Complete Streets Policy & Action Plan

Prepared for the City of Bridgeport by the Greater Bridgeport Regional Council Abstract: In recent years, the City of Bridgeport has focused its attention on how to revitalize the city economically, socially and environmentally. The city is concerned about global warming and the effects climate change will have on its neighborhoods and infrastructure. Its neighborhoods suffer the effects of air pollution caused by over reliance on the automobile for travel and from the way energy is produced and consumed. Additionally, it has become more difficult, with the current poor economic health of the nation, for Bridgeport to revitalize its economy and compete in the global market. In response to these challenges, the city requested assistance from the Greater Bridgeport Regional Council to create a transportation strategy to promote bicycling and walking, the development of related facilities and installation of green infrastructure. The strategy is embodied in the “complete streets” policy and action plan. The intent is to effectuate a fundamental shift in the way the roadway environment is perceived and used. Instead of dedicating the roadway for the almost exclusive domain of motorized vehicles, the roadway is view as a space where the needs of all users are considered, not just drivers.

Staff: Mr. Brian Bidolli, Executive Director Ms. Linda Colello, Executive Assistant to the Director Mr. Mark C. Nielsen, Sr. Transportation Planner/ Regional Transportation Engineer Mr. Michael Lawver, GIS Technician Ms. Margaret Mixon, Transportation Planner Ms. Meghan Sloan, Transportation Planner

Source of copies: Greater Bridgeport Regional Council 525 Water Street, Suite 1, Bridgeport Transportation Center, Bridgeport, Connecticut 06604 Phone: (203) 366-5405 Fax: (203) 366-8437 E-mail: [email protected] Website: www.gbrct.org

Date: August, 2011 Acknowlegements: This report was prepared by the Greater Bridgeport Regional Planning Council, in cooperation with the City of Bridgeport’s Office of Sustain- ability and member municipalities under the GBRC’s FY 2011-2012 Unified Planning Work Program. It was funded through the UPWP by the US Department of Transportation, Connecticut Depart- ment of Transportation and member municipalities. The opinions, findings and conclusions expressed in the report are those of the GBRPA, and do reflect the official views of the ConnDOT or the USDOT.

For more For more information about the GBRC’s transportation planning process and the complete streets policy and action plan, please visit the information: GBRC’s website:www.gbrct.org

ii While a “complete street” embraces many com- Table of Contents mon elements, each application is unique and the features selected reflect the land use, needs and characteristics of the area. Key elements include bicycle facilities (routes and lanes), bus priority Overview & Purpose 1-1 systems, pedestrian enhancements, streetscape environment, traffic calming measures and green Complete Streets Policy 2-1 infrastructure. The policy and action plan recognizes the chal- Bicycle & Pedestrian Safety & lenges facing the city but lays out a new direction Accident Assessment 3-1 to transform the city into a thriving, sustainable community, and improve the quality of life, social equity, and economic competitiveness of the city’s Bicycle Facilities Design residents, workers, and visitors. Approach 4-1 The installation of complete streets elements needs to follow acceptable guidelines and stan- Pedestrian Facilities Design dards and be in context with the surrounding Approach 5-1 neighborhood. The policy and action plan presents the design approach for both bicycle and pedestri- Green Infrastructure Elements 6-1 an facilities and describes how installation of green infrastructure can convert streets into “green” streets. Green Streets 7-1 Various recommendations are presented based on Transit Priority Treatments 8-1 well thought out and explicit process and scaled appropriately to the area and in-light of costs. This tiered approach will allow improvements to Neighborhood be implemented in a timely manner and prevent Revitalization Zones 9-1 delays in advancing projects that may become cost prohibitive. Plan actions include: Suitability Analyses: • Adoption of the “Complete Streets” policy; Railroad Avenue & Park Avenue 10-1 • Amendment of zoning regulations to codify complete street elements and design ap- Findings & Recommendations 11-1 proach; • Designate and implement a city-wide bicycle route network; • Install bicycle lanes along several main arteries; • Complete the Housatonic Railroad Trail through the city; • Repair and improve sidewalks and crosswalks; • Install curb extensions and storm water planters; • Install rain gardens in several key downtown areas; • Convert State Street to a “complete street” with bicycle lanes, curb extensions, tree boxes and green infrastructure; • Install green infrastructure and curb extensions along Main Street in downtown; • Implement a downtown urban enhancement program; and • Implement transit priority systems along Main Street and the Coastal Corridor bus route.

iii Overview & 1 Purpose In recent years, the City of Bridgeport has focused its attention on how to revitalize the city economically, socially and environmentally. The city is concerned about global warming and the effects climate change will have on its neighborhoods and infrastructure. Its neighborhoods suffer In response to the challenges facing the city, the effects of air pollution caused by over Bridgeport convened a wide ranging group of com- reliance on the automobile for travel and munity members and leaders, city departments, and from the way energy is produced and con- the business community to scrutinize these issues. sumed. Additionally, it has become more This effort was known as BGreen 2020, a multi- difficult, with the current poor economic disciplinary effort to identify strategies that could health of the nation, for Bridgeport to be implemented locally, would make the city more revitalize its economy and compete in the sustainable and livable, and have a positive impact on global market. the environment, climate change, energy dependency and the national economy. The result of the planning project was the BGreen 2020: A Sustainability Plan for Bridgeport, Connecticut. The key sustainable principles of the plan include: • Utilize sustainable energy practices and improve energy efficiency of both private and public sector facilities; • Reduce automobile trips and provide a wide range of mobility options; • Facilitate redevelopment of underutilized sites into neighborhood amenities; • Ensure access to open spaces and foster community cohesion and stewardship; and • Assist green businesses. The BGreen 2020 plan focused on five critical areas. Among these was mobility. The primary goals are: • Reduce automobile trips, vehicle miles trav- eled, and the city’s transportation emissions • Provide city residents, workers and visitors with a wide range of mobility options that are less carbon intensive.

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While a “Transit First” The plan will be consistent and Bridgeport developed with a policy is the key transportation compatible with the BGreen 2020 strong reliance on the accommo- strategy to achieve the mobility plan and will include a Pedestrian dation of industrial uses. goals, the plan also recommends Infrastructure Improvement Plan Bridgeport is well-equipped promoting walking and bicycling and Bicycle Facilities Plan. with a variety of transportation and the development of related options. With a strong multi- 1.1 Current Conditions infrastructure to provide safe and modal transportation center convenient facilities for all users. Before we can plan for the along Water Street, residents Developing bicycle and pedes- future we must first examine utilize many forms of modal- trian opportunities along with the past and present. The City ity including bus, rail, and ferry providing transit incentives epito- of Bridgeport was incorporated service. The primary shortfall mizes a fundamental shift in the in 1836, and has become the of the transportation network is way the roadway environment most populous city in the State its connectivity. Although many is perceived and used. Instead of of Connecticut. With a popula- option are provided linkages dedicating the roadway for the tion close to 140,000 the City between modes are often trouble- almost exclusive domain of mo- of Bridgeport serves as a corner- some for some travelers. Existing torized vehicles, the roadway is stone for the Greater Bridgeport connections between bus and rail view as a space where the needs of region. Although the formative facilities are adequate, but feeder all users are considered, not just years of Bridgeport experienced service providing access to these a heavy reliance on fishing and modes is limited at best. One drivers. This concept is embodied farming, the intense industrial- way of circumventing this spatial in the “Complete Street” policy. ization in the mid-19th century disconnect is by enhancing ac- A complete street provides access contributed greatly to its current cess for non-motorized forms of to bicyclists, pedestrians, transit urban form. Its close proximity travel. Currently, the city ben- riders as well as drivers, and also to the Long Island Sound, and efits from a partially constructed enhances the sidewalk area to subsequent improvements to the shared-use trail facility known as connect it with the roadway. infrastructure, made the City of the Housatonic Railroad Trail. Bridgeport and ideal location The existing trail facility extends To work on developing a for the manufacturing indus- north of the transportation “complete streets” policy for try. Bridgeport soon became a center with planned construc- Bridgeport, the city established a thriving industrial center, and tion extending up into the town steering committee working with the urban environment followed of Trumbull through Beardsley city departments to develop the suit. The information outlined Park. Once established, the Hou- specific policy appropriate for below provides insight to the satonic Railroad Trail will provide Bridgeport and guide its munici- current conditions experienced in a strong north/ south connection pal implementation. The Greater the City of Bridgeport, validated through the city of Bridgeport. Bridgeport Regional Planning by the deep historical roots that Other existing non-auto- Agency serves on the steering continue to influence and direct mobile route alternatives come committee and was asked to pre- the activities of local residents. through the provision of various pare the Complete Streets Plan. 1.2 Land Use & facilities throughout the city. The Complete Streets Plan will Transportation Often these routes are highly iso- guide future development and lated, offering minimal connec- The current urban form of tion to the places people want to enhancement of bicycle and pe- the City of Bridgeport exhibits travel to and from. The absence destrian facilities within the city, a challenging land use pattern of a contiguous and direct route and intends to establish walking for the integration of bicycle and for non-motorized travel between and biking as integral modes of pedestrian oriented infrastruc- local attractors and generators transportation in Bridgeport. ture improvements. Historically, is one of the biggest challenges

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to residents who would like to This creates numerous utilize alternate modes of trans- problems for the integration of portation. Although the city dedicated bicycle and pedestrian was historically centered around facilities. residents who walked to work and an extensive rail network, modern construction and conveniences have transformed the city of Bridgeport into an auto-oriented environment. Furthermore, automobiles are required to traverse streets that are increasingly narrow as they were originally constructed with the pedestrian in mind. As discussed later, adapting this transportation environment for safe bicycle and pedestrian travel will require the achievement of a strategic set of goals and objectives.

1.3 Housing & Parking As the city rapidly industri- alized in the 1800s, employee housing was developed to accommodate the rapid influx of workers. The growing need for affordable worker housing led to the development of numerous multi-family dwelling units. The multiple family units developed in the industrial era of Bridgeport typically in the form of row housing or housing that accommodated three-to-six families, and since they were developed before the automobile era and were served by an extensive streetcar system, they often lacked the provision of off-street parking. Since these units are now occupied with ten- ants who rely on the automobile as a primary source of transportation, the typical solution is to allow on-street parking along both sides of the street.

1-3 Complete 2 Streets Policy

Streets are an integral part of our cities and towns, providing and facilitating the movement of people and goods. The road network in Bridgeport is extensive, totaling nearly 290 miles. It serves to connect neighborhoods and provides ac- The goal of transportation improvement programs cess to businesses, jobs, schools and has usually been to make the highway system as a wide range of public and private efficient as possible, with efficiency defined as mak- services. Connections to neighboring the flow of traffic better. This has resulted in ing cities and towns, regions as well overbuilt roadways, exclusive turn lanes that increase as interstate travel are facilitated by the walk distance across an intersection, additional the highway system. travel lanes that reduce shoulder area available to bicyclists and traffic signal timing and phasing that favors vehicle movements. The needs of pedestrians and bicyclists have often been either ignored or only considered minimally. However, streets are an important part of a community’s livability and help define it as a special place. The emphasis on vehicle movement has resulted in street environments unfriendly to bicyclists and pedestrians and land uses dependent on the automobile. The intent of a Complete Streets Policy is to effectuate a change in how the street environment is planned, designed and built and, as a consequence, change how it is used. In essence, the street environment is altered from one where vehicles dominate to one where all users are accommodated. It also encompasses not just the area between the curbs but extends beyond the pavement to include space along the roadway as well. While a complete street embraces many common elements, each application is unique and the features selected reflect the land use, needs and characteristics of the area.

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Key elements of the “Com- • Bus features and amenities • Traffic calming actions – plete Streets Program” include: – bus pull-outs, shelters, using textured material, • Bicycle facilities – bicycle clear and accessible paths; intersection bump-outs, routes and lanes, signage, • Pedestrian enhancements curb extensions, center bicycle racks, appropriate – crosswalks, pedestrian refuge islands, and raised pavement markings and signal enhancements, curb intersection tables; symbols; ramps, and sidewalks;

Vision and make the street environment more livable. Implementation of Complete Streets will reduce The city of Bridgeport recognizes the chal- energey consumption, greenhouse gas emis- lenges it is facing in the consumption of non-re- sions and driving, while enhancing mobility and newable energey resources, emission of green- safety for all. It will establish a transit first policy, house gases and mitigation of environmental encourage walking and promote bicycling for threats. To meet these challenges and transform transportation, recreation, exercise and quality the city into a thriving, sustainable community, of life. Instead of a continuous uninterrupted the city is implementing policies and actions in hardscape, pemeable paving material, landscap- the next decade to improve the quality of life, ing, bio-swales, street trees and rain gardens will social equity, and economic competitiveness of be used to manage and reduce storm water run- the city’s residents, workers, and visitors. off, the urban heat island effect and build up of The Complete Streets Policy is one action auto-related pollutants and contribute to a more strategy that the city will put into practice to comfortable and visually interesting environ- achieve its sustainability goals and fight cli- ment. mate change. Roadways will be converted to accommodate all users, not just automobiles,

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Complete Streets concept plan: before situation (left photo) and after concept (right photo). • Streetscape environment • ADA compliant features • On-street parking treat- – appropriate urban trees, – curb ramps, detectable ments – delineated parking landscaping, bio-swales tactile cues and warn- spaces and curb/sidewalk and rain gardens, perme- ings, accessible pedestrian bump-outs; and able paving material, and signals, and longer walk • Access management actions buffers between the street intervals; – driveway consolidations, and sidewalk to dramati- modifications and closures. cally alter the “atmosphere” of the street environment;

Preamble The Complete Streets Policy for the city of Bridgeport is developed to provide guidance for The city of Bridgeport shall provide for the its residents, decision makers, planners, transpor- needs of drivers, public transportation vehicles tation engineers, designers and private developers and patrons, bicyclists, and pedestrians of all to ensure multi-modal and sustainable elements ages and abilities in all planning, programming, are considered and incorporated into all trans- design, construction, reconstruction, retrofit, portation improvement projects and actions operations, and maintenance activities and prod- and make sure safe access and use is provided to ucts related to all public roads and streets. The all users and that the streets and roads work for city shall view all transportation improvement drivers, transit patrons, pedestrians, bicyclists, actions and projects as opportunities to improve as well as for older persons, children and people safety, access, and mobility for all travelers and with disabilities. And, travelers of all ages and recognizes bicycle, pedestrian, and transit modes abilities can move safely along and across a net- as integral elements of the transportation system. work of complete streets.

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Jurisdiction and Coverage 7. To improve and revitalize the local economy by providing high quality recreational and The Complete Streets Policy shall apply to multi-modal facilities and providing non- any new construction, reconstruction, rehabili- motorize means of transportation. tation, retrofit, maintenance or other alteration and repair of any street, road, bridge or other Guiding Principles portion of the transportation system under the jurisdiction of the city of Bridgeport, and will It is recognized that each Complete Street include project planning, development, scop- project is unique and it is important for the ing and design activities. The city of Bridgeport action to be sensitive to the context of neighbor- shall work with the Connecticut Department hood. In order to create strong, livable neigh- of Transportation in applying Complete Streets borhoods, the following principles shall guide principles and concepts to highways and roads the development of Complete Streets projects: under the control, ownership and jurisdiction of 1. Shall be suitable and appropriate to the the State. function and context of the transportation facility; Goals and Objectives 2. Shall be sensitive to the neighborhood con- The goal of the Complete Streets Policy is text and cognizant of the neighborhood needs; to ensure roadways complement and enhance 3. Shall be flexible in project design to ensure the surrounding land use and neighborhood that all users have basic safe access and use; character and accommodate all users, including 4. Shall be considered a comprehensive, inte- drivers, bicyclists, pedestrians, transit patrons, grated and interconnected transportation net- older persons, children, and persons with mobil- work that allows all users to choose between ity impairments. The specifc goals are: different modes of travel; and 1. To protect and preserve the environment of 5. Shall be consistent and compatible with the the city of Bridgeport by reducing the emis- city’s Plan of Conservation and Development sion of greenhouse gases, reducing the con- and the BGreen 2020 Sustainability Plan. sumption of non-renewable energy resources, and controlling and managing stormwater Elements run-off. To ensure that Complete Streets projects 2. To make the neighborhoods of the city of accommodate all modes of travel and all users, Bridgeport more vibrant and livable. while still providing flexibility to allow designers 3. To expand opportunities for bicylcists and to tailor the project to unique circumstances, the pedestrians through out the city. planning and design shall adhere to the guide- 4. To implement and promote a “transit first” lines and principles included in the AASHTO policy. Guide for the Development of Bicycle Facilities 5. To make the roadway and street environ- and Guide for Planning, Design and Operation ment safer and more inviting by reducing the of Pedestrian Facilities, the Americans with Dis- frequency and severity of vehicular, bicylce, abilities Act Accessibility Guidelines and shall and pedestrian-related accidents. consider the following elements: 6. To improve and enhance the health and 1. Bicycle facilities, including designating physical fitness of the city’s resident;’s by pro- bicycle routes, installing bicycle lanes, install- viding more safe and convenient opportunities ing “Share the Road” signs, providing bicycle for bicycling and walking and encouring all to racks and adding appropriate pavement mark- bicycle and walk. ings, such as sharrows, bike lane symbols and

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shoulder edge lines; movements, and incorporating good sidewalk 2. Bus featrues and amenities, including design across driveways. constructing bus pull-outs, installing shelters with ample room for boarding and alighting, Exceptions ensuring bus stops and shelters are well con- While the goal of the Complete Streets Pol- nected to the pedestrian network and there icy is to convert roadways to be more inviting is a clear path to and from the bus stop, and and accommodating to all users, it is recognized coordinating with transit officials so that their that it is not feasible nor practical to imple- operating needs are adequately considered and ment a complete streets action on all streets and incorporated into the design; roads in the city of Bridgeport. Exceptions to or 3. Pedestrian enhancements, including install- exemptions from the policy shall be determined ing crosswalks, upgrading pedestrian signal only upon the completion of a detailed planning equipment and timing such as countdown and engineering analysis that documents with clocks and providing a Leading Pedestrian supporting data the costs and constraints that Interval (LPI), constructing curb ramps that indicate the basis for the decision to not comply meet ADA standards, and providing sidewalks with the Complete Streets Policy. The decision that are well maintained, meet width needs to except or exempt a roadway from the Policy and are interconnected; shall be approved by the Mayor. 4. Traffic calming actions, including using textured material at crosswalks, bumping- Implementation out intersection curbs to shorten the walk To oversee and ensure implementation of distance, installing center refuge islands, and the Complete Streets Policy, the city of Bridge- installing raised intesection tables; port will establish a task force or commission 5. Streetscape environment, including plant- comprised of representatives appointed by the ing urban appropriate trees, landscaping, Mayor and City Council and include bicycle, installing bio-swales and rain gardens, using pedestrian and transit advocates. The Task Force permeable paving material, such as concrete will: pavers and poruous asphalt, and providing a 1. Restructure procedures for accommodating buffer between the street and sidewalk; all users on every transportaiton improvement 6. ADA compliant features, including curb project. ramps, detectable tactile cues and warnings, 2. Develop new design policies and guidelines accessible pedestrian signals that emit audible for transportation improvement projects that sounds, have a locator tone at the pushbut- consider and accommodate all users. ton or use vibrotactile devices, and increasing 3. Institute new methods for assessing perfro- the walk time to accommodate persons with mance of Complete Streets and complance disabilities; with the Policy. 7. On-street parking treatments, including 4. Be responsible and accountable for oversee- designated spaces delineated by a unique ing the planning, design and construction of pavement treatment (textured material, con- complete streets projects and receving and crete pavers) and curb/sidewalk bump-outs; reviewing status reports from city departments and on progress in implementing the Complete 8. Access management actions to manage and Streets Policy. control ingresss/egress at commercial driveways, including consolidations, reduction in the number, closures, modifying allowed

Complete Streets Plan, 2011 2-5 Bicycle & 3 Pedestrian Safety & Accident Assessment

The city of Bridgeport is the largest city in The city of Bridgeport is the largest city in popu- Connecticut and the center of the Greater lation in Connecticut with a 2010 population of Bridgeport planning region. It is crossed 144,229 persons. The cities of New Haven, Hartford by Interstate Route 95 (I-95), the Route and Stamford are the next largest cities with popula- 8/25 Expressway and several other impor- tions of 129,779, 124,775 and 122,643 persons, tant state and local highways, including respectively. Data for smaller cities were also col- US Route 1, Route 127, Route 130 and lected and assessed. These smaller cities range in size Main Street. The intensity of land devel- (based on population) from 73,206 persons for New opment, higher traffic volumes and the Britain to 85,603 persons for Norwalk. Waterbury is numerous conflict points present challeng- somewhat in between with a population of 110,366 es to anyone who walks or rides a bicycle persons. While the population size varies, these cities through the city. have similar characteristics in that they all have well defined city centers with a mix of commercial, office and retail uses that encourage walking. In addition, an interstate highway and other major state routes pass through each of these cities. Bicycle and pedestrian accident experience was compared between Bridgeport and the other larger cities to determine the incidence and rates in Bridgeport are typical of other urban areas. The intent was to determine if the accident experience, and especially the level of accidents involving pedestrians, is higher than other large urban areas of Connecticut, accident data for all crashes and those involving a bicyclist or pedestrian were tabulated. Data for the state as a whole were also tabulated. The data were extracted from the traffic accident record database compiled by the Connecticut Department of Transportation (ConnDOT) and represent the accident experience recorded in 2004 and 2005.

