $34,810 $37,050 $37,650 $37,700 0.2 $20,720 ($16,980) 001.2305.531.125.5001 Teacher Salaries-Collision Repair $129,530 $137,510 $149,418 $156,700 2 $157,000 $300 001.2305.532.125.5001 Teacher Salaries-Auto Tech. $144,239 $110,788 $141,138 $150,100 2 $155,400 $5,300 001.2305.533.125.5001 Teacher Salaries-Carpentry $150,841 $155,217 $159,723 $244,000 3 $247,700 $3,700 001.2305.534.125.5001 Teacher Salaries-Health Assisting $133,907 $139,827 $158,703 $167,900 2 $174,350 $6,450 001.2305.535.125.5001 Teacher Salaries-Info. Technology $152,006 $157,046 $162,125 $166,200 2 $171,700 $5,500 001.2305.536.125.5001 Teacher Salaries-Cosmo $130,649 $140,192 $148,548 $160,100 2 $161,100 $1,000 001.2305.537.125.5001 Teacher Salaries-Culinary Arts $165,483 $178,778 $187,704 $217,150 3 $223,100 $5,950 001.2305.538.125.5001 Teacher Salaries-Electrical $155,714 $159,547 $166,174 $231,600 3 $231,600 $0 001.2305.539.125.5001 Teacher Salaries-Landscaping $157,670 $161,976 $167,324 $172,300 2 $174,500 $2,200 001.2305.540.125.5001 Teacher Salaries-Machine Tech. $145,538 $120,377 $132,587 $163,478 2 $142,500 ($20,978) 001.2305.541.125.5001 Teacher Salaries-Metal Fa $115,751 $148,252 $152,203 $160,400 2 $160,800 $400 001.2305.542.125.5001 Teacher Salaries-Plumbing $150,158 $154,985 $159,544 $165,700 2 $167,800 $2,100 001.2305.543.125.5001 Teacher Salaries-Vet/Animal Sciences $0 $0 $104,113 $161,600 2 $164,500 $2,900 Total Classroom Teachers $3,537,614 $3,618,980 $3,987,675 $4,465,104 $4,669,255

FUNCTION: SPECIALIST TEACHERS - 2310 001.2310.517.125.5001 Teacher Salaries-Title I / ELL Services $76,552 $84,671 $87,442 $89,600 0.6 $16,500 ($73,100) 001.2330.517.302.5003 Paraprofessional Wages 1.4 $35,000 $35,000 Total Specialist Teachers $76,552 $84,671 $87,442 $89,600 $51,500

Page 10 FRANKLIN COUNTY TECHNICAL SCHOOL FY 18 FY 19 FY 20 FY 21 FY 22 FY22 vs FY21 Account Number Description Expended Expended Expended Budget FTE SC Approved Variance FUNCTION: SUBSTITUTE TEACHERS - 2325 001.2325.500.126.5003 Substitutes- Special Education $10,151 $5,518 $4,420 $9,200 $9,200 $0 001.2325.500.301.5003 Substitutes- Regular Ed. $103,977 $122,823 $106,868 $100,000 $110,000 $10,000 Total Substitute Teachers $114,128 $128,341 $111,288 $109,200 $119,200

FUNCTION: PARAPROFESSIONALS - 2330 001.2330.500.302.5003 Paraprofessionals/Hallway Wages $17,029 $38,993 $26,822 $34,000 1.3 $36,310 $2,310 001.2330.510.130.5001 Academic/Voke Support - Stipends $12,210 $11,194 $0 $13,000 $0 ($13,000) Total Paraprofessionals $29,239 $50,187 $26,822 $47,000 $36,310

FUNCTION: LIBRARY/MEDIA CENTER - 2340 001.2340.106.125.5001 Librarian Salary $37,319 $38,438 $23,485 $42,000 1 $72,600 $30,600

FUNCTION: PROF. DEVELOPMENT PAY & EXPENSES - 2357 001.2357.101.402.5004Conferences - School Comm. $75 $0 $0 $500 $500 $0 001.2357.102.402.5004 Conferences-District Admin. $4,941 $4,571 $635 $4,600 $4,600 $0 001.2357.103.402.5004Conferences-Bldg. Admin. $1,407 $0 $80 $2,500 $2,500 $0 001.2357.103.408.5004 Prof. Improvement - Admin. $2,412 $1,079 $6,660 $5,000 $5,000 $0 001.2357.500.408.5004 Professional Improvement $28,279 $30,664 $24,506 $37,500 $37,500 $0 Total Professional Devl $37,114 $36,314 $31,881 $50,100 $50,100

FUNCTION: TEXTBOOKS, SOFTWARE, MATERIALS - 2410 001.2410.106.403.5004 Subscriptions-Library $1,655 $1,617 $1,540 $2,700 $2,700 $0 001.2410.106.501.5005Supplies - Library $593 $1,448 $0 $2,100 $2,100 $0 001.2410.106.510.5005 Books/Media/References $6,188 $1,389 $1,515 $6,100 $6,100 $0 001.2410.500.510.5005Textbooks $11,674 $16,901 $28,866 $18,000 $18,000 $0 001.2410.535.510.5005 ITP - Supplies & Materials $1,121 $1,585 $543 $1,500 $1,500 $0 Total Texts, Software & Materials $21,231 $22,940 $32,464 $30,400 $30,400

Page 11 FRANKLIN COUNTY TECHNICAL SCHOOL FY 18 FY 19 FY 20 FY 21 FY 22 FY22 vs FY21 Account Number Description Expended Expended Expended Budget FTE SC Approved Variance FUNCTION: OTHER INSTRUCTIONAL MATERIALS -2415 001.2415.105.401.5004Travel - SPED $0 $0 $91 $250 $250 $0 001.2415.105.402.5004Conferences-SPED $0 $150 $0 $5,816 $500 ($5,316) 001.2415.105.403.5004Dues/Subscript. SPED $600 $0 $775 $650 $650 $0 001.2415.105.501.5005Supplies - SPED $211 $278 $0 $3,500 $750 ($2,750) 001.2415.105.502.5005Vocational Resource Supplies $0 $0 $0 $0 $25,000 $25,000 001.2415.500.130.5001Mentoring Services $6,750 $10,650 $9,575 $7,650 $7,650 $0 001.2415.500.403.5004 Dues/Subscriptions-Instruction $676 $1,825 $0 $400 $400 $0 001.2415.500.520.5005Portfolio Materials $2,074 $2,259 $2,265 $3,400 $3,400 $0 001.2415.505.409.5004Repair Services - CAD $600 $994 $0 $700 $700 $0 001.2415.505.501.5005Supplies - Cad $2,972 $580 $1,256 $2,500 $1,000 ($1,500) 001.2415.510.501.5005Supplies - Title I $0 $2,092 $0 $0 $500 $500 001.2415.512.501.5005 Supplies-Cooperative Ed. Services $1,497 $1,279 $790 $1,400 $1,400 $0 001.2415.513.501.5005Supplies - English $1,044 $1,916 $0 $4,100 $4,100 $0 001.2415.514.501.5005Supplies-Math $10,169 $2,588 $4,603 $8,200 $8,200 $0 001.2415.515.409.5004Repair Services - Music $0 $0 $90 $500 $500 $0 001.2415.515.501.5005Supplies-Music $1,622 $205 $0 $2,600 $2,600 $0 001.2415.516.501.5005Supplies-Phys. Ed. $1,656 $9 $28 $1,450 $1,450 $0 001.2415.518.409.5004Supplies-Spanish $12 $220 $0 $1,800 $1,000 ($800) 001.2415.518.501.5005Supplies-Science $6,497 $7,989 $5,831 $8,200 $8,200 $0 001.2415.519.501.5005Supplies-Social Studies $616 $680 $405 $2,000 $2,000 $0 001.2415.531.409.5004 Repair Services - Collision Repair $0 $0 $0 $1,600 $1,600 $0 001.2415.531.501.5005 Supplies-Collision Repair $8,043 $6,480 $5,847 $7,200 $7,200 $0 001.2415.532.409.5004 Repair Services - Auto Tech. $0 $1,557 $0 $3,000 $3,000 $0 001.2415.532.501.5005 Supplies-Auto Tech. $6,681 $10,696 $5,696 $12,600 $12,600 $0 001.2415.533.409.5004 Repair Services - Carpentry $1,120 $1,298 $848 $1,000 $1,000 $0 001.2415.533.501.5005Supplies-Carpentry $5,296 $6,672 $5,636 $8,200 $8,200 $0 001.2415.534.413.5004 Contracted Services-Health Assisting $631 $4,280 $316 $5,125 $5,125 $0

Page 12 FRANKLIN COUNTY TECHNICAL SCHOOL FY 18 FY 19 FY 20 FY 21 FY 22 FY22 vs FY21 Account Number Description Expended Expended Expended Budget FTE SC Approved Variance FUNCTION: OTHER INSTRUCTIONAL MATERIALS -2415 001.2415.534.501.5005 Supplies-Health Assisting $6,832 $6,806 $863 $5,100 $6,100 $1,000 001.2415.536.409.5004Repair Services - Cosmo $0 $0 $0 $250 $250 $0 001.2415.536.501.5005Supplies-Cosmo $4,932 $4,800 $4,055 $5,125 $5,125 $0 001.2415.537.409.5004 Repair Services - Culinary Arts $0 $267 $3,912 $530 $530 $0 001.2415.537.501.5005 Supplies-Culinary Arts $15,219 $10,692 $7,896 $10,500 $10,500 $0 001.2415.538.409.5004Repair Services - Electrical $0 $0 $0 $0 $0 $0 001.2415.538.501.5005 Supplies-Electrical $7,392 $9,679 $21,837 $9,200 $11,200 $2,000 001.2415.539.409.5004 Repair Services - Landscaping $7,050 $5,995 $4,543 $6,100 $6,100 $0 001.2415.539.501.5005 Supplies-Landscaping $9,014 $8,381 $7,150 $8,750 $8,750 $0 001.2415.539.539.5005Grounds Care $11,334 $15,347 $13,373 $15,400 $15,400 $0 001.2415.540.409.5004 Repair Services - Machine Tech. $0 $377 $292 $1,000 $1,000 $0 001.2415.540.501.5005Supplies-Machine Tech. $6,023 $6,791 $0 $7,200 $7,200 $0 001.2415.541.409.5004 Repair Services - Metal Fab $106 $0 $1,303 $1,000 $1,000 $0 001.2415.541.501.5005 Supplies-Metal Fab $18,000 $17,114 $13,216 $18,450 $19,000 $550 001.2415.541.539.5005Oxy/Acet/Argon Gas $2,342 $2,514 $1,244 $2,200 $2,200 $0 001.2415.542.409.5004 Repair Services - Plumbing $920 $1,211 $1,495 $1,500 $1,500 $0 001.2415.542.501.5005 Supplies-Plumbing $16,170 $9,364 $9,868 $13,800 $13,800 $0 001.2415.543.501.5004 Repair Services-Veterinary/Animal Science $0 $0 $0 $0 $4,000 $4,000 001.2415.543.510.5005 Supplies-Veterinary/Animal Science $0 $0 $8,795 $0 $4,000 $4,000 Total Other Instructional Mat'ls $164,101 $164,035 $143,894 $199,946 $226,630

FUNCTION: INSTRUCTIONAL EQUIPMENT - 2420 001.2420.543.601.5006Shop Renovations $0 $0 $21,365 $20,000 $20,000 $0 Total Instructional Equipment $0 $0 $21,365 $20,000 $20,000

FUNCTION: GENERAL SUPPLIES - 2430 001.2430.500.501.5005 Supplies - Instruction $9,179 $6,374 $6,024 $8,500 $8,500

FUNCTION: CLASSROOM TECHNOLOGY - 2451 001.2451.501.501.5005 Tech Supplies-Instruction $16,606 $22,774 $15,151 $36,800 $16,800

Page 13 FRANKLIN COUNTY TECHNICAL SCHOOL FY 18 FY 19 FY 20 FY 21 FY 22 FY22 vs FY21 Account Number Description Expended Expended Expended Budget FTE SC Approved Variance FUNCTION: INSTRUCTIONAL HARDWARE - 2453 001.2453.501.409.5004 Repair & Replace-Instruction $14,866 $7,495 $11,393 $7,600 $10,000 $2,400 001.2453.501.610.5006 Hardware - Instructional $65,455 $79,046 $85,306 $38,500 $43,000 $4,500 Total Instructional Hardware $80,321 $86,541 $96,699 $46,100 $53,000

FUNCTION: INSTRUCTIONAL SOFTWARE - 2455 001.2455.501.460.5004 Software - Instructional $22,945 $19,871 $36,759 $35,000 $35,000

FUNCTION: GUIDANCE COUNSELING - 2710 001.2710.104.125.5001 Guidance Counselors Salaries $211,127 $168,342 $175,858 $179,078 3 $269,100 $90,022 001.2710.104.208.5002 Secretary PPS Salary $51,542 $53,851 $56,122 $60,300 1 $60,300 $0 001.2710.104.303.5003 Public Relations/Admissions $13,365 $18,548 $15,170 $30,000 $30,000 $0 001.2710.104.403.5004Dues/Subscriptions - PPS $150 $0 $50 $0 $150 $150 001.2710.104.413.5004 Contracted Services - PPS $11,033 $11,250 $14,889 $12,000 $12,000 $0 001.2710.104.501.5005Supplies - PPS $2,579 $3,392 $3,935 $3,600 $3,600 $0 001.2710.105.127.5001 SPED Behavioral Specialist $0 $0 $35,323 $43,000 0.25 $21,000 ($22,000) 001.2710.105.209.5002Secretary - SPED $0 $11,021 $1,700 $10,000 0.2 $11,560 $1,560 Total Guidance Counseling $289,796 $266,404 $303,047 $337,978 $407,710

FUNCTION: TESTING & ASSESSMENT - 2720 001.2720.104.426.5004 Student Testing & Assessments $3,881 $2,105 $0 $8,600 $3,600

FUNCTION: PSYCHOLOGICAL SERVICES - 2800 001.2800.104.125.5001 School Psychologist Salary $75,305 $82,371 $86,542 $89,600 1 $90,100

Total for INSTRUCTIONAL & BUILDING ADMINISTRATION $5,179,884 $5,339,381 $5,687,680 $6,342,353 $6,704,159

Page 14 FRANKLIN COUNTY TECHNICAL SCHOOL FY 18 FY 19 FY 20 FY 21 FY 22 FY22 vs FY21 Account Number Description Expended Expended Expended Budget FTE SC Approved Variance OTHER STUDENT SERVICES This functional category of the general fund budget represents acitvities involving students in areas other than instructional services.

FUNCTION: MEDICAL / HEALTH SERVICES - 3200 001.3200.108.125.5001 Nurse Office Salaries $71,220 $59,527 $63,438 $68,850 2 $104,900 $36,050 001.3200.108.408.5004 Medical & Health Training $6,322 $5,851 $7,957 $6,800 $6,800 $0 001.3200.108.413.5004Doctor/Medical Services $244 $0 $2,087 $4,600 $4,600 $0 001.3200.108.501.5005First Aid Supplies $1,215 $1,027 $6,391 $1,500 $1,500 $0 001.3200.108.503.5005 Safety Supplies-Nurse Office $2,151 $2,493 $2,241 $4,000 $2,500 ($1,500) Total Medical/Health Services $81,152 $68,898 $82,114 $85,750 $120,300

FUNCTION: FOOD SERVICES - 3400 001.3400.111.520.5005Breakfast/Catering $8,603 $7,344 $3,529 $9,000 $5,000 ($4,000) 001.3400.111.632.5006 School Lunch Subsidy $13,293 $14,223 $10,000 $10,000 $5,000 ($5,000) Total Food Services $21,896 $21,567 $13,529 $19,000 $10,000

FUNCTION: ATHLETICS - 3510 001.3510.113.125.5001Athletic Director $6,848 $7,054 $7,124 $7,400 $7,400 $0 001.3510.113.130.5001 Athletic Coaches Salaries $89,523 $89,908 $71,557 $98,000 $109,800 $11,800 001.3510.113.402.5004Conferences/Workshops-Athletics $0 $0 $550 $800 $800 $0 001.3510.113.403.5004 Dues/Subscriptions-Athletics $8,892 $7,146 $8,589 $6,500 $9,000 $2,500 001.3510.113.415.5004 Athletic Officials $35,876 $41,713 $37,984 $38,000 $39,000 $1,000 001.3510.113.431.5004 Laundry/Reconditioning $0 $8,788 $4,326 $4,000 $12,000 $8,000 001.3510.113.440.5004Banquets-Athletic $186 $0 $86 $550 $550 $0 001.3510.113.501.5005Supplies - Athletics $7,583 $6,286 $7,881 $8,200 $8,200 $0 001.3510.113.521.5005Uniforms-Athletic $4,067 $3,523 $6,159 $7,700 $7,000 ($700) 001.3510.113.601.5006Equipment-Athletics $2,865 $0 $6,833 $2,100 $5,000 $2,900 001.3510.114.442.5004 Athletic Transportation $13,203 $12,766 $11,514 $15,400 $15,400 $0 Total Athletics $169,043 $177,184 $162,603 $188,650 $214,150

Page 15 FRANKLIN COUNTY TECHNICAL SCHOOL FY 18 FY 19 FY 20 FY 21 FY 22 FY22 vs FY21 Account Number Description Expended Expended Expended Budget FTE SC Approved Variance FUNCTION: STUDENT ACTIVITIES - 3520 001.3520.109.130.5001 Activities/Advisory Stipends $52,871 $50,418 $44,306 $57,500 $57,500 $0 001.3520.109.402.5004 Student Competitions/Conferences $24,261 $27,412 $15,759 $31,000 $31,000 $0 001.3520.109.403.5004 Dues/Subscriptions Student Activ $385 $5,460 $1,210 $5,500 $5,500 $0 001.3520.109.407.5004 Superintendent Awards $1,063 $1,221 $935 $1,400 $1,400 $0 001.3520.109.416.5004Honor Society Induction $281 $558 $517 $800 $800 $0 001.3520.109.501.5005 Supplies-Student Activ. $842 $1,682 $938 $2,000 $2,000 $0 001.3520.109.504.5005Graduation $4,532 $5,498 $12,903 $6,200 $6,200 $0 001.3520.114.443.5004Field-Trips $2,835 $1,340 $1,971 $6,000 $4,000 ($2,000) 001.3520.114.444.5004 Eighth Grade Tour Transport $1,069 $2,368 $1,650 $3,300 $3,300 $0 Total Student Activities $88,139 $95,957 $80,189 $113,700 $111,700

FUNCTION: SCHOOL SECURITY - 3600 001.3600.112.115.5001 School Resource Officer $68,135 $40,240 $81,673 $50,000 $74,000 $24,000 001.3600.112.501.5005School Safety Supplies $591 $445 $0 $500 $500 $0 Total School Security $68,726 $40,685 $81,673 $50,500 $74,500

Total for STUDENT SUPPORT SERVICES $428,956 $404,291 $420,108 $457,600 $530,650

PUPIL TRANSPORTATION SERVICES This functional category of the general fund budget represents costs of transporting students to/from home.

FUNCTION: TRANSPORTATION SERVICES - 3300 001.3300.114.440.5004 Transportation $752,045 $789,423 $848,880 $892,000 $1,040,000 $148,000 001.3300.114.441.5004Late Bus $12,710 $12,589 $11,250 $15,000 $20,000 $5,000 001.3300.114.443.5004Transportation SPED $0 $0 $0 $2,000 $2,000 $0 Total for PUPIL TRANSPORTATION SERVICES $764,755 $802,012 $860,130 $909,000 $1,062,000

Page 16 FRANKLIN COUNTY TECHNICAL SCHOOL FY 18 FY 19 FY 20 FY 21 FY 22 FY22 vs FY21 Account Number Description Expended Expended Expended Budget FTE SC Approved Variance PLANT OPERATIONS AND MAINTENANCE This functional category of the general fund budget represents acitvities relating to the physical plant, maintenance of grounds, buildings and other fixed assets of the school.

FUNCTION: CUSTODIAL SERVICES - 4110 001.4110.110.116.5001 Supervisor Bldgs & Grounds $71,700 $75,200 $77,154 $80,400 1 $84,300 $3,900 001.4110.110.117.5003 Custodial Salaries $184,703 $194,826 $187,158 $194,800 5 $240,000 $45,200 001.4110.110.304.5003Custodial Overtime $3,481 $4,303 $3,790 $5,000 $5,000 $0 001.4110.110.305.5003 Part-time Maint. Salaries $11,770 $12,806 $16,332 $13,000 $13,500 $500 001.4110.110.417.5004Safety/Security $3,504 $4,088 $5,099 $5,100 $5,100 $0 001.4110.110.430.5004 Trash Removal $32,951 $30,758 $20,595 $19,000 $22,000 $3,000 001.4110.110.501.5005 Supplies - Plant $46,570 $59,986 $56,818 $54,200 $55,000 $800 001.4110.110.530.5005Snow Removal $3,979 $2,933 $2,909 $2,600 $3,100 $500 Total Custodial Services $358,658 $384,900 $369,855 $374,100 $428,000

FUNCTION: HEATING OF BUILDINGS - 4120 001.4120.110.432.5004 Natural Gas / Heating $58,829 $61,752 $59,894 $73,000 $73,000

FUNCTION: UTILITY SERVICES - 4130 001.4130.110.433.5004 Electricity $136,364 $154,682 $138,401 $160,000 $165,000 $5,000 001.4130.110.434.5004Water/Sewer $23,717 $21,543 $24,843 $25,000 $25,500 $500 Total Utilities $160,081 $176,225 $163,244 $185,000 $190,500

FUNCTION: MAINTENANCE OF GROUNDS - 4210 001.4210.110.436.5004Pavement Repair $0 $0 $0 $0 $0 $0 001.4210.110.502.5005Grounds Care $335 $0 $717 $0 $0 $0 Total Maintenance of Grounds $335 $0 $717 $0 $0

FUNCTION: MAINTENANCE OF BUILDINGS - 4220 001.4220.110.413.5004 Contracted Services $26,825 $37,220 $29,819 $31,000 $31,000 $0 001.4220.110.437.5004Roof Repair $0 $0 $0 $0 $0 $0 001.4220.110.438.5004 HVAC - Maintenance & Verification $46,287 $51,901 $45,900 $49,900 $49,900 $0 001.4220.110.439.5004 Electrical Maintenance $8,860 $5,556 $5,008 $5,200 $5,200 $0 Total Maintenance of Buildings $81,972 $94,677 $80,727 $86,100 $86,100

FUNCTION: BUILDING SECURITY SYSTEMS - 4225 001.4225.110.409.5004 Repair Services-Plant $3,385 $8,370 $23,329 $6,200 $8,000 $1,800

Page 17 FRANKLIN COUNTY TECHNICAL SCHOOL FY 18 FY 19 FY 20 FY 21 FY 22 FY22 vs FY21 Account Number Description Expended Expended Expended Budget FTE SC Approved Variance 001.4225.110.520.5005Door Hardware $316 $2,277 $3,069 $1,000 $2,000 $1,000 Total Building Security $3,701 $10,647 $26,398 $7,200 $10,000

FUNCTION: MAINTENANCE OF EQUIPMENT - 4230 001.4230.110.435.5004 Vehicle Fuel/Repair $51,949 $46,705 $43,973 $50,000 $50,000 $0 001.4230.110.601.5006 Equipment - Vehcile Leases $47,609 $39,943 $42,342 $40,000 $40,000 $0 001.4230.500.409.5004 Repairs Class/Shop areas $6,246 $2,440 $5,518 $5,000 $6,000 $1,000 Total Maintenance of Equipment $105,804 $89,088 $91,833 $95,000 $96,000

FUNCTION: NETWORKING & TELECOMMUNICATIONS - 4400 001.4400.501.409.5004 Repair & Replace-Network $6,173 $6,471 $4,017 $11,500 $11,500 $0 001.4400.501.460.5004Software - Network $4,454 $889 $1,661 $4,600 $2,500 ($2,100) 001.4400.501.467.5004 Internet Access-Network $13,228 $10,730 $5,230 $9,125 $9,125 $0 001.4400.501.470.5004 Telephone Service $26,706 $13,427 $15,153 $25,100 $20,000 ($5,100) 001.4400.501.501.5005Network Supplies $1,006 $2,665 $957 $4,200 $3,500 ($700) 001.4400.501.610.5006Hardware-Network $4,930 $3,345 $3,794 $5,000 $4,000 ($1,000) Total Networking and Telecommunications $56,497 $37,527 $30,812 $59,525 $50,625

Total for PLANT OPERATIONS AND MAINTENANCE $825,877 $854,816 $823,480 $879,925 $934,225

INSURANCES, RETIREMENT AND OTHER This functional category of the general fund budget represents contributions toward various insurance premiums for active employees and retirees. This category also includes nonemployee insurances, asset acquisition and any tuition paid for school choice students. FUNCTION: RETIREMENT CONTRIBUTIONS - 5100 001.5100.115.480.5004 Employee Retirement $283,407 $359,435 $382,095 $343,000 $375,000 $32,000 Total for RETIREMENT CONTRIBUTIONS $283,407 $359,435 $382,095 $343,000 $375,000

FUNCTION: INSURANCE FOR ACTIVE EMPLOYEES - 5200 001.5200.115.450.5004 Medicare Insurance $92,273 $95,399 $99,538 $99,910 $103,000 $3,090 001.5200.115.454.5004 Health Insurance $1,003,035 $990,116 $1,073,121 $1,106,350 $1,220,600 $114,250 001.5200.115.455.5004Life Insurance $6,648 $6,415 $8,726 $7,500 $9,500 $2,000 001.5200.115.457.5004 Disability Insurance $30,948 $31,083 $27,775 $34,700 $35,000 $300 001.5200.115.481.5004 Workers Comp. $44,923 $40,434 $42,381 $49,000 $48,000 ($1,000) Total for INSURANCE - ACTIVE EMPLOYEES $1,177,827 $1,163,447 $1,251,541 $1,297,460 $1,416,100

Page 18 FRANKLIN COUNTY TECHNICAL SCHOOL FY 18 FY 19 FY 20 FY 21 FY 22 FY22 vs FY21 Account Number Description Expended Expended Expended Budget FTE SC Approved Variance FUNCTION: INSURANCE FOR RETIREES - 5250 001.5250.115.482.5004 Retirees Health Insurance $451,853 $465,224 $469,660 $512,575 $500,000 ($12,575) Total for INSURANCE - RETIREES $451,853 $465,224 $469,660 $512,575 $500,000

FUNCTION: NONEMPLOYEE INSURANCES - 5260 001.5260.115.450.5004 Prop, Auto & Liab. Insurance $83,381 $93,235 $99,979 $89,507 $109,800 $20,293 001.5260.115.451.5004Treasurer Bond $763 $763 $1,322 $1,000 $1,500 $500 001.5260.115.453.5004 Student Insurance $12,158 $12,344 $12,331 $13,500 $14,500 $1,000 001.5260.115.456.5004 Unemployment Compensation $0 $19,049 $12,350 $6,500 $15,000 $8,500 Total for NON EMPLOYEE INSURANCES $96,302 $125,391 $125,982 $110,507 $140,800

FUNCTION: RENTAL-LEASE EQUIPMENT - 5300 001.5300.110.635.5006 Energy Equipment Lease $424,994 $441,994 $459,674 $494,000 $512,000 $18,000 Total for ASSET ACQUISITION $424,994 $441,994 $459,674 $494,000 $512,000 FUNCTION: Asset Acquisition - 7000 001.5300.110.635.5006 Transfer to Capital Stabilization Fund $0 $0 $0 $300,000 $300,000 $0 Total for ASSET ACQUISITION $0 $0 $0 $300,000 $300,000

FUNCTION: LONG TERM DEBT - 8000 001.8100.101.805.5006 Long Term Debt Service $0 $208,144 $237,419 $201,620 $196,419 ($5,201) Total for LONG TERM DEBT SERVICE $0 $208,144 $237,418 $201,620 $196,419

FUNCTION: SCHOOL CHOICE TUITION - 9110 001.9110.117.490.5004 Sending Tuition $3,900 $16,916 $16,943 $18,000 $18,000 $0 Total for SCHOOL CHOICE TUITION $3,900 $16,916 $16,943 $18,000 $18,000

Page 19 FRANKLIN COUNTY TECHNICAL SCHOOL FY 18 FY 19 FY 20 FY 21 FY 22 FY22 vs FY21 Account Number Description Expended Expended Expended Budget FTE SC Approved Variance

Summary of General Operating Fund Uses (Appropriations)

District Leadership & Administration $660,387 $719,099 $698,481 $714,345 $760,232 $45,887 Instructional Services $5,179,884 $5,339,381 $5,687,680 $6,342,353 $6,704,159 $361,806 Student Services $428,956 $404,291 $420,108 $457,600 $530,650 $73,050 Pupil Transportation $764,755 $802,012 $860,130 $909,000 $1,062,000 $153,000 Plant Operations and Maintenance $825,877 $854,816 $823,480 $879,925 $934,225 $54,300 Retirement Contributions $283,407 $359,435 $382,095 $343,000 $375,000 $32,000 Insurance - Active Employees $1,177,827 $1,163,447 $1,251,541 $1,297,460 $1,416,100 $118,640 Insurance - Retirees $451,853 $465,224 $469,660 $512,575 $500,000 ($12,575) Other Non Employee Insurance $96,302 $125,391 $125,982 $110,507 $140,800 $30,293 Rental-Lease of Equipment $424,994 $441,994 $459,674 $494,000 $512,000 $18,000 Transfer to Capital Stabilization $0 $0 $0 $300,000 $300,000 $0 Debt Service $0 $208,144 $237,420 $201,620 $196,419 ($5,201) School Choice Tuition $3,900 $16,916 $16,943 $18,000 $18,000 $0

Total Uses of Funding $10,298,142 $10,900,150 $11,433,194 $12,580,385 $13,449,585

Page 20 American Rescue Plan Act Estimated Direct Municipal Aid Distributions for Massachusetts Cities and Towns Based on U.S. House Committee on Oversight Committee Estimates (March 8, 2021) using 2019 U.S. Census Population Data Analysis by the Massachusetts Municipal Association, updated as of March 12, 2021 A B C D E F G H ARPA Direct 2019 Population (for Estimated County Abolished County: Funding County Exists: Funding Total Estimated Direct Municipality Municipal Aid Calculating Per Capita Allocation (Population Automatically Transferred Goes to County Municipal Aid Amount (Sorted by County) Estimate County of County Allocation) Mulitpled by $193.94) to the Municipality Government (Columns B+F) Barnstable $ 7,132,724 Barnstable County 44,477 $ 8,626,040 $ 8,626,040 $ 7,132,724 Bourne town $ 1,949,631 Barnstable County 19,762 $ 3,832,718 $ 3,832,718 $ 1,949,631 Brewster town $ 964,358 Barnstable County 9,775 $ 1,895,801 $ 1,895,801 $ 964,358 Chatham town $ 590,157 Barnstable County 5,982 $ 1,160,172 $ 1,160,172 $ 590,157 Dennis town $ 1,368,451 Barnstable County 13,871 $ 2,690,195 $ 2,690,195 $ 1,368,451 Eastham town $ 484,004 Barnstable County 4,906 $ 951,488 $ 951,488 $ 484,004 Falmouth town $ 3,057,631 Barnstable County 30,993 $ 6,010,901 $ 6,010,901 $ 3,057,631 Harwich town $ 1,197,876 Barnstable County 12,142 $ 2,354,866 $ 2,354,866 $ 1,197,876 Mashpee town $ 1,403,770 Barnstable County 14,229 $ 2,759,627 $ 2,759,627 $ 1,403,770 Orleans town $ 571,018 Barnstable County 5,788 $ 1,122,547 $ 1,122,547 $ 571,018 Provincetown town $ 292,119 Barnstable County 2,961 $ 574,268 $ 574,268 $ 292,119 Sandwich town $ 1,989,784 Barnstable County 20,169 $ 3,911,653 $ 3,911,653 $ 1,989,784 Truro town $ 198,100 Barnstable County 2,008 $ 389,439 $ 389,439 $ 198,100 Wellfleet town $ 268,738 Barnstable County 2,724 $ 528,303 $ 528,303 $ 268,738 Yarmouth $ 3,215,416 Barnstable County 23,203 $ 4,500,079 $ 4,500,079 $ 3,215,416 Adams town $ 790,231 Berkshire County 8,010 $ 1,553,490 $ 1,553,490 $ 2,343,721 Alford town $ 48,144 Berkshire County 488 $ 94,645 $ 94,645 $ 142,789 Becket town $ 169,293 Berkshire County 1,716 $ 332,808 $ 332,808 $ 502,101 Cheshire town $ 308,693 Berkshire County 3,129 $ 606,850 $ 606,850 $ 915,543 Clarksburg town $ 161,598 Berkshire County 1,638 $ 317,680 $ 317,680 $ 479,278 Dalton town $ 643,727 Berkshire County 6,525 $ 1,265,484 $ 1,265,484 $ 1,909,211 Egremont town $ 118,880 Berkshire County 1,205 $ 233,702 $ 233,702 $ 352,582 Florida town $ 70,539 Berkshire County 715 $ 138,670 $ 138,670 $ 209,209 Great Barrington town $ 685,163 Berkshire County 6,945 $ 1,346,940 $ 1,346,940 $ 2,032,103 Hancock town $ 68,664 Berkshire County 696 $ 134,985 $ 134,985 $ 203,649 Hinsdale town $ 188,531 Berkshire County 1,911 $ 370,627 $ 370,627 $ 559,157 Lanesborough town $ 290,047 Berkshire County 2,940 $ 570,195 $ 570,195 $ 860,242 Lee town $ 558,785 Berkshire County 5,664 $ 1,098,498 $ 1,098,498 $ 1,657,283 Lenox town $ 487,753 Berkshire County 4,944 $ 958,858 $ 958,858 $ 1,446,611 Monterey town $ 91,158 Berkshire County 924 $ 179,204 $ 179,204 $ 270,362 Mount Washington town $ 15,489 Berkshire County 157 $ 30,449 $ 30,449 $ 45,938 New Ashford town $ 22,000 Berkshire County 223 $ 43,249 $ 43,249 $ 65,250 New Marlborough $ 143,840 Berkshire County 1,458 $ 282,770 $ 282,770 $ 426,610 North Adams $ 1,255,885 Berkshire County 12,730 $ 2,468,905 $ 2,468,905 $ 3,724,790 Otis town $ 151,831 Berkshire County 1,539 $ 298,480 $ 298,480 $ 450,310 Peru town $ 82,279 Berkshire County 834 $ 161,749 $ 161,749 $ 244,028 Pittsfield $ 33,446,915 Berkshire County 42,142 $ 8,173,181 $ 8,173,181 $ 41,620,096 Richmond town $ 139,696 Berkshire County 1,416 $ 274,624 $ 274,624 $ 414,321 Sandisfield town $ 87,902 Berkshire County 891 $ 172,804 $ 172,804 $ 260,706 Savoy town $ 66,592 Berkshire County 675 $ 130,912 $ 130,912 $ 197,505 Sheffield town $ 308,693 Berkshire County 3,129 $ 606,850 $ 606,850 $ 915,543 Stockbridge town $ 186,459 Berkshire County 1,890 $ 366,554 $ 366,554 $ 553,013 Tyringham town $ 30,781 Berkshire County 312 $ 60,510 $ 60,510 $ 91,291 Washington town $ 53,373 Berkshire County 541 $ 104,924 $ 104,924 $ 158,296 West Stockbridge town $ 124,010 Berkshire County 1,257 $ 243,787 $ 243,787 $ 367,797 Williamstown town $ 733,405 Berkshire County 7,434 $ 1,441,778 $ 1,441,778 $ 2,175,184 Windsor town $ 85,436 Berkshire County 866 $ 167,955 $ 167,955 $ 253,391 Acushnet town $ 1,048,215 Bristol County 10,625 $ 2,060,653 $ 2,060,653 $ 1,048,215 Attleboro $ 10,850,934 Bristol County 45,237 $ 8,773,437 $ 8,773,437 $ 10,850,934 Berkley town $ 675,889 Bristol County 6,851 $ 1,328,709 $ 1,328,709 $ 675,889 Dartmouth town $ 3,372,836 Bristol County 34,188 $ 6,630,552 $ 6,630,552 $ 3,372,836 Dighton town $ 785,989 Bristol County 7,967 $ 1,545,151 $ 1,545,151 $ 785,989 Easton town $ 2,476,748 Bristol County 25,105 $ 4,868,960 $ 4,868,960 $ 2,476,748 Fairhaven town $ 1,586,184 Bristol County 16,078 $ 3,118,229 $ 3,118,229 $ 1,586,184 Fall River $ 73,038,290 Bristol County 89,541 $ 17,365,925 $ 17,365,925 $ 73,038,290 Freetown town $ 926,770 Bristol County 9,394 $ 1,821,908 $ 1,821,908 $ 926,770 Mansfield town $ 2,414,101 Bristol County 24,470 $ 4,745,806 $ 4,745,806 $ 2,414,101 New Bedford $ 68,823,343 Bristol County 95,363 $ 18,495,066 $ 18,495,066 $ 68,823,343 North Attleborough town $ 2,896,922 Bristol County 29,364 $ 5,694,967 $ 5,694,967 $ 2,896,922 Norton town $ 1,967,981 Bristol County 19,948 $ 3,868,792 $ 3,868,792 $ 1,967,981 Raynham town $ 1,427,546 Bristol County 14,470 $ 2,806,367 $ 2,806,367 $ 1,427,546 Rehoboth town $ 1,221,849 Bristol County 12,385 $ 2,401,994 $ 2,401,994 $ 1,221,849 Seekonk town $ 1,555,798 Bristol County 15,770 $ 3,058,494 $ 3,058,494 $ 1,555,798 Somerset town $ 1,788,526 Bristol County 18,129 $ 3,516,008 $ 3,516,008 $ 1,788,526 Swansea town $ 1,660,768 Bristol County 16,834 $ 3,264,851 $ 3,264,851 $ 1,660,768 Taunton $ 20,615,414 Bristol County 57,464 $ 11,144,789 $ 11,144,789 $ 20,615,414 Westport town $ 1,581,843 Bristol County 16,034 $ 3,109,695 $ 3,109,695 $ 1,581,843 Aquinnah town $ 31,570 Dukes County 320 $ 62,062 $ 62,062 $ 31,570 Chilmark town $ 90,960 Dukes County 922 $ 178,816 $ 178,816 $ 90,960 Edgartown town $ 428,954 Dukes County 4,348 $ 843,268 $ 843,268 $ 428,954 Gosnold town $ 7,399 Dukes County 75 $ 14,546 $ 14,546 $ 7,399 Oak Bluffs town $ 460,425 Dukes County 4,667 $ 905,136 $ 905,136 $ 460,425 Tisbury town $ 404,093 Dukes County 4,096 $ 794,394 $ 794,394 $ 404,093 West Tisbury town $ 286,496 Dukes County 2,904 $ 563,213 $ 563,213 $ 286,496 Amesbury $ 1,729,629 Essex County 17,532 $ 3,400,223 $ 3,400,223 $ 5,129,852 Andover town $ 3,586,721 Essex County 36,356 $ 7,051,022 $ 7,051,022 $ 10,637,743 Beverly $ 4,160,699 Essex County 42,174 $ 8,179,387 $ 8,179,387 $ 12,340,086 Boxford town $ 821,998 Essex County 8,332 $ 1,615,940 $ 1,615,940 $ 2,437,938 Danvers town $ 2,717,862 Essex County 27,549 $ 5,342,959 $ 5,342,959 $ 8,060,820 American Rescue Plan Act Estimated Direct Municipal Aid Distributions for Massachusetts Cities and Towns Based on U.S. House Committee on Oversight Committee Estimates (March 8, 2021) using 2019 U.S. Census Population Data Analysis by the Massachusetts Municipal Association, updated as of March 12, 2021 A B C D E F G H ARPA Direct 2019 Population (for Estimated County Abolished County: Funding County Exists: Funding Total Estimated Direct Municipality Municipal Aid Calculating Per Capita Allocation (Population Automatically Transferred Goes to County Municipal Aid Amount (Sorted by County) Estimate County of County Allocation) Mulitpled by $193.94) to the Municipality Government (Columns B+F) Essex town $ 374,792 Essex County 3,799 $ 736,793 $ 736,793 $ 1,111,585 Georgetown town $ 865,012 Essex County 8,768 $ 1,700,500 $ 1,700,500 $ 2,565,511 Gloucester $ 17,197,011 Essex County 30,430 $ 5,901,711 $ 5,901,711 $ 23,098,722 Groveland town $ 675,692 Essex County 6,849 $ 1,328,321 $ 1,328,321 $ 2,004,013 Hamilton town $ 794,276 Essex County 8,051 $ 1,561,442 $ 1,561,442 $ 2,355,718 Haverhill $ 25,877,330 Essex County 64,014 $ 12,415,121 $ 12,415,121 $ 38,292,451 Ipswich town $ 1,388,478 Essex County 14,074 $ 2,729,566 $ 2,729,566 $ 4,118,044 Lawrence $ 42,841,964 Essex County 80,028 $ 15,520,937 $ 15,520,937 $ 58,362,902 Lynn $ 61,725,618 Essex County 94,299 $ 18,288,710 $ 18,288,710 $ 80,014,327 Lynnfield town $ 1,282,423 Essex County 12,999 $ 2,521,076 $ 2,521,076 $ 3,803,499 Manchester-by-the-Sea town $ 536,094 Essex County 5,434 $ 1,053,891 $ 1,053,891 $ 1,589,985 Marblehead town $ 2,027,865 Essex County 20,555 $ 3,986,516 $ 3,986,516 $ 6,014,380 Merrimac town $ 686,643 Essex County 6,960 $ 1,349,849 $ 1,349,849 $ 2,036,492 Methuen $ 5,002,428 Essex County 50,706 $ 9,834,116 $ 9,834,116 $ 14,836,544 Middleton town $ 997,408 Essex County 10,110 $ 1,960,772 $ 1,960,772 $ 2,958,180 Nahant town $ 346,577 Essex County 3,513 $ 681,325 $ 681,325 $ 1,027,902 Newbury town $ 705,190 Essex County 7,148 $ 1,386,311 $ 1,386,311 $ 2,091,500 Newburyport $ 1,804,311 Essex County 18,289 $ 3,547,039 $ 3,547,039 $ 5,351,350 North Andover town $ 3,076,869 Essex County 31,188 $ 6,048,720 $ 6,048,720 $ 9,125,590 Peabody $ 11,045,147 Essex County 53,070 $ 10,292,599 $ 10,292,599 $ 21,337,747 Rockport town $ 718,410 Essex County 7,282 $ 1,412,299 $ 1,412,299 $ 2,130,709 Rowley town $ 638,597 Essex County 6,473 $ 1,255,398 $ 1,255,398 $ 1,893,996 Salem $ 27,393,391 Essex County 43,226 $ 8,383,416 $ 8,383,416 $ 35,776,807 Salisbury town $ 940,582 Essex County 9,534 $ 1,849,061 $ 1,849,061 $ 2,789,643 Saugus town $ 2,797,970 Essex County 28,361 $ 5,500,441 $ 5,500,441 $ 8,298,411 Swampscott town $ 1,509,233 Essex County 15,298 $ 2,966,953 $ 2,966,953 $ 4,476,185 Topsfield town $ 655,172 Essex County 6,641 $ 1,287,981 $ 1,287,981 $ 1,943,153 Wenham town $ 520,704 Essex County 5,278 $ 1,023,636 $ 1,023,636 $ 1,544,340 West Newbury town $ 465,062 Essex County 4,714 $ 914,251 $ 914,251 $ 1,379,314 Ashfield town $ 169,392 Franklin County 1,717 $ 333,002 $ 333,002 $ 502,393 Bernardston town $ 206,190 Franklin County 2,090 $ 405,343 $ 405,343 $ 611,533 Buckland town $ 182,513 Franklin County 1,850 $ 358,796 $ 358,796 $ 541,309 Charlemont town $ 121,642 Franklin County 1,233 $ 239,133 $ 239,133 $ 360,775 Colrain town $ 163,867 Franklin County 1,661 $ 322,141 $ 322,141 $ 486,008 Conway town $ 184,782 Franklin County 1,873 $ 363,257 $ 363,257 $ 548,039 Deerfield town $ 492,390 Franklin County 4,991 $ 967,974 $ 967,974 $ 1,460,364 Erving town $ 172,647 Franklin County 1,750 $ 339,402 $ 339,402 $ 512,049 Gill town $ 144,530 Franklin County 1,465 $ 284,128 $ 284,128 $ 428,658 Greenfield $ 1,702,597 Franklin County 17,258 $ 3,347,083 $ 3,347,083 $ 5,049,680 Hawley town $ 32,951 Franklin County 334 $ 64,777 $ 64,777 $ 97,728 Heath town $ 68,566 Franklin County 695 $ 134,791 $ 134,791 $ 203,357 Leverett town $ 181,230 Franklin County 1,837 $ 356,275 $ 356,275 $ 537,505 Leyden town $ 70,539 Franklin County 715 $ 138,670 $ 138,670 $ 209,209 Monroe town $ 11,345 Franklin County 115 $ 22,304 $ 22,304 $ 33,649 Montague town $ 810,159 Franklin County 8,212 $ 1,592,667 $ 1,592,667 $ 2,402,826 New Salem town $ 100,727 Franklin County 1,021 $ 198,017 $ 198,017 $ 298,744 Northfield town $ 291,823 Franklin County 2,958 $ 573,686 $ 573,686 $ 865,509 Orange town $ 748,006 Franklin County 7,582 $ 1,470,482 $ 1,470,482 $ 2,218,489 Rowe town $ 38,377 Franklin County 389 $ 75,444 $ 75,444 $ 113,821 Shelburne town $ 181,230 Franklin County 1,837 $ 356,275 $ 356,275 $ 537,505 Shutesbury town $ 173,042 Franklin County 1,754 $ 340,177 $ 340,177 $ 513,219 Sunderland town $ 358,021 Franklin County 3,629 $ 703,822 $ 703,822 $ 1,061,843 Warwick town $ 75,866 Franklin County 769 $ 149,143 $ 149,143 $ 225,009 Wendell town $ 86,620 Franklin County 878 $ 170,283 $ 170,283 $ 256,902 Whately town $ 154,593 Franklin County 1,567 $ 303,910 $ 303,910 $ 458,503 Agawam $ 2,822,831 Hampden County 28,613 $ 5,549,315 $ 5,549,315 $ 8,372,146 Blandford town $ 123,517 Hampden County 1,252 $ 242,818 $ 242,818 $ 366,334 Brimfield town $ 363,052 Hampden County 3,680 $ 713,713 $ 713,713 $ 1,076,766 Chester town $ 135,059 Hampden County 1,369 $ 265,509 $ 265,509 $ 400,569 Chicopee $ 29,936,403 Hampden County 55,126 $ 10,691,348 $ 10,691,348 $ 40,627,751 East Longmeadow town $ 1,597,431 Hampden County 16,192 $ 3,140,339 $ 3,140,339 $ 4,737,769 Granville town $ 158,934 Hampden County 1,611 $ 312,444 $ 312,444 $ 471,378 Hampden town $ 510,740 Hampden County 5,177 $ 1,004,047 $ 1,004,047 $ 1,514,787 Holland town $ 244,863 Hampden County 2,482 $ 481,369 $ 481,369 $ 726,232 Holyoke $ 31,537,717 Hampden County 40,117 $ 7,780,445 $ 7,780,445 $ 39,318,162 Longmeadow town $ 1,549,385 Hampden County 15,705 $ 3,045,888 $ 3,045,888 $ 4,595,273 Ludlow town $ 2,094,753 Hampden County 21,233 $ 4,118,009 $ 4,118,009 $ 6,212,763 Monson town $ 866,886 Hampden County 8,787 $ 1,704,184 $ 1,704,184 $ 2,571,071 Montgomery town $ 85,436 Hampden County 866 $ 167,955 $ 167,955 $ 253,391 Palmer town $ 1,206,755 Hampden County 12,232 $ 2,372,321 $ 2,372,321 $ 3,579,076 Russell town $ 176,791 Hampden County 1,792 $ 347,547 $ 347,547 $ 524,338 Southwick town $ 960,905 Hampden County 9,740 $ 1,889,013 $ 1,889,013 $ 2,849,918 Springfield $ 97,537,760 Hampden County 153,606 $ 29,790,937 $ 29,790,937 $ 127,328,697 Tolland town $ 50,117 Hampden County 508 $ 98,523 $ 98,523 $ 148,640 Wales town $ 184,881 Hampden County 1,874 $ 363,451 $ 363,451 $ 548,331 West Springfield $ 2,813,360 Hampden County 28,517 $ 5,530,696 $ 5,530,696 $ 8,344,057 Westfield $ 9,185,332 Hampden County 41,204 $ 7,991,262 $ 7,991,262 $ 17,176,594 Wilbraham town $ 1,449,151 Hampden County 14,689 $ 2,848,841 $ 2,848,841 $ 4,297,992 Amherst town $ 3,938,724 Hampshire County 39,924 $ 7,743,014 $ 7,743,014 $ 11,681,738 American Rescue Plan Act Estimated Direct Municipal Aid Distributions for Massachusetts Cities and Towns Based on U.S. House Committee on Oversight Committee Estimates (March 8, 2021) using 2019 U.S. Census Population Data Analysis by the Massachusetts Municipal Association, updated as of March 12, 2021 A B C D E F G H ARPA Direct 2019 Population (for Estimated County Abolished County: Funding County Exists: Funding Total Estimated Direct Municipality Municipal Aid Calculating Per Capita Allocation (Population Automatically Transferred Goes to County Municipal Aid Amount (Sorted by County) Estimate County of County Allocation) Mulitpled by $193.94) to the Municipality Government (Columns B+F) Belchertown town $ 1,489,501 Hampshire County 15,098 $ 2,928,164 $ 2,928,164 $ 4,417,666 Chesterfield town $ 123,221 Hampshire County 1,249 $ 242,236 $ 242,236 $ 365,457 Cummington town $ 86,225 Hampshire County 874 $ 169,507 $ 169,507 $ 255,732 Easthampton $ 1,561,619 Hampshire County 15,829 $ 3,069,937 $ 3,069,937 $ 4,631,556 Goshen town $ 104,476 Hampshire County 1,059 $ 205,387 $ 205,387 $ 309,863 Granby town $ 620,642 Hampshire County 6,291 $ 1,220,101 $ 1,220,101 $ 1,840,743 Hadley town $ 527,018 Hampshire County 5,342 $ 1,036,048 $ 1,036,048 $ 1,563,066 Hatfield town $ 320,729 Hampshire County 3,251 $ 630,511 $ 630,511 $ 951,241 Huntington town $ 213,984 Hampshire County 2,169 $ 420,664 $ 420,664 $ 634,648 Middlefield town $ 52,682 Hampshire County 534 $ 103,566 $ 103,566 $ 156,248 Northampton $ 17,009,255 Hampshire County 28,451 $ 5,517,896 $ 5,517,896 $ 22,527,151 Pelham town $ 129,535 Hampshire County 1,313 $ 254,648 $ 254,648 $ 384,183 Plainfield town $ 65,211 Hampshire County 661 $ 128,197 $ 128,197 $ 193,408 South Hadley town $ 1,738,804 Hampshire County 17,625 $ 3,418,260 $ 3,418,260 $ 5,157,064 Southampton town $ 608,803 Hampshire County 6,171 $ 1,196,827 $ 1,196,827 $ 1,805,631 Ware town $ 958,044 Hampshire County 9,711 $ 1,883,389 $ 1,883,389 $ 2,841,433 Westhampton town $ 161,499 Hampshire County 1,637 $ 317,486 $ 317,486 $ 478,985 Williamsburg town $ 243,285 Hampshire County 2,466 $ 478,265 $ 478,265 $ 721,550 Worthington town $ 115,920 Hampshire County 1,175 $ 227,884 $ 227,884 $ 343,804 Acton town $ 2,334,388 Middlesex County 23,662 $ 4,589,099 $ 4,589,099 $ 6,923,487 Arlington $ 27,963,216 Middlesex County 45,531 $ 8,830,457 $ 8,830,457 $ 36,793,673 Ashby town $ 317,572 Middlesex County 3,219 $ 624,305 $ 624,305 $ 941,877 Ashland town $ 1,756,759 Middlesex County 17,807 $ 3,453,558 $ 3,453,558 $ 5,210,317 Ayer town $ 808,581 Middlesex County 8,196 $ 1,589,564 $ 1,589,564 $ 2,398,145 Bedford town $ 1,393,312 Middlesex County 14,123 $ 2,739,069 $ 2,739,069 $ 4,132,381 Belmont town $ 2,576,488 Middlesex County 26,116 $ 5,065,037 $ 5,065,037 $ 7,641,526 Billerica town $ 4,278,395 Middlesex County 43,367 $ 8,410,762 $ 8,410,762 $ 12,689,158 Boxborough town $ 571,512 Middlesex County 5,793 $ 1,123,517 $ 1,123,517 $ 1,695,028 Burlington town $ 2,824,212 Middlesex County 28,627 $ 5,552,030 $ 5,552,030 $ 8,376,243 Cambridge $ 64,827,861 Middlesex County 118,927 $ 23,065,159 $ 23,065,159 $ 87,893,020 Carlisle town $ 518,139 Middlesex County 5,252 $ 1,018,593 $ 1,018,593 $ 1,536,732 Chelmsford town $ 3,491,519 Middlesex County 35,391 $ 6,863,866 $ 6,863,866 $ 10,355,385 Concord town $ 1,866,366 Middlesex County 18,918 $ 3,669,029 $ 3,669,029 $ 5,535,395 Dracut town $ 3,120,870 Middlesex County 31,634 $ 6,135,219 $ 6,135,219 $ 9,256,089 Dunstable town $ 335,725 Middlesex County 3,403 $ 659,991 $ 659,991 $ 995,716 Everett $ 4,582,649 Middlesex County 46,451 $ 9,008,885 $ 9,008,885 $ 13,591,534 Framingham $ 13,526,314 Middlesex County 74,416 $ 14,432,524 $ 14,432,524 $ 27,958,838 Groton town $ 1,117,274 Middlesex County 11,325 $ 2,196,414 $ 2,196,414 $ 3,313,688 Holliston town $ 1,471,152 Middlesex County 14,912 $ 2,892,090 $ 2,892,090 $ 4,363,242 Hopkinton town $ 1,822,168 Middlesex County 18,470 $ 3,582,143 $ 3,582,143 $ 5,404,311 Hudson town $ 1,959,694 Middlesex County 19,864 $ 3,852,500 $ 3,852,500 $ 5,812,194 Lexington town $ 3,268,656 Middlesex County 33,132 $ 6,425,747 $ 6,425,747 $ 9,694,403 Lincoln town $ 695,719 Middlesex County 7,052 $ 1,367,692 $ 1,367,692 $ 2,063,411 Littleton town $ 1,008,950 Middlesex County 10,227 $ 1,983,464 $ 1,983,464 $ 2,992,414 Lowell $ 55,328,140 Middlesex County 110,997 $ 21,527,184 $ 21,527,184 $ 76,855,324 Malden $ 35,040,626 Middlesex County 60,470 $ 11,727,784 $ 11,727,784 $ 46,768,410 Marlborough $ 3,906,464 Middlesex County 39,597 $ 7,679,594 $ 7,679,594 $ 11,586,058 Maynard town $ 1,118,359 Middlesex County 11,336 $ 2,198,547 $ 2,198,547 $ 3,316,907 Medford $ 39,258,041 Middlesex County 57,341 $ 11,120,934 $ 11,120,934 $ 50,378,974 Melrose $ 2,763,934 Middlesex County 28,016 $ 5,433,531 $ 5,433,531 $ 8,197,464 Natick town $ 3,556,533 Middlesex County 36,050 $ 6,991,675 $ 6,991,675 $ 10,548,208 Newton $ 48,143,690 Middlesex County 88,414 $ 17,147,350 $ 17,147,350 $ 65,291,040 North Reading town $ 1,565,170 Middlesex County 15,865 $ 3,076,919 $ 3,076,919 $ 4,642,089 Pepperell town $ 1,195,113 Middlesex County 12,114 $ 2,349,436 $ 2,349,436 $ 3,544,549 Reading town $ 2,505,851 Middlesex County 25,400 $ 4,926,173 $ 4,926,173 $ 7,432,024 Sherborn town $ 427,672 Middlesex County 4,335 $ 840,747 $ 840,747 $ 1,268,418 Shirley town $ 753,334 Middlesex County 7,636 $ 1,480,955 $ 1,480,955 $ 2,234,289 Somerville $ 63,281,713 Middlesex County 81,360 $ 15,779,270 $ 15,779,270 $ 79,060,983 Stoneham town $ 2,380,164 Middlesex County 24,126 $ 4,679,089 $ 4,679,089 $ 7,059,253 Stow town $ 713,674 Middlesex County 7,234 $ 1,402,990 $ 1,402,990 $ 2,116,664 Sudbury town $ 1,939,075 Middlesex County 19,655 $ 3,811,966 $ 3,811,966 $ 5,751,041 Tewksbury town $ 3,075,883 Middlesex County 31,178 $ 6,046,781 $ 6,046,781 $ 9,122,664 Townsend town $ 937,820 Middlesex County 9,506 $ 1,843,630 $ 1,843,630 $ 2,781,450 Tyngsborough town $ 1,235,858 Middlesex County 12,527 $ 2,429,534 $ 2,429,534 $ 3,665,393 Wakefield town $ 2,668,139 Middlesex County 27,045 $ 5,245,211 $ 5,245,211 $ 7,913,350 Waltham $ 24,068,916 Middlesex County 62,495 $ 12,120,520 $ 12,120,520 $ 36,189,436 Watertown $ 3,545,582 Middlesex County 35,939 $ 6,970,148 $ 6,970,148 $ 10,515,729 Wayland town $ 1,364,900 Middlesex County 13,835 $ 2,683,213 $ 2,683,213 $ 4,048,113 Westford town $ 2,448,335 Middlesex County 24,817 $ 4,813,104 $ 4,813,104 $ 7,261,439 Weston town $ 1,196,100 Middlesex County 12,124 $ 2,351,375 $ 2,351,375 $ 3,547,475 Wilmington town $ 2,312,979 Middlesex County 23,445 $ 4,547,013 $ 4,547,013 $ 6,859,993 Winchester town $ 2,249,248 Middlesex County 22,799 $ 4,421,726 $ 4,421,726 $ 6,670,973 Woburn $ 3,968,715 Middlesex County 40,228 $ 7,801,973 $ 7,801,973 $ 11,770,688 Nantucket town $ 1,124,575 Nantucket County 11,399 $ 2,210,766 $ 2,210,766 $ 1,124,575 Avon town $ 448,784 Norfolk County 4,549 $ 882,251 $ 882,251 $ 448,784 Bellingham town $ 1,703,781 Norfolk County 17,270 $ 3,349,410 $ 3,349,410 $ 1,703,781 Braintree $ 3,669,000 Norfolk County 37,190 $ 7,212,771 $ 7,212,771 $ 3,669,000 Brookline $ 34,211,476 Norfolk County 59,121 $ 11,466,154 $ 11,466,154 $ 34,211,476 Canton town $ 2,348,495 Norfolk County 23,805 $ 4,616,833 $ 4,616,833 $ 2,348,495 American Rescue Plan Act Estimated Direct Municipal Aid Distributions for Massachusetts Cities and Towns Based on U.S. House Committee on Oversight Committee Estimates (March 8, 2021) using 2019 U.S. Census Population Data Analysis by the Massachusetts Municipal Association, updated as of March 12, 2021 A B C D E F G H ARPA Direct 2019 Population (for Estimated County Abolished County: Funding County Exists: Funding Total Estimated Direct Municipality Municipal Aid Calculating Per Capita Allocation (Population Automatically Transferred Goes to County Municipal Aid Amount (Sorted by County) Estimate County of County Allocation) Mulitpled by $193.94) to the Municipality Government (Columns B+F) Cohasset town $ 843,308 Norfolk County 8,548 $ 1,657,832 $ 1,657,832 $ 843,308 Dedham town $ 2,487,994 Norfolk County 25,219 $ 4,891,070 $ 4,891,070 $ 2,487,994 Dover town $ 604,463 Norfolk County 6,127 $ 1,188,294 $ 1,188,294 $ 604,463 Foxborough town $ 1,815,163 Norfolk County 18,399 $ 3,568,373 $ 3,568,373 $ 1,815,163 Franklin $ 3,362,872 Norfolk County 34,087 $ 6,610,964 $ 6,610,964 $ 3,362,872 Holbrook town $ 1,088,467 Norfolk County 11,033 $ 2,139,782 $ 2,139,782 $ 1,088,467 Medfield town $ 1,278,083 Norfolk County 12,955 $ 2,512,542 $ 2,512,542 $ 1,278,083 Medway town $ 1,329,778 Norfolk County 13,479 $ 2,614,169 $ 2,614,169 $ 1,329,778 Millis town $ 819,828 Norfolk County 8,310 $ 1,611,673 $ 1,611,673 $ 819,828 Milton town $ 2,722,203 Norfolk County 27,593 $ 5,351,492 $ 5,351,492 $ 2,722,203 Needham town $ 3,096,600 Norfolk County 31,388 $ 6,087,509 $ 6,087,509 $ 3,096,600 Norfolk town $ 1,184,163 Norfolk County 12,003 $ 2,327,908 $ 2,327,908 $ 1,184,163 Norwood town $ 2,932,536 Norfolk County 29,725 $ 5,764,981 $ 5,764,981 $ 2,932,536 Plainville town $ 916,806 Norfolk County 9,293 $ 1,802,320 $ 1,802,320 $ 916,806 Quincy $ 46,321,166 Norfolk County 94,470 $ 18,321,874 $ 18,321,874 $ 46,321,166 Randolph $ 3,390,002 Norfolk County 34,362 $ 6,664,298 $ 6,664,298 $ 3,390,002 Sharon town $ 1,864,097 Norfolk County 18,895 $ 3,664,569 $ 3,664,569 $ 1,864,097 Stoughton town $ 2,852,625 Norfolk County 28,915 $ 5,607,886 $ 5,607,886 $ 2,852,625 Walpole town $ 2,486,120 Norfolk County 25,200 $ 4,887,385 $ 4,887,385 $ 2,486,120 Wellesley town $ 2,828,455 Norfolk County 28,670 $ 5,560,370 $ 5,560,370 $ 2,828,455 Westwood town $ 1,617,951 Norfolk County 16,400 $ 3,180,679 $ 3,180,679 $ 1,617,951 Weymouth $ 17,769,379 Norfolk County 57,746 $ 11,199,481 $ 11,199,481 $ 17,769,379 Wrentham town $ 1,186,136 Norfolk County 12,023 $ 2,331,787 $ 2,331,787 $ 1,186,136 Abington town $ 1,644,391 Plymouth County 16,668 $ 3,232,656 $ 3,232,656 $ 1,644,391 Bridgewater town $ 2,724,768 Plymouth County 27,619 $ 5,356,535 $ 5,356,535 $ 2,724,768 Brockton $ 35,646,721 Plymouth County 95,708 $ 18,561,977 $ 18,561,977 $ 35,646,721 Carver town $ 1,160,880 Plymouth County 11,767 $ 2,282,137 $ 2,282,137 $ 1,160,880 Duxbury town $ 1,570,695 Plymouth County 15,921 $ 3,087,780 $ 3,087,780 $ 1,570,695 East Bridgewater town $ 1,433,071 Plymouth County 14,526 $ 2,817,228 $ 2,817,228 $ 1,433,071 Halifax town $ 778,984 Plymouth County 7,896 $ 1,531,381 $ 1,531,381 $ 778,984 Hanover town $ 1,437,411 Plymouth County 14,570 $ 2,825,762 $ 2,825,762 $ 1,437,411 Hanson town $ 1,076,727 Plymouth County 10,914 $ 2,116,703 $ 2,116,703 $ 1,076,727 Hingham town $ 2,434,720 Plymouth County 24,679 $ 4,786,340 $ 4,786,340 $ 2,434,720 Hull town $ 1,033,417 Plymouth County 10,475 $ 2,031,562 $ 2,031,562 $ 1,033,417 Kingston town $ 1,367,662 Plymouth County 13,863 $ 2,688,643 $ 2,688,643 $ 1,367,662 Lakeville town $ 1,140,557 Plymouth County 11,561 $ 2,242,185 $ 2,242,185 $ 1,140,557 Marion town $ 511,825 Plymouth County 5,188 $ 1,006,181 $ 1,006,181 $ 511,825 Marshfield town $ 2,561,789 Plymouth County 25,967 $ 5,036,140 $ 5,036,140 $ 2,561,789 Mattapoisett town $ 631,494 Plymouth County 6,401 $ 1,241,434 $ 1,241,434 $ 631,494 Middleborough town $ 2,512,066 Plymouth County 25,463 $ 4,938,392 $ 4,938,392 $ 2,512,066 Norwell town $ 1,100,305 Plymouth County 11,153 $ 2,163,056 $ 2,163,056 $ 1,100,305 Pembroke town $ 1,826,016 Plymouth County 18,509 $ 3,589,706 $ 3,589,706 $ 1,826,016 Plymouth $ 9,652,903 Plymouth County 61,528 $ 11,932,976 $ 11,932,976 $ 9,652,903 Plympton town $ 294,684 Plymouth County 2,987 $ 579,310 $ 579,310 $ 294,684 Rochester town $ 561,054 Plymouth County 5,687 $ 1,102,959 $ 1,102,959 $ 561,054 Rockland town $ 1,774,419 Plymouth County 17,986 $ 3,488,274 $ 3,488,274 $ 1,774,419 Scituate town $ 1,866,958 Plymouth County 18,924 $ 3,670,193 $ 3,670,193 $ 1,866,958 Wareham town $ 2,243,920 Plymouth County 22,745 $ 4,411,253 $ 4,411,253 $ 2,243,920 West Bridgewater town $ 718,311 Plymouth County 7,281 $ 1,412,105 $ 1,412,105 $ 718,311 Whitman town $ 1,501,143 Plymouth County 15,216 $ 2,951,049 $ 2,951,049 $ 1,501,143 Boston $ 434,682,413 Suffolk County 692,600 $ 134,325,501 $ 134,325,501 $ 569,007,913 Chelsea $ 3,915,639 Suffolk County 39,690 $ 7,697,631 $ 7,697,631 $ 11,613,270 Revere $ 20,247,879 Suffolk County 53,073 $ 10,293,181 $ 10,293,181 $ 30,541,060 Winthrop $ 1,829,469 Suffolk County 18,544 $ 3,596,494 $ 3,596,494 $ 5,425,963 Ashburnham town $ 626,265 Worcester County 6,348 $ 1,231,155 $ 1,231,155 $ 1,857,421 Athol town $ 1,157,427 Worcester County 11,732 $ 2,275,349 $ 2,275,349 $ 3,432,776 Auburn town $ 1,654,059 Worcester County 16,766 $ 3,251,662 $ 3,251,662 $ 4,905,721 Barre town $ 550,301 Worcester County 5,578 $ 1,081,819 $ 1,081,819 $ 1,632,119 Berlin town $ 319,644 Worcester County 3,240 $ 628,378 $ 628,378 $ 948,022 Blackstone town $ 916,313 Worcester County 9,288 $ 1,801,350 $ 1,801,350 $ 2,717,663 Bolton town $ 535,305 Worcester County 5,426 $ 1,052,339 $ 1,052,339 $ 1,587,644 Boylston town $ 464,865 Worcester County 4,712 $ 913,863 $ 913,863 $ 1,378,728 Brookfield town $ 340,559 Worcester County 3,452 $ 669,494 $ 669,494 $ 1,010,053 Charlton town $ 1,352,864 Worcester County 13,713 $ 2,659,552 $ 2,659,552 $ 4,012,415 Clinton town $ 1,381,178 Worcester County 14,000 $ 2,715,214 $ 2,715,214 $ 4,096,391 Douglas town $ 891,649 Worcester County 9,038 $ 1,752,864 $ 1,752,864 $ 2,644,513 Dudley town $ 1,161,472 Worcester County 11,773 $ 2,283,301 $ 2,283,301 $ 3,444,773 East Brookfield town $ 218,029 Worcester County 2,210 $ 428,616 $ 428,616 $ 646,645 Fitchburg $ 24,833,652 Worcester County 40,638 $ 7,881,490 $ 7,881,490 $ 32,715,142 Gardner $ 2,040,493 Worcester County 20,683 $ 4,011,340 $ 4,011,340 $ 6,051,833 Grafton town $ 1,862,913 Worcester County 18,883 $ 3,662,241 $ 3,662,241 $ 5,525,154 Hardwick town $ 301,590 Worcester County 3,057 $ 592,886 $ 592,886 $ 894,476 Harvard town $ 653,100 Worcester County 6,620 $ 1,283,908 $ 1,283,908 $ 1,937,008 Holden town $ 1,904,348 Worcester County 19,303 $ 3,743,698 $ 3,743,698 $ 5,648,046 Hopedale town $ 587,099 Worcester County 5,951 $ 1,154,160 $ 1,154,160 $ 1,741,259 Hubbardston town $ 476,408 Worcester County 4,829 $ 936,555 $ 936,555 $ 1,412,962 Lancaster town $ 797,334 Worcester County 8,082 $ 1,567,454 $ 1,567,454 $ 2,364,788 Leicester town $ 1,118,853 Worcester County 11,341 $ 2,199,517 $ 2,199,517 $ 3,318,370 Leominster $ 11,548,465 Worcester County 41,716 $ 8,090,561 $ 8,090,561 $ 19,639,026 American Rescue Plan Act Estimated Direct Municipal Aid Distributions for Massachusetts Cities and Towns Based on U.S. House Committee on Oversight Committee Estimates (March 8, 2021) using 2019 U.S. Census Population Data Analysis by the Massachusetts Municipal Association, updated as of March 12, 2021 A B C D E F G H ARPA Direct 2019 Population (for Estimated County Abolished County: Funding County Exists: Funding Total Estimated Direct Municipality Municipal Aid Calculating Per Capita Allocation (Population Automatically Transferred Goes to County Municipal Aid Amount (Sorted by County) Estimate County of County Allocation) Mulitpled by $193.94) to the Municipality Government (Columns B+F) Lunenburg town $ 1,157,822 Worcester County 11,736 $ 2,276,125 $ 2,276,125 $ 3,433,946 Mendon town $ 613,933 Worcester County 6,223 $ 1,206,912 $ 1,206,912 $ 1,820,846 Milford town $ 2,870,975 Worcester County 29,101 $ 5,643,960 $ 5,643,960 $ 8,514,935 Millbury town $ 1,375,949 Worcester County 13,947 $ 2,704,935 $ 2,704,935 $ 4,080,884 Millville town $ 321,321 Worcester County 3,257 $ 631,675 $ 631,675 $ 952,996 New Braintree town $ 101,023 Worcester County 1,024 $ 198,598 $ 198,598 $ 299,622 North Brookfield town $ 472,757 Worcester County 4,792 $ 929,379 $ 929,379 $ 1,402,136 Northborough town $ 1,490,587 Worcester County 15,109 $ 2,930,297 $ 2,930,297 $ 4,420,884 Northbridge town $ 1,645,476 Worcester County 16,679 $ 3,234,789 $ 3,234,789 $ 4,880,265 Oakham town $ 193,069 Worcester County 1,957 $ 379,548 $ 379,548 $ 572,617 Oxford town $ 1,382,066 Worcester County 14,009 $ 2,716,959 $ 2,716,959 $ 4,099,025 Paxton town $ 489,627 Worcester County 4,963 $ 962,543 $ 962,543 $ 1,452,171 Petersham town $ 123,319 Worcester County 1,250 $ 242,430 $ 242,430 $ 365,749 Phillipston town $ 172,253 Worcester County 1,746 $ 338,626 $ 338,626 $ 510,879 Princeton town $ 344,111 Worcester County 3,488 $ 676,476 $ 676,476 $ 1,020,587 Royalston town $ 125,983 Worcester County 1,277 $ 247,666 $ 247,666 $ 373,649 Rutland town $ 881,783 Worcester County 8,938 $ 1,733,470 $ 1,733,470 $ 2,615,253 Shrewsbury town $ 3,800,804 Worcester County 38,526 $ 7,471,880 $ 7,471,880 $ 11,272,684 Southborough town $ 1,007,076 Worcester County 10,208 $ 1,979,779 $ 1,979,779 $ 2,986,855 Southbridge $ 1,665,108 Worcester County 16,878 $ 3,273,384 $ 3,273,384 $ 4,938,492 Spencer town $ 1,177,454 Worcester County 11,935 $ 2,314,720 $ 2,314,720 $ 3,492,174 Sterling town $ 806,410 Worcester County 8,174 $ 1,585,297 $ 1,585,297 $ 2,391,707 Sturbridge town $ 946,797 Worcester County 9,597 $ 1,861,279 $ 1,861,279 $ 2,808,076 Sutton town $ 945,317 Worcester County 9,582 $ 1,858,370 $ 1,858,370 $ 2,803,687 Templeton town $ 802,859 Worcester County 8,138 $ 1,578,315 $ 1,578,315 $ 2,381,174 Upton town $ 795,657 Worcester County 8,065 $ 1,564,157 $ 1,564,157 $ 2,359,814 Uxbridge town $ 1,400,416 Worcester County 14,195 $ 2,753,033 $ 2,753,033 $ 4,153,448 Warren town $ 515,179 Worcester County 5,222 $ 1,012,775 $ 1,012,775 $ 1,527,954 Webster town $ 1,672,113 Worcester County 16,949 $ 3,287,154 $ 3,287,154 $ 4,959,267 West Boylston town $ 796,841 Worcester County 8,077 $ 1,566,484 $ 1,566,484 $ 2,363,325 West Brookfield town $ 367,689 Worcester County 3,727 $ 722,829 $ 722,829 $ 1,090,518 Westborough town $ 1,888,662 Worcester County 19,144 $ 3,712,861 $ 3,712,861 $ 5,601,523 Westminster town $ 788,948 Worcester County 7,997 $ 1,550,969 $ 1,550,969 $ 2,339,917 Winchendon town $ 1,075,839 Worcester County 10,905 $ 2,114,958 $ 2,114,958 $ 3,190,796 Worcester $ 115,114,422 Worcester County 185,428 $ 35,962,618 $ 35,962,618 $ 151,077,040 State Total $ 2,077,815,397 6,892,503 $ 1,336,758,471 $ 942,099,250 $ 394,659,221 $ 3,019,914,648 Note 1: The ARPA Direct Municipal Aid Estimate is based on the US House Committee on Oversight projection as of March 8, 2021, and includes the bill's distribution to "Metropolitan Cities," generally the CDBG Entitlement communities, plus a per capita aid distribution to all other cities and towns. Note 2: The ARPA provides direct per capita aid to all county governments of $65.1 billion nationally and $1.336 billion to Massachusetts counties, with a specific provision that if a county government does not exist then that county's aid is distributed to the cities and towns in that county on a per capita basis (the per capita rate of $193.94 is found by dividing total state population by total MA county aid). Note 3: These are estimates based on information provided by the U.S. Congress and the text of the new law - final distribution amounts will be determined by the U.S. Department of Treasury, which will also be issuing guidance on the allowable uses of the funds, including addressing certain economic impacts of the pandemic, lost tax revenue, premium pay, and water, sewer or broadband infrastructure. Livability Fact Sheets The Complete Collection Livable Communities are Great Places for All Ages Bicycling Density Economic Development Form-Based Code Modern Roundabouts Parking Revitalization Without Displacement Road Diets Sidewalks Street Trees Traffic Calming