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Based the ConnDOT ac- motor vehicle accidents. Of the recorded in Bridgeport, Hartford cident database, about 80,665 total vehicle accidents per year and New Haven. This suggests motor vehicle accidents occurred – 80,665 accidents – about 678 pedestrian exposure to higher on Connecticut’s roads and accidents (involved a collision volumes of traffic, with wider highways each year. Roughly with a bicyclist. This is less than streets contributes to the number 27% occurred in the eight largest one percent of the total state- of pedestrian accidents. The result cities, as defined above. The most wide. Pedestrians were involved accidents were recorded in New in more accidents than bicyclists Population of Haven followed by Bridgeport with 1,005 pedestrian-related Connecticut’s and Hartford. Although these accidents per year, accounting Largest Cities are the three largest cities and for about 1.2% of the total. The City Total Population it would be expected that they highest number of bicycle-related Bridgeport 144,229 would experience the most ac- accidents occurred in Bridgeport Danbury 80,893 cidents, the highest accident rate and New Haven suggesting than per 100,000 in population was population size is determining Hartford 124,775 recorded for New Haven, while factor. However, bicycle accidents New Britain 73,206 the second highest was calculated in Hartford and Stamford were New Haven 129,779 for Danbury, with a population about half the total recorded in Norwalk 85,603 of slightly more than 80,000. the other two large cities. Pedes- Stamford 122,643 trian accidents were also more Waterbury 110,366 Collisions involving bicy- represented in large cities. One- Statewide 3,574,097 clists and pedestrians represent a third of pedestrian accidents were relatively small proportion of all Source: 2010 Census

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also suggest that the reason more Hartford is the second largest about 300 people die each year in pedestrian accidents happen in city in Connecticut, its bicycle Connecticut in a motor vehicle large cities is that, because of the accident rate was more similar accident. Of this number, 38 are land use patterns and presence of to the medium-sized cities and pedestrians (12.5%) and four are well-defined urban centers, more almost half the rate of Bridgeport bicyclists (1.2%). These numbers people walk. and more than half the rate of illustrate a fatality rate much New Haven. higher than expected and indicate The higher incidence rates that pedestrians and bicyclists are for bicycle and pedestrian ac- The comparison of pedestrian vulnerable to serious injury when cidents in the larger cities are accidents rates showed a similar involved in an accident. also reflected in the accident pattern. The largest cities had rates per 100,000 in population. rates of 91.8 for New Haven, A more in-depth assessment Statewide, the bicyclist accident 85.8 for Hartford and 81.7 for of bicycle and pedestrian acci- rate was 19.9 accidents for every Bridgeport. All rates were roughly dent experience was completed 100,000 people. For accidents in- three times greater than the state- for Bridgeport. The data from volving a pedestrian, the rate was wide average. High pedestrian 2004 and 2005 were averaged to 29.5 accidents per 100,000 in accidents rates were recorded represent an annualized bicycle population. The comparable rates in New Britain, Stamford and accident experience and tabulated for the large cities were substan- Waterbury, while the rates for by various characteristics to as- tially higher than the statewide Danbury and Norwalk were more certain any prevailing factors that rate. For Bridgeport and New similar to the state average. contribute to the incidence of Haven the bicycle rates were 47.3 bicycle accidents. In addition, the and 54.2 accidents per 100,000 What makes bicycle and accident records were geocoded in population, respectively, over pedestrian safety an important is- and plotted on a city map. This double the statewide rate. The sue is the fact that these accidents spatial assessment was completed rates for the other cities included almost always result in an injury, to determine if the were any con- in the comparison were much and in many cases a debilitat- centrations of bicycle accidents closer to the state rate, ranging ing injury, and young people at a particular location or along between 22.7 and 28.0 accidents are more likely to be involved a specific corridor or type of cor- per 100,000 in population, with in the accident and are much ridor that would be classified as the higher rate recorded for the more susceptible to incurring a high hazard hot spot. city of New Britain. Even though severe injury. Data indicate that

Comparison of Motor Vehicle Accidents to Bicycle & Pedestrian Accidents Selected Large Cities in Connecticut Average Average Bicycle Average Pedestrian Total Motor Accidents Number Accidents Number Accidents Vehicle Per 100,000 Bicycle Per 100,000 Pedestrian Per 100,000 City Accidents Population Accidents Population Accidents Population Bridgeport 3,477 2,492 66 47.3 114 81.7 Danbury 2,269 3,031 17 22.7 29 38.8 Hartford 3,441 2,772 33 26.2 107 85.8 New Britain 1,172 1,638 20 28.0 36 50.3 New Haven 4,173 3,376 67 54.2 114 91.8 Norwalk 2,430 2,929 19 22.9 29 34.4 Stamford 2,380 2,033 30 25.6 72 61.1 Waterbury 2,540 2,368 25 23.3 69 63.9 Statewide 80,665 2,369 678 19.9 1,005 29.5 Source: Accident Record Database, 2004 and 2005, obtained from ConnDOT.

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The spatial distribution of are illustrated in the map below bicycle and pedestrian accidents and on the following page.

Location of Bicycle Accidents, Bridgeport

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BicycleBicycle AccidentsAccidents # AccidentAccident Location Location

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Location of Pedestrian Accidents Bridgeport

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Unlike motor vehicle ac- 47.3% and 56.5% of the total, provide information on the type cidents, these types of accidents respectively. About one-third of of collision between the motor tend to be spread out throughout the bicycle accidents occurred on vehicle and bicycle, collision a community and identifica- a local street and about 26.8% of types were defined by direction tion of hotspots is less apparent. the pedestrian accidents. These and maneuvers of the involved However, bicycle accidents more are relatively occurrences given vehicles. often occurred along a higher the traffic characteristics on local class road, either an arterial or streets. The most common type was collector. The spatial pattern for an “angle” accident where the pedestrian accidents indicates Bicycles are considered a bicyclist and motorist were both concentrations along Main Street vehicle and the accident records traveling straight in intersecting between Summit Street and US Route 1, Route 127 (East Main Distribution of Bicycle & Pedestrian Accidents Street), Madison Avenue from in Bridgeport by Road Type Bicycle Accidents Bicycle Accidents Wayne Street to Taft Avenue and Road Type in the Downtown area. Percent Percent Local 33.1% 26.8% The distribution of bi- Collector 19.5% 17.5% cycle and pedestrian accidents in Minor Arterial 32.3% 39.0% Bridgeport showed a concentration of accidents occurring on or Principal Arterial 15.0% 15.4% near arterial streets with about Expressway 0.0% 1.3%

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paths. This collision type occurs sion group. Sideswipe accidents sions, they most often involved most often at an intersection with occur when one vehicle is passing a bicycle going straight and the both vehicles moving through the another, either in the same or motor vehicle turning. Only intersection. About 48.9% of all opposite directions, and makes 3.0% of the bicyclists were turn- bicycle accidents in the Bridge- contact with the other vehicle. ing at the time of the accident port were classified as an “angle” These typically occur along mid- whereas 24.1% of the motor type collision. “Turning” types block sections, away from an vehicles were making a turn. All of accidents were also prevalent, intersection. This type accounted of the bicyclists that were making accounting for about 32.3% of for 10.6% of the bicycle accidents a turn made it from the proper the total, and involve at least one in Bridgeport over the two year lane. vehicle making a turn, either period. in the same direction, opposite Pedestrian accidents occur in direction or intersecting direc- This distribution of collision several different ways and not cat- tion as the other vehicle. Again, types was also reflected in the ma- egorized the same as bicycle ac- turning accidents are generally neuvers of vehicles and bicycles at cidents. Pedestrian accidents most associated with intersections, the time of the accident. About often occur when a pedestrian but can also occur at driveways. 81.2% of all bicyclists were is attempting to cross a street or The remaining bicycle accidents traveling straight while roughly while walking along the side of were classified in several different 61.3% of the motor vehicles were the road. The Federal Highway categories with “sideswipe” the going straight. While 32.3% of Administration (FHWA) has most common in the other colli- the accidents were turning colli- defined 12 common crash types

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involving pedestrians relating to dash, accounting for 20.2% of all was recorded for pedestrian ac- vehicle and pedestrian maneuvers pedestrian accidents. Other types cidents. The pedestrian was found at the time of the accident. The included the multiple threat cat- to be at fault in only 39.9% of typology includes such categories egory, walking or playing in the the accidents, while the driver of as dashing or darting out into the road, or walking along the road. the vehicle was cited as respon- street, crossing a street, mid-block sible for 60.1%. situations, walking along the The responding officer to an street and playing in the street. accident determines the person The determination of who who was at fault for the accident. was at fault for the accident is This typology was used to While sometimes this is difficult based on factors that contributed identify pedestrian accident types to judge and is based on the it. The determination of fault in Bridgeport. The most preva- officer’s experience, often there often correlates to various con- lent pedestrian accident type in are clear indicators as to who tributing factors and the actions Bridgeport was when the pedes- was responsible for causing the of the operator of the offend- trian was attempting to cross at accidents. For bicycle accidents, ing vehicle. The list of possible an intersection, either signalized the bicyclist was more often contributing factors is fairly long, or unsignalized, or being struck determined to be at fault for the but, for bicycle and pedestrian ac- by a vehicle that was turning accident than the driver of the cidents, there are several common right or left from the proper lane. motor vehicle. The bicyclist was causes. The most common factor About 43.6% of all pedestrians at fault in 66.9% of the accidents, that contributed to a bicycle accidents were classified as these while the driver was found to be accident was either the driver or types. The next most common responsible in only 33.1% of the bicyclist failing to grant the right type of accident was the dart/ accidents. The opposite pattern of way. The bicyclist or driver vio-

Complete Streets Plan, 2011 3-8 Chapter 3: Bicycle & Pedestrian Safety

3-9 Chapter 3: Bicycle & Pedestrian Safety

lating a traffic control device at The age of the bicyclists and For pedestrian-related ac- an intersection was also common pedestrians was recorded in the cidents, younger persons were contributing factor. Because bicy- accident reports and sorted and less represented than for bicycle cles are considered a vehicle and grouped into six age cohorts. accidents. While 26.8% of the are required to travel in the same Younger persons were over- pedestrian accidents involved direction as motor-vehicle traffic, represented in bicyclist-related someone under the age of 16 bicyclists traveling against traffic accidents as about 43.6% of the years old, walkers between the are generally cited as being on the bicyclists were 16 years old and ages of 22-and-40 years old ac- wrong side of the road when they younger. The 22-to-60 year old counted for roughly 44.4% of the are involved in an accident. This cohort accounted for approxi- accidents. Older person, over the factor accounted for about 10.5% mately 33.8% of the accidents, age of 60 years old, were over- of the bicycle accidents. and this latter cohort spans sub- represented in the distribution, stantially more years. However, being involved in 10.5% of the For pedestrian accidents, the the quantity of riders is substan- accidents. unsafe use of the highway by a tially higher when the rider is pedestrian was the often cited fac- below the age of 40. Only about One of the main reasons for tor, accounting for 37.3% of the 1.5% of the bicycle accidents assessing bicycle and pedestrian total. Failure to grant the right of involved a rider who was over 60 safety and identifying actions to way or violation of a traffic con- years of age. reduce vehicle collisions is the trol device were also often cited as fact that these types of accidents contributing factors. almost always result in an injury, many that are serious and require transfer to a hospital.

Complete Streets Plan, 2011 3-10 Chapter 3: Bicycle & Pedestrian Safety

The data indicated that port to a hospital. About 36.1% resulted in only minor (44.2%) about 93.2% of bicyclists in- required some medical attention or visible, but non-incapacitating volved in a collision with a motor at the scene. No injuries were (38.2%), injuries. However, vehicle sustained some injury. recorded for only about 6.8% of almost twice as many pedestrian Fortunately, none of the accidents the bicycle accidents. accidents required emergency resulted in a fatality and almost treatment at a hospital and two The severity of pedestrian all resulted in a non-serious deaths were reported. injuries showed a similar pattern, injury; however, about 7.5% were as the majority of the accidents incapacitating and required trans-

3-11 Bicycle 4 Facilities Design Approach

To a varying extent, bicycles will be ridden on all roadways where they are permitted; therefore, the most common bikeway is a shared roadway facility. Because of this, all roads that are open to bicyclists should The type of accommodation depends on the type incorporate design treatments that will of road and characteristics of traffic. On low volume, enhance bicycle riding qualities. It is not residential streets, bicyclists can easily become inte- necessary to specifically designate roads grated with the few vehicles on the road and may not as bicycle routes or provide bicycle lanes. require any separation. The road is a shared-space Rather, all roadways should be maintained used by vehicles, bicyclists and pedestrians. At the and upgraded to ensure bicycle travel can other end of the road system, special treatments are occur safely and conveniently. necessary and greater separation is required to accommodate bicyclists on higher-volume, higher-speed arterials. Bicyclists can be group into one of three categories ranging from young children to the advanced bicyclist. In between are basic bicyclists who represent the average adult rider. Because of their abilities, advanced bicyclists can best be and more easily accommodated on existing roads with the proper accommodations. They are generally able to operate within the road’s right-of-way and under most traffic conditions; have con- fidence in riding with traffic and do not feel in danger or perceive a safety hazard. This group of riders prefers the freedom of choice to decide how to complete their bicycle trip as well as the directness and speed advantages of using higher class roads. Route choice is much more a function of where the bicyclist is going and less dependent on road characteristics. Their trip lengths also tend to be much longer than the basic bicyclist.

4-1 Chapter 4: Bicycle Facilities Design Approach

Because only about 5% of of their ability to ride in traffic the bicycling public is considered and feel unsafe riding on higher an advanced bicyclist, special volume and higher speed roads. attention must be given to the They prefer low volume, low needs of both basic bicyclists and speed roads or designated bicycle children. The design treatments facilities with well-defined separa- needed to enhance both groups’ tion from motorized vehicles. bicycling enjoyment are simi- Basic bicyclists tend to have trip Source: www.Pedbikeimages.org/ Dan Burden lar. Bicyclists classified in these lengths of between two and five groups are generally less confident miles, while children typically confine their riding to their home neighborhood and do not often venture beyond familiar areas. For these reasons, these riders are best served by a network of neighborhood streets and designated bicycle facilities.

The adopted design approach reflects the design bicyclist, that is, what type of rider is the facility designed for, the type of facility and actions needed to make the roads more user friendly to bicyclists. The minimum operating space of a bicyclist, based on their profile, is assumed to be about 40 Source: www.Pedbikeimages.org/ Dan Burden inches, resulting in a minimum width for a bicycle facility of four feet. The vertical clearance from any overhead obstructions should be at least 100 inches or a little more than eight feet.

The need to implement specific design treatments depends on the traffic characteristics of the adjacent roadway. High traffic volumes and operating speeds represent greater potential risk from passing motorized vehicles and create an uncomfortable feeling. Generally, the higher the traffic volume and speed, the greater need to implement more extensive design treatments to accommodate basic bicyclists. Source: www.Pedbikeimages.org/ Annie Lux Children and young bicyclists Bike facilities need to accommodate a variety of users, from children to basic adult bicyclists should avoid these roads all to advanced riders. together.

4-2 Connecticut Statewide Bicycle and Pedestrian Plan

Wide Curb Lane 1.3.C

Chapter 4: Bicycle Facilities Design Approach

without reducing the capacity of the roadway. Also motorists would not have to move into an adjacent lane when passing a bicyclist. This type of facility is more appropriate along low speed, low volume roads. When speed and volumes are high, they do not provide sufficient separation and comfort level Source: Connecticut Bicycle and Pedestrian Plan, Bicycle and Pedestrian Design Toolbox to basic bicyclists. The following diagram illustrates the There are basically three types do not require special signing typical layout of a wide curb of bicycle facilities:Connecticut shared road Statewide- or markings Bicycle and and are accept Pedestrian- lanePlan bicycle facility. way; bicycle lanes and shared-use able on lower volume, lower 3. Shoulder Bicycle Route: paths. Shared roadway facilities speed roads. Signing and The bicyclist uses the paved and bicycle lanes are located markings should be consid- portion of the road to the on-the-roadPaved and either Shoulders share ered if the road is being used right of the edge line same 1.3.A space with motorized vehicles or to connect to another special as a paved shoulder facility. provided an exclusive space along bicycle facility. This type of Again, the shoulder lane pro- the edge of the road. Shared use shared roadway facility is the vides some level of separation paths are specialized, off-road fa- most common bicycle facil- between traffic and bicycles cilities on a separate right-of-way ity. because of the edge line. The that accommodate multiple users. 2. Wide Curb Lane: The bicy- shoulder lane is designated as Shared Roadway Facilities: cle uses the curb edge of the a bicycle route and appropri- Provide the minimum level of outside travel lane and shares ate signing and pavement route designation and separa- the road with vehicles. The markings are installed. The www.pedbikeimages.org/Austintion from motorized Brown vehicles. lane must be at least 14 feet minimum width of a bike Bicyclists share the road with wide; 15 feet if higher vol- route is four feet but it in- motorized traffic and are carried umes are present. The wider creases to five feet if a guard in the same direction of traffic. lane width can accommodate rail or curbing are present. No special treatments are made at both motorized vehicles and With travel lanes typically a intersections or where there is on- bicycles in the same lane PAGE minimum of 12 feet wide, street parking. These facilities are either unmarked or signed with a standard bicycle route sign along both sides of the road. There are three Shared Roadway applications: 1. Paved Shoulder: The bicyclist uses the shoulder area of the same lane as motorized vehicles. At least four feet needs to be provided along the curb; five feet is need if traffic volumes or speed are high. These facilities generally Source: Connecticut Bicycle and Pedestrian Plan, Bicycle and Pedestrian Design Toolbox

Complete Streets Plan, 2011 4-3

www.pedbikeimages.org/Dan Burden

PAGE Connecticut Statewide Bicycle and Pedestrian Plan

Bike Lane 1.3.D

TypicalChapter 4: pavement Bicycle Facilities markings Design Approachfor bike lane on a two way street

bicyclists. The minimum width of a bicycle lane is four feet, but if guard rails or curbing are present, the width needs to be increased to at least five feet. Additional width is desirable in urban areas, where traffic speeds are greater and there are more potential conflicts. On-street parking presents bicyclists with several special problems. Where on- street parking is permitted and designated, the bike lane needs to be located between the travel lane and the designated parking spaces. Parking is prohibited in a designated bicycle lane, so a clear designation for each use must be installed. If the on-street parking is not designated by pavement markings, a minimum 11-foot wide lane needs to be provided to accommodate the combined bike and parking lane. The bike lane portion of the space would be placed between the travel lane and parking area. At intersections, the striping and signage needs to encourage position- ing bicyclists in the proper lane whether to go straight, turn left or turn right. The following diagram illustrates the typical layout AASHTO guide for hte development of bicycle facilities 1999 pg.26 of a road with a designated bike Source: Connecticut Bicycle and Pedestrian Plan, Bicycle and Pedestrian Design Toolbox lane, with and without adjacent

on-streetPAGE parking. a candidate roadway needs and carry bicycles in the same to be at least 32 feet wide direction as adjacent traffic lanes. Shared-use path: These to accommodate a bicycle Two-way bicycle lanes are unac- facilities are referred to as shared- route. The following diagram ceptable because they promote use paths because they are used illustrates the typical layout riding against the flow of traffic. by more than just bicyclists. Users of a shoulder bicycle route. On two-way roads, bike lanes include bicyclists, walkers, in-line are installed along both sides skaters, persons in wheelchairs, Bicycle lanes: A bike lane is and both directions. Because and strollers. A shared use path defined as the portion of the road they provide a more predict- is physically separated from the specifically designated by strip- able movement for bicycles and road and follows an indepen- ing and signing for preferential motorized vehicles, as well as, a dent right-of-way. Two-way flow and/or exclusive use by bicyclists. greater degree of separation, bike is provided and one-way sec- They are always one-way facilities lanes are more acceptable to basic tions are typically not allowed,

4-4 Chapter 4: Bicycle Facilities Design Approach

although short one-way section may be acceptable as long as they are clearly designated, strictly enforced and limited to areas where it is absolutely necessary. Al- though these paths provide a low stress and safe area and a place where novice riders and children are separated from motorized vehicles, the mix and volume of users often creates a challenging environment with a variety of potential conflicts. Care and attention needs to be given to the design and user rules need to be established and enforced. Also, speed limits may need to be set to ensure that the speed differential between users is not excessive. Source: www.Pedbikeimages.org/ Dan Burden

Shared use paths are the 1. Under most circumstances, immediately adjacent to the highest form of facility and, the desired minimum width roadway is not recommended as such, require special design of a shared-use path is 10 because it can create operat- considerations. The guidelines feet. An eight-foot width is ing and safety problems. developed by AASHTO (Guide adequate in some cases, but, However, if a path is located for the Development of Bicycle given the variety and number along the roadway, a suffi- Facilities) should be used and of users, the narrower width cient buffer needs to be or a followed when designing these is generally not adequate to suitable and distinct physical paths. Although sound engineer- accommodate all users safely, divider needs to be installed, ing judgment may allow some especially when heavy use is if the buffer is less than five flexibility in the design, the expected. feet. The divider needs to be guidelines provide a good start- at least 54 inches high and ing point for trail design. The 2. Good separation (minimum of five feet) should be pro- cannot restrict the sight lines following are the basic design at intersections. guidelines: vided between the path and the road. Aligning the path

Typical Shared-Use Path Cross Section Clear Distance Graded Shoulder

3ft 10ft 2ft (min) (min) (min)

2% Cross Slope Based on AASHTO design guidelines.

Complete Streets Plan, 2011 4-5 (see Part 9C-6 of the MUTCD for diagrams). (5 ft) separation from the edge of the bike path This treatment should be used only where pavement to the top of the slope is desirable. If unavoidable and is by no means a substitute for this is not possible, a physical barrier such as good design. dense shrubbery or a chain link fence should be A wide separation between a bicycle path provided (see Figure 7-2). and canals, ditches or other significant depres- A wide separation between a bicycle path sionsChapter is essential4: Bicycle Facilitiesfor safety. Design A Approach minimum 1.5 m and any nearby highway is desirable to confirm

Safety rail (54 in) 1372 mm

Bike path Slope ≥ 3:1 Less than 1.5 m (5 ft) or more Drop is 1.8 m (6 ft)

Safety rail (54 in) 1372 mm

Slope ≥ 2:1 Bike path Drop is Less than or more 1.5 m (5 ft) 1.2 m (4 ft)

Safety rails should be installed along all bridges and steep side slopes; Safety height should be at least 54”. rail (54 in) 1372 mm Slope ≥ 1:1 Source: North Carolina Bicycle Facil- ities Planning & Design Guidelines Drop is Bike path or more 0.3 m (1 ft) Less than 1.5 m (5 ft)

Figure 7-2: Safety rail between bicycle path and adjacent slope. 3. A two-foot graded shoulder 4. The path shouldSource: avoid Arizona Bicycle Facilities5. The Planning erticalv & Design clearance Guidelines, along AZDOT, 1988. should be provided on both frequent intersections with the path should be at least sides, with a three-foot clear streets, because path-street eight feet. 44 Bicycle Pathsarea between the edge of the intersections require special 6. Other design considerationsJanuary 1994 trail and fixed objects adja- treatments, destroy momen- for a shared-use path in- cent to the path. The shoul- tum and trail continuity, and clude the design speed of the der area provides a refuge for increase conflicts. bicyclist (a minimum design pedestrians.

4-6 Chapter 4: Bicycle Facilities Design Approach

speed of 20 mph should be assumed for paved trails and 15 mph for unpaved surfaces), horizontal alignment or curvature of the path (the minimum radius at a design speed of 20 mph is 100 feet), grade (maximum slope should be less than 5% for paved trails and 3% for unpaved surfaces; greater grades are acceptable for short sections), stopping sight distances and road crossing and intersection treatments (curved approaches to slow bicyclists; bollards to prevent motor vehicle access; location of crossing). 7. Adequate signing and marking on shared use paths are essential design elements and are important to properly warn and inform users about regulatory requirements, alert users about potential conflicts and changing conditions, and direct and guide users along the path. Pavement marking may be installed to define proper travel paths (center lines) and Example of a shared-use path in the Greater Bridgeport planning region – an urban sec- obstacles or obstructions in tion in Bridgeport along Housatonic Avenue. the path. In all cases, signs and pavement markings need path. Bridges to be built for maintenance, emergency to conform to the Manual on the exclusive use by bicyclists and patrol vehicles, should Uniform Traffic Control devic- and other trail users can be be prohibited and restricted. es (MUTCD). The MUTCD designed to pedestrian load Lockable/removable gates or provides recommendations standards. Railings, fences or barriers should be installed on the type, style, size and barriers should be installed at intersection crossings, but location of appropriate signs on both side of the structure they should be spaced to al- and pavement markings, and be at least 54 inches in low bicycles to enter without as well as acceptable traffic height. stopping or dismounting. control devices. 9. Shared use paths are gener- 10. Accessibility of shared-use 8. Structures along the path ally used by more than just paths is always a important should be the same width as bicyclists; however, access consideration and the design the path plus two feet of clear by any motorized vehicles, of a path needs to ensure the area on either side of the other than authorized trail is as accessible to persons

Complete Streets Plan, 2011 4-7 Chapter 4: Bicycle Facilities Design Approach

should be required to dismount and walk their bicycles.

Despite these inherent conflicts, state law does not specifically prohibit bicyclists from riding on sidewalks; instead, laws require bicyclists to yield to pedestrians on a sidewalk and emit an audible signal when overtaking them. Municipalities, however, do have the right to enact ordinances to prohibit the operation of bicycles on sidewalks. Many communities have done so, but the restriction is rarely enforced.

The use of sidewalks by Example of a shared-use path in the Greater Bridgeport planning region – paved section young children may also be ac- under the Route 25 expressway in Trumbull. ceptable and reasonable, especially as they are beginning to learn in wheelchairs and those with designed for pedestrians and for how to ride. At a young age, these other impairments as much their speed and maneuverability. beginning bicyclists ride at slow as practical. Although it may The higher speeds of bicycles speeds comparable to a pedes- not be feasible or possible cannot be safely accommodated trian and they often ride under to ensure that the trails are on sidewalks. The co-mingling of adult supervision. Also many 100% ADA accessible over pedestrians and bicyclists can re- parents feel that their children are its entire length, an ADA- sult in conflicts; sudden changes safer on a sidewalk as opposed to accessible route needs to be in direction by pedestrians leave sharing the road with motorized provided from parking area bicyclists little time to react and traffic. However, the question to the beginning of the trail pedestrian are sometimes uncer- is at what age should children and sections near and at the tain where on-coming bicyclists be encouraged to use the road trailhead should be ADA are going. Also bicyclists on instead of the sidewalk. A key to compliant and signed and sidewalks are not readily visible this is providing safe and proper marked as such. It is also to motorists and when they enter bicycle facilities, either on-the- recommended that shared- the roadway right-of-way, they road or as separate path. use trails be rated based on will be approaching traffic from a standardized difficulty an unexpected direction. Fixed assessment related to acces- objects located on sidewalks such sibility. This would allow as utility poles, sign posts, and users to decide for themselves newspaper vending machine also whether or not they could pose a hazard. The use of side- use the trail. walks for bicycle use is acceptable for short sections and in certain Sidewalks are not consid- exceptional situations where no ered acceptable for use by most alternatives are feasible. One bicyclists and designating a acceptable occurrence is over nar- sidewalk as a bicycle facility is not row bridges; however, to reduce a satisfactory policy. Sidewalks are potential conflicts, bicyclists

4-8 MUNICIPAL FACILITIES & SERVICES 13.0 Chapter 4: Bicycle Facilities Design Approach

Figure 13-1 | Schools Map

Note: This map does not include the proposed high school math and science magnet school, as this school is proposed to be located outside of Bridgeport. Source: BFJ Planning

Bridgeport Master Plan of Conservation and Development 189 Complete Streets Plan, 2011 4-9 Pedestrian 5 Facilities Design Approach

Walking is the most common form and mode of transportation. Every trip, at some point involves walking, whether it is from a parking lot to the entrance of a building, walking to and from a bus stop, or walking to the train platform. Despite this, it is often the least emphasized mode of travel when it comes to providing convenient, safe and adequate facilities. Pedestrian walkways, when provided, are often not built to a high design standard, not maintained properly, cluttered with fixed objects (mail boxes, sign posts, trees, newspaper boxes, etc), and not accessible to persons with a mobility impairment. Road design standards, with the emphasis on It is the responsibility of municipal govern- moving traffic and vehicular safety, and commercial ments to provide pedestrian facilities where development patterns have made the street environ- appropriate and needed. ment an intimidating place for pedestrians. People feel insecure walking along high speed, multi-lane arterials and are reluctant cross these roadways even when crosswalks are available. Strip commercial patterns worsen the sense of insecurity with multiple and closely spaced driveways and minimal pedestrian friendly connections. Each development assumes customers will drive, so the emphasis is on providing parking space and not with accommodating walking. Pedestrian safety is a concern in many communities. As traffic speeds have increased, pedestrians are more vulnerable. Data have shown that the higher the traffic speed, the higher the probability that a pedestrian will be killed or seriously injured if involved in an accident. In addition, the higher speed alone increases the possibility of a pedestrian being hit, because of the longer braking distances and limited reaction time.

5-1 Connecticut Statewide Bicycle and Pedestrian Plan

Sidewalk Design 1.6.A

www.pedbikeimages.org/Dan Burden

Chapter 5: Pedestrian Facilities Design Approach

www.pedbikeimages.org/Dan Burden

Source: Connecticut Bicycle and Pedestrian Plan, Bicycle and Pedestrian Design Toolbox

Well-designed pedestrian well designed sidewalk network To function properly, side- facilities create a more walkable is one that provides continuous walks must be of an adequatePAGE environment, where pedestrians paths with no gaps that connect size, have a smooth and stable feel safe and secure and adjacent where walkers want to go. surface and provide adequate traffic is not perceived as intimi- space for pedestrians to move dating. It should be assumed that While sidewalks are the freely and easily without impedi- people would walk if provided a main thoroughfare for walkers, ments. Of critical importance is safe environment. Studies have there are many other pedestrian for the sidewalks to be well main- shown that walking rates in dif- features that enhance the safety tained. Cracks in the pavement or ferent neighborhoods in the same and attractiveness of the area and heaves in the surface creates trip city are directly related to the encourage people to walk. These hazards and can lead to falls and quality of the pedestrian system. include: injuries.

Pedestrian facilities are Pedestrian activated signals to The design of a sidewalk separated areas specifically for pe- provide protection while crossing; depends on its location and destrian use and are intended to • Well marked and visible function. In less urban and provide safe area for people travel crosswalks; commercial areas, a three-foot between destinations. The most • Buffers between the street wide sidewalk may be sufficient. common pedestrian facility is a and the sidewalk; However, where high pedestrian sidewalk; and the characteristics traffic is expected, a minimum that most ensure use are continu- • Curb ramps; and width of five feet should be ity and interconnectedness. A • Signing. provided. Wider sidewalks should

Complete Streets Plan, 2011 5-2 Chapter 5: Pedestrian Facilities Design Approach

be installed in areas near schools, transit stops or other areas with high concentration of pedestrians. A 4-to-6-foot buffer should be provided between the street and the sidewalk.

In downtown areas, the sidewalk area needs to consider adjacent buildings and other amenities that may be placed in the area. In addition to a five-foot pedestrian zone, an additional three feet should be provided as a frontage zone along the building- sidewalk edge. This zone provides space for opening of doors with intruding into the pedestrian zone. On the street side, a two- to-four-foot zone should be reserved for tree plantings, street Source: Manual on Uniform Traffic Control furniture, sign posts and other Devices, 2009, FHWA items. This zone provides separation between where people are walking and fixed objects. The installation of pedestrian at intersections controlled by ei- signals must comply with the re- ther stop signs or a traffic control Pedestrian signals are spe- quirements and guidelines in the signal. Mid-block locations are cial devices connected to traffic Manual on Uniform Traffic Con- acceptable when warranted by control signals that alert pedes- trol Devices (MUTCD). Indica- high pedestrian activity. trians to when it is appropriate tions of WALK/DON’T WALK to cross a street. In conjunction should use the international Crosswalk lines need to be with the traffic control signal, the pedestrian symbols. Enhance- white and be at least six feet pedestrian signal provides either ments should include countdown wide. For added visibility, it is an exclusive crossing phase when signals that indicate the time recommended that the area of the all traffic is stopped or a concur- remaining in the walk/clearance crosswalk be marked with white rent phase. The latter situation phase and audible messaging to lines at a 90-degree angle to the allows pedestrians to cross while aid persons with vision impair- line of the crosswalk flow (that is, the opposing vehicle traffic has ments. Push buttons should be parallel to the flow of traffic). The a green light and intersecting placed be placed in easy reach of transverse line across street can be traffic is stopped by a red light. all users omitted. Material needs to be vis- The pedestrian phase is timed to ible, non-slippery and not cause allow sufficient time for pedes- Marked crosswalks are an a tripping hazard. As part of a trians to cross the street. Often effective method for improving complete streets concept, a tactile the red phase is extended when safety and reducing accidents. material should be used, such the pedestrian signal is activated Crosswalks indicate the preferred as, concrete pavers or stamped to ensure adequate crossing and locations for pedestrians to cross concrete. In either case, the mark- clearance intervals. In areas where a street and provide warning to ings must be well maintained to there is a heavy concentration of motorists to expect pedestrians. function properly. the elderly or children, more walk Typically, crosswalks are installed time should be provided.

5-3 Chapter 5: Pedestrian Facilities Design Approach

To accommodate handi- enhanced protection for pedes- pedestrians to deal with only one capped accessible travel, curb trians. The following types of direction of traffic at a time by ramps should be installed at all enhancements are suggested for enabling them to stop partway intersections. The ramps provide consideration: across the street and wait for an a gentle slope from the height adequate gap in traffic before of the sidewalk to the surface of Curb extensions (bottom crossing the second half of the the road. Tactile material should left): Curb extensions or bump- street. Often advanced warn- Connecticut Statewide Bicycle and Pedestrianbe addedPlan to provide non-visible outs extend the sidewalk or curb ing signs and flashing lights are cues that the walker is about to line out into the parking lane installed in conjunction with the enter to roadway. The ramps and reduces the effective street raised island. Landscaping could Curb Extensions/Neckdowns/Bulbouts need to be at least 36 inches wide width. They1.6.B significantly improve be placed in the median as long and should be provided for each pedestrian crossings by reducing as it does not restrict sight lines. crosswalk as opposed to one large crossing distance, visually and one. This layout aligns the sight- physically narrowing the roadway, Raised Crossing (next page impaired pedestrian in the proper improving the ability of pedes- top left): A raised pedestrian cross- direction. trians and motorists to see each ing is essentially a speed table other, and reducing the time that (a wide speed hump) with a flat A more involved approach pedestrians are in the street. portion the width of a crosswalk, to pedestrian safety is the imple- usually 10-to-15 feet. Gentle mentation of a traffic calming Raised Islands (next page, sloping ramps about six feet measures. The techniques in- bottom left): Raised islands are wide are placed on either side of volve physical changes to the placed in the center of the street the raised crossing. This allows roadway to alter driver behavior, at intersections or mid-block to traffic to comfortably cross at 25 reduce travel speeds and provide help protect crossing pedestrians mph. The raised crossing elevates from motor vehicles and allow the crosswalk to the height of the sidewalk and is designed to Connecticut Statewide Bicycle and Pedestrianencourage Plan motorists to yield to pedestrians. www.pedbikeimages.org/Dan Burden Curb Ramps/Landings 1.6.C

www.pedbikeimages.org/Michael King

layout for curb extensions with defined parking bays (left) & Curb Ramp (right), Source: Connecticut Bicycle and Pedestrian Plan, Bicycle and Pedestrian Design Toolbox

Complete Streets Plan, 2011 5-4

www.pedbikeimages.org/Dan Burden

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www.pedbikeimages.org/Dan Burden www.pedbikeimages.org/Carl Sundstrom

PAGE Chapter 5: Pedestrian Facilities Design Approach

Clockwise from top left: 1) crosswalk with tactile surface material; 2) raised intersection; 3) on-street parking enhancements; 4) raised refuge island; Source: www.Pedbikeimages.org/Dan Burden

Raised Intersection (top To mitigate this issue, on-street right): A raised intersection is parking area can be defined and essentially a raised pedestrian delineated with the use of a dif- crossing that extends across the ferent surface material and by entire intersection. Construction installing curb extensions. The involves providing ramps on each curb extensions define where pe- vehicle approach, which elevates destrians should cross and effec- the entire intersection to the level tively reduces the walk distance. of the sidewalk. Crosswalks are On-street parking bays need to be elevated as part of the treatment. setback from the intersection and approaches to crosswalks. On-Street Parking En- hancements (bottom right): On-street parking can narrow the effective crossing width of a road, provide a buffer between traffic and pedestrians and foster a more vibrant pedestrian commercial environment. However, it can create a visual barrier between traffic and crossing pedestrians.

5-5 Green 6 Infrastructure Elements

The concept of complete streets focuses primarily on making the street environment more accommodating to all travelers by all modes of transportation. However, also equally important and a key element of this concept is the enhancement of the area beyond the travelway. These enhancements include various landscaping and streetscape features to make the street more interesting and aesthetically pleasing. Green infrastructure is an approach to stormwater The landscaping elements are also referred management that is cost-effective, sustainable, and en- to as “green” infrastructure. vironmentally friendly. The purpose is to control water flow before it enters the drainage system, thereby, allowing groundwater recharge, reducing inflow and reducing the occurrence of combined and sanitary sewer overflows. These elements can also help control runoff and storm water flows from large storm events. This will reduce the potential for area wide flooding. Typical elements included as green infrastructure include: Storm Water Planter: A storm water planter is a small, contained vegetated area that collects and treats storm water using bioretention. They typically contain native, hydrophilic flowers, grasses, shrubs and trees. Treated storm water is either infil- trated into the ground or discharged into a traditional storm water drainage system. The planters are relatively small and do not require a large amount of space. However, they need periodic maintenance, including weeding, plant replacement, cleaning inflow and outflow pipes, watering during dry periods and removing litter. The cost of a storm water planter is about $15 per square foot.