A Publication of

aarp.org/livable The Livability Fact Sheets collected in this booklet were created in partnership by AARP Livable Communities and the Walkable and Livable Communities Institute. The two organizations have the shared goal of helping towns, cities and communities nationwide to become safer, healthier, more walkable and overall livable for people of all ages.

A package of 11 comprehensive, easy-to-read livability resources, the fact sheets can be used individually or as a collection by community leaders, policy makers, citizen activists and others to learn about and explain what makes a city, town or neighborhood a great place to live.

Each topic-specific fact sheet is a four-page document that can be read online — by visiting aarp.org/livability-factsheets — or printed and distributed. We encourage sharing, so please forward the URL and use the fact sheets for discussions and research. If you have comments or questions, contact us at [email protected] and/or [email protected].

The AARP Livability Fact Sheets series was published by AARP Education & Outreach/Livable Communities in association with the Walkable and Livable Communities Institute

Project Advisor: Jeanne Anthony | Editor: Melissa Stanton | Writers: Dan Burden, Kelly Morphy, Robert Ping

The fact sheets can be downloaded and printed individually or as a collection by visiting aarp.org/livability-factsheets

AARP is a nonprofit, nonpartisan organization, with a membership of more than 37 million, that helps people turn their goals and dreams into real possibilities, strengthens communities and fights for the issues that matter most to families such as healthcare, employment security and retirement planning. We advocate for consumers in the marketplace by selecting products and services of high quality and value to carry the AARP name as well as help our members obtain discounts on a wide range of products, travel, and services.

The vision for the Walkable and Livable Communities Institute (WALC) is to create healthy, connected communities that support active living and that advance opportunities for all people through walkable streets, livable cities and better built environments. The Institute’s mission is to inspire, teach, connect and support communities in their efforts to improve health and well-being through better built environments was formed for charitable, educational and scientific purposes to help communities address the negative effects of the built environment on health, safety, social welfare, economic vitality, environmental sustainability and overall quality of life.

AARP Livable Communities | website: aarp.org/livable | email: [email protected] AARP | 601 E Street NW, Washington, D.C., 20049 Find your AARP state office at aarp.org/states or call 888-OUR-AARP

Walkable and Livable Communities Institute | website: walklive.org | email: [email protected] 2023 E. Sims Way #121, Port Townsend, WA 98368 | 360-385-3421

Half of all trips taken in the United States are three miles alongside Brooklyn’s Prospect Park. Weekday bicycling or less, yet most Americans drive — even to the closest traffic tripled, speeding by all vehicles dropped from 74 to destinations. Only 3 percent of commuting trips in the 20 percent, crashes for all road users dropped 16 percent U.S. are by bicycle, compared to up to 60 percent in The and injuries went down 21 percent, all without a change Netherlands. in corridor travel time.3 Throughout New York City, deaths and serious crashes are down 40 percent where there are Still, it’s not unreasonable to believe we can improve our bike lanes.4 numbers. The popularity of bicycling has been on the rise. The number of bike trips doubled between 1990 and Bicycling also provides economic benefits: Two-thirds of 2009, and many communities and the federal government merchants surveyed on San Francisco’s Valencia Street say are embracing the bicycle as a transportation solution for that bike lanes have improved business. In North Carolina’s a healthy and viable future.1 Outer Banks, bicycle tourism has already generated $60 million in annual economic activity on its $6.7 million Surveys show that 60 percent of Americans would ride a bicycle infrastructure investment. In 2009, people using bicycle if they felt safe doing so, and eight out of 10 agree bicycles spent $261 million on goods and services that bicycling is a healthy, positive activity. in Minnesota, supporting more than 5,000 jobs and generating $35 million in taxes.5 Although issues related to bicycling continue to be debated, experience shows that bicycle-friendly features Building bike infrastructure creates an average of 11.4 increase safety for all road users, including motor vehicles.2 jobs for every $1 million spent. Road-only projects create 7.8 jobs per $1 million.6 The average American household In 2010, New York City removed a traffic lane and painted a spends more than $8,000 a year on its cars; the cost to two-way bicycle path with a three-foot parking lane buffer maintain a bicycle is about $300 a year.7

Building bike infrastructure creates an average of 11.4 jobs for every $1 million spent. Road-only projects create 7.8 jobs per $1 million.

This path in New Smyrna Beach, Fla., is part of a Volusia County plan to link schools, parks and businesses through interconnected paths. Fifteen miles were completed by 2012 with overwhelming public support. (Image: bikeflorida.net.) Myth-Busting!