6-1 Chapter 6: Green Infrastructure

Tree Boxes: Urban trees provide shade and enhance the aesthetics of the roadway, but they are also effective in reducing and filtering storm water. A tree box is special application that is designed to capture and filter runoff before it is discharged into the storm sewer system. Most urban tress are planted in the sidewalk area and no additional elements are provide. A tree box application includes planting trees in a container, intercepting and capturing runoff from the street before it reaches the catch basin, and amended mulch and soil designed to filter pollutants from the runoff. Tree boxes are more expensive than typical tree planting but are substantially Source: Portland Community Watershed Program more effective in reducing runoff.

City of Portland, 2004 Stormwater Management Manual

6-2 4.6 Infiltration Gardens

Infiltration Gardens and Streets

On a new street:

In new design, infiltration gardens can be incorporated at street intersections, in the centers of roundabouts, or in central medians.

On an existing street:

Many downtowns, industrial areas, neighborhoods, and rural areas have large SOURCE: NEVUE NGAN ASSOCIATES areas of unused or inefficiently used pavement Figure 4-41: Large under-used areas of asphalt can easily be converted into infiltration gardens. on streets and parking lots that could be converted to infiltration gardens. Look for:

• Unused or inefficiently used pavement; or • Lawn areas at street intersections.

Infiltration Gardens and Parking Lots

In a new parking lot:

Infiltration gardens can be used in parking lots requiring more treatment area than swales and planters can provide. Infiltration gardens

SOURCE: NEVUE NGAN ASSOCIATES are also a good option if there is a focal area Figure 4-42: A triangle-shaped infiltration garden that could be beautified and be used as an Chapter 6: Green Infrastructure retrofitted along a busy arterial street. interpretive area.

In an existing parking lot: of runoff and is positioned to Bio-swales: A bio-swale interceptParking lots runoff sometimes before have moreit enters spaces than is a gently sloping depression necessary, and those spaces can be taken over thefor drainage infiltration system.gardens. Look The for: intent is along the length of the roadway, to reduce infiltration and improve • Parking lots with excess spaces; planted with dense vegetation water• Parking quality. lots Whilewith underused construction landscaped or grass. The intent is to treat is similaror asphalt to any areas other nearby; garden, or • Parking lots with very long stalls or wider stormwater runoff from rooftops, the excavationthan necessary of travel a rain lanes garden that could is streets, and parking lots before deeperbe andredesigned how towater create is space delivered for an infiltration garden. it enters the drainage system.

SOURCE: NEVUE NGAN ASSOCIATES to the garden is a critical fac- An infiltration garden retrofitted within a As the runoff flows along the FigureSource: 4-43: U.S. EPA, 2009, Stormwater tor. Typically, they are built in a middleManagement school’s parking Handbook lot. length of the swale, the vegeta- natural depression. If not then the runoff needs to be physically tion slows and filters it and allows Rain Garden: A rain gar- it to infiltrate into the ground. 32 S t o r m w a t e r m a n a g e m e n t H a n d bdiverted o o k to the rain garden. The den is a small garden specially rain garden needs to be properly The bio-swale looks like a typical designed by plant selection and maintained and the pipes leading landscaped area, but it is typi- composition of soil and base into and from the garden need cally lined to convey runoff to the material to handle the extreme to inspected and cleaned of any drainage system or other outlet. flows and nutrient concentra- natural debris. The cost is variable The bio-swale needs to be well tions of stormwater runoff. The and depends on the size, location maintained and periodically clean garden is located near the source and plant material. and cleared of sediment, weeds

Complete Streets Plan, 2011 6-3 Permeable Block Pavers

Chapter 6: Green Infrastructure

good drainage. Pervious asphalt consists of coarse stone aggregate and asphalt binder, with very little fine aggregate, and has a similar look to conventional asphalt. Water percolates through the small voids left in the finished asphalt. The base and sub-base consists of a thick layer of gravel, absent of fine aggregates, to allow water to drain thoroughly. It is generally deeper and more Grass and Gravel Grid Paverscomplex than the base and sub- base supporting a typical asphalt surface. A drainage layer may be necessary if the water cannot be readily absorbed in the sub-soil layer. The most applicable site is one that is relatively level and the filtration layer must be at least four feet above the water table. The surface of either the concrete pavers or permeable asphalt needs to be well maintained to function properly and attain an adequate useful life. The surface needs to Photos: CT DEP be swept or vacuumed periodically to prevent sediments from clogging the voids in the material, which will reduce the effectiveness of the permeable material. Turf blocks consist of concrete Hole in the Wall Parkingblocks arranged with large Lot spaces – East Lyme, CT Source: Connecticut DEP filled with soil and planted with grasses or hearty ground cover. Photo: CT DEP and litter. The cost is variable and trate through the top layer and This application is most appropri- depends on the size, location and recharge ground water, thereby, ate in large surface parking lots. plant material. reducing runoff. The permeable Like a regular lawn, turf block Hole in the Wall Parkingpavement Lot – can East handle Lyme,heavy loads CT areas need to mowed, raked and Permeable Pavement: This and is suitable for vehicle traffic reseeded. green infrastructure element areas, such as surface parking lots, involves using a porous material on-street parking lanes, sidewalks, instead of a non-pervious asphalt and crosswalks. Concrete pav- or concrete. Examples includes ers consist of small, brick-sized pre-cast concrete pavers, perme- blocks arranged in an interlock- able asphalt or concrete, and ing grid pattern. Gaps between turf block. The common feature the pavers allow water to flow of these surface materials is that into the ground and the base they allow storm water to infil- and sub-base material provides

6-4 Green Streets www.Recovery.gov

residential streets offer the greatest potential for paving that is durable, load-bearing, and built with Residential building Green Streets in new neighborhoods or an underlying reservoir can temporarily store water Streets retrofitting existing streets because the streets prior to infiltration. are typically slower, less trafficked, and likely to Stormwater curb extenSionS already have some landscape elements. in new construction situations, Green Streets Permeable Paving can be designed to handle significant volumes vegetated SwaleS These days, it is fairly common for homes to have of water. in retrofit situations, they can typically rain gardens incorporated into their landscaping to handle all of the rain from small storms, while collect and store stormwater runoff from rooftops, excess water from large storms can overflow into driveways, and patios. “rain garden” is the general existing storm sewer systems. term used to describe stormwater strategies that use plants and soils to filter, absorb,5.1 Residentialand slow Streets rainwater on the landscape surface. Using Stormwater Curb Extensions ResidentialRain Streets gardens are beautiful 5.1 Many streets in Northern Kentucky could be retroffited with stormwater curb Similar types of rain gardens can take various forms Optional: Existing curb and planting extensions that could contain rain gardens striplandscape can be retained as is or features that Vegetated while not affecting existing trees. This incorporated into curb extension curb extension within the street right-of-way itself—theresidential edgesstreet example ofillustrates how naturallyStreet tree filter runoff and Sidewalk stormwater curb extensions can be easily Conventional landscape retrofitted alongside the existing curb On-street parking the street can be built to allow stormwaterline. Runoff from to the flow street can simply require less maintenance enter these landscape areas and overflow into the existing drain inlets. Because than turfSOURCE: NEVUE NGAN ASSOCIATES grass. into a landscape area, or space withinthis thestreet has paved a lot of unused on-street Figure 5-6: EXISTING: A typical low-density residential Greenparking, Streets installing curb extensions would street in Covington. not take away needed parking. With the area of the street can be converted to landscape, Two-way car travel new stormwater curb extensions and 20’ minimum street trees in place, the narrower street through zone increasing permeability. Additionally,provides permeable a more aesthetically pleasing and Combining greenpotentially safer infrastructure traffic environment. with bicycle, pedestrian 7 and traffic calming elements create “green” streets. A “green” 5.1 Residential Streets street uses natural systems to reduce storm water flow, improve water quality, reduce urban heating,Figure enhance 5-8: Stormwater Curb Extensionpedestrian at Intersection-Plan Viewsafety,

Using Stormwater Curb Extensions reduce carbon footprints, and beautify neighborhoods. Through

StormwaterMany streets curb in Northern extenSionS Kentucky could various combinations of plants and soils, these objectives can be met be retroffited with stormwater curb extensions that could contain rain gardens on different types of roads in a variety of settings. The following are Conventionalwhile curb not extensions affecting existing trees. This (also knownresidential as curb streetbulb exampleouts, illustrates how examples of how various Complete Street features and strategies stormwater curb extensions can be easily chokers, or retrofittedchicanes) alongside have the existing curb can be employed to effectuate a fundamental change in the way aResidential Streets 5.1 been used line.for decades Runoff from to the street can simply 5.1 Residential Streets enter these landscape areas and overflow street looks, feels and is used. SOURCE: NEVUE NGAN ASSOCIATES enhance pedestrian safety and Residential StreetsFigure 5-7: RETROFIT OPPORTUNITY: Same residential street retrofitted with stormwater curb extensions. Existing driveway Pervious pavers into the existing drain inlets. Because SOURCE: NEVUE NGAN ASSOCIATES 5.1 SOURCE: NEVUE NGAN ASSOCIATES Conventional On-street parking Concrete band, help in traffic calming. TypicAl STreeT opporTuniTy Figure 5-9: A pair of stormwaterimplemenTATion curb extensions used in a residential street’s parking zone in Portland, Oregon. this street has a lot of unused on-street Figure 5-6: EXISTING: A typical low-density residential landscape flush with pavers parking, installing curb extensions would street in Covington. Sidewalk Pervious Paving in the Parking Zone A stormwaternot curbtake away extension needed parking. With the 42 Stormwater management Handbook new stormwater curb extensions and Optional: Existing curb and planting ImplementIngPervious green pavers Infrastructure in the parking In northern lane can kentucky communItIes 43 simply incorporatesstreet trees ain rain place, the narrower street give the illusion of a narrower street and strip can be retained as is or therefore help calm traffic. TheyVegetated convert garden intoprovides which runoffa more aestheticallyflows. pleasing and incorporated into curb extension impervious surface to allow stormwatercurb extension potentially safer traffic environment. to absorb into the ground, reducing the Street tree amount of runoff, without anySidewalk loss of Travel lane allows one parking on the street. car to pass while the car traveling in the opposite Conventional landscape direction waits in the This diagram illustrates the parking zone On-street parking SOURCE: NEVUE NGAN ASSOCIATES Figure 5-18: EXISTING: A typical urban residential street in Covington,.use of curb extensions with 5.1 Residential Streets the addition of rain gardens.

Figure 5-20: Pervious Paving in Parking Zone-Plan View

Green Streets www.Recovery.gov Two-way car travel Pervious Paving in the Parking Zone 20’ minimum through zone Pervious pavers in the parking lane can give the illusion of a narrower street and Permeable Paving therefore help calm traffic. They convert impervious surface to allow stormwater to absorb Permeableinto the pavingground, (pavers, reducing the or porous asphalt and amount ofpervious runoff, concrete) without in the any loss of parking on parkingthe street. lane converts SOURCE: NEVUE NGAN ASSOCIATES Residential Streets Figure 5-7: RETROFIT OPPORTUNITY: Same residential street retrofitted with stormwater curb extensions. SOURCE: NEVUE NGAN ASSOCIATES 5.1 impervious surfaces to allow exiSTinG opporTuniTy Figure 5-21: PerviousimplemenTATion paving used in a residential street’s parking zone. Notice the visual “narrowing” of the street. SOURCE: NEVUE NGAN ASSOCIATES stormwater Figureto absorb 5-8: into Stormwater the Curb Extension at Intersection-Plan ViewFigure 5-19: RETROFIT OPPORTUNITY: Same residential street retrofitted with pervious paving in the parking zone ground, which reduces the of the street. Existing driveway SOURCE: NEVUE NGAN ASSOCIATES Pervious pavers amount of runoff without any ImplementIng green Infrastructure In northern kentucky communItIes 49 42 Stormwater management Handbook FigureConventional 5-18: EXISTING: A typical urban residentialOn-street parking Concrete band, loss of parking on the street. streetlandscape in Covington,. 48 Stormwater management Handbook flush with pavers The aesthetics of permeable Sidewalk paving can also give the Residential Streets | 2

Green reserve illusion of a narrower street andPermeable therefore help paving calm traffic.material installed in the parking lane converts impervious areas to provide 5.1 Residential Streets storm water to infiltrate into the Travel lane allows one Options for New Development car to pass while the car traveling in the opposite ground. Storm water runoff is re- The street shown in Figure 5-14 has lawn in planting strips between the street and the direction waits in the duce without any loss of parking sidewalks. The design could have substituted parking zone swales for lawn in the planting strips, with a curbless condition to allow water to and the aesthetic qualities of the sheet flow into the swales (see Figure 5- 15). These design changes could provide concrete pavers gives the illusion significant stormwater management area, reducing the need for a larger facility to SOURCE: NEVUE NGAN ASSOCIATES treat all the runoff from this development Figure 5-14 EXISTING: A new residential street in in one location. Figure 5-16 and Figure 5- Lewes, Delaware. that the road has been narrowed, 17 show additional options for using swales depending on how streets are crowned thereby, reducing travel speeds. (See Appendix C). SOURCE: NEVUE NGAN ASSOCIATES 5.1 Figure Residential 5-9: A pair of Streetsstormwater curb extensions used in a residential street’s parking zone in Portland, Oregon. 4.4 Stormwater Swales

Figure 5-20: Pervious Paving in Parking Zone-Plan View Swales and Streets Options for New Development Source: Green Streets: A Conceptual Guide to Effective Green Streets Design Solutions, EPA, 2009. On a new street: ImplementIng green Infrastructure In northern kentucky communItIes 43 vegetatedThe street SwaleS shown in Figure 5-14 has lawn in 7-1 planting strips between the street and the The long and linear character of streets sidewalks. The design could have substituted can accommodate a swale’s need for long swales for lawn in the planting strips, with uninterrupted stretches of landscape. Often Swales are long, shallow streets have long stretches of right-of-way that a curbless condition to allow water to is underused. vegetatedsheet depressions, flow into the with swales (see Figure 5- a slight longitudinal slope. Residential Streets 5.1 15). These design changes could provide On an existing street: As watersignificant flows through stormwater the management area, • Look for long, unplanted, unused median reducing the need for a larger facility to SOURCE: NEVUE NGAN ASSOCIATES swale, it is slowed by the SOURCE: SEATTLE PUBLIC UTILITIES treat all the runoff from this development Figure 5-14 EXISTING: A new residential street in Figure 4-27: A residential street with a stormwater strips or planting strips between the Lewes,exiSTinG Delaware. opporTuniTy swale.implemenTATion sidewalk and the street. interactionin one with location. plants Figure and 5-16 and Figure 5- SOURCE: NEVUE NGAN ASSOCIATES Figure 5-15: RETROFIT OPPORTUNITY: Same residential street using vegetated swales in the street’s planting strips. • Can turn lanes be removed, travel lanes soil, allowing17 show sediments additional options for using swales moved to center, and swales added on and pollutantsdepending to settle on how out. streets are crowned sides? Water soaks(See intoAppendix the soil C). and SOURCE: NEVUE NGAN ASSOCIATES • Is there a way to move that water on the 46 Stormwater management HandbookVegetated swale on one A mid-block pedestriansurface rather than in a pipe? Figure 5-19: RETROFITis taken up byOPPORTUNITY: plants, and Same residential street retrofittedSidewalk with pervious paving in the parking zone • Can travel lanes on a particular street be of the street. side of the street access point providesnarrowed? may infiltrate further into access to the sidewalk• Does a street effectively use on-street the ground if the soil is well- Street tree on the other sideparking, of the or can that extra impervious area drained. vegetated swale be consolidated into swales? Can parking be moved to one side and a swale be placed on the other side?

insert swale here

48 Stormwater management Handbook SOURCE: NEVUE NGAN ASSOCIATES Swales and Parking Lots Figure 4-28: A potential residential street swale opportunity in existing planting strip. Dashed lines show where a vegetated swale could be added. In a new parking lot:

SOURCE: NEVUE NGAN ASSOCIATES Parking lots are a great fit for swales. Long drive aisles lend themselves well to the continuous Figure 5-21: Pervious paving used in a residential street’s parking zone. Notice the visual “narrowing”Two-way of the street. car travel spaces swales need. There are many creative ways to include swales in parking lots. For example, shorter parking stalls can yield a few extra feet of area, especially when a high On-street parking on one number of parking spaces are required by side of the street only code.

ImplementIng green Infrastructure In northern kentucky communItIes In an49 existing parking lot: Often parking lots can be retrofitted without

SOURCE: KEVIN ROBERT PERRy - CITy OF PORTLAND losing any parking spaces. It may not always be Figure 4-29: An elementary school parking lot with a obvious how a parking lot might be retrofitted; stormwater swale. look for:

24 Stormwater management Handbook SOURCE: NEVUE NGAN ASSOCIATES Figure 5-15: RETROFIT OPPORTUNITY: Same residentialFigure street using 5-16: vegetated Swale swales in theon street’s One planting Side strips. of Street, Parking on Other Side-Plan View View

46 Stormwater management Handbook Residential Streets | 3 Green reserve

Sidewalk Vegetated swale on both sides of the street Street tree

Center median vegetated swale

One-way car travel each direction (no on-street parking)

Figure 5-17: Side Swales and Median Swale (No On-Street Parking)-Plan View

ImplementIng green Infrastructure In northern kentucky communItIes 4 Residential Streets 5.1 5.1 Residential Streets Existing driveway Pervious pavers Conventional On-street parking Concrete band, landscape flush with pavers Sidewalk Pervious Paving in the Parking Zone

Pervious pavers in the parking lane can give the illusion of a narrower street and therefore help calm traffic. They convert impervious surface to allow stormwater to absorb into the ground, reducing the amount of runoff, without any loss of Travel lane allows one parking on the street. car to pass while the car traveling in the opposite direction waits in the parking zone SOURCE: NEVUE NGAN ASSOCIATES Figure 5-18: EXISTING: A typical urban residential street in Covington,. 5.1 Residential Streets

Figure 5-20: Pervious Paving in Parking Zone-Plan View

Green Streets www.Recovery.gov Pervious Paving in the Parking Zone

Pervious pavers in the parking lane can give the illusion of a narrower street and Permeable Paving therefore help calm traffic. They convert impervious surface to allow stormwater to absorb Permeableinto the pavingground, (pavers, reducing the or porous asphalt and amount ofpervious runoff, concrete) without in the any loss of parking on parkingthe street. lane converts Residential Streets SOURCE: NEVUE NGAN ASSOCIATES 5.1 impervious surfaces to allow exiSTinG opporTuniTy Figure 5-21: PerviousimplemenTATion paving used in a residential street’s parking zone. Notice the visual “narrowing” of the street. SOURCE: NEVUE NGAN ASSOCIATES stormwater to absorb into the Figure 5-19: RETROFIT OPPORTUNITY: Same residential street retrofitted with pervious paving in the parking zone ground, which reduces the of the street. Existing driveway SOURCE: NEVUE NGAN ASSOCIATES Pervious pavers amount of runoff without any ImplementIng green Infrastructure In northern kentucky communItIes 49 FigureConventional 5-18: EXISTING: A typical urban residentialOn-street parking Concrete band, loss of parking on the street. streetlandscape in Covington,. 48 Stormwater management Handbook flush with pavers The aesthetics of permeable Sidewalk paving can also give the illusion of a narrower street and therefore help calm traffic.