“Bicyclists don’t follow rules.” be a better place to live if biking were safer and more While there are bicyclists who do break the law, a large comfortable. Between 2001 and 2009, the fastest growth Federal Highway Administration study found that in bicycle use in the U.S., from 16 to 23 percent, occurred motorists failed to yield the right of way in 43 percent of among self-identified Hispanics, African-Americans and crashes; bicyclists were at fault 36 percent of the time.8 Asian-Americans, 86 percent of whom have a positive view Since the 1982 passage of Idaho’s “stop as yield” law, which of bicyclists.14 allows cyclists to treat stop signs as yield signs, there has been “no discernible increase in injuries or fatalities,” “Bicycling is too dangerous.” 9 according to the Idaho Department of Transportation. Bicycling does tend to have higher fatality rates per mile than motorized travel, but a typical motorist drives five to “Bicyclists don’t pay their fair share.” 10 times more miles than a typical cyclist. All road users — cars, trucks, bicycles, pedestrians, buses, Bicycling risk can be significantly reduced through light rail — are subsidized to some extent by society at improved infrastructure and a greater number of bicycles large. Funding for U.S. roadways comes partly from vehicle on the road.15 Bicycling also imposes a minimal risk to taxes, fuel taxes and tolls, which together account for up other road users and provides significant health benefits to 60 percent of direct costs. General taxes and fees pay that can offset crash risks.16 the remaining 40 percent. The federal gas tax of 18.4 cents There were no bicycling fatalities in bicycle-friendly per gallon has not been raised since 1992. Portland, Ore., in 2013 even though bicycling accounts for Cars, buses and trucks impose much higher at least six percent of all trips. By comparison, 21 people maintenance and capital costs on roads than bicycles were killed inside motor vehicles that year.17 do, and they benefit from subsidies that are not directly paid by motorists.10 In 2009, the Seattle Department of “Bicyclists slow down cars and create congestion.” Transportation paid only 4 percent of its road expenses with the gas tax while non-motor vehicle funds paid for Average traffic speeds in Manhattan increased nearly the rest.11 seven percent since the installation of bicycle lanes south 18 Motor vehicle crash injuries cost society $99 billion of 60th Street in 2008. Bicycles take up way less road in 2010 due to medical expenses and lost productivity.12 space than motor vehicles and cyclists tend to avoid Pedestrians and bicyclists bear a larger share of costs than congested roads that don’t have bike lanes.19 they impose.13 “Bicycle lanes hurt business.” “Bicycling is for fit middle-class white guys.” After the installation of protected bike lanes on Six in 10 young bicycle owners are women, eight out of Manhattan’s 8th and 9th avenues in 2007, retail sales 10 American women have a positive view of bicycling increased 49 percent in those areas compared to 3 percent and two out of three believe their community would in the rest of the borough.19

1. U.S. Department of Transportation, Federal Highway Administration, Pedestrian and Bicycle Information Center (May 2010). The National Bicycling and Walking Study: 15–Year Status Report. http://katana.hsrc.unc.edu/cms/downloads/15-year_report.pdf 2. Marshall, W, Garrick, N. (March 2011), “Evidence on Why Bike-Friendly Cities Are Safer for All Road Users,” Environmental Practice 13 (1) 3. Newmann, A., Steely-White, P. (February 2011), “Battle of the Bike Lanes.” Bicycle Times. Issue 009; and New York City Department of Transportation. Retrieved February 25, 2014, from http://www.nyc.gov/html/dot/html/bicyclists/prospectparkwest.shtml 4. Transportation Alternatives, “Bicycling in New York City: Know the Facts.” Retrieved Feb. 24, 2014, http://transalt.org/issues/bike/bikefaq 5. Flusche, D. League of American Bicyclists, Advocacy Advance (2009, 2012), Bicycling Means Business: The Economic Benefits of Bicycle Infrastructure.http://www advocacyadvance.org/site_images/content/Final_Econ_Update(small).pdf 6. Garrett-Peltier, H. Political Economy Research Institute, University of Massachusetts at Amherst (June 2011), Pedestrian and Bicycle Infrastructure: A National Study of Employment Impacts. http://www.peri.umass.edu/fileadmin/pdf/published_study/PERI_ABikes_June2011.pdf 7. Livable Streets Alliance, U.S. Bureau of Transportation Statistics, Alliance for Bicycling and Walking. Retrieved Feb. 24, 2014, http://www.livablestreets.info/facts-and- stats 8. Hunter, W. W., et al (1995), “Bicycle-motor vehicle crash types: the early 1990s,” Transportation Research Record, No. 1502, pp. 65-74 9. Mionske, B. (2009) “Legally Speaking with Bob Mionske: Stop as yield.” Velo News. http://bit.ly/1orJGmt 10. Litman, T. Victoria Transport Policy Institute (November 2004), “Whose Roads? Defining Bicyclists’ and Pedestrians’ Right to Use Public Roadways” 11. Seattle Department of Transportation 2009 Annual Report. http://www.seattle.gov/transportation/docs/2009AnnualReport.pdf 12. Rocky Mountain Insurance Information Association, AAA, FHWA. Retrieved Feb. 26, 2014, http://www.rmiia.org/auto/traffic_safety/Cost_of_crashes.asp 13. Litman, T. Victoria Transport Policy Institute (November 2004), “Whose Roads? Defining Bicyclists’ and Pedestrians’ Right to Use Public Roadways” 14. League of American Bicyclists, Sierra Club (2013), The New Majority: Pedaling Towards Equity. http://www.bikeleague.org/sites/lab.huang.radicaldesigns.org/files/ equity_report.pdf 15. John Pucher and Lewis Dijkstra, “Making Walking and Cycling Safer: Lessons from Europe,” Transportation Quarterly, Vol. 54, No. 3, Summer 2000 How To Get It Right

Bicycle parking promotes bicycle riding. Bike racks Grade-separated, protected bike lanes (like this can be placed on or off the street. Fun Fact: One raised cycle track in Missoula, Montana) provide vehicle parking space can accommodate 12 bicycles. separate, defined spaces for riders and drivers.

To encourage bicycling and bicycle-friendly Provide adequate bicycle parking streets and communities, try the following: Bicycle racks encourage bicycling. Well-placed racks provide a secure place for parking bikes while shopping, Embrace a public process and build support working or playing. Racks can be located inside buildings or bolted into sidewalks or even the street. A single Develop an education and awareness campaign prior to parking space can hold up to 12 bicycles on staple racks implementation, and reach out broadly to community (they look like an inverted “U” shape) mounted in a row. members, elected officials and municipal leaders. Government officials may need to see public support Create routes and wayfaring signs before acting. Toward that end, advocates can share this Develop a system of routes cyclists can follow to get fact sheet, talk to neighbors, build community support around town safely. Install highly-visible wayfaring signs and then meet with decision makers, the media, experts that indicate distances, destinations and street names and and others to discuss the benefits of bicycling. Agency install signs at all important crossings. staff can engage residents by hosting workshops to build acceptance and understanding. Establish a bike share More than 500 communities worldwide, including at Start with a pilot project least 50 in the U.S., have a short-term bicycle rental or Do a simple, low-cost project, such as striping a bike lane bike share program.20 (New York City and Washington, in an area with high bicycling potential and an existing D.C., feature popular bike share networks.) People can right of way. This can help residents become comfortable join a share program for the day or a full year by paying with bicycling and enable municipal staff to document a nominal fee. To participate, a rider checks out a bicycle what works and what doesn’t. Promote the pilot as a road from a computerized kiosk and then returns the bike at a improvement project rather than only as a bicycle project. share program rack near his or her destination.

16. Litman, T. Victoria Transport Policy Institute (November 2004), “Whose Roads? Defining Bicyclists’ and Pedestrians’ Right to Use Public Roadways” 17. City of Portland, Oregon. “Traffic Fatalities in Portland by Mode of Travel 1996-2013.” Retrieved Feb. 24, 2014, http://www.portlandoregon.gov/police/article/473856 18. Flegenheimer, M. “In Bloomberg’s City of Bike Lanes, Data Show, Cabs Gain a Little Speed,“ (Sept. 4, 2013), The New York Times 19. Litman, T. Victoria Transport Policy Institute (Nov. 2004), “Whose Roads? Defining Bicyclists’ and Pedestrians’ Right to Use Public Roadways” 20. Earth Policy Institute (May 2013), “Plan B Updates: Dozens of U.S. Cities Board the Bike-Sharing Bandwagon.” Retrieved May 8, 2014, http://www.earth-policy.org/ plan_b_updates/2013/update113 Success Stories

Palo Alto, California: Bicycle Boulevards in a tough economy.” The district has seen more than Bicycle boulevards are low-volume, low-speed streets that 15 new businesses and nearly 30 property renovations. have been optomized for bicycle travel. Palo Alto has an Restaurants report a growth in business due to bicyclists. extensive network of paths, bike lanes and boulevards, including connections to schools throughout town. WHY IT WORKS Data from the 2010 Census showed 7.1 percent of residents commuted to work by bicycle, an increase from 5.6 percent in 2000. The city continues to provide facilities, Protected Bike Lanes provide a barrier services and programs to promote travel by bicycle. between motor vehicles and cyclists. (This Indianapolis, Indiana: Cultural Trail barrier can be installed and permanent, or The eight-mile, $63 million walk-bike trail was completed as simple as a row of parked cars, planters in May 2013, having been financed by both public and or plastic posts.) They’re good for … private dollars. The trail winds through the downtown of this auto- Business: A Portland study found that bike riders oriented city (home of the Indy 500), connecting a half- will go out of their way to use a street that has dozen emerging cultural districts, a 1.5 mile section of good bicycling infrastructure. That’s more business the historic Indianapolis Canal and to White River State exposure. Park, a former industrial wasteland that’s now filled with museums, lawns and attractions. By April 2014 the trail Safety: Drivers don’t have to worry about had added more than $864 million to the local economy. unexpected maneuvers by cyclists and pedestrians don’t need to dodge bike riders on sidewalks. Memphis, Tennessee: Broad Avenue Lawfulness: Protected bike lanes in Chicago The Broad Avenue Arts District initiative revitalized a resulted in a more than 150 percent increase in the struggling commercial and residential area. The project’s number of bike riders obeying traffic lights. popularity exploded when the focus was expanded to include bicycles. Everyone: Bicycles don’t pollute, they cause less “The lanes slowed down traffic and people started wear and tear on roadways than cars do, they help noticing the businesses more,” says Pat Brown, co-owner of people stay healthy! T Clifton Art Gallery. “Our revenues have grown on average 30 percent per year. Yes, that’s for an art-related business Source: Adapted from the Tranitized.com infographic “Why Build Protected Bike Lanes?” RESOURCES

1. Whose Roads? Defining Bicyclists’ and Pedestrians’ Right to Use Public 6. Safe Routes to School National Partnership. http://www. Roadways. Litman, T. Victoria Transport Policy Institute (November 2004), saferoutespartnership.org/resourcecenter/National-Learning-Network http://www.vtpi.org/whoserd.pdf Library-of-Resources 2. Bicycling Means Business: The Economic Benefits of Bicycle 7. Association of Pedestrian and Bicycle Professionals. http://www.apbp. Infrastructure. Flusche, D. League of American Bicyclists, Advocacy org/?page=Library Advance (2009, 2012), http://www.advocacyadvance.org/site_images/ 8. Fundamentals of Bicycle Boulevard Planning & Design. Portland State content/Final_Econ_Update(small).pdf University, Initiative for Bicycle and Pedestrian Innovation (2009) 3. Urban Bikeway Design Guide. National Association of City Transportation 9. Bicycling and Walking in the United States: 2014 Benchmarking Report. Officials (NACTO Sept. 2012), http://nacto.org/cities-for-cycling/design- http://www.bikewalkalliance.org/resources/benchmarking guide/ 10. Protected Bike Lanes Mean Business. http://www.bikewalkalliance.org/ 4. Pedestrian and Bicycle Information Center. www.pedbikeinfo.org/ resources/reports/protected-bike-lanes-mean-business 5. Alliance for Biking & Walking. Resource Library, http://www. 11. National Complete Streets Coalition. http://www.smartgrowthamerica. bikewalkalliance.org/resources/resource-library/ org/complete-streets

AARP LIVABLE COMMUNITIES WALKABLE AND LIVABLE COMMUNITIES INSTITUTE

Mail: 601 E Street NW, Washington, DC 20049 Mail: 2023 E. Sims Way #121, Port Townsend, WA 98368 Email: [email protected] Email: [email protected] Online: aarp.org/livable Online: walklive.org Density | A LIVABILITY FACT SHEET

When the topic is land use, the word “density” is generally storm is that many baby boomers and young adults are defined as the amount of residential development choosing to settle in walkable neighborhoods that offer permitted on a given parcel of land. The larger the number a mix of housing and transportation options and close of housing units per acre, the higher the density; the fewer proximity to jobs, schools, shopping, entertainment and units, the lower the density.1 parks. Nationally, 70 percent of people born between 1979 and 1996 say they want to live in walkable, urban Dense, mixed-use developments come in a variety of neighborhoods and that they don’t believe it’ll be forms, from small-lot detached homes, to condo buildings necessary to move to a suburb once they have children.6 and townhouses in a suburban town center, to apartments atop downtown retail shops. These types of communities Demographic trends are changing what Americans are proving to be very popular. In fact, a majority of need and expect from a home. From 1970 to 2012 the Americans prefer such communities — and it shows.2 percentage of households consisting of married couples with children plunged from 40 to 20 percent, while The Federal Reserve Bank of New York found that a households with a single person living alone jumped from doubling of an area’s density increases worker productivity 17 to 27 percent.7 The nation’s decreasing birthrate and by up to 4 percent.3 When the housing market imploded aging population will continue to boost the demand for in the late 2000s, the neighborhoods that held their smaller homes in more compact neighborhoods. property values the best were high density communities that featured a mix of uses (housing, retail, restaurants and Regulation and site design practices such as form-based office space) located within a walkable core.4,5 code8 (we have a fact sheet about that too!) can transform urban, suburban and rural areas into thriving, connected, One reason these types of communities withstood the livable communities.9

The nation’s decreasing birthrate and aging population will continue to boost the demand for smaller homes in more compact communities.

High Point, a former World War II-era public housing project in Seattle, Wash., is now an award-winning, sustainable, highly diverse neighborhood featuring a community center, library, medical clinic and dental clinic. Myth-Busting!

“Density means big, ugly apartment buildings.” with well-designed higher density development and make Density is generally defined as the amount of residential transit a viable option.14 development permitted on a given parcel of land. In previous decades, density often meant large complexes “Density is worse for the environment.” that concentrated low-income housing or long rows of Conventional subdivisions with single-family homes nearly identical suburban homes. on large lots have a more harmful impact on natural Higher density projects can instead be townhouses, systems than high-density areas. When land is developed apartments, accessory units and live-work spaces that compactly it leaves more green space for filtering accommodate a broader range of lifestyles. These stormwater runoff, providing wildlife habitats, absorbing residences are in addition to, not instead of, single-family carbon dioxide and reducing greenhouse gases. detached homes with front porches and small yards. Smart Since people in transit-supported dense areas walk density also includes areas for parks and open space.10 more and drive less, density causes less — not more — air and water pollution.15 “Density reduces property values.” Well-designed density actually increases property values “Density places a burden on schools and other — at two-to-four times the rate seen with conventional public services.” sprawl. Good locations for increased density are typically High-density housing typically places less of a demand along principle roads or in clusters such as mixed-use on schools and other infrastructure than conventional villages.11 subdivisions containing single-family homes on large lots. Compact urban areas require less expansive infrastructure, “Density breeds crime.” making them less costly than sprawl.16 With good planning and design, high-density development helps populate streets and sidewalks, “Rural towns can’t benefit from density.” putting more “eyes on the street,” which is a known crime Many people are attracted to vibrant small towns that deterrant.12 Over the past 30 years, the city of Vancouver, have higher population densities. British Columbia, has watched its downtown peninsula In a 2013 survey in which 100,000 people nominated become one of the most densely developed urban areas and voted for their favorite small towns, all but three of in North America, yet the city has seen crime rates drop as the 924 towns considered had a population density of 13 density has increased. more than 500 people per square mile.17 Increasing a small town’s density so it can feature the “Density brings traffic and parking problems.” benefits of a more urbanized lifestyle can be key to the By combining a mix of land uses (housing, businesses, community’s future success. If increasing density in the schools, etc.) density brings daily destinations within an town core becomes a priority of the community’s growth easy walk, bicycle ride or transit trip. People spend less plan, it can decrease some of the negative effects of the time driving and looking for parking. Traffic counts fall kind of population loss common in many rural regions.18

1. Local Government Commission, EPA. (September 2003) Creating Great Neighborhoods: Density in Your Community. http://www.epa.gov/smartgrowth/pdf/density.pdf 2. The National Association of Realtors. (2013) Community Preference Survey. http://www.realtor.org/articles/nar-2013-community-preference-survey 3. Abel, J. et al., Federal Reserve Bank of New York Staff Reports, no. 440. (March 2010; revised September 2011)Productivity and the Density of Human Capital. http:// www.newyorkfed.org/research/staff_reports/sr440.pdf 4. Brookings Institution. (May 2012) Walk this Way: The Economic Promise of Walkable Places in Metropolitan Washington, D.C. http://www.brookings.edu/research/ papers/2012/05/25-walkable-places-leinberger 5. CEOs for Cities. (August 2009) Walking the Walk. http://www.ceosforcities.org/research/walking-the-walk/ 6. Nelson, A. Urban Land Institute. (2011) The New California Dream: How Demographics and Economic Trends May Shape the Housing Market: A Land Use Scenario for 2020 and 2035. http://www.uli.org/wp-content/uploads/2012/06/ULI-Voices-Nelson-The-New-California-Dream.ashx_1.pdf 7. U.S. Census Bureau. American Families and Living Arrangements. http://www.census.gov/prod/2013pubs/p20-570.pdf 8. Form-Based Code Institute. What are Form-Based Codes? Retrieved March 7, 2014, http://www.formbasedcodes.org/what-are-form-based-codes 9. Larco, N. , Schlossberg, M. Oregon Transportation Research and Education Consortium. (January 2014) Overlooked Density: Re-Thinking Transportation Options in Suburbia. From http://www.otrec.us/project/152 10. Local Government Commission, EPA. (September 2003) Creating Great Neighborhoods: Density in Your Community. http://www.epa.gov/smartgrowth/pdf/density.pdf 11. National Multi Housing Council, American Institute of Architects, Urban Land Institute. (2005) Higher Density Development Myth and Fact. http://www.nmhc.org/files/ ContentFiles/Brochures/Myth%20and%20Fact%20FINAL.pdf 12. IStreetsWiki. Eyes on the Street. Website. Retrieved March 7, 2014, http://streetswiki.wikispaces.com/Eyes+On+The+Street 13. National Multi Housing Council, American Institute of Architects, Urban Land Institute. (2005) Higher Density Development Myth and Fact. http://www.nmhc.org/files/ ContentFiles/Brochures/Myth%20and%20Fact%20FINAL.pdf 14. Ibid How To Get It Right

Nine residences sit above storefronts in Davis, Calif., Street life is abundant in Davis. People walk and bike population 6,600 people per square mile. for fun, exercise, to run errands and get around.

Since density can be pursued in ways that don’t density by allowing cars to predominate over pedestrians contribute to livability, it’s important to get and bicyclists. A way to achieve moderate density is to density efforts right. Try the following: build smaller single-family homes on small lots with rear- access garages or street parking. This can also be done Embrace a public process and build support by creating accessory dwelling units, such as a 500- to Develop an education and awareness campaign prior to 800-square-foot “in-law” apartment. implementation and reach out broadly to community Review zoning and development guidelines members, elected officials and municipal leaders. Illustrate Make sure developers receive clear guidance about different alternatives for what high-density, mixed-use building design and placement. Consider ways to achieve neighborhoods might look like. transitions from higher to lower density areas, such as by creating special district densities. Inspire the public with model projects Because many Americans have strong feelings about high- Utilize form-based code density, mixed-use development, be prepared to highlight Form-based codes offer a powerful alternative to local or regional success stories. conventional zoning since it uses the physical form rather than the separation of uses as its organizing principle. Compatibility matters Such codes consider the relationships between Neighbors may worry that a new development will clash buildings and the street, pedestrians and vehicles, public with the look and feel of the community, so engage and private spaces and the size and types of streets residents in meetings where they can have input into the and blocks.18 The code also establishes rules for parking design. Ensure that any new development complements a locations and limits, building frontages and entrance neighborhood’s existing homes and streetscape. location(s), elevations, streetscapes, window transparency and block patterns (i.e., no oversized “super blocks”). Get the design right Since form-based code can be customized, the code in In many new suburban communities, developers have one area might be about preserving and enhancing the been permitted to build tract-style homes, each with character of the neighborhood while the goal elsewhere identical two-car garages, large driveways and small yards. is to foster dramatic change and improvements. Often, a Sometimes the development code calls for overly wide community’s form-based code does both.19 (Learn more by streets as well, which undercuts the benefits of mixed-use reading our Livability Fact Sheet about form-based code.)

15. Ibid 16. Budget Travel website. “America’s Coolest Small Towns 2013.” http://www.budgettravel.com/contest/americas-coolest-small-towns-2013,14/ 17. Federal Reserve Bank of St. Louis. (2013) Increasing Density: A Small-Town Approach to New Urbanism. http://www.stlouisfed.org/publications/br/articles/?id=2451 18. Form-Based Codes Institute. Website. Retrieved March 17, 2014, http://www.formbasedcodes.org/what-are-form-based-codes 19. Chicago Metropolitan Agency for Planning. (2013) Form-Based Codes: A Step-by-Step Guide for Communities. http://formbasedcodes.org/files/CMAP_FBCI_ GuideforCommunities.pdf Success Stories

Davis, California: Old North Davis WHY IT WORKS One of the most walkable places in America, the Old North Davis neighborhood evokes a classic small town feel even though the community has an overall density of 10.7 units Before and After per acre. The neighborhood features a variety of housing Communities can be transformed by integrating land use types: Some homes take up an entire lot while others have and transportation planning. Streets become human scale, a large yard or two small houses sharing the lot. new investments are made and the building density is Walking is popular, especially to the neighborhood’s diversified, as illustrated by the photovision below. five-acre park, which twice a week hosts the nation’s largest farmers’ market. (The venue attracts 600,000 visits a year.) The city provides a bus service and uses angled parking for cars. In addition, there’s enough bicycle parking to accommodate hundreds of cyclists. (See the pair of Davis photos on the previous page.)

Portland, Oregon: Fairview Village Fairview Village is a cohesive network of neighborhoods built around a community core that has shopping, civic buildings and public parks that are all scaled to people rather than cars. Village designers wanted to create a community that has the warmth and security of a small town while offering the vitality and convenience of an An actual roadway in rural Hot Springs, Ark., (above) urban setting. and after imagined streetscape improvements. Fairview has become a popular place to live and work, with a range of housing types and density, parks and open space, a library, a school, civic buildings and a small downtown.

Langley, British Columbia: New Villages This Canadian city expects to double its population in 30 years to about 200,000. To be ready, Langley plans to create eight distinct villages, separated by large stretches of open space and agricultural land. Plans call for most neighborhoods to be developed densely enough to leave nearly 80 percent of the land green, providing residents with direct links to trails and fresh food from local farms.

RESOURCES

1. Creating Great Neighborhoods: Density in Your Community. Local apa.org/uploads/files/135_Nelson_-_Utah_APA_10-1-10.pdf Government Commission, EPA. (September 2003) http://www.epa.gov/ 4. The New Real Estate Mantra: Location Near Public Transportation. smartgrowth/pdf/density.pdf Center for Neighborhood Technology, National Association of Realtors, 2. Form-Based Codes: A Step-by-Step Guide for Communities. APTA. (March 2013) http://www.apta.com/resources/statistics/Documents/ (August 2013) Chicago Metropolitan Agency for Planning. http://www. NewRealEstateMantra.pdf formbasedcodes.org/files/CMAP_FBCI_GuideforCommunities.pdf 5. Overlooked Density: Re-Thinking Transportation Options in Suburbia. 3. Reshaping Metropolitan America: Trends and Opportunities to 2030. Larco, N., Schlossberg, M. Oregon Transportation Research and Education Nelson, A.C. (2012) Washington, DC: Island Press. Presentation.http://utah- Consortium. (2014) http://www.otrec.us/project/152

AARP LIVABLE COMMUNITIES WALKABLE AND LIVABLE COMMUNITIES INSTITUTE

For many years, public transit, bicycle lanes, trails and money. For instance, bicycle infrastructure creates an sidewalks have suffered from a lack of investment. The average of 11.4 jobs for every $1 million spent while road- consequences are congestion, inactivity and obesity, as only projects create 7.8 jobs per $1 million.7 After slowing well as more air pollution and traffic crashes and a loss of traffic and improving bicycling on Valencia Street in San economic vitality. Francisco’s Mission District, nearby businesses saw sales increase by 60 percent, which merchants attributed to If current trends continue, total U.S. costs resulting from increased pedestrian and bicycle activity.8 obesity are expected to be as high as $957 billion by 2030.1 The price of poor air quality due to transportation Houses with above-average levels of walkability command is predicted to be between $50 billion and $80 billion a premium of about $4,000 to $34,000 more than homes a year.2 Expenses from traffic crashes in urban areas with average levels of walkability.9 A 1999 study by the are expected to exceed $299 billion annually,3 with Urban Land Institute of four new walkable communities congestion costs adding $121 billion or more to the bill determined that home buyers were willing to pay $20,000 each year.4 more for the houses than they would for similar homes in less walkable areas. A more balanced transportation system is needed or these costs will continue to climb and undermine the A nationwide survey by Smart Growth America of 17 nation’s economic health and quality of life.5 One study development studies concluded that dense, mixed-use estimates that if the U.S. would grow in a more compact development costs 38 percent less than conventional way between 2000 and 2025, the country could save $110 suburban development on average, generates 10 times billion in local road costs.6 more tax revenue per acre and saves municipalities an average of 10 percent on public services such as police, A more balanced transportation system saves and earns ambulances and firefighting.10

Houses with above-average levels of walkability command a premium of about $4,000 to $34,000 more than homes with average levels of walkability.

This block in Kingston, Wash., is located between a strip mall and a street. Prior to the shops and sidewalk being built, the space was simply a parking lot. Now there’s retail on an active streetfront and still adequate parking. Myth-Busting!