5.1 Residential Streets

Travel lane allows one Green Streets Options for New Development car to pass while the car www.Recovery.gov traveling in the opposite The street shown in Figure 5-14 has lawn in planting strips between the street and the direction waits in the sidewalks. The design could have substituted parking zone swales for lawn in the planting strips, with a curbless condition to allow water to sheet flow into the swales (see Figure 5- 15). These design changes could provide commercialsignificant stormwater streets management in area, most urban areas need to streets where the location of underground 4.7 reducing Stormwater the need for a larger Curb facility Extensions to SOURCE: NEVUE NGAN ASSOCIATES Commercial treat all the runoff from this development Figure 5-14 EXISTING: A new residential street in accommodatein one location. Figure 5-16 a andwide Figure 5- rangeLewes, Delaware.of users and uses utilities is considered from the start. more 17 show additional options for using swales depending on how streets are crowned Streets including(See Appendix pedestrians, C). drivers, bikers, transit strategic design is necessary for streets with Inlet to riders, on-street parking,storm outdoor sewer seating, existing utilities. The pay-off of these efforts, system 5.1 Residential Streets Stormwater PlanterS lighting, trees, etc. Because of all4.4 these demands, Stormwater Swalesthough, is a more attractive, walkable street Stormwater curb extenSionS Curb cut for finding space to collectstormwater and manage stormwater that considerably reduces polluted runoff. Permeable Paving5.2Figure Commercial 5-20: Pervious Main Streets Paving in Parkingoverflow Zone-Plan View can at first appear challenging. There are, Swales and Streets Options for New Development however,Angled Parking Solutions several design options that towns and On a new street: The street shown in Figure 5-14 has lawn in Angled parking along commercial main vegetated SwaleS streets is common in cities in Northern planting strips between the street and the citiesKentucky. Onecan green consider street design when integrating stormwater The long and linear character of streets sidewalks. The design could have substituted scenario consolidates one or more parking can accommodate a swale’s need for long mangementspaces into a curb extension. Converting into even their most active streets. uninterrupted stretches of landscape. Often Swales areswales long, for shallow lawn in the planting strips, with angled parking spaces into curb extensions can add more landscaping to the street Astreets community’s have long stretches identityof right-of-way thatis a curbless condition to allow water to which could also make storefronts more is underused. Commercialvegetated Mainsheet depressions, flow Streets into the with swales (see Figure 5- attractive. Stormwater 5.2 Residential Streets plantings SOURCE: NEVUE NGAN ASSOCIATES a slight longitudinal15). These design slope. changes could provide Figure 5-42: EXISTING: A typical commercial often most 5.1 evident on its The key is thinking creativelymain street with angled parking in in San finding Mateo County, space On an existing street: significant stormwater management area, California. Optional Commercial Main Streets 5.2 As water flows through the concrete curb commercial streets.

SOURCE: KEVIN ROBERT PERRy - CITy OF PORTLAND • Look for long, unplanted, unused median reducing the need for a larger facility to SOURCE: NEVUE NGAN ASSOCIATES Greenswale, Streets it is slowed by the that can accommodate Newmultiple perimeter purposes SOURCE: SEATTLE PUBLIC UTILITIES in one www.Recovery.gov treat all the runoff from this development Figure 5-14 EXISTING: A new residential street in CommercialFigure Main 4-49: StreetsCurb extensions can provide stormwater Sidewalk strips or plantingStormwater strips planter between theBuilding frontage Chapter 7: Green Streets 5.2curb managementFigure opportunities 4-27: and A residential safer crossings street for with a stormwater Green Street techniques not Lewes,exiSTinG Delaware. opporTuniTy swale.implemenTATion On-steet parking sidewalk andStreet the tree street. interaction with plants and SOURCE: NEVUE NGAN ASSOCIATES Conventional landscape in one location. Figure 5-16 and Figure 5- space, such as a street tree pit designedpedestrians. to collect Bicycle lane Figure 5-15: RETROFIT OPPORTUNITY: Same residential street using vegetated swales in the street’s planting strips. only• Canachieve turn lanes beenvironmental removed, travel lanes soil, allowing17 show sediments additional options for using swales moved to center, and swales added on Angled Parking Solutionsdepending on how streets are crowned runoff, or the curb extensionsConventional (also known as and pollutants to settle out. Main Street With Stormwater goalssides? but can greatly plantingPlanters strip (See Appendix C). SOURCE: NEVUE NGAN ASSOCIATES with trees • Is there a way to move that water on the Water soaks into the soil and “pedestrian bulb outs”) at the corners designed surface rather than in a pipe? 46 Stormwater management HandbookVegetatedThis design adds stormwaterswale planterson oneto A mid-block improvepedestrian the look and feel Two-way AngledFigure 5-19: parking RETROFIT along commercial OPPORTUNITY: main Same residential street retrofitted with pervious paving in the parking zone car travel Stormwateris taken up curbby plants, extenSionS and Sidewalk be added to the furnishing zone while • Can travel lanes on a particular street be streetsof the street. is common in cities in Northern to reducing crossing distancessideretaining of on-street thefor pedestriansstreet parking. A band of access point providesnarrowed? may infiltrate further into paving, which can be pervious paving or of a community. Reduced access to theBio-swales sidewalk• Does a street Stormwater are effectively entry/exitlong, use Pedestrianshallow on-street egress zone vegetatedpedestrian Kentucky. One green street design another paving material, allows access to curb cut crossing the ground if the soil is well- Street tree that can also contain a raincars garden. parked on the street.These This design design on the other sideparking, of the or can that extra impervious area distance Stormwater curb extensions links a series of flow-through planters or depressions,be consolidatedwith a slight into swales? longitudinal Can parking slope scenario consolidatesdrained. one or more parking infiltration planters. Water flows into the vegetated swale first one; when it fills up, water can flow be moved to one side and a swale be spaces intoon a commercial curb extension. streets Convertingare options are more easily accommodated in new SOURCE: NEVUE NGAN ASSOCIATES back out to the street gutter and into the Figure 5-26: EXISTING: A commercialthat street in allowsplaced runoff on the other flow side? through the swale Commercial Main Streets Covington with on-street parking. similar to those on5.2 residential Checknext dam planter, and so on. If any stormwater angled parking spaces into curb extensions overflows at the end, after the last planter, (optional) insert swale here 48 Stormwaterstreets. They managementare rain gardens HandbookCommercial Main Streets it flows into the existing catchSOURCE: NEVUE NGAN ASSOCIATES basin. An and infiltrateSwales and theParking ground. Lots Sediments and

can add more landscaping to the street SOURCE: CONTExTSENSITIVESOLUTIONS.ORG advantage of using planters inFigure downtown 4-28: A potential residential street swale 5.2 Sediment typically located near the areas is that theyFigure treat 4-50: a givenopportunity Curb amount extensions in existing can fitplanting nearly anywherestrip. Dashed lines show which could also make storefronts more exiSTinG opporTuniTy forebayof water in tighterandimplemenTATion help spaces calmwhere becausetraffic a tovegetated ofprotect pedestrians. swale could be added. pollutantsIn a new parking settle lot: out as the storm water corners that can also provide their vertical walls. In addition, they add Figure 5-28: Stormwater Planters With On-Street Parking-Plan View attractive. greenery and make the streetscapeSOURCE: NEVUE NGAN ASSOCIATES more

SOURCE: NEVUE NGAN ASSOCIATES Figure 5-43: RETROFIT OPPORTUNITY: Same commercial street withCurb two angledappealing. cut parking for stalls converted into Parking lots are a greatflows fit for swales. through Long drive the swale. the pedestrian with a more Sidewalk stormwater curb extensions. Building frontage SOURCE: NEVUE NGAN ASSOCIATES stormwater entry aisles lend themselves well to the continuous Main Street With FigureStormwater 5-21: Pervious paving used in a residential street’s parking zone. Notice the visual “narrowing” of the street. comfortable crossing. Figure 5-42: EXISTING:Angled parking A typical commercial Pervious paving StormwaterTwo-way curb extension car travel spaces swales need. There are many creative Planters Stormwater flow ways to include swales in parking lots. For

main street with angled parking in60 SanStormwater MateoSOURCE: NEVUE NGAN ASSOCIATES County,management Handbook Street tree Figure 4-48: A diagram of how stormwater runoff example, shorter parking stalls can yield a Curb extensions can also California. few extra feet of area, especially when a high This design addsStormwater stormwater PlanterSplanters to typically flows within a stormwater curb extension. be located mid-block by On-street parking on one number of parking spaces are required by be added to the furnishing zone while side of the street only code. converting one or more retaining on-street parking. A band of 36 Stormwater management Handbook parking spaces. Planters are long, narrowImplementIng land- green Infrastructure In northern kentucky communItIes In an49 existing parking lot: paving, whichscaped can be areas pervious with vertical paving walls or another paving material, allows access to Often parking lots can be retrofitted without

and flat bottoms, typically open SOURCE: KEVIN ROBERT PERRy - CITy OF PORTLAND losing any parking spaces. It may not always be cars parked on the street. This design Figure 4-29: An elementary school parking lot with a obvious how a parking lot might be retrofitted; to the underlying soil. They stormwater swale. links a series of flow-through planters or look for: allow for more storage volume Commercial Main Streets 5.2 infiltration planters. Water flows into the SOURCE: KEVIN ROBERT PERRy - CITy OF PORTLAND Commercial Main StreetsTypicAl STreeT opporTuniTy Figure 5-29: Stormwater plantersimplemenTATion used along a downtown street. Space should be allocated for people to get in and out of than a swale in less space.5.2 CommercialSidewalk Main Streets their vehicles and access the sidewalk. first one; when it fills up, water can flow On-steet parking Stormwater curb extension Pervious pavers 5.2 SOURCE: NEVUE NGAN ASSOCIATES Bicycle lane Concrete band, Two-wayStreet tree SOURCE: NEVUE NGAN ASSOCIATES back out to the street gutter and into the Figure 5-26: EXISTING: A Figure commercial 5-27: RETROFIT24 street OPPORTUNITY:Stormwater in Same commercial street management flushretrofitted with with paving a series of stormwater Handbook planters. Water flows into the planter, SOURCE: NEVUE NGAN ASSOCIATES car travel Covington with on-street parking. ImplementIng green Infrastructure In northern kentucky communItIes 53 Figure 5-15: RETROFIT OPPORTUNITY:next planter, Sameand residentialso on. streetIf any using stormwater vegetated swales in theCurb street’s Extensions planting and strips. Pervious absorbsFigure into the 5-16: plants Swaleand Pavingon Onein Parallel Side Parking Zoneof Street, Parking on Other Side-Plan View View overflows at the end, after the last planter, Sidewalk Stormwater planterShorter Building frontage topsoil, fills to a predeterminedThe curb extensions shown for residential 52 Stormwater management Handbook it flows into the existing catch basin. An streets in Section 5.1 can also beOn-steet adapted parking Street tree crossing advantage of level,using andplanters then, in if necessary,downtown to commercial streets. Figure 5-39 distance for Conventional landscape illustrates a curb extension with a rain Bicycle lane overflows into a storm sewer garden planter that is about the size of pedestriansTwo-way areas is that they treat a given amount car travel 46 Stormwater management system.Handbook If desired, planters can one parking space. The planters can be of water in tighter spaces because of built mid-block and serve as street tree Shorter planting pits if the sidewalk are too narrow Residentialcrossing Streets | 3 accommodate street trees. distance for to accommodate street trees. their vertical walls. In addition, they add SOURCE: NEVUE NGAN ASSOCIATES pedestrians Green reserve Figure 5-38: EXISTING: A typical commercial main greenery and make theAlong streetscape commercial more streets, the street with on-street parking in San Mateo County, California. appealing. bio-swale and rain gardens are replacedSidewalk by a series of stormwater Vegetated swale on both Two-way sides of the street car travel 5.2 Commercial Main Streets Figure 5-40: Combination of Pervious Paving and Curb Extensions in Parking Zone-Plan Streetplanters. tree The planters serve the same function but are smaller Reduced Stormwater entry/exit Pedestrian egress zone pedestrian Curb Extensions and Pervious and fit better in the commercial curb cut crossing Permeable PavingPaving in Parallel Parking Zone environment. The sidewalk are distance The curb extensions shown for residential Figure 5-44: Angled Parking Curb Extensions-Plan ViewView streets in Section 5.1 can also be adapted can be surfaced with a permeable Permeable pavingto on commercial streets. Figure 5-39 illustrates a curb extension with a rain material and a bicycle facility commercial streetsgarden can planterbe that is about the size of one parking space. The planters can be Center median incorporated into builtsidewalks mid-block and serve as street tree provided. vegetated swale and parking lanes.planting pits if the sidewalk are too narrow to accommodate street trees. SOURCE: NEVUE NGAN ASSOCIATES SOURCE: NEVUE NGAN ASSOCIATES Figure 5-43: RETROFIT OPPORTUNITY: Same commercial street withFigure two5-38: angledEXISTING: parking A typical stallscommercial converted main into One-way car travel SOURCE: NEVUE NGAN ASSOCIATES exiSTinG opporTuniTy Figure 5-41: This urban streetimplemenTATion in Portland, Oregon uses pervious paving in its parking zone and could have provided more stormwater curbRecent extensions. advances in permeable Commercialstreet with on-street parking inMain San Mateo Streets County, stormwater management by adding stormwater curb extensions. each direction 5.2 California. paving technologies now SOURCE: NEVUE NGAN ASSOCIATES (no on-street parking) Figure 5-39: RETROFIT OPPORTUNITY: Same commercial street with pervious paving in the parking zone and make many appropriate for stormwater curb extensions. ImplementIng green Infrastructure In northern kentucky communItIes 59 higher speeds or where large, Sidewalk On-steet parking Stormwater curb extensionFigurePervious 5-28: Stormwaterpavers Planters With On-Street Parking-Plan View heavy vehicles are expected 58 Stormwater management Handbook 60 Stormwaterto be parked—areasmanagement such as Handbook Bicycle lane Concrete band, Street tree flush with paving loading zones and bus stops. In this example, permeable SOURCE: NEVUE NGAN ASSOCIATES Figure 5-27: RETROFIT OPPORTUNITY: Same commercial street retrofitted with a series of stormwater planters. pavers or asphalt is placedCommercial along Streets | 4

Green reserve the parking lane to convert it Figure 5-17: Side Swales and Median Swale (No On-Street Parking)-Plan View from an impervious surface. Stormwater curb extensions 52 Stormwater management Handbook Travel Lane Stormwater Planter Within Angled Parking Sidewalk Zone define the parking spaces pro- Two-way car travel vide additional runoff reten- Figure 5-45: Angled Parking Curb Extensions-Cross Section ImplementIng green Infrastructure In northern kentuckyShorter communItIestion. Again,4 bicycle lanes can crossing distance for be installed to further expand ImplementIng green Infrastructure In northern kentucky communItIespedestrians 61 opportunities. SOURCE: NEVUE NGAN ASSOCIATES Figure 5-39: RETROFIT OPPORTUNITY: Same commercial street with pervious paving in the parking zone and stormwater curb extensions.

58 Stormwater management Handbook SOURCE: KEVIN ROBERT PERRy - CITy OF PORTLAND Figure 5-29: Stormwater planters used along a downtown street. Space should be allocated for people to get in and out of 7-2 their vehicles and access the sidewalk. Figure 5-40: Combination of Pervious Paving and Curb Extensions in Parking Zone-Plan Commercial Streets | 5 Green reserve

ImplementIng green Infrastructure In northern kentucky communItIes 53 SOURCE: NEVUE NGAN ASSOCIATES Figure 5-41: This urban street in Portland, Oregon uses pervious paving in its parking zone and could have provided more stormwater management by adding stormwater curb extensions.

ImplementIng green Infrastructure In northern kentucky communItIes 59 Transit 8 Priority Treatments

Road design not only affects pedestrian and bicyclist perception of the road environment and their willingness to walk or ride a bicycle, but it is also out of sync with the needs of people using bus service. While buses rely on roads for their operation, road design that does not consider the needs of bus operations slows service, creates an unsafe environment for riders and discourages from using public transportation.

Too often there is a disconnect between road design and transit operations planning. Buses are often just simply accommodated on the road – buses pull over to the side of the road to pick-up and drop-ff passengers and bus stops are designated by a lone post in the grass with no sidewalks, curb ramps or shelter. Crossing a street to catch a bus can be hazardous and, even where crosswalks are provided, barriers and obstructions exist that prevent bus riders from conveniently accessing the bus stop. Because buses travel on the road, operations are delayed by congestion and the need to merge back into traffic after a stop further slows service. Stop-and-go bus service increases travel times and discourages people from using transit. The intent of a complete streets policy, as defined above, is to accommodate all travelers using a variety of modes. The operating needs of buses are critical elements of that policy. Transit priority treatments will ensure access to buses is enhanced and not hindered by road design. Typi- cal transit priority actions include the following:

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on-coming traffic. To incorporate bus stop design as part of a complete streets approach to a road environment, the following actions considered: 1. Bus Bays: Construct designated areas along the curb where buses can pull off of the travel lane and safely pick-up and discharge passengers. The bus bays would be defined by cub-cuts and curb extensions to define the area. The curb extensions would also provide an area for passengers to wait to cross the road. 2. Bus Stop Areas: To ensure bus stops are accessible in a Transit Signal Priority: This or extended to ensure a green in- safe and convenient man- action modifies the normal opera- dication is provided when the bus ner, remove all barriers and tion of a traffic signal to accom- arrives. The intent of this action obstructions from the area modate better service for transit is to achieve greater schedule ad- and provide a smooth surface vehicles. These systems are differ- herence and reduce travel times. free of debris. ent than traffic signal preemption Passengers will be provided more 3. Bus Stop Shelters: Install in that the normal timing and reliable service. shelters to provide protec- phasing plan is not interrupted. tion from the elements while Bus Stop Design: All bus Instead, bus priority is provided waiting for a bus. The shel- trips begin and end with a walk passively or actively. A passive ters can provide benches and trip and the bus stop is the de- system is based on coordinating space for displaying informa- fined interface point at which the timing plans based on the sched- tion about service. ule and speed of buses traveling mode of travel shifts from walk- 4. Accessible Paths: While ser- in the corridor, instead of the ing to bus rider. Road design dic- vice to an area may be good, speed of traffic. Active systems tates how buses stop to pick-up it will not be used if there is use detectors or wireless commu- and drop-off passengers as well as not a well-defined and acces- nications to sense and approach- the safety of passengers traveling sible path from the residen- ing bus and provide priority after to and from the bus location. tial neighborhood to the bus a pre-programmed off-set. The Typically, a bus simply moves to stop location. A well-defined, detector is located upstream of the side of the road at a designat- and barrier-free, sidewalk to the signal location and a projec- ed bus stop and traffic behind the and from the bus stop will tion is made as to when the bus is bus either stops and waits for the improve access to transit, expected to arrive at the intersec- bus to move or moves around the encourage more to use it tion. The signal timing plan is bus. Alighting passengers either and reduce reliance on more adjusted accordingly; the green cross behind the bus and cannot costly forms of transporta- time is advanced to allow the bus see opposing traffic or cross in tion, especially for persons to move through the intersection front of the bus and cannot see with mobility impairments.

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5. Bus Stop Signs: Designating flicts with left turning vehicles are bus stops with a lone, non- an issue and all passengers must descript post is not sufficient- cross the street. The bus lanes ly visible to attract riders or offer the opportunity for buses to encourage use. Signs need to by-pass queued vehicles to avoid adequately display route and congestion and delay. The bus service information, as well as lane can be combined with signal the logo of the operator. priority systems by providing the lane an advance green phase to al- Bus Lanes: A bus lane is a low the bus to move before other traffic lane on a surface street vehicle traffic. reserved for the exclusive use of buses intended to helps buses pa Bus priority treatments can ss congested traffic. The bus lane be combined with green infra- can be located along the curb or structure and complete streets in the median of the road. Curb- elements to further enhancement side bus lanes often experience to road environment. problems with enforcement and become congestion with non-bus users, such as illegally parked vehicles and right-turning vehicles. Median bus lanes operate at a higher level of service and do not encounter many of the problems of curbside lanes. However, con-

Complete Streets Plan, 2011 8-3 Neighborhood 9 Revitalization Zones

As an important step in the development of a citywide bicycle and pedestrian plan, a review of all currently available Neighborhood Revitalization Zone (NRZ) plans was completed. This section includes the findings contained within the NRZ plans for:

• Black Rock • West Side/West End The reviews were conducted to identify all existing • East End information addressing the neighborhood need for • South End alternative transportation options. This analysis serves • Hollow as a review of the local perceptions of system efficiency and provides information to guide further inspection of those areas in need.

9.1 Black Rock NRZ Plan The Black Rock Neighborhood Revital- ization Zone Plan exposes several attributes impacting the development of a local bike and pedestrian network. The majority of issues expressed in this plan pertain to the condition of the existing infrastructure, primarily focusing on the abundance of litter and the lack of lighting along sidewalks and transportation corridors. Although there are significant impediments created by the existing urban form, the community uses this plan to express an urgent need for bicycle and pedestrian facilities. Additional sections of the NRZ plan outline specific projects the community feels will improve their overall mobility. The following information breaks down some key information expressed within the plan, with the intent of providing a basis for the successful integration of the Black Rock community with other neighborhoods in the City of Bridgeport.

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Neighborhood Gateways Fox Street. The footbridge would the installation of bike racks at The most common theme provide direct and scenic pedes- locations along the path, as well throughout the Black Rock NRZ trian access to Fairfield from the as near points of interest along plan calls for the establishment neighborhood and link it with Fairfield Avenue and Brewster of neighborhood gateways. The the new Fairfield Metro Center Street. rail station. Additional pedes- establishment of neighborhood 9.2 West Side & gateways can offer bicyclists and trian bridge improvements were West End pedestrians an enhanced level of considered over Cedar Creek west navigation through the establish- of Captain’s Cove marina to con- NRZ Plan ment of such spatial indicators. nect Black Rock to the West Side Neighborhood. The Neighborhood Revital- The Black Rock community ization Zone plan developed for identified three key gateways into Bicycle Enhancements the West Side/West End Neigh- the Black Rock Neighborhood to The Black Rock NRZ de- borhood highlights the presence include: scribes a few projects to better of highly defined commercial • Fairfield Avenue at Inter- enable bicycle access within the corridors as assets to be utilized state 95 neighborhood. The first recom- in future improvements. The • Fairfield Avenue at the Ash mendation is to create a bike neighborhood plan delineated Creek Bridge route that begins at Ash Creek, those streets with the highest as- • Brewster Street at Canfield loops around St. Mary’s by the sessed value, and seeks to capital- Avenue Sea, through the historic district, ize upon the premier properties along those routes. This plan The plan specifically recom- and ends at the West End neigh- additionally identified those is- mends the installation of signage, borhood. The proposed route sues impeding the expansion of structures, and additional land- would encompass a proposed the local economy, and presented scaping designed to communicate waterfront linear park. needed improvements to the a clear delineation between Black Such improvements could infrastructure along business cor- Rock and other neighborhoods enhance bicycle mobility and ridors. in Bridgeport. These ideas are access within the neighborhood, consistent with complete streets and offer a starting point for The West Side/West End elements. cyclists looking to connect to Neighborhood identified Bost- Pedestrian Improvements the regional bicycle network. As wick Avenue and Howard Avenue an additional part of the NRZ as the most valuable streets in The community identified planning effort, a shoreline terms of assessed value, due to unkempt sidewalks, overflow- bicycle path that would link up their combination of commer- ing garbage receptacles, and to east and west trails has been cial and industrial uses. Fairfield overgrown plants and trees along introduced. This path would be Avenue, Iranistan Avenue, Park Fairfield Avenue as an emerging delineated in the streets though Avenue, North Avenue (US issue for pedestrian activity. High signage, street painting and at Route 1), State Street, and Clin- rates of speed along Fairfield some point could have its own ton Avenue are streets that are Avenue have been identified as a dedicated facility. The path would primary commercial corridors of contributing factor to making the allow a safe passage along the value. Laurel Street, Maplewood streets unfriendly to pedestrian neighborhood’s popular and sce- Avenue, Beechwood Avenue, and activity. nic coast. Specific routing was not Norman Street have been identi- With regard to specific described in the NRZ plan, but fied as streets with especially high improvements, the Black Rock the suggested improvements offer residential value. To sustain and NRZ plan requested investigat- insight into what the residents improve the value of these areas, ing the potential for a footbridge would like to see established in the NRZ plan recommended that across Ash Creek at the foot of their neighborhood. Other sug- bicycle and pedestrian improve- gested improvements included ments be made to promote

Complete Streets Plan, 2011 9-2 Chapter 9: Neighborhood Revitalization Zones

connections between these areas. to infrastructure include: side- The community noted that By reinforcing the local status of walks not being properly main- entrances or gateways into the these streets the West Side/West tained due to an abundance of neighborhood are not visibly End neighborhood can further litter, a need for corridor light- defined due to missing or broken develop as an attraction along the ing, the presence of uneven and fountains and signage, as well as, regional multi-modal transporta- broken sidewalks/roadways and the lack of consistent signage. tion network. curbing, inconsistent street clean- The West Side/West End neigh- ing, and street flooding. borhood recommended the es- The plan also identified tablishment of the following five aspects of neighborhood business The NRZ plan further gateways into the neighborhood: corridors, including strong local specifies the type and location of access to public transportation. needed infrastructure improve- • At the intersection of North Avenue and Park Valuable commercial assets were ments. The map at right identifies Avenue at the northern identified along State Street, target areas to prioritize improve- point; Fairfield Avenue, Clinton Av- ments to sidewalks, sewers, light- • At the intersection of G20.enue, IMPLEMENT Industrial District, SPECIFIC Railroad INFRASTRUCTURE ing, and signalization. IMPROVEMENTS It has been Clinton Avenue and North Avenue, Dewey Avenue, and Park extracted from the NRZ plan Prioritize improvement targets for sidewalks, sewers and lighting (including additionalAvenue or at changes the northern to traffic Avenue. Despite the strength of document. border; lights).these local Support features city-wide issues related sewer separation program.

Source: Neighborhood Revitalization Zone Plan, West Side / West End Neighborhood, 2007 STRATEGY AND RESOURCES 9-3 Contact the Director, Department of Engineering for general engineering issues Contact Tom Coble (Director of Neighborhood Revitalization/Anti-blight) for updates on signage and street furniture RFP’s To report faulty street lights, see directions on the City of Bridgeport’s website: http://ci.bridgeport.ct.us/newdepartments/public_facilities/streetlight2.aspx for filling out a Trouble Report Form or call (203) 576-7200 or (203) 576-3950

Alternatively, email: [email protected] Zared Architecture & The Capstan Group Group Capstan & The Architecture Zared Neighborhood Revitalization Zone Strategic Plan: West Side / West End Neighborhood Page 52

Chapter 9: Neighborhood Revitalization Zones

• At the intersection of Park bridge to provide access to this goal through the identifica- Avenue, Fairfield Avenue Pleasure Beach; tion of multiple gateways into the and State Street on the • Central Avenue: The community and suggested various eastern side; neighborhood identified alternatives for the integration of • At the Interstate 95 on- this corridor for the instal- bicycle and pedestrian improve- and off-ramps for Fairfield lation of sidewalks, stop ments. Avenue on the southwest signs, and paving rehabili- corner of the neighbor- tation, particularly south of The NRZ seeks to institute a hood; and Orange Street; streetscape and façade program to • At the Interstate 95 on- • Elevated walkway at John- beautify and re-invigorate busi- and off-ramps at Wordin son’s Creek Park: The NRZ ness and provide pedestrians and Avenue on the southwest plan recommended an bicyclists an enjoyable experience corner of the neighbor- elevated walkway around within the community. The NRZ hood. Johnson’s Creek to pro- plan recommended instituting vide public access to the gateways along: The development of gateway waterfront. The city has • Park Avenue at State Street; signage at these specific locations identified three agencies will offer residents of the West requiring permits for the • Park Avenue at the I-95 Side/West End area established construction of the walk- and Railroad overpasses; delineation points between other way; and • Park Avenue at the Perry Bridgeport neighborhoods. These • Improvements to street Arch; improvements would provide lighting, landscaping, and • Lafayette Street at the I-95 motorists and pedestrians a refer- signage along Stratford underpass; ence point between the various Avenue. • Seaside Avenue and Marina locations in the city and ultimate- Village; In addition to the suggested ly further establish the presence • The sports field and Con- pedestrian improvements, the and identity of the West Side/ cert Shell; West End neighborhood. community believes the Seaview Avenue corridor represents an • Broad Street at I-95 underpass; 9.3 East End NRZ Plan untapped revenue source for the community, and could serve as • Trolley Stop at Broad The draft East End Neigh- a gateway to the East End. The Street; borhood Revitalization Plan residents further noted that new • Pedestrian Walkway under suggested improvements to the sidewalks and trees were installed I-95 and the railroad existing bicycle and pedestrian- along Newfield Avenue in 2000 tracks. oriented infrastructure and and should be capitalized upon. The plan did not specify the highlighted various projects desired type of construction for throughout the community to 9.4 South End the recommended gateways. improve economic conditions NRZ Plan and the overall quality of life for Bikeway Network its residents. The neighborhood The South End Neighbor- As identified in the South voiced interest for the following hood Revitalization Plan offers a End NRZ plan, Seaside Park pedestrian improvement projects: comprehensive approach to the has the potential to offer one of integration of bicycle and pedes- • Seaview Avenue Walk- the more scenic bikeways along trian facilities. The neighborhood ing Trail: The community the Connecticut shoreline. The has worked with city staff to expressed a need for a trail South End NRZ recommended connection from the Yel- identify numerous land use and the completion of the pedes- low Trail Mill Pond to transportation objectives, aimed trian and bicycle path along the Pleasure Beach and the de- at establishing the South End of former Berkshire railroad spur velopment of a pedestrian Bridgeport as a destination unto line in downtown Bridgeport. itself. The NRZ plan approached

Complete Streets Plan, 2011 9-4 Chapter 9: Neighborhood Revitalization Zones

The path currently extends from 9.5 Hollow NRZ Plan The NRZ plan also identified a few short-term goals, including: the downtown to US Route 1 The Hollow Neighborhood the monitoring of zoning applica- (North Avenue). A connection Revitalization Plan is divided tions (off-street parking, setbacks, to the South End would dra- into the three sections: Physical and landscaping requirements) matically improve non-motorized Development, Social Issues, and and improvements to lighting for access within the city. Additional Image/Public Safety. Each section parks and streets. The long-term recommendations of the South identified the issues associated goals identified by this neighbor- End NRZ included the creation with the subject and was fol- hood included the development of loops within Seaside Park for lowed by a list of strategically of multi-purpose recreational fa- more casual use. Other larger formulated goals to address those cilities and adding walking police scale connections were suggested concerns. Apart from improve- patrols to improve safety. to connect downtown, the East ments to street lighting contained Coast Greenway, Harbor Yard, in the section regarding Image/ 9.6 Conclusion the Port Jefferson Ferry, and the Public Safety, the issues directly Black Rock neighborhood to the involving pedestrian activity were One common theme seen west. primarily contained within the throughout the NRZ plans is an Pedestrian Safety Physical Development section. overwhelming desire for a sense In addition, long and short-term of place. Each plan references the South End streets have been priorities were identified to serve need to delineate their neighbor- identified as providing inadequate as a guideline for project imple- hood from other parts of the city, accessibility and protection for mentation. typically through the creation of non-vehicular movement. Pe- “gateways”. Although each neigh- destrians and bicycle riders must The community attributed borhood has a different opinion traverse sidewalks that are in dis- the poor conditions of streets of what a gateway should be, a repair with poorly or unmarked and sidewalks to heavy usage by general description suggests some crossing designations. The South the high population density and type of landmark feature leading End NRZ plan encouraged a “historical lack of dedicated visitors to strategically designed residents to petition the State City Council support for the business district. As such, it is and the City to better demarcate neighborhood to lobby for City recommended that the city adopt crosswalks, provide needed light- Services and improvements.” a thematic method of establishing and signage and ensure that Additional concern was expressed ing neighborhood identities and the pedestrian crossings are vis- regarding the presence of nu- gateways. ible and acknowledged by passing merous multi-family homes and motorists. It was recommended the lack of definitive off-street The following map shows the locations of gateways recom- that sidewalks should be built parking requirements. The NRZ mended by in the NRZ plans. on either side of the street and plan provided an Infrastructure Improvement Strategy identify- The locations are concentrated sufficient wide to support student ing the need for sidewalks in in Black Rock, West End/West and residential pedestrians. various areas including: Madison Side and South End because the The NRZ plan found that, Avenue, Harral Avenue, Frank respective NRZ plans included presently, areas with the fewest Street along the portion where recommendations for their place- marked crosswalks are those with bus service is provided, Pequon- ment. As part of the city-wide the densest population. The plan nock Street and Coleman Street. complete streets plan, it is recom- recommended that all streets sur- The plan recommended proposed mended that the installations of rounding Marina Village and Sea- corridors be constructed with gateways be limited to key areas side Village should be reviewed, ornamental lighting and partial and used as a way to creating a including streets in the area of the brick sidewalks. Local residents sense of place in the neighbor- Lofts at Lafayette Street, Hanover felt proper emphasis needs to be hood. The too frequent use of a gateway will detract from its Street, Cottage Street Lewis Street placed on maintenance, such as intended purpose. and Black Rock Avenue. tree-trimming.

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9-7 Suitability 10 Analyses: Railroad Avenue & Park Avenue

In an effort to improve the bicycle and pedestrian environment within the City of Bridgeport, GBRPA conducted initial suitability analyses of Railroad Avenue and Park Avenue for the installation of bicycle lanes. These routes were identified during discussions with city staff at The evaluations assessed the potential for Complete Streets Advisory Committee bi-directional bike lanes: meetings. They were selected based on • Along Park Avenue from Seaside Park to Old relatively wide road widths and proxim- Town Road; and ity to local attractors. • Along Railroad Avenue from the East Coast Greenway at Fairfield Avenue to Main Street. Although various challenges have been identified along both corridors, it has been determined that the provision of multi-modal facilities along Park Avenue and Railroad Avenue would be appropriate and dramatically improve the conditions of pedestrian and bicycle facilities within the City of Bridgeport. In addition to the Park Avenue and Railroad Avenue corridors, the Advisory Committee in consultation with representatives from the Uni- versity of Bridgeport, identified the possibility of constructing a shared-use trail and installing complete streets elements along the frontage of the University extending from Seaside Park to the I-95 overpass along Park Avenue and between Park Avenue and Broad Street along Atlantic Avenue. The project would dramatically improve access and mobility along this section of Park Avenue for both students and Bridgeport residents.

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10.1 Railroad Avenue Travel along Railroad Avenue pensity for turning movements, a Existing Conditions presents a relatively static pat- factor that often becomes danger- tern. The traffic volume remain ous for non-motorized travelers. Railroad Avenue extends from low throughout the day, with the The general lack of development Fairfield Avenue to Main Street, higher volumes recorded closer along Railroad Avenue contrib- where it continues into the Water to the on-off ramps of Interstate utes to the low volume pattern Street Dock ferry terminal area. It 95 and at the intersection of Park along the corridor; however, this is divided by the elevate viaduct Avenue. Based on traffic counts also presents other safety chal- of the New Haven main rail line. available from ConnDOT, the lenges which will be described One-way traffic flow is maintained Average Daily Traffic (ADT) later in this report. Additionally, on each side of the viaduct. At one volume for Railroad Avenue is the road width is substantially time, Railroad Avenue was a main roughly 1,600 vehicles per day. large due to the one-way nature artery into the downtown area and This coupled with the continual experienced by both directions provided access to the industries provision of a low speed limit (25 of Railroad Avenue. All of these located in the area. Changes in mph) portray Railroad Avenue as characteristics provide a strong land use patterns have reduced the a relatively safe location for the foundation for the integration of importance of Railroad Avenue integration of bicycle traffic. one-directional bike lane facilities as a main artery. Despite this, it is and have the potential to create a functionally classified as an urban Vehicles often utilize Rail- highly accessible east/west route minor arterial to South Avenue road Avenue as either a connector across Bridgeport. and as an urban collector to Main between local roads and I-95. Street. This tends to increase the pro-

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Preliminary Issues & maintains a high level of horizon- dential activity contributes to the Constraints tal undulation due to the pres- low volume experienced along Intersection Crossing Points ence of potholes and inconsistent the roadway, non-motorized One concern regarding the patch repairs. This could also travelers often feel safest when provision of dedicated bicycle prove detrimental to the attrac- other people are around. Further- facilities along Railroad Avenue tion of cyclists, who find bumpy more, the provision of lighting is the abundance of intersection road more difficult to manage. In along the road is fairly intermit- crossing points. The roadway order to make travel along this tent and can detract users in the crosses roughly 15 intersections, portion of the route a safe and later evening hours. Enhanced depending on the direction of comfortable experience, the road street lighting along the corridor travel. Several are intersections would need to be repaved in a has the potential to increase the with a high volume road serving consistent manner. Conversely, perception of safety. This will as primary north/south travel the eastbound portion of Rail- provide users a feeling of “eyes on route and traffic signals are pres- road Avenue has been recently the street” and make riders more ent at nine locations. paved to a high standard. A wide visible and ultimately safer. shoulder area has been provided Suitability & Capability The primary issue relates to and the paving material is con- Existing Road Width the proximity of the elevated rail sistent and the surface quality is viaduct. At the intersections, the good. Despite the good quality of Both directions of Railroad rail over pass extends between the the pavement, debris, especially Avenue benefit from a one-way east- and westbound sections of glass, was noted along the east- lane configuration. With a large Railroad Avenue. Although the bound portion of the route. To road width for one way travel, the crossings are at a 90 degree angle, function as a bicycle facility, the integration of a six foot wide bike the over pass and abutments dra- road surface needs to be cleaned lane is a definite possibility. The matically limit the sightlines for and maintained. eastbound portion of the couplet is improved with shoulder strip- on-coming traffic for potential Parking Restrictions route users. Bicyclists must rely ing on both sides of the travel on the provision of signalization Generally, on-street parking lane. The right shoulder area is since they would be unaware of is allowed along both sides of roughly five feet wide, and has oncoming traffic until they are Railroad Avenue on the curb side the potential to utilize most of practically in the intersection. of the road. Although parking the existing striping if designated is sparse along the majority of as a bike route. This may be the However, travel along Rail- the route, there are several areas most appropriate option consid- road Avenue is compromised by where parking has been explicitly ering parking is not currently re- intense signalization. The timing striped. This could hinder the stricted, and it seems the adjacent and phasing plans for these inter- consistent provision of bike facili- commercial properties typically sections favors cross street traffic ties such as bike lanes. Parking is utilize some portions of the road and the detectors do not sense not allowed in a bike lane and a for parking (primarily in the sec- the presence of a bicycle. This separate parking lane would need tion between Wordin Avenue and dramatically increases travel time to be provided in those areas. Broad Street). The westbound and will necessitate the bicyclist Signage and striping would have side of Railroad Avenue does not to wait a long time for the signal to be provided to differentiate the have much in the way of existing to change or induce the ride to areas designated for parking or striping, apart from some sections violate the signal indication. bicyclist activity. delineating a small shoulder area Road Condition Perception of Safety between the travel lane and railroad platform. Parking typically Another aspect that deserves One of the most apparent occurs along the right side of the attention is the existing condition characteristics of Railroad Avenue road, but most likely due to a of Railroad Avenue, particularly is its relative isolation. Although lack of land use activity, parked travelling westbound. The road the lack of commercial and resi- cars are seldom present.