“Investing in downtown is expensive, the “Narrow roads hurt business.” suburbs are cheaper to develop.” By reducing traffic speeds and accommodating people Revenue-starved cities can garner far more taxes per who are walking and bicycling, narrower roads are one of acre from downtown multistory buildings than from strip the best ways to increase retail revenues. This technique, malls and housing subdivisions. And in the next 20 years, called a “road diet,” can even create more on-street parking the needs and preferences of aging baby boomers, new spaces. The slower speeds provide drivers with better households and one-person households will drive real sight lines and make streets, entrances and exits easier to estate market trends. negotiate.14 Downtown locations are likely to attract many of these people.11 Asheville, N.C., has a big box retail store less than “We need more parking lots, not less.” three miles east of its downtown. The tax value of the store In Portland, Ore., property values and customer volume is $20 million, but it sits on 34 acres of land, yielding about in parking-restricted areas near transit stations are higher $6,500 an acre in property taxes. A remodeled department than in other areas, and the properties sell and rent store in downtown Asheville generates $634,000 in tax quickly even without dedicated parking spaces. revenue per acre.12 An off-street parking space costs between $3,000 and $27,000 to build and about $500 a year to maintain and “Big box retailers bring big revenues to the manage. On-street parking is more efficient and can bring communities they do business in.” in as much as $300,000 per space in annual revenues.15 Big box retail stores encourage sprawling land uses, automobile dependence and the paving of large tracts of “People in cars bring more business than those land. In addition, the stores contribute to the decline of who walk or bicycle.” urban and neighborhood centers because they pull retail Pedestrian and bicyclists tend to spend more money activity out of central business districts and into the urban at local businesses than drivers do.16 Bicycle- and walk- fringe. As local businesses close, residents increasingly use friendly streets boast slower speeds that allow drivers to automobiles and travel farther to shop. more easily see business storefronts. Several studies have found that for every job created at The North Carolina Department of Transportation a big box store one to two existing jobs in the community found that although bicycle facilities in the Outer Banks are destroyed.13 cost $6.7 million to build, they bring an annual economic A University of Massachusetts study found that income gain of $60 million and 1,400 jobs created or supported. spent on a locally owned business had four to five times After the installation of protected bicycle lanes on the local economic impact of a big box store does. Further, Manhattan’s 8th and 9th avenues in 2007, retail sales when a big box store closes, the community is left with a increased up to 49 percent compared to 3 percent in the huge, unappealing building with limited reuse options. rest of the borough.17

1. American Heart Association. Statistical Fact Sheet 2013 Update. https://www.heart.org/idc/groups/heart-public/@wcm/@sop/@smd/documents/downloadable/ ucm_319588.pdf 2. Federal Highway Administration. (2000) Addendum to the 1997 Federal Highway Cost Allocation Study Final Report (adjusted to 2008 dollars), www.fhwa.dot.gov/ policy/hcas/addendum.htm 3. AAA. (2008, updated 2011) Crashes vs. Congestion Report - What’s the Cost to Society? Cambridge Systematics, Inc. http://newsroom.aaa.com/wp-content/ uploads/2011/11/2011_AAA_CrashvCongUpd.pdf 4. Federal Highway Administration, Texas Transportation Institute. (2012) Urban Mobility Report. http://www.fhwa.dot.gov/congestion/ 5. American Public Health Association. (March 2010) Backgrounder: The Hidden Health Costs of Transportation. http://www.apha.org/NR/rdonlyres/B96B32A2-FA00- 4D79-99AB-F0446C63B254/0/TheHiddenHealthCostsofTransportationBackgrounder.pdf 6. Burchell, R et al. TCRP Report 74. Transportation Research Board /National Research Council. (2002 ) The Costs of Sprawl– 2000. Transit Cooperative Research Program. Washington, D.C. National Academy Press. 7. Garrett-Peltier, H. Political Economy Research Institute, University of Massachusetts at Amherst. (June 2011). Pedestrian and Bicycle Infrastructure: A National Study of Employment Impacts. http://www.peri.umass.edu/fileadmin/pdf/published_study/PERI_ABikes_June2011.pdf 8. National Complete Streets Coalition. (2012) It’s a Safe Decision: Complete Streets in California. http://www.completestreets.org/webdocs/resources/cs-in-california.pdf 9. Cortright, J. CEO’s for Cities. (2009) http://www.ceosforcities.org/pagefiles/WalkingtheWalk_Summary.pdf 10. Smart Growth America. (May 2013) Building Better Budgets: A National Examination of the Fiscal Benefits of Smart Growth Development. http://www smartgrowthamerica.org/documents/building-better-budgets.pdf 11. EPA. (February 2014) Smart Growth and Economic Success: Investing in Infill Development.http://www.epa.gov/smartgrowth/pdf/economicsuccess/Developer-Infill- Paper-508b.pdf 12. Badger, E. (March 2012) “The Simple Math That Can Save Cities From Bankruptcy.” The Atlantic Cities. Retrieved March 8, 2014: http://www.theatlanticcities.com/jobs- and-economy/2012/03/simple-math-can-save-cities-bankruptcy/1629/ 13. Curran, D. (January 2002) The POLIS Project, Smart Growth BC. Challenging the Sprawl of Big Box Retail: The Smart Growth Approach to “Zone It and They Will Come” Development How To Get It Right

Investments in mixed-use development, such as this Walkability tends to keep money local, attract town square in Arcata, Calif., can pay back 10 times shoppers, lower health costs and produce jobs, such more than a big box or strip center development. as for this new sidewalk in Houston, Texas.

Economic development can make or break a and community gardens are improvements that can be community, so it’s important to get it right done quickly and foster economic growth.

Embrace placemaking Focus on downtown Strong networks of streets and destinations foster social From small villages to large cities, downtowns have networks, interaction and strong economies. traditionally been the heart of a community, a place where But great places can only exist when people choose people work, shop, socialize and often live. However, in to participate in creating them. That’s why architects, recent decades America’s downtowns have suffered from designers, planners and engineers need to move beyond the proliferation of enclosed malls, strip malls, big box shaping cities through the lens of their professional retail outlets and office parks at the urban edge. Dedicate disciplines and instead partner with residents, advocates efforts on revitalizing the downtown core with walkable, and people who work in transportation, economic mixed-use development and destinations. development, parks and health agencies. Engaging the people who will be living in or using the end result Utilize form-based code provides a larger vision for the space and community. Form-based code offers a powerful alternative to conventional use-based zoning by addressing the Small projects, big results relationship between building facades and the public Consider doing a simple, low-cost project first, such as space the shape and size of buildings in relation to one striping a bike lane. This will give people a chance to get another and the size and types of streets and blocks. The comfortable with the concept and allow municipal staff to codes are adopted into city or county law and are drafted document the outcome. Sidewalk cafes, striped crosswalks to implement a community plan.

14. Tan, C.H. (September/October 2011) “Going on a Road Diet.” Public Roads. Federal Highway Administration, FHWA-HRT-11-006. Vol. 75, No. 2. http://www.fhwa.dot. gov/publications/publicroads/11septoct/05.cfm 15. Litman, T. Victoria Transport Policy Institute. (August 2013) Transportation Cost and Benefit Analysis II-Parking Costs. http://www.vtpi.org and Shoup, D. Instead of Free Parking. (1999) http://shoup.bol.ucla.edu/InsteadOfFreeParking.pdf 16. Krag, T. Aalborg University, Denmark. (2002) Commerce and Bicycles 17. NYC Department of Transportation. (2012) Measuring the Street: New Metrics for 21st Century Streets. http://www.nyc.gov/html/dot/downloads/pdf/2012-10- measuring-the-street.pdf 18. Jaffe, E. (2011) “The Economics of Urban Trees.” The Atlantic Cities. http://www.theatlanticcities.com/housing/2011/09/where-trees-rule-real-estate/223/ Success Stories

Portland, Oregon: Economic Dividend downtown Lancaster into a thriving residential and By enacting a growth boundary, increasing density, commercial district by adopting a form-based code, introducing mixed land uses and investing in transit, streetscaping, new public facilities, affordable homes and walking and biking, Portlanders are saving time and local businesses. The project won the EPA’s top smart money on transportation. growth award and has generated almost $300 million in More than $2.6 billion has been funneled back into the economic output and nearly 2,000 jobs. local economy. Portland-area residents travel about 20 percent fewer miles a day, or 8 million less miles per day, WHY IT WORKS compared to other large metropolitan regions. (Vehicle miles traveled per person per day peaked in 1996.) As this chart comparing data from 30 cities across 10 A commitment to smart growth policies and the states shows, for every dollar in property taxes raised by a prevalence of walkability has attracted people and county for a single family home, $5.99 was raised for a city business to the region. In one decade the number of home within the county and up to $287.25 was raised for college educated 25 to 34 year-olds increased by 50 valuable five- to 10-story mixed-use properties. percent, which is five times faster than in the nation as a whole. Even design elements such as street trees can raise Ratio of County Property Taxes Per Acre property values. Trees on the street in front of Portland homes add more than $7,000 to selling prices.18

West Palm Beach, Florida: Clematis Street A once-lively Main Street anchored by a plaza, library and waterfront on one end and a historic train station on the other, Clematis Street was only 30 percent occupied in 1993. After a $10 million traffic-calming project rebuilt a fountain, restored key buildings and provided for event spaces, property values on the street doubled, $350 million in private investment came to the area and more than 80 percent of the building space became occupied. As traffic slowed, social links between neighbors increased, trash along the streets disappeared, and the area evolved from abandoned to alive. The average home sale price increased from $65,000 to $106,000.

Lancaster, California: Lancaster Boulevard urban-three.com Source: The redesign of its main boulevard helped transform County City Big Box Mall Mixed-Use Mixed-Use Mixed-Use (single family) (single family) Retail (2 story) (3 story) (5-10 story)

RESOURCES

1. Smart Growth and Economic Success: The Business Case. EPA. (2013) 4. “National Award for Smart Growth.” Lancaster, California. http://www.epa.gov/smartgrowth/pdf/business_case.pdf EPA. Video. https://www.youtube.com/watch?feature=player_ 2. Smart Growth and Economic Success: Investing in Infill Development. embedded&v=pojylzK2uSM EPA. (February 2014) http://www.epa.gov/smartgrowth/pdf/ 5. Bikenomics: How Bicycling Can Save the Economy. Blue, E. (2013) economicsuccess/Developer-Infill-Paper-508b.pdf 6. Choosing Our Community’s Future: A Citizens’ Guide to Getting the 3. Bicycling Means Business: The Economic Benefits of Bicycle Most Out of New Development. Goldberg, D. Smart Growth America. Infrastructure. Flusche, D. League of American Bicyclists, Advocacy http://www.smartgrowthamerica.org/documents/choosing-our- Advance. (2009-2012) http://www.advocacyadvance.org/site_images/ communitys-future.pdf content/Final_Econ_Update(small).pdf

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Smart zoning and land use codes are the foundation upon Some zoning ordinances can even interfere with a person which great communities are built. working from home or operating a home-based business.3

The use of zoning regulations began in the early 20th By using the physical form rather than the separation of century in response to urban overcrowding and the uses as an organizing principle, form-based code offers a intrusion of heavy industry into residential and retail areas. powerful alternative to conventional zoning. With form- Communities chose to address the problem by separating based code what matters are the relationships between incompatible uses and limiting residential density.1 Those buildings and the street, pedestrians and vehicles, public efforts shaped the form of the built environment in and private spaces and the size and types of roads and unintended and occasionally unwanted ways. blocks.4 Instead of dictating or limiting activities, the code focuses on such elements as parking locations and limits, For instance, because traditional zoning rules often building frontages and entrances, window standards, promote low-density development and limited “one-size- streetscaping and building elevations. fits-all” housing choices, the policies encourage excessive land consumption and automobile dependency.2 Such Form-based code can be customized to fit a community’s zoning can stand in the way of communities seeking vision, be it to preserve and enhance a neighborhood’s to create vibrant, walkable neighborhoods that give character or dramatically change and improve it. Form- residents the option of walking to a store, park or work. based codes can do both.5

By using the physical form rather than the separation of uses as an organizing principle, form-based code offers a powerful alternative to conventional zoning.

In the Village of Oak Park, Ill., form-based code helped rescue and repurpose older buildings while inspiring new mixed-use construction. The improvements draw investors and residents to the community’s downtown. Myth-Busting!

“Form-based code is too restrictive and disregards the market.” HOW IT WORKS Both form-based codes and conventional or traditional How zoning defines a one-block parcel zoning codes establish controls on development. While form-based codes emphasize standards that shape the Density, use, FAR (floor-area-ratio), setbacks, parking neighborhood or community and offer a great deal of requirements and maximum building height(s) specified. flexibility, conventional codes contain vague standards that often fail to benefit the larger public good. Form-based codes have precise standards and a streamlined and predictable process. This clarity and predictability open development potential within communities by bringing together planning, design, economic development, engineering and public safety professionals. By joining these stakeholders and others, and doing so early in the process, it becomes possible to get input from multiple points of view, assess costs and better understand how public and private partners can How design guidelines define a one-block parcel implement the vision.6 Density, use, FAR (floor-area-ratio), setbacks, parking requirements, maximum building height(s), frequency of “Hybrid or rezoning is better.” openings and surface articulation specified. It’s not, if design is simply added into conventional zoning. In such a case the focus will likely remain limited to controlling an area’s density and uses. However, communities can experience the best of both worlds by using a hybrid system that adopts form-based code for small areas, such as in distinct neighborhoods or corridors, and carefully integrates the use of such form-based code area into the citywide zoning platform.7

“Developers will resist form-based code.” How form-based codes define a one-block parcel Developer resistance has been a problem in many Streets and building types (or mix of types), build-to lines, communities, especially in smaller towns where number of floors and percentage of built site frontage developers accustomed to building the same product specified. year after year have had trouble adjusting to new codes. However, many developers welcome form-based code because it enables them to build a higher quality, more aesthetic product. Codes adopted as the result of a proactive public process are far more successful than those produced without engaging the public in defining the community’s vision. When code was applied with little public imput, developer pushback has been the strongest.8 © 2006 Peter Katz and Steve Price | Urban Advantage

1. Michigan Association of Planning . (January 2007) “Form-Based Codes.” Smart Growth Tactics. Issue No. 28. http://www.mml.org/pdf/map_article_issue28.pdf 2. Chicago Metropolitan Agency for Planning. (2013) Form-Based Codes: A Step-by-Step Guide for Communities. http://formbasedcodes.org/files/CMAP_FBCI_ GuideforCommunities.pdf 3. EPA, “Examples of Codes That Support Smart Growth Development.” Retrieved March 21, 2014, http://www.epa.gov/smartgrowth/codeexamples.htm 4. Form-Based Codes Institute. Retrieved March 17, 2014, http://www.formbasedcodes.org/what-are-form-based-codes 5. Chicago Metropolitan Agency for Planning. (2013) Form-Based Codes: A Step-by-Step Guide for Communities 6. Rangwala, K. (April-May 2013) “Assessing Criticisms of Form-Based Codes.” Better! Cities & Towns. http://bettercities.net/article/assessing-criticisms-form-based- codes-19967 7. Ibid 8. New Urban News (April 2010) “Survey: Combine New Code with Activities and investment.” http://www.formbasedcodes.org/files/ Survey_Combinewithinvestment.pdf How To Get It Right

A BEFORE AND AFTER PHOTO VISION OF CHINCOTEAGUE ISLAND, VIRGINIA

BEFORE: Buildings set back from the street, AFTER: Buildings close to the street, good walking inadequate walking and bicycling safety, poorly- and bicycling safety, well-defined parking and very defined parking and minimal appeal. strong destination appeal.

Embrace a public process and build support Demonstrate existing successes Develop an education and awareness campaign prior Help educate developers to get them comfortable with to implementation, and reach out to developers, the new code and goals. Provide existing examples of community members, elected officials and municipal similar, successful designs. staff. Government leaders may need to see public support before acting. Developers may need to see political Replace the existing zoning code support and funding first. The form-based code should replace the existing To build support community advocates can share this conventional zoning code for all or part of the community, fact sheet and meet with decision makers, news outlets, and all development within the area should abide by experts and others to discuss the benefits of form-based codes. To build public acceptance and understanding, the form-based code. This approach generally offers the agency staff should host community-wide or widest range of opportunities for transforming a targeted neighborhood visioning or design workshops and provide area of a community while maintaining established regular updates. character in others. It also offers the advantage of consistency in regulatory vocabulary and procedures Provide municipal funding first throughout the code. Developers may want to wait for someone else to test the first project with the new code. According to a survey Tailor the code to the place or neighborhood of 35 communities, cities that invested their own funds Personalize the code to its specific geography, politics and found that developers followed, but those that put the culture in order to be successful. Take the time to identify responsibility solely on developers didn’t do as well. A each neighborhood’s character and vision. Periodically community has to show support politically and financially. review and update the code. Those that do typically get a good return. Include regulatory plans and standards Make the code mandatory Mandatory codes provide more predictability to the A regulating plan is a master plan or zoning map in which urban form and help direct development to the code different building forms, public streets and spaces are area. If a community has done the right amount of due defined based on clear community intentions about diligence, held public brainstorming and design sessions the physical character of a designated area, such as a and worked toward public buy-in of a common vision, neighborhood or community. Building form standards the legal issues should be minimized and the public will define the configuration, design features and functions of already know what to expect. buildings that frame the public realm. Success Stories

Redwood City, California: Downtown Precise Plan Cincinnati, Ohio: Citywide Code Since a new form-based code was adopted in January In 2010 Cincinnati’s vice mayor, Roxanne Qualls, introduced 2011, there’s been more downtown housing development a motion to adopt zoning in support of mixed-use, than in the previous five decades combined. All of the pedestrian-friendly development around transit stations. development in the two years following the code’s A report released after a five-day urban design enactment was privately constructed. Between 1980 and workshop (which was attended by more than 700 public 2010 most development required assistance from the participants) explained why Cincinnati needed the city’s redevelopment agency. change: “The city has lost 40 percent of its population Under the updated Downtown Precise Plan, 421 since 1950, leaving suburban densities in the city’s residential units were under construction by August 2013, formerly urban neighborhoods. Many residential buildings 280 more units were approved and 471 more were under and lots sit vacant.” review — for a total of 1,172 downtown units. In addition, The effort grew into citywide form-based code, 300,000 square feet of office space was under way. All adopted in May 2013 and achieved with the help of a $2.4 projects received planning approvals in six months or less million federal grant. The plan calls for every Cincinnati without opposition. neighborhood to be mapped and have regulating plans Downtown Redwood City is now more active than it approved. The code has been applied to business districts has been in decades, retail vacancies have fallen and an and key vacant parcels. The city hopes the new form- eclectic dining and pub scene has materialized. based code will spur redevelopment of neighborhoods that have been in decline or stagnating for a long time.

Nashville, Tennessee: Community Character Nashville replaced its conventional zoning with a “Community Character” approach to policy that is based on the look and feel of neighborhoods, centers, corridors and open spaces. The change has resulted in a 75 percent increase in taxable value in the districts where the approach is used, compared to a 28 percent increase in the county over the same time period.

As part of the “Downtown Precise Plan” in Redwood City, Calif., El Camino Boulevard is being transformed from commercial to mixed-use zoning.

RESOURCES

1. Form-Based Codes Institute: http://formbasedcodes.org/ 5. Examples of Codes That Support Smart Growth Development. EPA. 2. Form-Based Codes: A Guide for Planners, Urban Designers, Retrieved March 21, 2014, http://www.epa.gov/smartgrowth/codeexamples. Municipalities and Developers. Parolek, D, et al. (2008) Wiley & Sons htm 3. Smart Code. (2012) Center for Applied Transect Studies, Vol. 9, No. 2. http:// 6. Community Character Manual (2012) Metropolitan Nashville-Davidson www.transect.org/codes.html County Planning Commission. http://www.nashville.gov/Portals/0/ 4. The Codes Study: Placemakers. A website tracking form-based codes SiteContent/Planning/docs/CCM/2012Certified/0_CCM_adopted%20 throughout the world. Retrieved March 21, 2014, http://www.placemakers. Oct%2025%202012.pdf com/wp-content/uploads/2013/05/CodesStudy_May2013_WEB.htm

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Every day in the U.S. more than 20 people are killed at Personal injuries and fatalities plummet as much as 90 traffic intersections, and many more are seriously injured.1 percent in modern roundabouts when compared to conventional intersections.4 Roundabouts cause drivers to Roundabouts — circular intersections that move traffic slow down, ideally to less than 20 mph, which reduces the counterclockwise around a central island — can help risks to both pedestrians and drivers. reduce these deaths and injuries. Modern roundabouts are calmer and safer than conventional intersections and have Because roundabouts can handle 30 to 50 percent more been deemed a “proven safety counter-measure” by the traffic than conventional intersections, they reduce U.S. Department of Transportation.2 travel delays.5 Since roundabouts can be designed to be aesthetically pleasing, they help create a sense of place. Roughly the size of a baseball field, modern roundabouts differ from rotaries or traffic circles, which can be as big By January 2014, roundabouts graced more than 2,000 as the stadium itself. Roundabouts feature lower, safer intersections in the U.S., with more planned.6 Given vehicle speeds. They can be 80 feet across with single their safety and placemaking benefits, roundabouts lanes carrying 25,000 vehicles a day or larger at 200 feet, should be considered for many more of the three million with double lanes and 45,000 vehicles a day.3 intersections in the U.S.

Modern roundabouts are calmer and safer than conventional intersections and have been deemed a “proven safety counter-measure” by the U.S. Department of Transportation.

Vehicle speeds on Grandview Drive in University Place, Wash., often reached or exceeded 50 mph. After the installation of modern roundabouts, vehicle crashes dropped from one every nine months to zero in 14 years. Myth-Busting!

“Roundabouts require too much land.” as low as 15 mph — also allow more time for drivers and Roundabouts, which can be installed on virtually any size pedestrians to react to one another, which reduces the street, range from single-lane mini-roundabouts to two chance and consequences of error. A bicyclist can be given lanes or more.7 A single-lane roundabout can be as narrow the option of riding in the lane of slow-moving cars or as 80 feet in diameter, measuring across the circle from the crossing as a pedestrian.11 outside edges of the vehicle lanes. Also, a well-placed roundabout can keep a road from “Roundabouts hurt business.” needing to be widened, saving up to 10 million dollars per The lower the speed of traffic through an area, the easier mile in land and construction costs.8 it is to park a car, walk, bicycle and locate and approach a business. Since roundabouts are also quieter than “The public will object to using a roundabout.” conventional intersections, any outdoor seating nearby is Before several two-lane modern roundabouts were more enjoyable. installed in Bellingham, Wash., only one in three people In Golden, Colo., retail sales increased 60 percent after surveyed by the Insurance Institute for Highway Safety the addition of a string of roundabouts — and that was supported the creation of a roundabout. during the 1989 recession. Sales in Golden outpaced those Once the roundabout was built, the numbers reversed, of all other cities in the state.12 and 70 percent of respondents became supportive.9 In another study conducted by the Institute, support for six “Roundabouts aren’t good for older adults.” different roundabouts went from a low of 22 percent to a By 2025, about 25 percent of all drivers in the United high of 87 percent five years after installation.10 Building States will be over the age of 65. Forty percent of all car one roundabout in a community is usually all it takes to crashes that involve drivers over the age of 65 occur at convince most people of their benefits. intersections.13 As we age, we lose our ability as drivers to judge left- “Fire trucks, snowplows, buses and semis can’t turn gaps.14 Roundabouts don’t require those decisions, use roundabouts.” and they eliminate head-on and right-angle crashes. When A “truck apron” in the center of a roundabout can collisions do occur, they are generally at lower speeds and accommodate emergency vehicles, buses, snow less harmful. equipment and large trucks, including those with wheel- base lengths of 50 or more feet. “Pedestrians with limited vision can’t cross roundabouts.” “Roundabouts aren’t safe for bicyclists and A known issue with roundabouts and other street pedestrians.” crossings — such as mid-block crossings and right-turn By using space to pause on the “splitter island,” pedestrians slip lanes — is that it’s difficult for pedestrians with limited need to watch only one direction of traffic at a time, vision to determine when traffic has stopped and it is which simplifies the task of crossing the street. The low safe to cross. Solutions are being sought to address this 15, 16 vehicle speeds through a roundabout — which can be problem.

1. U.S. Department of Transportation’s Federal Highway Administration (FHWA) (n.d.), safety.fhwa.dot.gov. Modern Roundabouts: A Safer Choice. http://safety.fhwa. dot.gov/intersection/roundabouts/fhwasa10023/transcript/audio_no_speaker/ 2. U.S. DOT FHWA (n.d.), safety.fhwa.dot.gov. Proven Safety Countermeasures. http://safety.fhwa.dot.gov/provencountermeasures/fhwa_sa_12_005.htm 3. U.S. DOT FHWA (n.d.), fhwa.dot.gov. Roundabouts: An Informational Guide. http://www.fhwa.dot.gov/publications/research/safety/00067/000674.pdf 4. U.S. DOT FHWA (n.d.), safety.fhwa.dot.gov. http://www.fhwa.dot.gov/resourcecenter/teams/safety/teamsafe_rndabout.pdf 5. Kittelson & Associates, Inc. (August 2000), roundabout.kittelson.com. Modern Roundabouts. Retrieved Feb. 3, 2014, http://roundabout.kittelson.com/Roundabouts/ Search 6. U.S. DOT FHWA (February 2010). Technical Summary: Mini Roundabouts. http://safety.fhwa.dot.gov/intersection/roundabouts/fhwasa10007/fhwasa10007.pdf 7. American Road and Transportation Builders Association (n.d.), ARTBA.org: electronic references. http://www.artba.org/faqs/#20 8. Insurance Institute for Highway Safety (February 2013). Public Opinion, Traffic Performance, the Environment, and Safety after the Construction of Double-Lane Roundabouts. Retrieved Feb. 3, 2014, http://www.iihs.org/frontend/iihs/documents/masterfiledocs.ashx?id=2033 9. Transportation Research Record: Journal of the Transportation Research Board (2007). Long-Term Trends in Public Opinion Following Construction of Roundabouts. http://trb.metapress.com/content/1162251045856345/?genre=article&id=doi%3a10.3141%2f2019-26 10. City of Golden and LSC Transportation Consultants, Inc. (April 2006). Development Opportunities: Golden, Colorado Case Study. http://lscdenver.com/Papers/ Minnesota%20Revised%202006.pdf 11. U.S. FHWA. (n.d.) Modern Roundabouts: A Safer Choice. http://safety.fhwa.dot.gov/intersection/roundabouts/fhwasa10023/transcript/audio_no_speaker/ 12. National Cooperative Highway Research, Transportation Research Board, National Academies of Science. Roundabouts in the United States, Program Report 572. http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_572.pdf How To Get It Right

In Hamburg, N.Y., a series of roundabouts on Route This roadway approaching a roundabout in San 62 helps calm traffic and create a sense of place. Diego, Calif., reduces the distance people must cross.

For modern traffic roundabouts to be effective, Design for speeds lower than 20 mph it’s important they’re done right: Fast-moving vehicles kill people and divide places. A pedestrian hit by a vehicle at 20 mph has a 90 percent chance of survival while the odds of surviving a 40 mph Adopt a roundabout-first policy impact are only 10 percent.18 Whenever a roadway project includes reconstructing Good roundabout design ensures that drivers slow or constructing an intersection, analyze the feasibility down to 15 or 20 mph. This protects pedestrians, of using a roundabout instead. This approach is reduces pollution and noise and creates a more pleasant recommended by the U.S. Department of Transportation’s neighborhood. Federal Highway Administration and backed by the Insurance Institute for Highway Safety.17 Keep dimensions tight To keep traffic calm and therefore safe for all roadway Embrace a public process and build support users, roundabouts should feature context-appropriate design elements that reduce speed. Examples include Since roundabouts can be a new idea, elected leaders tight entry and exit turn radii, narrow entry and circulatory and agency staff may need to seek public support first, to lanes, appealing but non-distracting landscaping, a inspire approval and navigate implementation. truck apron for large vehicles and splitter lanes to help For example, community advocates can print this fact pedestrians cross two or more traffic lanes. sheet, talk to neighbors, build community support and then meet with decision makers, news outlets, experts and Make it beautiful others to discuss the benefits of roundabouts. Agency staff An aesthetically pleasing roundabout can create a sense of can engage the public in a meaningful process, hosting place, frame a neighborhood, establish an entry point into interactive design workshops to build public acceptance a business district or neighborhood and serve as a canvas and understanding. for public art or a garden.

13. Owsley, C. (2004). Driver Capabilities in Transportation in an Aging Society: A Decade of Experience. Technical Papers and Reports from a Conference: Bethesda, MD.; November 7-9, 1999. Washington, D.C.: Transportation Research Board 14. Pedestrian Access to Roundabouts: Assessment of Motorists’ Yielding to Visually Impaired Pedestrians and Potential Treatments to Improve Access, FHWA. http:// www.fhwa.dot.gov/publications/research/safety/pedbike/05080/ 15. Skene, M., Jacobson, M., Havercroft, D., Boan, J. (n.d.). Considerations for Accommodating Visually Impaired Pedestrians at Roundabouts, Institute for Transportation Engineers. http://www.ite.org/Membersonly/annualmeeting/2010/AB10H1002.pdf 16. Smart Transportation Guide, Planning and Designing Highways and Streets that Support Sustainable and Livable Communities. Chapter 6. http://www.state.nj.us/ transportation/community/mobility/pdf/smarttransportationguidebook2008.pdf 17. Ibid 18. Federal Highway Administration (FHWA). Proven Safety Countermeasures. http://safety.fhwa.dot.gov/provencountermeasures/fhwa_sa_12_0 Success Stories

San Diego, California: La Jolla Boulevard A string of five roundabouts has allowed the city to reduce HOW IT WORKS the road from five vehicle lanes to two, while also cutting As these illustrations demonstrate, roundabouts harbor travel time, adding on-street parking, attracting new far fewer potential conflict points than conventional businesses and still moving 23,000 vehicles a day. intersections, making streets safer for all users. The number of people walking went up, noise pollution plummeted and the increase in walking, bicycling and street life is bringing new business to retailers.

Hamburg, New York: Route 62 By the 1990s, business had declined along the Route 62 commercial district. Empty storefronts pushed shoppers l 32 vehicle-to-vehicle away to malls and big box stores. The road was generally conflict points congested and hazardous for cyclists and pedestrians. A state plan emphasized wider roads and signalized 24 vehicle-to-person intersections. But a group of residents banded together o conflict points as the “Route 62 Committee” and created a new vision for Route 62 based on walkability and calmer traffic. Roundabouts have reduced the number and severity of crashes, congestion has been eased and emissions from idling cars have been reduced.

Bradenton Beach, Florida: Bridge Street One pedestrian was being killed every year at the intersection of Bridge Street and North Gulf Drive. With 18,000 cars and trucks moving daily, the traffic separated l 8 vehicle-to-vehicle residents and visitors from the beach. People could see conflict points the beach, but they could not walk to it without taking severe risks. 8 vehicle-to-person A roundabout was built and the police chief reports o conflict points there hasn’t been a recorded crash of any type since. With many more people walking to the beach, parking eased, and the roundabout became one of the nation’s first to kick-start downtown reinvestment, which is now bustling with pedestrians, new homes and retail activity. RESOURCES

1. Roundabouts, FHWA. http://safety.fhwa.dot.gov/intersection/roundabouts/ 5. Geocoded National Roundabout Database. http://roundabouts.kittelson. 2. Technical Summary: Roundabouts, FHWA. http://safety.fhwa.dot.gov/ com/ intersection/roundabouts/fhwasa10006/fhwasa10006.pdf 6. Roundabout Benefits, Washington State Department of Transportation. 3. Technical Summary: Mini Roundabouts, FHWA. http://safety.fhwa.dot. http://www.wsdot.wa.gov/safety/roundabouts/ gov/intersection/roundabouts/fhwasa10007/fhwasa10007.pdf 7. Insurance Institute for Highway Safety. http://www.iihs.org/ 4. Roundabouts: An Informational Guide, FHWA, Lee August Rodegerdts, 8. Proven Safety Countermeasures, FHWA. http://safety.fhwa.dot.gov/ National Research Council (U.S.). Transportation Research Board, National provencountermeasures/fhwa_sa_12_0 Cooperative Highway Research Program, American Association of State Highway and Transportation Officials, 2010

AARP LIVABLE COMMUNITIES WALKABLE AND LIVABLE COMMUNITIES INSTITUTE

Parking a car in the United States is pricey however you Donald Shoup.5 The opportunity cost can be high as well, choose to look at it. since each parking space can reduce the number of new housing units, businesses and social, recreational or other Cars sit unused 95 percent of the time, and although activities by 25 percent.6 motorists park for free in 99 percent of the places they go, the costs for the parking is being incurred by businesses About 96 percent of the financial cost of parking is and government. In three out of 10 car rides to nearby bundled into rents and housing costs, higher prices in destinations, studies show that drivers spend three to stores, and myriad other charges. Only about 4 percent eight minutes looking for a parking spot. 1 of the cost is covered by pay-as-you-go parking, such as metered parking. In fact, if drivers paid for parking as they Since the average American household has 1.9 used it, the total expense of operating a vehicle would 2 automobiles, many municipalities require two covered roughly double.7 parking spaces for each single- and two-family dwelling. Most cities also require off-street parking spaces — up to Off-street parking is the most expensive type of parking. four parking spaces for every 1,000 square feet of office Each space typically uses 300 to 350 square feet, costs space.3 In low-density settings with no transit options, between $3,000 and $27,000 to build and about $500 a parking can take up more than 50 percent of the land year to maintain and manage.8 used in a development.4 On-street parking is more efficient and can be a revenue “The cost of all parking spaces in the United States generator. If a single on-street parking space turns over exceeds the value of all cars and may even exceed the frequently — about 12 to 15 uses a day — it brings in as value of all roads,” says UCLA urban planning researcher much as $300,000 in revenues to nearby businesses.9

“The cost of all parking spaces in the United States exceeds the value of all cars and may even exceed the value of all roads.”

On-street parking, such as the kind seen on this Seattle block, is the most beneficial type. Head-out angled parking is the safest and easiest method since drivers have stopped traffic before backing into a spot and can see oncoming traffic when pulling out. In addition, loading is more convenient and separated from moving traffic. Myth-Busting!

“There isn’t enough parking in busy areas.” This causes excessive development costs. Where excess In Raleigh, N.C., there are about 40,000 parking spots parking is not used, empty spaces can be a blight within a downtown, of which approximately 9,000 are in parking shopping area or a neighborhood. decks managed by the city. The use of these decks is Eliminating or reducing off-street parking requirements below 60 percent on most days and the city carries more allows developers more flexibility in the amount of parking they provide and how they provide it. This change than $100 million in debt for them.10 removes a barrier to new investments, especially in A study of office buildings in 10 California cities found downtowns and transit centers, and potentially makes the that the peak parking demand averaged only 56 percent final product more affordable.12 of capacity. In another study, peak-parking demand at nine suburban office parks near Philadelphia and San “Free parking brings customers to our store.” Francisco averaged only 47 percent of capacity and no Given a choice, consumers usually prefer free parking, but office park had a peak parking demand greater than 60 they ultimately pay for parking through higher taxes and percent of capacity.11 retail prices and reduced wages and benefits. The choice is actually between paying for parking “We need parking minimums.” directly or indirectly.13 Most cities in the U.S. include parking minimums in In Portland, Ore., property values and customer volume their zoning codes, but minimum requirements are in parking-restricted areas near transit stations are higher causing more off-street parking to be built than needed. than in other areas.

Spaces can be more available if regulated and priced In Seattle, Wash., head-out angled parking provides to prioritize short stays instead of all-day parking. motorists with a clear view before proceeding.

1. Shoup, D. The University of California Transportation Center, Berkeley, Calif. (1997) “The High Cost of Free Parking.” Journal of Planning Education and Research, Vol. 17, pp 3-20, UCTC No. 351. http://www.uctc.net/papers/351.pdf. 2. U.S. Department of Transportation. (1990) Nationwide Personal Transportation Survey 3. Shoup, D. The University of California Transportation Center, Berkeley, Calif. (1997) “The High Cost of Free Parking.”Journal of Planning Education and Research, Vol. 17, pp 3-20, UCTC No. 351. http://www.uctc.net/papers/351.pdf 4. U.S. Environmental Protection Agency. (January 2006) Parking Spaces / Community Places Finding the Balance through Smart Growth Solutions. EPA 231-K-06-001. http://www.epa.gov/smartgrowth/pdf/EPAParkingSpaces06.pdf 5. Shoup, D. 1999, abstracted from Journal) Instead of Free Parking. http://shoup.bol.ucla.edu/InsteadOfFreeParking.pdf 6. Transform. (2002) Housing Shortage/ParkingSurplus. http://www.transformca.org/files/reports/housing-shortage-parking-surplus.pdf 7. Durning, A. Sightline Institute. (August 2013) “Parking Karma.” Sightline Daily: News & Views for a Sustainable Northwest. http://dailysightline.org/2013/08/28/ parking-karma/ 8. Litman, T. Victoria Transport Policy Institute. (August 2013) Transportation Cost and Benefit Analysis I: Parking Costs. http://www.vtpi.org 9. Shoup, D. 1999, abstracted from Journal) Instead of Free Parking. http://shoup.bol.ucla.edu/InsteadOfFreeParking.pdf 10. Wig, J. “The State of Parking in Downtown Raleigh.” (June 2013) Raleigh Public Record. http://bit.ly/1oyfwhf 11. Shoup, D. The University of California Transportation Center, Berkeley, Calif. (1997) “The High Cost of Free Parking.” Reprinted from Journal of Planning Education and Research, Vol. 17, pp. 3-20, UCTC No. 351. http://www.uctc.net/papers/351.pdf 12. Metropolitan Transportation Commission. (June 2012) Parking Code Guidance: Case Studies and Model Provisions. http://bit.ly/1kGsaLY 13. Municipal Research and Services Center. “Parking Demand and Pricing.” Retrieved March 9, 2014: http://www.mrsc.org/about.aspx How To Get It Right

Parking policies and programs can come in than those who live or work in less accessible areas.15 many shapes and sizes. Try the following: This can be calculated to reduce parking demand. Other practices to reduce demand for parking include using existing spaces more efficiently, targeting different types Unbundled parking of users, sharing parking between uses with different When selling a townhouse, condo or other living unit, a peak demands, and shifting the cost of parking from the developer can be given permission to rent or sell parking general public onto the users.16 spaces separately. This arrangement often reduces the number of cars a homeowner chooses to own and store. Public/private partnerships For a parking deck, this can amount to more than $27,000 Investments made jointly by the public and private sectors per space.14 can be used to help pay for parking. These partnerships can reduce the public sector’s direct debt burden while Parking in-lieu fees also providing needed infrastructure. ParkIndy, a for-profit Consider allowing developers to pay a fee in lieu of corporation, manages parking in Indianapolis, saving the providing parking. For example, Palo Alto, Calif., allows city $3 million per year and eliminating its financial risk. developers to pay the city $17,848 for each parking space Indianapolis hopes to net around $600 million over the life that’s not provided. The city then uses the fee revenue to of the contract. provide publicly owned parking spaces nearby. The ideal parking garage Shared parking Mixed-use garages that provide ground-level retail, then Public parking spaces can allow shared use among two or three stories of parking, and condos or apartments different private and/or public sites that have peak on the top floor, can provide an immediate supply, then parking demands at different times. Shared public parking permit reductions over time. As the need for parking is more efficient than single-use private parking because declines some or many of the parking spaces can be fewer spaces are needed to meet the total peak parking converted into offices or living units. demand in the vicinity. Large numbers of peak parking spaces are no longer needed for every site. Reduced impact of surface parking lots Reduce parking stalls to 8 feet wide for low-turnover Appropriate variances spaces and dedicate a certain percentage to compact A community should work with developers to encourage cars. With careful design it’s possible to get in two rows on-street parking in lieu of off-street parking. For example, of 90-degree parking plus service lanes within a 54-foot- parking variances can be granted in exchange for wide parking area. Consider minimum landscaping developer- or business-installed bicycle parking, which requirements of 15 percent, a lot of tree canopy, rain is a beneficial trade-off since 12 bicycles can fit into one gardens, bioswales, pavers or other pervious materials vehicle parking space. when practicable, and treat all water on site. Green space should be edges separating the lot from adjacent streets Incentives to reduce demand or landscaped sections that break up the lot. Policies should allow the developer to reduce the demand for parking rather than increase its supply. When Better building design good transit services are available, a program allowing To improve the streetscape consider dedicating the first employees to trade in their parking passes for cash is floor of public parking structures to retail use. Developers a means to reduce demand. Another tool is “location- can undertake infill projects without assembling large efficient housing.” Residents and employees in such sites to accommodate on-site parking, and architects areas tend to drive less, rely more on alternative forms of have greater freedom to design better buildings in a more transportation and enjoy better transportation options pedestrian-friendly environment.

14. Litman, T. Victoria Transport Policy Institute. (August 2013) Transportation Cost and Benefit Analysis II – Parking Costs. http://www.vtpi.org/tca/tca0504.pdf 15. Litman, T. Victoria Transport Policy Institute. (Updated December 2010) TDM Encyclopedia-Location Efficient Development and Mortgages: Taking Advantage of Consumer and Transportation Benefits at Accessible Locations. http://www.vtpi.org/tdm/tdm22.htm 16. Chicago Metropolitan Agency for Planning. (April 2012) Parking Strategies to Support Livable Communities. http://1.usa.gov/1i9o4XY 17. McCahill, C., Garrick, N. (February 2013) “Cars and Robust Cities are Fundamentally Incompatible.” The Atlantic, CITYLAB. http://www.citylab.com/commute/2013/02/ cars-and-robust-cities-are-fundamentally-incompatible/4651/ Success Stories

Oakland, California: Fruitvale Transit Village Less parking has enabled the urban fabric to stitch back A large mixed-use mixed-income development grew out together with more room for shops, restaurants, jobs and of community resistance to the Bay Area Rapid Transit other things that make cities great. The extra parking isn’t system’s plan to build a parking garage between the needed since people are driving less, living close to the Fruitvale BART station and the Latino neighborhood’s urban core where nearly 30 percent walk or bike to work.17 commercial center. The local Unity Council worried the structure WHY IT MATTERS would hasten the decline of the already distressed neighborhood. BART withdrew the plan and agreed to work with the neighborhood on an alternative, so MONEY FOR FREE PARKING the parking garage was built nearby on Union Pacific BIG Railroad property. The Fruitvale Transit Village now links $105 billion to $310 billion* the neighborhood and BART station with a pedestrian corridor and plazas lined with shops, ofﬁces, apartments NASA budget: $18.56 billion and community services. The village includes a clinic, child National defense budget: $705.6 billion development center, senior center and library, all within Federal education spending: $65.5 billion walking distance. PARKING IS WORTH MORE THAN CARS Calgary, Alberta, Canada: Downtown The city of Calgary has determined that 24 parking spaces per 100 jobs is the right ratio. Estimated annual average value of Calgary charges market prices for its downtown parking for one vehicle: $12,000 parking spots, which range from a pricey $700 to $900 per month. Rates are adjusted each year to assure balanced Average depreciated construction value supply and use. This pricing practice has helped fuel a resurgence of more compact living, growing the economy of roads, per vehicle: $6,542 in and around the downtown and resulting in miles of new trails, world class pedestrian and bicycle bridges, and Approximate average value rebuilt transit platforms that move trains more efficiently. of one U.S. vehicle: $5,507

A Tale of Three Cities: Less is More * The indirect costs to Americans based on assumptions about the number Since 1980, Berkeley, Calif., as well as the Massachusetts of parking spots nationwide and those spots’ building and operating costs in town of Arlington and city of Cambridge, began limiting 2011 dollars. Those figures equaled to 1.2 to 3.7 percent of total U.S.. economic output. Source: myparkingsign.com/blog/free-parking, citing “Changing the their surface parking spaces. Research shows that the Future” by Donald Shoup , The High Cost of Free Parking (2nd Ed) pp. 589-605, number of people and jobs has climbed, as have incomes. American Planning Association.

RESOURCES

1. Instead of Free Parking. Donald Shoup. UCLA. http://shoup.bol.ucla.edu/ Growth Solutions. EPA. (January 2006) http://www.epa.gov/smartgrowth/ InsteadOfFreeParking.pdf pdf/EPAParkingSpaces06.pdf 2. Parking Best Practices and Strategies for Supporting Transit Oriented 5. Walkable 101: Head-Out Angled Parking. WALC Institute. Video. http:// Development in the San Francisco Bay Area. MTC. (June 2007) http:// www.walklive.org/project/videos/ www.mtc.ca.gov/planning/smart_growth/parking/parking_seminar/ 6. Housing Shortage, Parking Surplus. Report. (July 2002) Transform. Toolbox-Handbook.pdf 7. Principles of Urban Retail Planning and Development, Chapter 8: 3. Parking Code Guidance: Case Studies and Model Provisions. MTC. (June Parking. (2012) Congress for New Urbanism. http://bit.ly/1mYPpPp 2012) http://bit.ly/1kGsaLY 8. Cruising for Parking. Transport Policy, Vol. 13, No. 3, 2006. Donald Shoup. 4. Parking Spaces/Community Places Finding the Balance through Smart http://shoup.bol.ucla.edu/Cruising.pdf

AARP LIVABLE COMMUNITIES WALKABLE AND LIVABLE COMMUNITIES INSTITUTE

As communities throughout the United States are the potential impact of gentrification, which “is often redeveloped to become more walkable and livable, the defined as the transformation of neighborhoods from low efforts risk displacing an area’s current, often longtime value to high value.”1 residents and businesses. It behooves all redeveloping communities to ensure that Displacement is of particular concern in places that have revitalization increases community health and stability suffered years of disinvestment. Mixed-use revitalization by providing such features as affordable housing, robust — and its potential to restore health and prosperity transit services and access to transit, as well as a range of to a community — also carries with it the potential needed services and shops within walking and bicycling to increase property values and, therefore, real estate distance. It’s important that improvements come without prices. While many in the community will profit from the displacement,2 especially of lower-income and older improvements and rising values, others may not. residents and families.

The Centers for Disease Control and Prevention explains The AARP Public Policy Institute underscores the mobility that “displacement happens when longtime or original impact to older residents who are displaced into areas neighborhood residents move from a gentrified area that are not as livable or walkable: “In areas far from because of higher rents, mortgages and property taxes.” The transit, areas with few community features and services community health risks due to this type of displacement are nearby and areas with poor transit service, losing mobility so significant that the agency offers strategies for mitigating can mean losing independence.”3

Displacement is of particular concern in places that have suffered years of disinvestment ... It’s important that improvements come without displacement, especially of lower-income and older residents and families.

In Macon, Ga., a revitalization effort has been underway for several years. Community leaders are seeking to reduce the risk of displacement by developing mixed-income housing, promoting neighborhood stabilization policies, restoring an historic park, building sidewalks and improving transportation connections. Myth-Busting!

“Mixed-use revitalization displaces longtime, “Better housing and jobs prevent displacement, lower-income or older residents.” not walkability.” Displacement due to revitalization (one potential impact Housing and jobs are indeed critical factors. But very of gentrification) is a concern. However, some studies low income American families spend 55 percent of their suggest that positive socioeconomic and racial diversity is household budget on transportation costs, and the an enduring feature of gentrifying neighborhoods.4 average household spends more than $8,000 a year on 8 Long-time residents can benefit when their housing automobile costs. Revitalized places made walkable and accessible to transit can reduce these expenses, which options are preserved and the community improves.5 makes the community more supportive of all people. 9 Ensuring a mix of housing helps make that happen. It’s recommended that longtime residents be supported “Rent controls are the single best solution.” in their efforts to stay in the neighborhood and in their Studies indicate that over time, rent controls increase homes and that the wealth created by gentrification also disparities and don’t provide a long-term solution to be used for the benefit of lower-income residents.6 affordable housing.10 In some places, revitalization may actually make the According to the AARP Policy Book, “although rent community more supportive of all residents. Since the mix control does not effectively solve the affordable housing of housing options provided in livable neighborhoods is problem in many parts of the country, it may be desirable supportive of people with differing housing needs (be the for states and localities to retain existing rent control needs specific to a home’s size, cost, amenities, etc.), more ordinances for a limited time in areas with severe housing residents are able to remain in a neighborhood even if shortages or where development pressures result in the their income, health or housing requirements change.7 significant loss of affordable units.”

Affordable housing can be integrated into a compact, mixed-use development, such as in the 50-unit Tower Apartments in suburban Rohnert Park, Calif. Built in 1993, this urban design development has raised the community’s opinion of affordable housing. The style reflects the older architecture in the area.

1. Centers for Disease Control and Prevention. “Health Effects of Gentrification.” Retrieved February 2014, http://www.cdc.gov/healthyplaces/healthtopics/ gentrification.htm 2. PolicyLink. “The Equitable Development Toolkit.” Retrieved February 2014, http://bit.ly/1tJE3RX 3. AARP Public Policy Institute. (September 2009) Preserving Affordability and Access in Livable Communities: Subsidized Housing Opportunities Near Transit and the 50+ Population. http://www.aarp.org/content/dam/aarp/livable-communities/learn/housing/preserving-affordability-and-access-in-livable-communities-2009-aarp.pdf 4. Testimony of Lance Freeman, Associate Professor at the Columbia University Graduate School of Architecture, Planning and Preservation, to the National Commission on Fair Housing and Equal Opportunity. (2008) http://www.prrac.org/projects/fair_housing_commission/atlanta/freeman.pdf 5. Daniel Hartley. “Gentrification and Financial Health,” Federal Reserve Bank of Cleveland. Retrieved March 2014, http://www.clevelandfed.org/research/ trends/2013/1113/01regeco.cfm 6. Testimony of Lance Freeman, Associate Professor at the Columbia University Graduate School of Architecture, Planning and Preservation, to the National Commission on Fair Housing and Equal Opportunity. (2008) http://www.prrac.org/projects/fair_housing_commission/atlanta/freeman.pdf 7. Smart Growth America. Housing. Retrieved Feb. 24, 2014, http://www.smartgrowthamerica.org/issues/housing/ How To Get It Right

Mixed-use revitalization without displacement Increase individuals’ assets to reduce is best achieved when a municipality plans for dependence on subsidized housing and financially supports affordable housing for Create home-ownership programs and prioritize job- all income levels in the community. creation strategies through community development corporations and resident-owned financial institutions The following strategies come from guidance documents that help low-income people build assets. Support local produced by the U.S. Centers for Disease Control and hiring and livable-wage provisions.14 Prevention, PolicyLink and the AARP Public Policy Institute. Encourage employer-assisted housing Preserve, promote and support housing that is In these housing programs an employee purchases a affordable for people of all income levels residence with some financial assistance from his or her Subsidized housing that currently exists, particularly in employer. Such programs often help first-time home areas near transit, should be preserved.11 In addition, buyers, and home ownership has the added benefit of communities can develop housing, increase other funding enabling people to build both equity and financial assets. for affordable housing and establish warning systems for Employer-assisted housing is especially helpful to properties with expiring federal subsidies so resources can working families by enabing them to secure affordable be allocated to protect the housing. housing near the workplace. Employers benefit by States can administer housing trust funds and retaining qualified workers, improving community development banks for low-income housing services relations and helping to revitalize neighborhoods. (such as repair, rehabilitation, rental assistance and the construction of affordable housing).12 These funds Explore strategies geared toward ensuring that should promote housing options in livable communities, communities revitalize without displacement including locations near transit options. In addition, new or renovated housing should include universal design • Integrate housing, transportation and land-use features so residences can be broadly accessible, including planning to older adults and individuals with disabilities. • Adopt local and regional zoning practices (such as form-based code) that encourage compact, mixed- Develop mixed-income communities and adopt income, mixed-use development inclusionary zoning Mixed-income neighborhoods or developments can • Design “Complete Streets” that accommodate drivers be mixed-use and include single-family and multi- as well as pedestrians, bicyclists and transit users of all family units.13 Such development is often supported by ages and abilities inclusionary zoning. • Reduce parking requirements According to PolicyLink, “most inclusionary zoning programs require external comparability between • Conduct studies and health impact assessments affordable and market-rate units so that lower-income to ensure that new developments benefit existing families can purchase homes indistinguishable from the residents rest of the development. This has helped eliminate the • Minimize tax burdens on older lower-income property harmful stigma that is so often attached to affordable owners as well as on renters (renters pay property taxes housing.” indirectly) Mandatory inclusionary zoning requires developers to build affordable units, usually in exchange for increased • Engage community members in the development development rights or subsidies. Voluntary inclusionary processes zoning may provide an incentive to developers. However, PolicyLink does warn: “While voluntary programs receive less opposition from developers, mandatory policies have produced far more affordable units.”

8. Livable Streets Alliance. “Facts and Stats.” Retrieved February 24, 2014, from http://www.livablestreets.info/facts-and-stats 9. AARP. The Policy Book: AARP Public Policies 2013-2014. http://policybook.aarp.org/ 10. Ibid 11. PolicyLink. “The Equitable Development Toolkit” Retrieved February 2014, http://bit.ly/1tJE3RX Success Stories

Macon, Georgia: Tattnall Place subsidy per unit for up to 50 units, parking requirement This 97-unit, mixed-income development opened in reductions and expedited permits. A total of 3,395 March 2006. Financed with tax credit equity, HOPE affordable homes were built within three years of the VI funds and a grant from the city of Macon, it is the policy’s inception. centerpiece of the Beall’s Hill redevelopment. Sixty-five units are for households at or below 60 Portland, Oregon: New Columbia percent of the area median income. Floor plans include New Columbia is a diverse 82-acre neighborhood built on two- and three-story units with large front porches. the site of what had been World War II-era worker barracks Community amenities include a swimming pool and a and then public housing. Completed in 2007 with HOPE VI computer center. and other funds, New Columbia is a walkable community The project won the 2006 Magnolia Award for Superior with front porches, two community gardens, a Main Street Design. Local leaders have preserved housing and re- and “Village Market,” several parks and public spaces, activated a public park in the area. a public elementary school, a Boys & Girls Club and a recreation center. The development contains 854 housing units, including 622 rental homes and 232 resident-owned homes. Of the rentals, 297 units have a public housing operating subsidy, 73 units have a project-based Section 8 subsidy, 66 units are for seniors and 186 additional units are for households earning less than 60 percent of the area median family income. Of the resident-owned properties, 128 were sold at market rate, 98 were developed by non-profit builders such as Habitat for Humanity and eight were developed using a cohousing model.