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Directness bicyclist use. Although the rules Travel along the southern of the road require bicyclists to portion of the road, beginning Railroad Avenue has the adhere to signal restrictions, such at Seaside Park and extending to potential to serve as a feeder route expectations may be lofty consid- South Avenue, is influenced by to other bicycle routes within ering the routes prolonged signal the University of Bridgeport. This the city, offers more direct con- timing and adjacency to alterna- section maintains a nicely land- nections to important activity tive routes. scaped esplanade feature coupled centers. The proposed route spans with on-street parking. Although from Fairfield Avenue to Main Despite any inherent draw- these treatments effectively nar- Street and would intersect with backs of this route, an initial row the road and calm traffic the Park Avenue corridor, also commitment to developing this they could pose a challenge to the being evaluated for bicycle and area will make the city more implementation of dedicated bike pedestrian improvements. This bicycle and pedestrian friendly. lanes. Continuing north along could enhance the linkage to im- Although a variety of bicycle fa- Park Avenue, the short distance portant attraction points within cility types may be required along between intersections starting at the city including: Seaside Park, the route, Railroad Avenue is a South Avenue and continuing University of Bridgeport, Down- feasible option to serve as an east to North Avenue (US Route 1) town Bridgeport, Water Street and westbound linkage between establish the potential for a high Dock, various schools and parks, future improvements to the bi- level of conflict between non- the Discovery Museum, Sacred cycle and pedestrian environment motorized travel and vehicular Heart University, and other in the City of Bridgeport. activity. The area north of North important residential and com- Avenue to Westfield Avenue mercial centers. Often the most 10.2 Park Avenue maintains a one travel lane in direct route will be the most used Existing Conditions each direction configuration, route, and providing an east/west Park Avenue is a main, complete with a wide shoulder connection between important north-south artery through area. The section from Westfield north/south routes within the Bridgeport, extending north be- Avenue to Queen Street changes city can serve as a foundation yond city’s border into Trumbull into a four lane road. The road for future bicycle and pedestrian and Easton, and ending at Sea- then reverts to the two lane enhancements. side Park in the city’s South End. configuration after Queen Street, Travel along Park Avenue pres- Conclusion continuing with this cross section ents a dynamic mixture of travel Providing dedicated bike to Old Town Road. The road patterns. It serves both local “lane” facilities along the entire conditions travelling southbound and regional travelers, providing length of Railroad Avenue has exemplify a similar pattern, with direct access to adjacent land uses the potential to dramatically the most notable differences oc- and connections with numerous improve the bicycle orientation curring between the one to two east-west streets. The cross section of the city, but would require lane conversion points. varies along its route, ranging be- that certain issues be addressed. tween tow-and four travel lanes. Preliminary Issues & The existing road width, one- Constraints Turn lanes are present at several way travel configuration and the intersections. Over its length, Intersection Crossing Points need for an east/west connection there are 23 traffic signals. A principle concern regard- to other multi-modal facilities ing the provision of dedicated make the route a strong candidate Traffic volumes range bicycle lanes along the entire for improvements to the local between 15,000-and-20,000 stretch of Park Avenue is the bicycle network. Adversely, a high vehicles per day with peak hours abundance of intersections along number of signalized intersec- occurring from 8 am to 10 am in corridor, especially in the south- tion crossing points, poor road the morning and from 3 pm to 6 ern portion. Specifically, the span conditions and lack of parking pm in the evening. of intersections between South restrictions could detract from

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Avenue and Washington Avenue Topography Travel Speeds demonstrate a high volume of Another concern exposed The posted speed limit along traffic, with a majority of vehicles through the survey of Park Av- Park Avenue is typically 25 mph engaging in some form of turning enue is topography. The south- with posted increases in the movement. When coupled with ern portion of Park Avenue is northern portion of the route the natural “tightness” of the area, relatively flat, with a moderate varying between 30-and-35 mph. the accommodation of additional incline as you travel one-to-two Although such speed would be “hardscape” features becomes miles north from Seaside Park. optimal for the incorporation more difficult. Certain treatments The greatest slopes begin around of bicycle and pedestrian traffic, can be implemented to decrease North Avenue and continue to the actual flow of traffic often the safety risks associated with undulate as you progress toward travels at higher speeds. In effort such conflict, but the best op- Sacred Heart University. The fol- to provide a fair representation of tion may be to provide a bypass lowing graph shows increases in the existing conditions along Park bicycle “route” for this area. elevation starting at Seaside Park Avenue, multiple test runs of the to Old Town Road. Despite the fact that this sec- route were conducted. During tion of Park Avenue may be less Although topographical these sessions, a hand held GPS than optimal for bicycle travel, it concerns may not influence tracking unit was used to deter- is an area that has the potential moderate-to-advanced bicyclists, mine the free flow speeds expe- to benefit greatly from improve- bicycle planning efforts seek to rienced along the corridor. Two ments to pedestrian facilities. provide facilities that can accom- north/south travel runs were con- During multiple test rides, it modate a varying level of user ducted in the mid-day hours to was noted that these intersec- ability. Compensation for the identify an average travel speed, tions experience a high volume of advanced cyclist orientation of outside the morning and evening pedestrian traffic. This is not too this route could come through commute periods. The results of surprising considering the large the identification of alternative the survey are shown below: sidewalk areas and the presence routing to provide a more level Although staff had anticipat- of painted crosswalks. Future riding surface for less experienced ed the flow of traffic to maintain enhancements could further riders. One possible methodology travel speeds in excess of the establish this area as a strong pe- of directing less experienced users posted levels, the results of the destrian corridor, thereby improv- could come through the develop- survey proved otherwise. Travel ing the walkability and livability ment of a tiered route system, speeds along the corridor hung for all residents. to identify routes based on rider ability (similar to those levels loosely around the posted speed found on ski slopes). limit, with the greatest variance

Complete Streets Plan, 2011 10-5 Chapter 10: Suitability Analyses

occurring in the northern por- The route spans the entire length ance in excess of posted speeds, tion of the route. Data collection of the city from north to south the provision of dedicated bike along the southern portion of the and maintains logical destination facilities has the potential to curb route was significantly impacted termini. The corridor directly such speed infraction by calming by the presence of signalized links important attraction points traffic, as narrower road widths intersections, but anecdotally within the city including: Seaside would be created to provide space maintained an overall tone of ac- Park, University of Bridgeport, for the incorporation of bike ceptable travel speed. Downtown Bridgeport, various lanes. schools and parks, the Discovery Existing Road Width The following maps provide Museum, Sacred Heart Univer- visual data of the travel speed sur- sity, and other important resi- Park Avenue provides an vey results. Typical travel speed dential and commercial centers. acceptable road width for the analysis would utilize the color Often the most direct route will accommodation of a bike lane, red to indicate a low travel speed, be the most used route, and primarily in the section north of since vehicular travel often relies providing such a direct connec- North Avenue. The width along upon a higher speed of travel to tion between important locations the northern portion of the route communicate system efficiency. within the city can serve as a varies in certain areas due to the This standard has been adapted foundation for future bicycle and alternation between one or two to communicate those segments pedestrian enhancements. travel lanes and routine deviance most appropriate for non-motor- between areas allowing on-street Posted Speed ized activity where the color red parking. represents a high speed of travel, Another quality aspect of indicating those facilities that are Park Avenue is the continual Although the road is similarly more dangerous for cyclists or provision of a relatively low speed wide in the southern portion of pedestrians. limit. The majority of the route the route, existing features utilize lane capacity. While the provi- Suitability & Capability maintains a speed limit of 25 sion of landscaped esplanades and Directness mph, primarily south of North Avenue. This speed limit only sidewalk treatments are appropri- The direct nature of Park varies between 30-and-35 mph in ate features to accommodate the Avenue is one of its strongest the northern section of the route pedestrian orientation of the area attributes when evaluating the in- and couples higher travel speeds around the University of Bridge- tegration of enhancements to area with increased road widths. Al- port, they make the integration bicycle and pedestrian facilities. though previous data shows vari- of bicycle traffic challenging.

NB CONTROL SEGMENTS SB CONTROL SEGMENTS SEG_NAME SEG_LENGTH (mi) AVG MPH SEG_NAME SEG_LENGTH (mi) AVG MPH Seaside Park Old Town Road Johnson Street 0.48 20.59 Geduldig Street 0.89 33.52 South Avenue 0.13 6.91 Queen Street 0.71 22.93 State Streeet 0.28 15.29 Brooklawn Avenue 0.63 28.20 Washington Avenue 0.16 17.24 Capitol Avenue 0.58 30.26 Vine Street 0.15 30.92 North Avenue 0.61 14.70 North Avenue 0.47 23.17 Vine Street 0.47 21.76 Capitol Avenue 0.61 31.95 Washington Avenue 0.16 12.37 Brooklawn Avenue 0.58 25.37 State Streeet 0.16 5.01 Queen Street 0.63 25.69 South Avenue 0.28 16.95 Geduldig Street 0.71 38.67 Johnson Street 0.13 7.12 Old Town Road 0.89 32.99 Seaside Park 0.48 21.28

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Complete Streets Plan, 2011 10-7 Chapter 10: Suitability Analyses

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Additionally, on-street parking Design Considerations and utility boxes in the path of occupies space that would most AASHTO design guidelines pedestrian travel. Despite these typically be used for the continu- indicate the preferred minimum considerations, site visits noted a ation of bike facilities. width of a bi-directional shared- large proportion of bicyclists and Conclusion use trail is 10 feet. A five-foot pedestrian utilizing the western sidewalk. Providing dedicated bike buffer from a vehicular travel “lane” facilities along the entire lane is required unless a barrier is Ultimately the provision of a length of Park Avenue has the installed between the vehicle lane bi-directional shared-use facility potential to dramatically improve and the trail. Based on several site along Park Avenue is a realistic the bicycle orientation of the city, visits, the western side of Park option. It would not impact the but the project will require that Avenue was determined to be provision of on-street parking and certain issues be addressed. The the most appropriate location for effectively utilize expansive side- direct nature of the route, the low a bi-directional path. Although walk widths. The western portion posted speed, and the expanse this configuration would require of the road consistently maintains of the existing road width make bicyclists and pedestrians to cross a usable sidewalk width, and of- the route a prime candidate for Park Avenue to access the main fers a direct connection to Seaside hardscape improvements to the campus, this side of the street of- Park. The eastern portion of the local bicycle network. Adversely, fers the wider width and minimal road provides a more direct con- a high number of intersection obstructive features. nection to the main University crossing points (particularly of Bridgeport campus, but would along the southern portion of the The eastern side of Park Avenue maintains adequate front- require significant expansion of route), dramatic modulations in neighboring sidewalk facilities. route topography, and a higher age directly abutting the main than posted travel speed present University campus, but becomes Regional Applicability relatively inconsistent with issues that could hinder use even A bi-directional shared-use regards to width as the traveler for advanced cyclists. facility along Park Avenue would progresses either toward Sea- be consistent with regional efforts Despite any inherent draw- side Park or the I-95 over pass. to construct the Housatonic backs of this route, an initial The eastern portion is currently Railroad Trail (HRT), The HRT commitment to developing this improved with sidewalk facilities is a regional shared-use trail that area will make the city of Bridge- and an approximately three-foot is planned as a continuous trail port more bicycle and pedes- bio-swale accommodating many from the Long Island Sound and trian friendly. Although different large trees. To construct a shared- Downtown Bridgeport to the modes may be best accommo- use trail along the entire eastern Monroe-Newtown town line. dated at certain points along the side of Park Avenue to AASHTO Connections could be construct- route, Park Avenue is a feasible standards would require signifi- ed to link the HRT and the Park option to serve as a cornerstone cant encroachment into neigh- Avenue trail to facilitate non- of future citywide improvements boring property frontage, or the motorized movement from the to the bicycle and pedestrian removal of mature trees. environment. downtown area to the South End 10.3 University of The western side of Park and Black Rock neighborhoods. Construction of a shared-use Bridgeport Project Area Avenue across from the campus maintains a relatively consistent trail facility along Park Avenue Site visits were conducted to sidewalk width. It could accom- connecting Railroad Avenue to determine improvements neces- modate the construction of a Seaside Park would be a dramatic sary for the accommodation of a 10-foot wide shared-use facil- step toward the realization of a shared-use trail facility along the ity. The primary issues facing seamless multi-modal connection frontage of University of Bridge- construction include the pres- from the Newtown town line to port with the findings detailed as ence of multiple crossing points the Long Island Sound. follows.

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11 Findings & Recommendations

The principle objective of the “complete streets” planning effort is to establish a framework for the city of Bridgeport for planning, designing and implementing actions to effectuate a fundamental change in the way roadways are perceived, used and function. Road design typically considers only the needs of motorized vehicles and little attention is paid to other travelers within the street The “complete streets” concept changes the way environment. Roads are viewed as the the city views the road environment and balances the domain of automobiles and the efficient needs of all travelers regardless of mode. All are ac- movement of cars is the number priority. commodated; and, in the process, the community as a whole is enhanced and becomes a more vital place to live and work. These actions are a critical part of a sustainable community. Benefits of a “complete streets” approach to road design are: • Encourages walking and enhances pedestrian safety; • Reduces the amount of impervious surface and helps recharge ground water; • Reduces greenhouse gas emissions; • Reduces and filters storm water run-off, manages drainage from large rain events and reduces amount of pollutants entering nearby water bodies; • Provides a sense of place, improves quality of life and enhances neighborhood character; and • Mitigates urban impacts on water resources and quality.

11-1 Chapter 11: Findings & Recommendations

This plan presents a range of survey, and construction is more • The following provides an actions to improve and enhance extensive. overview of the suggested the street environment. While the actions for the city to con- concept is referred to as “com- The following projects sider. The projects listed plete streets,” it is not necessary are intended to accommodate by order of magnitude and to implement every possible all travelers and convert key complexity. option in each situation. Every transportation corridors into “complete street” project is differ- “Complete Streets”. The city Ordinances & ent and it is imperative that the will be better able to achieve its Regulations proposed actions address specific sustainability and livability goals The city prepared a sus- concerns of the area’s residents through implementation of the tainability plan (BGreen 2020) and are consistent with the suggested actions. The scope of and adopted a process to foster character of the neighborhood. the enhancements ranges from implementation of green projects, For this reason, it is important pedestrian and bicycle improve- polices and infrastructure. The to develop and establish a well ments to creating green streets. process relies on a public-private thought out and explicit “com- In several cases the projects offer partnership and five subcom- plete streets” process. Establishing specific recommendations, while mittees. While this approach to a process will avoid implementing for many the actions are illustra- implementing actions is crucial inappropriate measures and will tive. Overall, the objectives of the and recognizes the comprehen- ensure sufficient planning is con- plan are to: sive nature of sustainability, it is ducted to determine existing con- • Enhance bicycle and pedes- equally vital to consider adopting ditions and problems and identify trian mobility throughout ordinances and regulations ensure the actions that will mitigate and neighborhoods in Bridge- the process is carried into the alleviate the problems. port; future. While a full-scale conversion • Develop a comprehensive Codifying the process will of the road environment may be bicycle and pedestrian ensure sufficient planning is con- appropriate in some areas, the network that provides ducted to determine existing con- “complete streets” projects are direct connections between ditions and problems and identify scalable and actions can be de- activity centers including the actions that will mitigate and signed that are cost effective and transit hubs, employment, alleviate the issues. The objectives can result in substantial benefit. commercial and recreation- are to: This tiered approach will allow al facilities; improvements to be implemented • Provide safe, sustainable • Provide program vision, in a timely manner and prevent and livable neighborhoods guidelines and consistency; delays in advancing projects that and redefine the street • Provide a political and may become cost prohibitive. environment in a man- technical framework for Tier 1 Actions are low-to-mod- ner that is sensitive to the planning, assessment and erate cost projects with limited needs of each community; decision making; and design requirements and straight- and • Require implementation of forward implementation. Tier 2 • Enhance the street environ- green infrastructure as part Actions require specific design ment, reduce storm water of land use decisions and plans and layout and implemen- runoff and filter pollutants approvals. tation requires more effort. Costs by installing green infra- will be moderate. Tier 3 Actions structure along city streets Specific zoning and subdivi- are more completed and will and making such actions sion regulations that should be require a high investment by the integral parts of street modified to require implemen- city. The projects in this category design. tation of green infrastructure will require full design plans and include:

Complete Streets Plan, 2011 11-2 Chapter 11: Findings & Recommendations

• Adopt a “Complete symbols and special treatments at that various neighborhood loop Streets” Policy; intersections. bicycle systems have been sug- • Develop and adopt design gested in NRZ plans; these may Tier 3 Actions: Multi- not be included in the city-wide guidelines for green infra- use Trails – Require a separate structure – storm water network, but they are an integral right-of-way that may need to be part of the city’s efforts to accom- planters, rain gardens, tree purchased; design requirements boxes, and bio-swales; modate all travelers and should much more involved and 40-scale be designated at the appropriate • Develop and adopt design plans need to be prepared and level. Bicycle route designations guidelines for the use and construction activities are sub- would be marked by edge line application of permeable stantial. Costs are high; about pavement markings that provide pavement material in park- $1.0 million per mile. four-to-five of lane width and ing lots, for the parking Specific Actions standard bike route signs. Along lane on city streets and for narrow road sections and where Bicycle Lanes: sidewalks; appropriate, sharrows would be • Revise zoning regulations 1. Install bicycle lanes along installed on the road. and subdivision guidelines Park Avenue from Old to require developers to in- Town Road to Seaside Park; Specific bicycle routes install green infrastructure as includes pavement markings clude the following: part of the design approval along both sides of the road 1. Black Rock-West End-South process; to designate lanes and sym- End Neighborhoods: Extend- bols at regular intervals. The ing from Fairfield Avenue Bicycle Facilities bike lanes would be five feet to Seaside Park via Gilman wide. Dashed lines would be Tier 1 Actions: Bicycle Street, Eames Boulevard, provided at bus stop loca- Grovers Avenue, Brewster Routes – Implementation is tions to permit buses to pull Street, Ellsworth Street, Yacht limited to installing signs and over to the curb. Bike boxes Street, Saint Stephens Road, applying pavement markings and would be installed at major Wordin Avenue, Railroad symbols on the road; design con- signalized intersections Avenue and Iranistan Av- sists of field evaluations to ensure enue. Railroad Avenue as de- route is viable (in terms of width 2. Install bicycle lanes along scribed above would consist and road condition) and there are Railroad Avenue between of bicycle lanes and would no safety hazards. Costs are low: Bostwick Avenue and Park Avenue; includes pavement extend the route to Park 1. Pavement markings ≈$0.40 markings along both the Avenue and connect with the per linear foot eastbound and westbound recommended bicycle lanes 2. Bike symbols ≈ $100 per ap- sections of Railroad Avenue along that road. This route plication divided by the New Haven connects and provides access to St. Mary’s by the Sea and 3. Signs ≈ $100 per installation rail line. Bike lane symbols would be installed at regular Captain’s Cove marina, as Tier 2 Actions: Bicycle intervals. The eastbound bike well as Seaside Park. Lanes – Implementation is more lane may need to be dis- 2. East Side and East End involved and may require the continued in the vicinity of Neighborhoods: Extending removal, relocation or re-designa- Marina Village. from downtown to Pleasure tion of on-street parking; design Beach via Stratford Avenue Bicycle Routes: plans are required to show how and Seaview Avenue. The the lanes will be installed and Designate bicycle routes section on Stratford Avenue how they will be aligned through to provide intra- and inter-city along the frontage of the intersections. Costs are low-to- connections. It is recognized Steelpointe Harbor project moderate; require more on-road between Kossuth Street and