Preserved housing in Tattnall Place, Macon, Ga., is RESOURCES part of a mixed-income redevelopment project. 1. Equitable Development Toolkit. PolicyLink. http://www.policylink.org/ site/c.lkIXLbMNJrE/b.5136575/k.39A1/Equitable_Development_Toolkit.htm Denver, Colorado: Inclusionary Zoning 2. Mixed-Income Housing Near Transit: Increasing Affordability With Location Efficiency. Center for Transit-Oriented Development. http:// To address a growing affordable-housing crisis as real- www.reconnectingamerica.org/resource-center/books-and-reports/2009/ estate values grew faster than incomes, Denver adopted tod-201-mixed-income-housing-near-transit-increasing-affordability-with- location-efficiency/ an inclusionary housing ordinance in 2002. 3. Preserving Affordability and Access in Livable Communities: Subsidized Developments of more than 30 for-sale units must set Housing Opportunities Near Transit and the 50+ Population. AARP. aside 10 percent as affordable for households earning 50 http://www.aarp.org/home-garden/housing/info-09-2009/2009-15.html to 95 percent of the area’s median income, depending on 4. Mixed-Income Housing: Myth and Fact. Urban Land Institute. http:// thejcra.org/jcra_files/File/resources/mixed%20income%20housing.pdf household size. Offsets to make the set-asides feasible to 5. The Policy Book: AARP Public Policies 2013-2014. Chapter 9. AARP developers include a 10 percent density bonus, a $5,600 Livable Communities. http://policybook.aarp.org/

12. AARP. The Policy Book: AARP Public Policies 2013-2014. http://policybook.aarp.org/ 13. AARP. The Policy Book: AARP Public Policies 2013-2014. http://policybook.aarp.org/ 14. Centers for Disease Control and Prevention. “Health Effects of Gentrification.” Retrieved February 2014, http://www.cdc.gov/healthyplaces/healthtopics/ gentrification.htm 15. PolicyLink. “The Equitable Development Toolkit.” Retrieved February 2014, http://bit.ly/1tJE3RXIbid

AARP LIVABLE COMMUNITIES WALKABLE AND LIVABLE COMMUNITIES INSTITUTE

Most drivers base their travel speed on what feels volumes of 8,000 to 20,000 vehicles. When done properly, comfortable given the street design. The wider the road, a road diet improves the performance and efficiency of the faster people tend to drive and, the faster the car, the the street and makes it safer for all users. more severe the injuries resulting from a crash.1 For instance, by enabling pedestrians to cross only one Research suggests that injuries from vehicle crashes rise as lane of traffic at a time — rather than up to four or more the width of a road increases. lanes — a road diet reduces the risk of crashes and serious injuries. At the same time, motorists experience a shorter To protect both pedestrians and drivers, many delay while waiting at traffic lights and other crossings.4 communities are putting their roads on “diets“ by reducing street widths and vehicle lanes. The gained space is being A road diet can help a neighborhood become a more reallocated toward other ways of getting around — such desirable place to live, work and shop, which in turn can as walking, bicycling and public transit. be a boost to businesses and property values.

The most common road diet involves converting an Wider sidewalks lined by trees and dotted with benches, undivided four-lane road into three vehicle lanes (one lane bicycle racks, streetlights and other useful additions help in each direction and a center two-way left-turn lane).2 The create a lively, attractive streetscape. remaining fourth lane space can be used to create such features as bicycle lanes, pedestrian crossing islands, bus Bike lanes, on-street vehicle parking, curb extensions and stops, sidewalks and on-street parking.3 “parklets” (tiny parks created from former parking spots) can be used to provide a buffer between people who are Road diets work best on streets that have daily traffic walking and motor vehicles on the move.

By enabling pedestrians to cross only one lane of traffic at a time— rather than up to four or more lanes — a road diet reduces the risk of crashes and serious injuries.

In addition to making East Boulevard in Charlotte, N.C., more attractive, a road diet reduced travel speeds, bicycle and pedestrian injury rates and the number of rear-end and left-turn collisions. Photo courtesy city of Charlotte Myth-Busting!

“Road diets divert traffic.” “Road diets are bad for business.” Drivers tend to use primary roads that provide the most Road diets increase and enhance business activity by direct and efficient route to a destination. reducing traffic speeds (which helps motorists notice the Well-designed road diets do not divert drivers onto shops, eateries and businesses they’re driving alongside) other roads. While traffic often drops during construction, and by accommodating pedestrians and bicyclists (who, it typically returns to normal or increases within six by the way, tend to spend more money at local businesses months of completion. Many roads actually experience an than drivers do).10 increase in vehicle traffic after a successful diet.5 Road diets often create more street parking spaces, which is helpful to businesses. In addition, the slower “Road diets increase congestion.” speeds, better sight lines and narrower lanes are safer for both drivers and non-drivers (aka customers), and center- On roads used by fewer than 20,000 vehicles per day, turn lanes provide motorists with an easier and safer way road diets have a minimal or positive impact on vehicle to make right and left turns, including for entering and capacity. Left-turning vehicles, delivery trucks, police exiting driveways. 11 enforcement and stranded vehicles can move into a center lane or bike lane, which eliminates double-parking and “Road diets are being reversed.” reduces crash risks.6 With thousands of road diets completed nationwide, there are few reports of any being reversed. On the contrary, “Road diets increase crashes.” road diets are proving to be effective, safe and popular. Road diets actually reduce rear-end collisions and Interest among transportation engineers and planners is sideswipe crashes by slowing vehicle speeds by 3 to 5 booming as handbooks, guidelines and other resources mph. Road diets decrease by 70 percent the frequency of become available.12 people driving more than 5 mph over the speed limit. Data collected on road diets in two very different “Road diets slow down emergency responders.” settings (several small towns in Iowa and a group of larger By not using short speed humps and stop signs, a road cities and suburbs in California and Washington state) diet can accommodate emergency vehicles without confirmed that road diets improve safety. The research increasing response times.12 Drivers can pull into bicycle showed a 47 percent reduction in crashes in the Iowa lanes to move out of the way, and a center-turn lane can towns and a 19 percent drop in crashes in the more be used by responders needing to pass other vehicles.13 heavily traveled corridors of California and Washington.7 “People don’t like road diets.” “Road diets aren’t good for public transit.” The Electric Avenue road diet in Lewistown, Pa., was Transit conflicts can be avoided with planning, such as by opposed by 95 percent of residents when it was first incorporating a center lane so motorists can move around proposed; after completion, nearly 95 percent of residents stopped buses and adding side pull-out bays for buses.8,9 are supportive of the changes.14

1. Federal Highway Administration, Proven Safety Countermeasures. Retrieved March 4, 2014, http://safety.fhwa.dot.gov/provencountermeasures/fhwa_sa_12_013. pdf 2. Safe Routes to School National Center (November 2013), “Safe Routes to School Online Guide.” http://guide.saferoutesinfo.org/engineering/tools_to_reduce_ crossing_distances_for_pedestrians.cfm#diet 3. Tan, C.H. Federal Highway Administration, FHWA-HRT-11-006. Vol. 75, No. 2. (September/October 2011), “Going on a Road Diet.” Public Roads, http://www.fhwa.dot. gov/publications/publicroads/11septoct/05.cfm 4. Burden, D., Lagerway, P., Walkable Communities, Inc. (March 1999), Road Diets: Fixing the Big Roads, http://www.walkable.org/assets/downloads/roaddiets.pdf 5. Tan, C.H. Federal Highway Administration, FHWA-HRT-11-006, Vol. 75, No. 2 (September/October 2011), “Going on a Road Diet”. Public Roads. http://www.fhwa.dot. gov/publications/publicroads/11septoct/05.cfm 6. Burden, D., Lagerway, P., Walkable Communities, Inc. (March 1999), Road Diets: Fixing the Big Roads. http://www.walkable.org/assets/downloads/roaddiets.pdf 7. Highway Safety Information System (August 2010), Evaluation of Lane Reduction “Road Diet” Measures on Crashes, http://www.fhwa.dot.gov/publications/research/ safety/10053/10053.pdf 8. Federal Highway Administration, Proven Safety Countermeasures. Retrieved March 4, 2014 from http://safety.fhwa.dot.gov/provencountermeasures/fhwa_ sa_12_013.pdf 9. Smith, G. et al. Knoxville Regional Transportation Planning Organization (July 2009), Complete Streets Design Guidelines, http://www.knoxtrans.org/plans/ complete_streets/guidelines.pdf 10. Krag, T. Aalborg University, Denmark, paper (2002), Commerce and Bicycles 11. Tan, C.H. Federal Highway Administration, FHWA-HRT-11-006. Vol. 75, No. 2. (September/October 2011), “Going on a Road Diet”. Public Roads, http://www.fhwa.dot. gov/publications/publicroads/11septoct/05.cfm How To Get It Right

This four-lane road in Redondo Beach, Calif., is not A transformation like the one illustrated here pedestrian or bicycle friendly and the road’s traffic increases safety, parking, pedestrian and bicyclist volumes doesn’t justify having four vehicle lanes. access and creates a people-friendly sense of place.

When advocating and planning for road diets, comfortable with the concept and allow municipal staff to try the following: document what works and what doesn’t. Engage the public Target areas that are ripe for reinvestment Locate a pilot project on a road that carries no more than Since road diets are a new concept in many communities, 15,000 vehicles a day and that ideally serves a downtown it’s important to Involve the public as soon as possible during the discussions and planning. Doing so can neighborhood or historic district with potential for minimize any anxiety about the unknowns and give reinvestment and/or economic development. residents ownership of the road diet goals. Document the change Embrace a public process and build support Before, during and after the road diet project is built, Develop an education and awareness campaign prior to observe and record what’s happening. The information implementation, and reach out broadly to community can make it easier to conduct future road diets at higher members, elected officials and municipal leaders. traffic counts. In addition to traffic flow monitoring, Government officials may need to see public support document any increases in walking, bicycling, transit use before acting. and retail activity. Toward that end, advocates can share this fact sheet, talk to neighbors, build community support and then Utilize clear signage meet with decision makers, the media, experts and others During and even after completing a road diet project to discuss the benefits of road diets. Agency staff can continue to use signage and markings to highlight and engage the public by hosting workshops to build public explain any features that might be unfamiliar. acceptance and understanding. Design it well Start with a pilot project There is no one-size-fits-all design for a road diet. Make Consider launching a pilot road diet in an area that sure what you create fits the traffic volume, the road’s has light traffic. This will give drivers a chance to get physical location and the community’s shared goals.

12. Rosales, J. Parsons Brinckerhoff (July 2009), Road Diet Handbook: Setting Trends for Livable Streets, http://www.ite.org/emodules/scriptcontent/Orders/ ProductDetail.cfm?pc=LP-670; and Walkable Streets (August 2003), Economic Merits of Road Diets and Traffic Calming, http://walkablestreets.wordpress. com/2003/08/17/economic-merits-of-road-diets-and-traffic-calming/ 13. Qlkable Streets (August 2003), Economic Merits of Road Diets and Traffic Calming, http://walkablestreets.wordpress.com/2003/08/17/economic-merits-of-roaddiets-and-traffic-calming 14. Burden, D., Lagerway, P., Walkable Communities, Inc. (March 1999), Road Diets: Fixing the Big Roads. http://www.walkable.org/assets/downloads/roaddiets.pdf Success Stories

Orlando, Florida: Edgewater Drive HOW IT WORKS A 1.5-mile section of Edgewater Drive was put on a road diet in 2000, converting four lanes to two. The most common type of road diet converts four lanes of The results: 34 percent fewer crashes and 68 percent traffic into three lanes consisting of two travel lanes and a fewer injuries. Speeds decreased by up to 10 percent. center left-turn lane. The configuration opens up space for Property values increased 8 to 10 percent in residential adding such features as bicycle lanes, on-street parking, areas and 1 to 2 percent for commercial areas. Travel times pedestrian buffers and sidewalks. through the corridor sped up by 25 seconds even with an increase in traffic volume. There was a nearly 40 percent increase of on-street parking, and walking and bicycling rates rose by 56 and 48 percent, respectively.

Seattle, Washington: Stone Way North In 2008, a road diet was completed on a 1.2-mile section of Seattle’s Stone Way North. The four-lane roadway carrying 4’ 8’ 12’ 12’ 12’ 12’ 8’ 4’ 13,000 vehicles per day was turned into a two-lane roadway with a center-turn lane, bicycle lanes and parking BEFORE: This roadway is designed primarily for motor on both sides. Speeds on the road decreased, but drivers vehicles. Wide, multiple travel lanes encourage faster did not divert to other areas in search of alternate routes. speeds. The likelihood of drivers making lane changes Two years of crash data showed an overall decrease increases the risk of crashes. of 14 percent, injury crashes dropped by 33 percent and angle crashes dropped by 56 percent. Bicycle volume increased 35 percent (to almost 15 percent of the peak hour traffic volume), yet the bicycle collision rate showed no increase. Pedestrian collisions decreased 80 percent.

Athens, Georgia: Baxter Street A road diet conversion on an arterial with 20,000 vehicles 6’ 7’ 6’ 10’ 10’ 10’ 6’ 7’ 6’ daily resulted in crashes dropping 53 percent in general and 60 percent at unsignalized locations. Traffic diversion AFTER: A road diet opens up space for bike lanes, wider was less than 4 percent, and 47 percent of the road’s users sidewalks, landscaping and pedestrian-scale lighting, all perceived the number of lanes and street width as being of which increase a community’s ability to attract new “just right.” (One-third were unsure and 20 percent were development along the roadway. Narrower, single travel unhappy.) Baxter Street was converted from four lanes to lanes encourage moderate and slower speeds that reduce two with a center lane and bicycle lanes on both sides. crash risks.

RESOURCES

1. Los Angeles County Model Design Manual for Living Streets. (2011) 5. Proven Safety Countermeasures. http://safety.fhwa.dot.gov/ http://www.modelstreetdesignmanual.com/ provencountermeasures/fhwa_sa_12_013.pdf 2. Road Diet Handbook: Setting Trends for Livable Streets. Available for 6. Evaluation of Lane Reduction “Road Diet” Measures on Crashes. purchase from Institute for Transportation Engineers, http://bit.ly/RCo4sw Highway Safety Information System, http://www.fhwa.dot.gov/publications/ 3. “Rightsizing Streets.” Project for Public Spaces, http://www.pps.org/ research/safety/10053/10053.pdf reference/rightsizing/ 7. “Moving Beyond the Automobile.” Streetfilms, road diet video featuring 4. The Safety and Operational Effects of Road Diet Conversion in Dan Burden on Vimeo: http://vimeo.com/21903160 Minnesota. http://www.cmfclearinghouse.org/study_detail.cfm?stid=68

AARP LIVABLE COMMUNITIES WALKABLE AND LIVABLE COMMUNITIES INSTITUTE

Eight in 10 Americans prefer being in a community that Sidewalks increase foot traffic in retail centers, delivering offers sidewalks and good places to walk. Six in 10 prefer the customers that local shops and restaurants need in a neighborhood that features a mix of houses, shops and order to thrive. Retail properties with a Walk Score ranking services within an easy walk versus a neighborhood that of 80 out of 100 were valued 54 percent higher than requires a car for every errand.1 those with a Walk Score4 of 20 and had an increase in net operating income of 42 percent.5 People who live in neighborhoods with sidewalks are 47 percent more likely than residents of areas without Interest in sidewalks is so keen that they’ve become a sidewalks to be active at least 39 minutes a day.2 factor in home prices. For example, in a scenario where two houses are nearly identical, the one with a five-foot- Sidewalks play a vital role in community life. As conduits wide sidewalk and two street trees not only sells for $4,000 for pedestrian movement and access, they enhance to $34,000 more but it also sells in less time. connectivity and promote walking. As public spaces, sidewalks are the front steps to the community, activating A well-constructed sidewalk for a typical 50-foot-wide streets socially and economically. residential property might cost a builder $2,000, but it can return 15 times that investment in resale value. According Safe, accessible, well-maintained sidewalks are a to a 2009 CEOs for Cities report, even a one-point increase fundamental community investment that enhances public in a community’s Walk Score could increase home values health and maximizes social capital.3 by $700 to $3,000.6

People who live in neighborhoods with sidewalks are 47 percent more likely than residents of areas without sidewalks to be active for at least 39 minutes a day.

Good downtown sidewalks have enough room for people to walk, stop and talk, or even sit for a bit. This wide sidewalk in State College, Pa., is made of visually appealing paver stones. Care must be taken when installing paver and similar surfaces so wheelchairs and other wheeled devices can roll smoothly over them. Myth-Busting!

“No one will use the sidewalk.” “People will walk too close to my house.” This might have been true in the past, but research There’s little difference between what passersby can see published in 2012 by the U.S. Centers for Disease Control from a sidewalk versus what they can already see from and Prevention7 (CDC) and in 2013 by the National Center their cars or by walking along the edge of the street. Any for Safe Routes to School8 shows that a growing number nearness added by a sidewalk would likely be as little as a of people are walking, and that many are children and just a few feet.13 adults age 65 and older. People just need safe, convenient and pleasant places “Sidewalks increase crime.” near their homes, schools and workplaces to make Actually, increased pedestrian activity puts more eyes on walking routine, says the CDC study. the street and creates safety in numbers, which deters and reduces criminal activity.14 “Americans prefer to drive.” “Tax dollars are better spent on other needs.” Perhaps, or maybe they’re driving so much because there are no sidewalks! Federal data on vehicle miles traveled Since sidewalks increase property values and tax revenues, and a recent national study show a decline in driving they serve as an economic engine. Plus, sidewalk maintenance costs are real estate tax-deductible (IRS and car ownership during the 2000s in an overwhelming Publication 530). Sidewalks are also safety investments (by majority of metro areas. bringing more eyes and ears to the street) and an integral At the same time, the number of people commuting part of a balanced transportation budget. 15 by bicycle and transit increased.9 A survey by the Surface Transportation Policy Partnership found that 55 percent of “I’ll be liable if someone gets hurt on a sidewalk Americans would prefer to walk more and drive less.10 near my property.” It depends. Liability is determined by state and local “Trees will be destroyed.” law, but either government or private owner negligence Not necessarily. Sidewalks can be curved to avoid trees. concerning an “unreasonably safe” or “defective condition” In fact, protecting a tree is one of the few reasons for a (such as a wide crack or raised section) has to be proven in sidewalk to deviate from a direct route.11 court in order to win a lawsuit.16

“A sidewalk will take land from my lawn.” “Sidewalks ruin the character of rural Many homeowners don’t realize how far from the curb neighborhoods.” their private property line actually extends. There’s often It’s only in recent decades that sidewalks have been enough of a public right-of-way easement in place to phased out of developments. There are many ways to create a sidewalk without infringing in any way on a build a sidewalk or path to match the design and feel of a property owner’s land.12 community.

1. National Association of Realtors. (November 2013) National Community Preference Survey. http://www.realtor.org/articles/nar-2013-community-preference-survey 2. Sallis J., et al. “Neighborhood Environments and Physical Activity among Adults in 11 countries.” American Journal of Preventive Medicine, Vol. 36, No.2 3. National Association of City Transportation Officials (NACTO). (October 2012)Urban Street Design Guide pp 24-25. http://www.nyc.gov/html/dot/downloads/ pdf/2012-nacto-urban-street-design-guide.pdf 4. Walk Score® is an online logarithmic ranking system that determines the basic walkability of a residential or commercial property. Walk Score uses neighborhood factors such as distance to shops and schools to create a number between 0 and 100 that measures the walkability of any address http://www.walkscore.com 5. Pivo, G. and Fisher, J.D. (2010) The Walkability Premium in Commercial Real Estate Investments. University of Arizona and Benecki Center for Real Estate Studies, Indiana University. http://www.u.arizona.edu/~gpivo/Walkability%20Paper%208_4%20draft.pdf 6. Cortright, J. Impresa, Inc., CEOs for Cities. (August 2009) Walking the Walk: How Walkability Raises Home Values in U.S. Cities. http://www.ceosforcities.org/pagefiles/ WalkingTheWalk_CEOsforCities.pdf 7. Centers for Disease Control and Prevention. (August 2012) Vital Signs. http://www.nmhc.org/files/ContentFiles/Brochures/Myth%20and%20Fact%20FINAL.pdf 8. National Center for Safe Routes to School. (October 2013) Trends in Walking and Bicycling to School from 2007 – 2012. http://saferoutesinfo.org/sites/default/files/ Trends_in_Walking_and_Bicycling_to_School_from_2007_to_2012_FINAL.pdf 9. U.S. PIRG Educational Fund. (December 2013) Transportation in Transition: A Look at Changing Travel Patterns in America’s Biggest Cities. http://www.uspirg.org/news/ usp/study-shows-driving-decline-america%E2%80%99s-cities 10. Surface Transportation Policy Project, Belden Russonello & Stewart. (April 2003) Americans’ Attitudes Toward Walking and Creating Better Walking Communities. http:// www.transact.org/library/reports_pdfs/pedpoll.pdf.Whetmore. J.Z. “Retrofit Sidewalks.”Perils for Pedestrians Public Affairs Series (November 2012) Retrieved March 3, 2014 http://www.pedestrians.org/retrofit/retrofit15.htm 11. Rails to Trails Conservancy, National Park Service. (January 1998) Rail-trails and Safe Communities: The Experience on 372 Trails. http://www.railstotrails.org/resources/ documents/resource_docs/Safe%20Communities_F_lr.pdf 12. Ibid How To Get It Right

The ideal sidewalk widths: seven feet in residential Sidewalks that are properly built can last 25 years areas, eight to 12 feet in downtown settings. or more with little more than minimal care.

When advocating and planning for sidewalks, Prioritize high-use areas and connectivity consider the following: At the outset of a sidewalk construction program, prioritize where to build first by focusing on a quarter- Engage neighbors and the community mile circle around schools, parks, transit stops and key Expect some opposition and use this fact sheet to help commercial destinations. Everything within that circle make the case for the sidewalks. Mobilize like-minded should be a priority for sidewalk construction. Be sure to people and work together as a neighborhood or map sidewalks so they’re connected between the primary community. Meet with your neighbors to raise awareness areas where people work, shop and play. and address any resistance. Consider driveways Make the sidewalk wide enough In many neighborhoods and retail areas, driveways are full Sidewalks are critical in downtown neighborhoods and of both moving and parked cars. Since driveways interrupt busy retail areas, both of which have lots of people, a sidewalk’s flow and safety, they should be kept to a destinations and potential conflicts with vehicles. In these minimum in commercial areas. areas it’s important to install sidewalks that are wide Carefully plan the best way to treat sidewalks that will enough to handle foot traffic and features such as cafe cross driveways, especially in high-use areas. Alleys are a seating, benches and other spots for socializing. good tool for separating people from traffic, especially in retail areas. Use a site-appropriate design A sidewalk should fit its setting. Even rural communities Build and maintain with municipal funds can benefit from a tastefully designed walkway. Make Many communities require property owners to pay for sure sidewalks are well-maintained and appealing, with and clear sidewalks (snow, ice, etc.). Since sidewalks are safe and convenient street crossings and enough width to a public benefit, a better policy would be to install and accommodate two or three people walking side by side. maintain sidewalks with public funds. The ideal setback for a sidewalk is four to 10 feet from the street. Planter strips, trees and on-street parking can extend the buffer, increasing comfort and slowing traffic.

13. Ibid 14. Berg, D. (N.D.) “Sidewalk Slip and Fall: Who is Liable?” NOLO. http://www.nolo.com/legal-encyclopedia/sidewalk-slip-fall-who-liable.html 15. Rails to Trails Conservancy, National Park Service. (January 1998) Rail-trails and Safe Communities: The Experience on 372 Trails. http://www.railstotrails.org/resources/ documents/resource_docs/Safe%20Communities_F_lr.pdf 16. Federal Highway Administration. (N.D.) Pedestrian Safety Guide and Countermeasure Selection System. http://www.pedbikesafe.org/PEDSAFE/resources_guidelines_ sidwalkswalkways.cfm Success Stories

Decatur, Georgia: Citywide Sidewalk Program of students now regularly walk to school. Decatur has been dubbed the most walkable city “Every time I look down the street, there are people in Georgia, with more than 60 miles of sidewalks in on the sidewalks, people pulling wagons, people walking its 4.2 square miles. The ongoing, citywide sidewalk their dogs,” said a school district administrator. improvement program began in 2004 with a Health Impact Assessment and funding from annual HOW IT WORKS appropriations by the Decatur City Commission. The program’s goal is to have a sidewalk on at least one Design guidelines recommend a minimum sidewalk cross side of every street in town. More than four miles of new section of five feet, exclusive of other amenities and large and replacement sidewalks had been built by 2014. enough for at least two people to walk side by side. Here’s a guide to the potential spaces alongside a property. Austin, Texas: Sidewalk Prioritization The City of Austin has built almost 100 miles of new 1. Frontage Zone: an extension of the building sidewalks since 2005 to encourage walking as a viable mode of transportation and to improve safety, accessibility 2. Pedestrian Through Zone: safe and adequate place and pedestrian mobility. for walking, five to seven feet wide in residential areas, Austin completed a detailed sidewalk inventory, eight to 12 feet in downtown or commercial settings documented current conditions, obtained public input on 3. Street Furniture/Curb Zone: plants, trees, benches, sidewalk needs and issues, and established city sidewalk lighting and bike parking to provide a protective priorities that were organized into a downloadable barrier from motorized traffic Sidewalk Prioritization Map. The city prioritizes compliance with the Americans with Disabilities Act, sidewalks that 4. Enhancement/Buffer Zone: curb extensions, allow children to walk safely to school, a connected parklets, parking, bike riding, bike e-racks and bike network of sidewalks, trails and bikeway, and sidewalks stations that serve bus stops. More than 300 bus stop sidewalks have been completed since 2011.

Calloway County, Kentucky: School Sidewalks Walking or bicycling to school was prohibited in and around the small city of Murray because there were no sidewalks and it wasn’t a safe way to travel. The local government offered to build sidewalks if the school 1 system would change the policy. The effort resulted in 2 3 4 15,960 feet of sidewalks, including from the county middle school to a low-income housing area. Hundreds National Association of City Transportation Officials, Urban Street Design Guide, nacto.org

RESOURCES

1. Los Angeles County Model Design Manual for Living Streets. (2011) 4. Walkability, Real Estate and Public Health Data, Walk Score Data Services, http://www.modelstreetdesignmanual.com/ http://www.walkscore.com/professional/research.php 2. Advanced Sidewalks and Streets Toolkit. AARP. (2011) http://www.aarp. 5. Sidewalks and Streets Survey. http://safety.fhwa.dot.gov/ org/content/dam/aarp/livable-communities/plan/assessments/advanced- provencountermeasures/fhwa_sa_12_013.htm streets-and-sidewalks-toolkit-2011-aarp.pdf 6. Business Performance in Walkable Shopping Areas. Active Living 3. Costs for Pedestrian and Bicyclist Infrastructure Improvements. Research. (November 2009) http://activelivingresearch.org/files/ Bushell, M., et al. UNC Highway Safety Research Center, Federal Highway BusinessPerformanceWalkableShoppingAreas_Nov2013.pdf Administration. (October 2013) http://katana.hsrc.unc.edu/cms/downloads/ 7. Walk Score blog at http://blog.walkscore.com/ Countermeasure%20Costs_Report_Nov2013.pdf

AARP LIVABLE COMMUNITIES WALKABLE AND LIVABLE COMMUNITIES INSTITUTE

“The best time to plant a tree was 20 years ago. The Trees planted in roadway divider strips or tree wells second best time is now,” says a wise Chinese proverb. In a physically separate vehicles from pedestrians and help neighborhood setting, street trees provide shade, safety, drivers distinguish the boundary between the street and greenery, storm mitigation, energy savings, fresh air and adjacent areas where people walk. In addition, a well- a haven for songbirds and squirrels. Trees visually screen developed tree canopy can reduce traffic speeds by 5 to concrete and utility poles and quiet street noise.1 15 mph, which improves safety for all road users.5

The U.S. Forest Service estimates that the presence of Street trees reduce storm water runoff and flooding. street trees increases adjacent home values by an average (Here’s an interesting fact: Trees absorb 30 percent of the of $13,000.2 That premium boosts a city’s tax base and can precipitation through their leaves and another 30 percent help cover the operating costs of street tree maintenance. through their roots.)6

The National Main Street Center reports that a good tree Pavement can cause temperatures to rise 3 to 7 degrees, canopy can increase retail sales by 12 cents on the dollar which increases energy costs and the presence of harmful in large cities and 9 cents on the dollar in small ones.3 ozone and other gases. Tree shade can lower energy bills by up to 35 percent.7 Trees are also good for our health. Vehicle exhaust increases ozone and causes asthma and other medical Studies conducted in California found that tree shade can problems. Trees convert these harmful gasses into oxygen. improve the lifespan of street surfaces by up to 60 percent. In fact, a single urban street tree converts enough carbon Since daily temperature fluctuations between heating monoxide and carbon dioxide into oxygen to meet the and cooling are reduced, the damaging expansion and oxygen needs of two people for a full year.4 contraction of asphalt and concrete decline as well.8

“The best time to plant a tree is 20 years ago. The second best time is now.”

Trees were planted as part of a downtown revitalization project in suburban Lake Oswego, Ore., that included sidewalks, new lighting, art installations, a pedestrian plaza, water fountain and traffic circle. Myth-Busting!

“Street trees are dangerous.” For instance, New York City’s 2006 tree census found Studies document that motorists respond to vertical that its 592,130 street trees provided an estimated $122 walls of greenery by driving more slowly, which million in benefits annually. A goal of the city’s 2007 makes pedestrians and motorists safer.9 Street safety PlaNYC initiative is to plant another 220,000 street trees by 14 comparisons show a reduction of run-off-the-road crashes 2017. and overall crash severity when stretches of a road with Washington, D.C., estimates the benefit of its street 15 street trees are compared with similar segments that have trees at $10.7 million annually. A University of California no trees. at Davis study found that 20 percent shade on a street Trees also buffer pedestrians from moving vehicles. improves pavement conditions by 11 percent, which provides a 60 percent resurfacing savings over 30 years.16 One Texas study found a 46 percent decrease in crash rates When streets have no shade, the sun’s heat breaks across urban arterial and highway sites after landscape down the paving binder and produces more heating and improvements were installed.10 The presence of trees in a shrinking, which wears out the pavement. Shade increases suburban landscape reduced the cruising speed of drivers pavement life by up to 60 percent, far offsetting the cost by an average of 3 mph.11 of tree maintainance17 and the occasional cost of repairing damage caused by tree root growth. “Planting a tree anywhere produces the same health benefits.” “Trees are the cause of damage by storms.” U.S. Forest Service research suggests that urban trees may Proper selection, spacing and trimming of trees, along be 10 times as effective as forest trees for lowering carbon with well-planned utilities, will reduce the impact of major dioxide. Urban pollutants such as ozone, chlorine, fluorine, storms. A line of mature trees can provide protection from peroxyacetylnitrate and sulphur dioxide are all absorbed fragile or isolated trees that fall.18 by trees.12 “Trees create a mess.” “Trees are expensive.” Trees can be selected that produce minimal autumn leaf For a planting and three-year maintenance cost of $250 droppings and other annoyances. (However, municipal to $600, a single street tree returns more than $90,000 of policies should include procedures for efficient leaf direct benefits, not even including the aesthetic, social removal.) Some species of trees attract songbirds, which and natural benefits provided during the tree’s lifetime. can be a pleasant addition to an area. A well-planted and cared-for tree can thrive for 60 Although rare, some trees can attract such large years or more.13 The real estate premium from street trees congregations of birds that they become an annoyance. boosts a city’s tax base and can cover the operating costs Thoughtful tree selection and management can limit of street tree maintenance. specific bird populations or keep large groupings away.19

1. Burden, D. Walkable Communities, Inc., Glatting Jackson. (2006) Urban Street Trees: 22 Benefits, Specific Applications. http://www.michigan.gov/documents/dnr/22_ benefits_208084_7.pdf 2. Donovan, G.H., Butry, D.T. (2009) “Trees in the city: Valuing street trees in Portland, Oregon”. Landscape and Urban Planning. (2010) Vol. 94, pp 77–83 http://www. fs.fed.us/pnw/research/gcra/pdfs/pnw_2010_donovan001.pdf 3. Wolf, K. L. University of Washington. (August 2009) Trees Mean Business: City Trees and the Retail Streetscape. http://www.naturewithin.info/CityBiz/MainStreetNews_ Aug09_Trees.pdf 4. American Forests. “Tree Facts”. Retrieved March 4, 2014, https://www.americanforests.org/discover-forests/tree-facts/ 5. Burden, D. Walkable Comunities, Inc., Glatting Jackson. (2006) Urban Street Trees: 22 Benefits, Specific Applications. http://www.michigan.gov/documents/dnr/22_ benefits_208084_7.pdf 6. Ibid 7. Dumbaugh, Eric (2005) “Safe streets, livable streets.” Journal of the American Planning Association, Vol. 71, No. 3, pp 283–300 8. Burden, D. Walkable Comunities, Inc., Glatting Jackson. (2006) Urban Street Trees: 22 Benefits, Specific Applications. http://www.michigan.gov/documents/dnr/22_ benefits_208084_7.pdf 9. University of Washington, College of Forest Resources. Urban Forest Values: Economic Benefits of Trees in Cities. Rep. Center for Human Horticulture, 1998. Web: http:// www.naturewithin.info/Policy/EconBens-FS3.pdf 10. Mok, J., Landphair, H., Naderi, J.R. (2006) “Landscape Improvement Impacts on Roadside Safety in Texas.” Landscape and Urban Planning, Vol. 78, No. 3, pp 263-274. http://www.naturewithin.info/Roadside/RdsdSftyTexas_L&UP.pdf 11. Naderi, J. R., et al. (2008) “The Street Effect and Driver Safety.”ITE Journal on the Web. http://www.walkable.org/assets/downloads/StreetTreeEffectandDriverSafety_ ITEfeb08_.pdf 12. U.S. Forest Service. “Values of Urban Trees.” Retrieved June 5, 2014: http://www.na.fs.fed.us/spfo/pubs/uf/techguide/values.htm 13. Burden, D. Walkable Communities, Inc., Glatting Jackson. (2006) Urban Street Trees: 22 Benefits, Specific Applications. http://www.michigan.gov/documents/dnr/22_ benefits_208084_7.pdf How To Get It Right

A mature tree canopy provides shade and elegance Tree wells, such as this one in Valencia Town Center, to this residential street in Fargo, N.D. Calif., add greenery to urban and Main Street settings.

When advocating and planning for street trees, Street trees should be placed 15 to 30 feet apart, or as far try the following: apart as 50 feet apart in urban locations. Trees should be spaced to allow for illumination from street lights and so Engage the public and build support not to interfere with above- or below-ground utility lines. Due to the many misperceptions about street trees, it’s Maintain trees properly important to involve the public at the earliest possible point of discussions to minimize anxiety about the Tree maintenance is an added cost but one that’s more unknowns and give citizens ownership of the goals. than offset by the positive impact trees have on a Print this fact sheet, talk to neighbors, build community community’s tax base. support and then meet with decision makers, news media, It’s important to properly maintain trees, including experts and others to discuss the benefits of street trees. repairing occasional sidewalk damage from growing tree roots. It’s also important to keep the majority of leaves Choose the right trees cleared from the street since fallen leaves can clog drains. There are street tree varieties for all climate zones, from In some climates piles of leaves that are left unattended semi-arid and arid conditions to mountain communities over time can produce airborne spores that cause above 9,000 feet. The proper selection and planting of problems for allergy sufferers. trees in boxes reduces sidewalk repair costs and potential damage to utilities in urban neighborhoods. Plant in tree wells if sidewalk space is limited If there’s insufficient space for trees alongside a sidewalk, Place trees correctly use a tree well instead. Depending on the amount of When properly positioned and maintained, a backdrop of parking needed, desired visual pattern and tree density, street trees can draw a motorist’s eye to traffic signals and wells can be placed 40 to 60 feet apart, which allows two signs. However, the trees must be carefully positioned to to four parking spaces in between.The wells must be wide allow adequate sight lines at intersections and driveways. enough to prevent vehicles from backing into trees.

14. New York City Department of Parks and Recreation. “Trees Count! Street Tree Census”. Retrieved March 4, 2014 http://www.nycgovparks.org/trees/tree- census/2005-2006 15. Alliance for Community Trees. (August 2011) Benefits of Trees and Urban Forests: A Research List. http://www.actrees.org/files/Research/benefits_of_trees.pdf 16. McPherson, E.G. and Simpson, J.R. (2001) Davis, CA: USDA Forest Service, Pacific Southwest Research Station, Center for Urban Forest Research. Effects of California’s urban forests on energy use and potential savings from large-scale tree planting 17. McPherson, G., Muchnick, J. (2005) “Effects of Street Tree Shade on Asphalt and Concrete Pavement Performance.”Journal of Arboriculture, Vol. 31, No. 6, pp 303-310. http://www.fs.fed.us/psw/publications/mcpherson/psw_2005_mcpherson001_joa_1105.pdf 18. Burden, D., Walkable Comunities, Inc., Glatting Jackson. (2006) Urban Street Trees: 22 Benefits, Specific Applications. http://www.michigan.gov/documents/dnr/22_ benefits_208084_7.pdf Success Stories

Shreveport, Louisiana: NeighborWoods WHY IT MATTERS Despite Shreveport’s location in a wooded part of the state, many community members were unaware of the benefits and value of a good tree canopy. Due to sustained tornado and ice storm damage in the years 2010 to 2013, and severe droughts during the summers of 1999 to 2005, THE VALUE OF Urban Forests many neighborhoods were practically devoid of trees. Help came from the nonprofit organization Shreveport urban forest = the trees, plants and natural Green and their work with NeighborWoods, a national resources within a town or city program dedicated to reforesting city greenspaces. Beginning in 2006 student-led volunteers planted more 12-1/2 trees can intercept an Olympic- than 20,000 trees in Shreveport, with a particular focus on sized swimming pool worth of three at-risk neighborhoods that had moderate to severe stormwater annually. crime rates and a lack of community cohesion. By increasing the canopy cover, Shreveport Green offered residents a cooler and more attractive Trees in urban forests support 60,000 environment, which encouraged them to mingle outside California jobs annually. and positively interact with their neighbors. The effort produced a cost benefit to Shreveport of $7.28 for every dollar spent. 177 million trees shading homes and buildings reduce air conditioning energy Charlotte, North Carolina: Stately Trees use by 6.4 billion kilowatt hours. (It In 1985 Charlotte planned major renovations of downtown thoroughfares, including 10 blocks of Tryon takes 73 100-megawatt power plants to Street and two blocks of Trade Street. produce that much energy.) Since the city wanted large, stately trees in the downtown, it installed a suspended precast concrete Homes, goods and services sell for 12 pavement system supported by earthen trench sidewalks and topped with non-permeable pavers. A total of 170 percent more in communities with trees willow oak trees were planted and by 2009 they had than in those without trees. grown to an average height of 44 feet, resulting in a 10 percent reduction in peak storm flows to the storm water system. Once famous for cotton mills and gold mines, Source: California ReLEAF (californiareleaf.org/whytrees) Charlotte is now known for its a spectacular tree canopy.

RESOURCES

1. Safe Streets, Livable Streets. Eric Dumbaugh. Journal of the American http://www.milliontreesnyc.org/downloads/pdf/talking_trees_urban_ Planning Association, Vol. 71, No. 3, Summer 2005 forestry_toolkit.pdf 2. 22 Benefits of Urban Street Trees. Dan Burden. http://www.michigan.gov/ 5. Stormwater to Street Trees. U.S. Environmental Protection Agency Office documents/dnr/22_benefits_208084_7.pdf of Wetlands, Oceans and Watersheds Nonpoint Source Control Branch. 3. Benefits of Trees and Urban Forests: A Research List. Alliance for (September 2013) Washington, D.C. EPA 841-B-13-001 Community Trees. (August 2011) http://www.actrees.org/files/Research/ 6. Street Trees and Intersection Safety. Institute of Urban & Regional benefits_of_trees.pdf Development, University of California, Berkeley (2006) http://www.uctc.net/ 4. Talking Trees. (November 2006) Local Governments for Sustainability. papers/768.pdf

AARP LIVABLE COMMUNITIES WALKABLE AND LIVABLE COMMUNITIES INSTITUTE

Since the advent of the automobile, most streets in the percent of the U.S. population, they were 20 percent of U.S. have been designed primarily for cars — fast-moving pedestrian fatalities in 2011.4 cars. Streets and parking now take up 25 to 50 percent of all public space in cities.1 Traffic calming is a system of design and management strategies that include narrowed roads, modern Unfortunately, roadways designed to move traffic at high roundabouts, chicanes (intentionally added turns in the speeds undermine the historic functions of streets to help road), median islands, speed humps, diverters, speed people interact and get around, regardless of their mode tables and other engineering tools or interventions.5 of transit. Smarter transportation design moves traffic These measures are used with the intent of slowing while keeping communities safe and connected.2 motor-vehicle traffic, often without reducing overall traffic volumes. The efforts increase safety and create a balanced For instance, when vehicles traveling at 20 mph collide urban environment for all users, including pedestrians and with pedestrians, fewer than 10 percent of those struck 6 are killed, most injuries are minor and 30 percent suffer bicyclists. no injuries at all. However, when a vehicle is moving at 30 Another benefit of traffic calming is that it can give a mph, 45 percent of pedestrians hit are killed and many are street a transformative sense of place, thus boosting social seriously injured; at 40 mph, more than 80 percent of the interactions, housing and retail businesses.7 The changes pedestrians are killed and all are severely injured.3 help reduce pollution, noise and even crime,8,9 as it has According to the 2014 “Dangerous by Design” report, our in communities including Dayton, Ohio, where speed roads are especially hazardous for children, low-income reductions and the closing of streets and alleys to motor people and older adults. Even though older adults are 13 vehicles lowered violent crime by 50 percent.10

When vehicles traveling at 20 mph collide with pedestrians, fewer than 10 percent of those struck are killed ... at 40 mph, more than 80 percent of the pedestrians are killed and all are severely injured.

Soon after West Palm Beach , Fla., removed 17 travel lanes in its downtown, new street life and investment followed, revitalizing the city’s town center. Traffic calming is also credited with helping reduce crime rates. Myth-Busting!

“Traffic calming will divert cars onto my street.” emergency response times.14 Drivers can use bicycle lanes Drivers tend to use primary streets and roads because to move out of the way, and a center turn lane can be used they provide the most direct and efficient route to their by responders to efficiently pass other vehicles. destinations. Traffic-calmed streets, when designed with certain measures that slow traffic without causing much “People don’t like traffic calming measures.” diversion, can have little to no effect on overall traffic Neighborhood traffic calming projects have gained broad volume, except perhaps during the construction period. acceptance and support in cities that use an effective and The Institute of Transportation Engineers recommends meaningful public engagement process. The redesign of using traffic circles and long speed humps instead of Brooklyn’s Prospect Park West reduced vehicle speeds, street closures and standard speed humps as a way to increased bicycle use and improved the street’s overall avoid diversion.11 capacity, all while maintaining motorized vehicle travel times. The project provoked a small amount of opposition, “Traffic calming creates traffic jams.” but the city, the community board and 70 percent of residents supported the project15 and succeeded in On roads with less than 20,000 vehicles per day, traffic getting the speed limit reduced even further, to 25 mph.16 calming techniques such as “road diets”12 have minimal or even positive effects on vehicle capacity. One reason: “Traffic calming measures are being reversed.” Left-turning vehicles are moved into a center lane. When necessary, bike lanes and center turn lanes can be used Traffic calming is proving to be effective, safe and popular. With the exception of short speed humps, of the more for police enforcement and stranded vehicles in order to than 20,000 road segments calmed nationwide few have avoid disrupting the normal traffic flow.13 been converted back to their original configuration. “Traffic calming is bad for transit.” “The city or community will be held liable for Transit conflicts can be avoided with good planning, damages.” such as incorporating a center lane so motorists can Communities seeking traffic calming measures often hear swerve around stopped buses or by adding side pull-out that legal liability is a concern. Nationwide, thousands of bays for buses. traffic calming measures have been installed since the 1970s with less than a dozen liability verdicts. Compared “Traffic calming slows down emergency to the stream of liability cases that cities face from simple responders.” road maintenance and construction projects, traffic By not using short speed humps and stop signs, a calming has a minimal liability risk.17 On the major plus traffic-calmed street, even with offset speed tables, can side, slower traffic speeds reduce the chance of crashes, accommodate emergency vehicles without reducing and the damage, injuries and fatalities that can result.18

1. Pedestrian Federation of America. Walk Tall: A Citizen’s Guide to Walkable Communities. Emmaus, Pennsylvania, Rodale Press. 1995 2. Project for Public Spaces. “Levels of Service and Travel Projections: The Wrong Tools for Planning Our Streets?”http://bit.ly/1uncyj3 3. UK Department of Transportation. (London, 1987) Killing Speed and Saving Lives 4. National Complete Streets Coalition. Dangerous by Design 2014 Report. http://www.aarp.org/livable-communities/info-2014/dangerous-by-design.html 5. Institute for Transportation Engineers. “Traffic Calming Library.” Retrieved June 5, 2014 from http://www.ite.org/traffic/default.asp 6. Federal Highway Administration. FHWA Course on Bicycle and Pedestrian Transportation, Lesson 11, Traffic Calming. http://safety.fhwa.dot.gov/ped_bike/univcourse/ pdf/swless11.pdf 7. Project for Public Spaces, Inc. (2008) Streets and Places: Using Streets to Rebuild Communities. http://www.pps.org/pdf/bookstore/Using_Streets_to_Rebuild_ Communities.pdf 8. Lockwood, I.M., Stillings, T., City of West Palm Beach. Traffic Calming for Crime Reducation & Neighborhood Revitalization. http://bit.ly/1un85wU 9. Pedestrian and Bicycle Information Center. Traffic Calming and Crime Prevention. http://katana.hsrc.unc.edu/cms/downloads/ENG 10. TrafficCalmingandCrimePrevention.pdf 11. Ewing, R., Kooshian, C.. Institute of Transportation Engineers. Traffic Calming Measures: What, Why, Where, and How. http://www.ite.org/traffic/documents/CCA98A12. pdf 12. Burden, D. Walkable 101: Road Diets. (2012) Video. http://vimeo.com/35268247 13. MDOT. http://www.michigan.gov/documents/mdot/MDOT_Research_Report_RC1555_Appendices_A-E_376150_7.pdf 14. Batsdon, S. ITE Technical Conference. (March 2004) Offset Speed Tables for Reduced Emergency Response Delay. Paper. http://nacto.org/docs/usdg/offset_speed_ tables_for_reduced_emergency_response_delay_batson.pdf 15. New York City Department of Transportation. Retrieved February 25, 2014 from http://www.nyc.gov/html/dot/html/bicyclists/prospectparkwest.shtml 16. Goodyear, S. (February 2014) New York Fights to Set Its Own Speed. The Atlantic Cities. http://www.theatlanticcities.com/commute/2014/02/new-york-fights-set-its- own-speed-limits/8277/ How To Get It Right

Atlanta’s Cascade Avenue, with up to 17,900 vehicles Cascade Avenue after traffic calming could inspire per day, is a challenge to walk, bicycle or shop. redevelopment that tranforms the neighborhood.

The success of any tool requires using it right, calming that is also easily removed or converted into and this is certainly true of traffic calming. Try permanent structures once the project is shown to be the following: successful. Incorporate traffic calming into larger efforts Embrace a public process and build support Traffic calming is best done in conjunction with another Develop an education and awareness campaign prior to project, such as development, revitalization, utility or implementation and reach out to community members, maintenance work; a downtown, corridor or transit plan or elected officials and municipal leaders. a new street design. That way the traffic-calming element Elected leaders and agency staff may need to see can simply be incorporated into the larger project’s public support first, to inspire their approval and help processes. navigate the implementation. Community advocates can print this fact sheet, talk to neighbors, build community support and then meet with decision makers, news Traffic calming should benefit transit outlets, experts and others to discuss the benefits of Transit can help provide the convenient and safe traffic calming. Agency staff can engage the public in connections that improve public spaces and enhance a meaningful process, such as by hosting charrettes or walking and bicycling trips, but slowing down traffic interactive design workshops to build public acceptance could interfere with transit functions. Because of that and understanding. it’s necessary to design and coordinate traffic-calming measures to ensure efficient transit movements. Start with a pilot project Consider doing a pilot project first in an area with light Embrace proactive design and use target speeds, traffic to give drivers a chance to get comfortable with the not operating speeds concept and to allow municipal staff to document what A proactive approach uses design elements to affect works and what doesn’t. behavior and lower speeds. This may be the single most Temporary and portable measures, such as paint, consequential intervention in reducing pedestrian injury signage and parking changes, can allow for low cost traffic and fatality.19

17. Transportation Alternatives, New York City. http://www.transalt.org/files/campaigns/nsn/debunking.html. 18. National Association of City Transportation Officials (NACTO; October 2012). Urban Street Design Guide. http://www.nyc.gov/html/dot/downloads/pdf/2012-nacto- urban-street-design-guide.pdf 19. National Association of City Transportation Officials (NACTO; October 2012). Urban Street Design Guide. Page 24-25. http://www.nyc.gov/html/dot/downloads/ pdf/2012-nacto-urban-street-design-guide.pdf Success Stories

Hendersonville, North Carolina: Main Street WHY IT MATTERS Main Street is a former state highway that was narrowed to two traffic lanes with widened sidewalks to make In 1981, researcher Donald Appleyard studied traffic on downtown more pedestrian-friendly, especially for the three San Francisco streets and discovered that as traffic one out of four town residents who are retired. increases, the area people consider to be their “territory” Alternating blocks of diagonal and parallel parking shrinks. The image below depicts the relationship were added to create a serpentine traffic flow that tames between traffic volumes and how connected residents felt traffic even more. After the highway was rerouted to to their neighbors. adjacent streets and the Main Street improvements were completed, Hendersonville’s retail vacancies dropped from 14 to one. LIGHT TRAFFIC 2,000 vehicles per day San Francisco, California: Octavia Boulevard 3 friends per person After the 1989 Loma Prieta earthquake rendered the 6.3 acquaintances freeway through the Hayes Valley neighborhood unsafe for driving, residents called for the road’s removal. The city built Octavia Boulevard in its place during the 1992 recession with a median, four through lanes, boulevard-style parking lanes, tree-lined walkways, side lanes for local traffic and parking and aesthetic details MEDIUM TRAFFIC including special light fixtures. A new park was developed, 8,000 vehicles per day housing increased, home values went up, employment 1.3 friends per person rose 23 percent, transit trips increased 75 percent, gridlock 4.1 acquaintances never materialized and new restaurants and retail shops opened for business.

West Palm Beach, Florida: Downtown Traffic calming was initially used as a response to resident complaints about speeding and cut-through HEAVY TRAFFIC motor vehicle traffic. The city found that driver behavior 16,000 vehicles per day improved, which led to an increase of pedestrians, cyclists 0.9 friends per person and skaters, which led to a substantial crime reduction. 3.1 acquaintances Residents and businesses invested more than $300 million for improvements, increasing property values and business receipts, neighborhood pride and tourism. RESOURCES

1. Livable Streets. Appleyard, D. University of California Berkeley. (1981) Officials (NACTO; October 2012). http://www.nyc.gov/html/dot/downloads/ 2. Streets and Sidewalks, People and Cars: Citizens’ Guide to Traffic pdf/2012-nacto-urban-street-design-guide.pdf Calming. Local Government Commission. (2007). http://www.lgc.org/ 6. Street Design Manual. New York City Department of Transportation. (2013) streets_and_sidewalks http://www.nyc.gov/html/dot/html/pedestrians/streetdesignmanual. 3. Streets and Places: Using Streets to Rebuild Communities. Project shtml#download for Public Spaces, Inc. (2008) http://www.pps.org/pdf/bookstore/Using_ 7. Traffic Calming: State of the Practice. (1999) Institue of Transportation Streets_to_Rebuild_Communities.pdf Engineers/Federal Highway Administration. http://www.ite.org/traffic/ 4. Traffic Calming 101: the Traffic Calming Toolbox. Project for Public tcstate.asp#tcsop Spaces. http://www.pps.org/reference/livememtraffic/#THE%20TRAFFIC%20 8. Traffic Calming: Roadway Design to Reduce Traffic Speeds and Volumes. CALMING%20TOOLBOX (February 2012) Victoria Transport Policy Institute. http://www.vtpi.org/tdm/ 5. Urban Street Design Guide. National Association of City Transportation tdm4.htm

AARP LIVABLE COMMUNITIES WALKABLE AND LIVABLE COMMUNITIES INSTITUTE

Mail: 601 E Street NW, Washington, DC 20049 Mail: 2023 E. Sims Way #121, Port Townsend, WA 98368 Email: [email protected] Email: [email protected] Online: aarp.org/livable Online: walklive.org NOTES

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AARP LIVABLE COMMUNITIES WALKABLE AND LIVABLE COMMUNITIES INSTITUTE

aarp.org/livability-factsheets aarp.org/livable Item Unanticipated 03-24-2021 • Veterans Database Grant Project Draft Letter of Support – for review

Town of Deerfield Deerfield Municipal Offices 8 Conway Street Office of the Selectboard South Deerfield, MA 01373 & Ph: 413-665-1400 Fax: 413-665-1411 Board of Health March 23, 2021

Massachusetts Archives Attn: MA SHRAB Veterans 220 Morrissey Blvd Boston, MA 02125

RE: Deerfield Veterans Database & On-Line Access Project

Dear Massachusetts State Historical Records Advisory Board:

On behalf of the Town of Deerfield, we favorably endorse this Project to digitize and create a database thousands of documents pertaining to nearly a thousand Deerfield Veterans who have served since pre- Revolutionary War times. Safeguarding these educational and historical records and making them readily available to the public through internet and mobile application gateways is essential. During these challenging economic times for small communities like Deerfield, we appreciate the opportunity SHRAB’s matching grant program affords us to execute this long-overdue Project.

This project ties in perfectly with prior investments the Town and private individuals, businesses and organizations have made in our 2012 Veterans Street Sign Project, our Annual Memorial Day Programs, and several conservation projects throughout our historical cemeteries where our Veterans eternally rest. The project further leverages the talents and volunteer time of dedicated Deerfield residents and engages our public and private high school history students.

From a timing and safety standpoint, securing a SHRAB matching grant for FY2022 and executing this Project during the 2021-2022 school year is a perfect run-up to our 350th Anniversary commemoration and educational events planned for 2023.

We thank SHRAB in advance for your consideration and support.

Sincerely,

Carolyn Shores Ness, Selectboard Chair

Trevor D. McDaniel, Member

David W. Wolfram, Member