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Waterview Avenue will con- Road, Route 127 (White River. A gap in the HRT sist of bicycle lanes. Plains Road) and Route 8 exists between Beardsley 3. North Bridgeport – En- intersection, a complex and Park at Crown Street and terprise Zone – East Side: high volume location. US Route 1 (North Avenue). From Beardsley Park to the 7. East Coast Greenway: The While this gap is only about Housatonic Railroad Trail ECG is a planned bicycle one mile long, it passes via Noble Avenue, Berkshire and pedestrian route from through a highly developed Avenue and North Washing- Maine to Florida. While the area and there are a number ton Avenue. This section will goal is to locate the ECG of constraining factors that serve as a connector and link on separate rights-of-way, severely limit possible trail between the Beardsley Park temporary on-road route alignments. In the interim, and Housatonic Avenue sec- designations have been iden- it is recommended that an tions of the HRT. The route tified. Through Bridgeport, on-road connection be des- along Noble Avenue would the ECG has been designated ignated along Noble Avenue, be continued to Barnum on Barnum Avenue from the Berkshire Avenue and North Avenue to make a connection Stratford town line to Kos- Washington Avenue to the with the East Coast Green- suth Street and along Route HRT along Housatonic way. 130 – Stratford Avenue, Avenue. From downtown, the trail will continue along 4. North Bridgeport: From Fairfield Avenue and State Street – and Commerce the Waterfront Park through Beardsley Park to Stratford the Water Street Dock to via Broadbridge Road. Drive to Fairfield. The ECG as it runs through Bridgeport Main Street and Seaside 5. North End: Along Old Town is included in this plan. Park. These actions require Road to Madison Avenue the construction and exten- and south to Lincoln Bou- Multi-use Trail: sion of the Waterfront Park levard via Arlington Street. 1. Housatonic Railroad Trail: between Stratford Avenue A connection to the HRT The HRT is a planned and the dock and designation along Housatonic Avenue multi-use trail that begins in of the trail through the ferry would be established by Downtown Bridgeport and terminal area. The alignment designating a spur bike route extends to the Monroe-New- would follow the ferry access from Madison Avenue along town town line. The comple- road and along Broad Street Fairview Avenue to Gur- tion of the HRT is included to Seaside Park. don Street to French Street in the Bridgeport Complete 2. Housatonic Railroad Trail to Hudson Street to Wells Streets Plan. An existing – Signage: A section of the Street. section of the HRT extends HRT extends along the east 6. North End – Reservoir Whis- between about Stratford Av- side of Housatonic Avenue; key Hill: From Fairfield town enue to US Route 1 (North however, there currently is no line at Wilson Street and Avenue) along the east side signage that designates this Park Avenue to the HRT via of Housatonic Avenue. The section as part of the HRT Queen Street, Stoehrs Place, trail was built on the rail bed or informs users that it is a Renzy Avenue, Platt Street, of the Berkshire spur of the multi-use trail. In addition, a Reservoir Avenue, Trumbull Housatonic railroad. The short segment of the trail was Avenue and Old Town Road. planned extension of the effectively lost when the new From Old Town Road, the HRT will construct a multi- bus terminal was constructed. route would turn onto Quar- use path through Beardsley The trail in front the termi- ry Road to Trumbull Road, Park, beginning in Trumbull nal was replaced by a wide where it would connect with and including the rehabilita- concrete sidewalk, but there the HRT. This alignment tion of the Trumbull Road is a discontinuity in the trail would avoid the Old Town bridge over the Pequonnock in this area and a lack of any

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trail markings or signage. The in the near term, the city is 3. Sidewalks ≈ $150,000 per HRT needs to be formally pursuing operation of a water mile re-established in the vicinity taxi service to provide access Specific Actions: of the bus terminal and sig- to Pleasure Beach from the nage installed. This 1.1-mile mainland. It is recommended Crosswalks: Pedestrian activ- section is lined with a series that a multi-use trail be con- ity in Bridgeport is highest in the of decorative light posts at a structed in Pleasure Beach, downtown area. The combination 50-to-75 foot interval. The starting at the water taxi dock of dense development, proximity light posts have standards to Stratford and Long Beach. of attractions and activities, high attached for hanging banners employment levels and residen- and flags. It is recommended Pedestrian Facilities tial apartments foster walking. that as an alternative to Crosswalks and pedestrian signals Tier 1 Actions: Crosswalks installing the street mounted have been installed at most in- – Implementation is limited to directional signs that banners tersections; however, the general applying pavement markings and be hung from the light posts. condition of pavement markings signs at intersections; design con- In addition, a gateway sign is poor with the markings badly sists of field evaluations to ensure and information kiosk should faded in many locations. Utility proper application; costs are low; be installed at the start of this cuts have also damaged crosswalk about $1,000 per crosswalk. section. markings and they have not been 3. Steelpointe Harbor Project: Tier 2 Actions: Curb exten- repaired. As part of the complete As part of the redevelopment sions, pedestrian signals and streets program the city should: of the Steel Point peninsula, on-street parking treatments – 1. Repair and repaint all badly Stratford Avenue will be Implementation is more involved faded crosswalks and main- widened and reconstructed and may require the removal, tain crosswalks in a state-of- and a 3,000-foot pedestrian relocation or redesignation of on- good-repair; street parking; design plans are and bicycle promenade will 2. Install proper signage to required for treatment and show be constructed along the inform walkers where to cross how it will be installed. Costs are project’s waterfront. The road and to encourage them use moderate: reconstruction will follow a the crosswalk; complete streets approach 1. Raised crosswalk ≈$10,000 3. Use a visible, tactile and per- and include bicycle lanes. per location The bike lane concept should meable material for designat- 2. Curb extensions ≈ $20,000 be extended along Stratford ing crosswalks; per corner Avenue to provide a bicycle 4. Trim tree branches and other and pedestrian link to the 3. Pedestrian signals ≈ $10,000 vegetation that obscures vis- downtown area and extended per installation ibility of pedestrian crossing to Seaview Avenue. signage; and Tier 3 Actions: Raised 4. Pleasure Beach: The bicycle intersection, speed tables and 5. Require utility companies and pedestrian path from the sidewalks – Design requirements to repair crosswalk markings Steelponite projects would much more involved and 40-scale and the full width of the be extend southward along plans need to be prepared and road when work disturbs or Seaview Avenue to closed construction activities are sub- damages any portion of the Pleasure Beach Bridge. Plea- stantial. Costs are high: crosswalk. sure Beach is the west end of 1. Raised intersection a barrier beach that is con- Curb Extensions and On- ≈$100,000 per location nected to Stratford. While Street Parking Treatments: Curb the replacement of the bridge 2. Speed tables ≈ $150,000 per extensions extend the sidewalk to Pleasure Beach is not likely corner or curb line out into the parking lane and reduce the effective

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street width. They should be 3. Install countdown signals to ing signals so that motorists installed as part of a comprehen- inform pedestrian how much do not anticipate the green. sive program to define on-street time remains on the walk parking areas and in conjunction phase; Sidewalks: The city has an with a complete streets project. extensive network of sidewalks 4. Install a “leading pedestrian that allow pedestrians to walk Specific locations need to be interval” (LPI) at concurrent identified through an engineering safely separate from the road. signal locations that provide However, as is the case with other evaluation but prime candidates a lead time to pedestrians to include: pedestrian features, the existing begin crossing before vehicles sidewalks suffer from neglect and 1. Throughout the downtown are provided with a green poor maintenance. Many along area; indication; prime walking areas have un- 2. East Main Street south of 5. Consider converting exclu- even surface quality and require Noble Avenue; sive pedestrian phases with rehabilitation. To encourage and 3. Madison Avenue from about concurrent operation that support walking, it is necessary to Wayne Street to Wheeler allow pedestrians to cross build and provide sidewalks and Avenue; concurrently with traffic on other types of pedestrian path- the adjacent street; ways that provide continuous, 4. Capitol Avenue from Park safe and convenient connections Avenue to Main Street. 6. Install proper signage and pedestrian pushbuttons at between residential areas and Pedestrian Signals: Many locations convenient for schools, shopping and businesses. signalized intersections through- pedestrians and where they 1. Repair and rehabilitate side- out the city have pedestrian-con- should cross; walks and maintain in a state trol signals that allow pedestrians 7. Provide quick response or of good repair; to receive exclusive or extended feedback to pedestrians 2. Ensure connectivity of time to walk across an intersec- should be programmed into sidewalk networks by closing tion. However, several pedestrian- the system after they activate gaps and extending walkways control signals have been dam- the signal push button; to link with other nearby aged (symbols not illuminated, sidewalks; broken buttons, missing signs, 8. Install traffic signal enhance- misaligned heads) or do not ap- ments including automatic 3. Install curb ramps to provide pear to be functioning. And, few pedestrian detectors, provid- access between the sidewalk pedestrians were observed activat- ing larger traffic signal heads and roadway for people ing the pedestrian-control signal to ensure visibility, and plac- using wheelchairs, strollers, button and waiting for exclusive pedestrian phase. Enhancement and proper maintenance of the pedestrian signals is recommended to ensure safety: 1. Replace existing pedestrian signals with newer signals that comply with the most recent guidelines of the MUTCD; 2. Provide sufficient time at signalized intersections to allow pedestrians to safely cross a street;

Complete Streets Plan, 2011 11-6 Chapter 11: Findings & Recommendations

walkers, crutches, handcarts, the construction of an elevat- limited to walking along bicycles, and also for pedes- ed walkway along Johnson’s Brewster Street and across the trians with mobility impair- Creek. The concept should narrow, vehicle bridge over ments who have trouble be expanded to include a the Ash Creek. The pedes- stepping up and down high similar walkway on the west trian bridge would provide a curbs; and side of the Yellow Mill Pond safe and convenient path for 4. Cut and trim tree branches in the East Side neighbor- residents of the Black Rock to maintain at least an eight- hood. This section would neighborhood to walk to the foot vertical clearance. connect with the Steelpointe new Fairfield Metro Center Harbor project and provide a rail station without having Walkways: Several NRZ continuous loop around the to travel along an uninviting plans recommend development channel; Brewster Street. of separate walking trails for their 2. Ash Creek Pedestrian Bridge: respective neighborhoods. Two This action recommends Green Infrastructure key suggestions are included in the construction of a pedes- this plan: trian bridge and walkway Tier 1 Actions: Storm water 1. Seaview Avenue Walking to connect the Black Rock planters and tree boxes – Plant- Trail – East End: The pro- neighborhood of Bridgeport ers and boxes are relatively small posed trail would be located with the new Metro-North (two-to-three feet wide and along the east side of the Yel- rail station at the Fairfield 10-to-15 feet long) and installed low Mill Pond and continue Metro Center development along road sections to reduce the along Seaview Avenue to in Fairfield. Pedestrian access hard-scape area or as part of curb connect with Pleasure Beach. to the new rail station area extensions. Design consists of Included in the concept is is constrained, unsafe and field evaluations to ensure proper

11-7 Chapter 11: Findings & Recommendations

application and connection of ness. Given the relative low cost the storm water drainage system; and ease of installation, a wide costs are relatively low: application throughout the city is 1. Storm water planters ≈$15 recommended. per square foot Rain Gardens: Rain gardens 2. Tree boxes ≈$12,000 per require more involved design installation and siting consideration than storm water planters that can be Tier 2 Actions: Rain gardens installed in a smaller area. This and bio-swales – Design and im- treatment is especially appli- plementation are more involved, cable where there exists a large require more consideration about hardscape area near and in the location and occupy larger spaces. vicinity of Long Island Sound or Costs are moderate: the Pequonnock River. Specific 1. Rain gardens ≈$20 per square locations need to be identified foot through an engineering evalua- 2. Bio-swales ≈ $50 per linear tion and installation needs to fol- foot low appropriate design guidelines and standards to ensure maxi- Tier 3 Actions: Permeable mum effectiveness. Candidate pavement – Design require- locations include: ments much more involved and 1. Bridgeport City Hall area 40-scale plans need to be pre- – install rain garden and pared and construction activities water filtration feature next are substantial and require special to parking lot and to filter instead of being carried to the attention to base and sub-base runoff from the roof; creation. Costs for permeable are drainage system and discharged about 25% higher than regular 2. People’s United Bank Head- directly to a receiving water asphalt and about $25 per square quarters parcel on Main body or river. The installation foot for concrete pavers. Street in downtown – install of permeable pavement requires rain gardens in the expansive proper formation of the base and Specific Actions: hardscape plaza along Main sub-base and special attention to Storm Water Planters and Street south of State Street; maintenance. These factors make Tree Boxes: These elements and the cost of this material higher function to reduce and control 3. Along Water Street under the than regular asphalt. However, storm water and filter runoff pedestrian walkway between the higher costs are somewhat before entering the drainage the rail station and bus ter- offset by the benefits of reduc- systems. They should be installed minal – install rain gardens ing runoff and managing storm as part of a comprehensive storm and water filtration features; water. While there is some debate water management program tie-in adjacent storm water requiring the use of permeable and programs that reduce the drains and catch basins to pavement for road surfaces, stud- frequency of sanitary overflow capture and filter runoff from ies have demonstrated the mate- events. Specific locations need to Water Street. rial is effective for use in parking be identified through an engi- areas, on access driveways and neering evaluation and installa- Permeable Pavement: Per- other low volume areas. Specific tion needs to follow appropriate meable pavement allows runoff locations need to be identified design guidelines and standards to filter through the surface and through an engineering evalua- to ensure maximum effective- permeate into the underlying soil tion and installation needs to fol-

Complete Streets Plan, 2011 11-8 Chapter 11: Findings & Recommendations

low appropriate design guidelines costs variable and depend on the extensions would be added at and standards to ensure maxi- elements included in the project signalized intersections and mum effectiveness. Candidate and extent of proposed work. new visible, tactile crosswalks applications include: would be installed. On-street Tier 3 Actions: Compre- parking areas will also be 1. Use and install permeable hensive reconfiguration of the asphalt along parking lanes defined using the curb exten- road environment and includes sions and parking lanes will on various downtown streets, installation of several elements – including Main Street, John be re-surfaced with perme- Implementation variable; costs able asphalt. As part of this Street, Broad Street and relatively high. Lafayette Boulevard; transformation, State Street Specific Actions: would be converted from a 2. Replace concrete sidewalks one-way street to two-way Green Streets/Complete with a concrete pavers; operation; Streets: As described and recom- 3. Replace and resurface the 2. State Street Round-about: Ferry Access Road using a mended above, various green infrastructure elements can be As part of the conversion of permeable pavement as a State Street as a “complete demonstration project; installed at various locations throughout the city without street,” the intersection with 4. Replace impervious as- substantial change to the roadway Fairfield Avenue, Commerce phalt parking lot surfaces itself. Implementing green infra- Drive (formerly State Street with permeable material structure elements in combina- Extension) and Dewey Street in downtown Bridgeport tion with changes to the roadway should be reconstructed as as demonstration projects, converts the road environment a modern round-about. The including the city hall park- from one dominated by the current layout and orientation ing lot, the rail commuter lot automobile to one that accom- of the intersection is some- under I-95, the parking lots modates all travelers, regardless of what awkward and does not in and around the Harbor mode. A wide range of elements form a standard four legged Yard sports complex, and the can be considered and not all intersection with 90-degree parking areas at the Water need to be installed for the street angles. Commerce Drive Street Dock – requires the to be enhanced to a “complete intersects with the west leg of full depth replacement of street.” Specific actions are based Fairfield Avenue before the sub-base and base material on identified needs and objectives junction with State Street. to provide for proper drain- of the surrounding neighbor- The round-about concept will age. Locations also need to hood and the traveling public. realign the streets to make consider water table depth. An engineering evaluation based both vehicular and pedestrian on a “context sensitive solutions” flow more efficient and reduce approach needs to be completed potential conflicts; Green Streets & for candidate streets. Installa- 3. Stratford Avenue: As part of Complete Streets tion needs to follow appropriate the Steelpointe Harbor proj- Tier 1 Actions: Combina- design guidelines and standards ect, Stratford Avenue will be tion of various low cost actions to ensure maximum effectiveness. reconstructed and widened. – Implementation and costs vari- Candidate locations include: A “complete streets” design able and depend on the elements 1. State Street: Covert State standard will be followed. included in the project and extent Street from Fairfield Avenue The new roadway will pro- of proposed work. to Main Street into an en- vide wide sidewalks for vari- hanced green street, includ- ous activities, use of concrete Tier 2 Actions: Combina- ing installation of concrete pavers or other permeable tion of various moderate cost paver sidewalks, storm water material, bike lanes, bus bays actions – Implementation and planters and tree boxes. Curb and enhanced shelters, and

11-9 Chapter 11: Findings & Recommendations

landscaping, such as, rain Bridgeport’s Downtown Connections gardens, tree boxes and bio- swales. 4. Lincoln Boulevard: The curb- to-curb width can accommodate four travel lanes on on-street parking. It provides access to Central High School and serves as the ending of the annual Barnum Festival parade. However, there is a need to reduce the width of Lincoln Boulevard and to better accommodate travel and make it more in character with the surrounding neighborhood. Several options are being considered, including: a. Installing a wide landscaped median and providing one travel lane in each direction; b. Installing a narrower median and providing designated bicycle lanes; c. Installing a wide median and providing a trail down the center of the 6. Capitol Avenue: Implement gardens and tree boxes. Curb median; and enhanced streetscape ele- bump-outs would be added d. Extending the curb line ments from Brooklawn Ave- at signalized intersections and on both sides of the road nue to Main Street, including new visible, tactile sidewalks toward the center and installation of concrete paver would be installed. On-street providing a larger land- sidewalks, rain gardens and parking spaces would be de- scaped buffer and defined tree boxes. Curb bump-outs fined using curb extensions. would be added at signalized on-street parking along Downtown Urban the cub line. intersections and new visible, tactile crosswalks would be Enhancement Program: This 5. Atlantic Street/University installed. On-street parking program is intended to enhance of Bridgeport: Install com- spaces would be defined us- and make connections between plete street elements along ing curb extensions. the Intermodal Transporta- a section of Atlantic Street tion Center and the adjacent through the UB campus. Ele- 7. East Main Street: Implement downtown. These connections ments include new sidewalks enhanced streetscape ele- will be made physically, aestheti- with permeable material, ments from Noble Avenue cally and functionally and will visible and tactile crosswalks, to Cedar Street. Elements promote non-motorized modes, raised pedestrian table and include installation of con- foster mobility, facilitate access rain gardens and tree boxes. crete paver sidewalks, rain to multi-modal transportation

Complete Streets Plan, 2011 11-10 Chapter 11: Findings & Recommendations

Complete Streets Project Concept Locations

11-11 Chapter 11: Findings & Recommendations

modes and enhance the aesthetic, Street under the I-95 over concrete paver sidewalks and curb visual, physical environment in pass to capture and filtrate extensions to define on-street and around the downtown area. runoff from the interstate; parking. Specific actions include: 9. Improve and enhance the ex- The downtown area is a high 1. Develop, design and imple- isting rail under pass leading profile location with numerous ment a comprehensive sign to the Water Street Dock; office buildings, street level retail program for identification, 10. Install new fencing around and emerging residential develop- information and wayfinding; the surface parking lot ments. It is also the transporta- 2. Install static and dynamic under I-95 and reconstruct tion hub of the region with a information kiosks at the and reconfigure the diverge commuter rail station, local bus rail station, bus terminal and area between Water Street terminal and ferry terminal. Main ferry terminal; and North Frontage Road, Street through the downtown is 3. Develop and implement a add new sidewalks, provide 40 feet wide, provides on-street real-time, dynamic traveler handicapped parking spaces parking spaces and accommo- information system for the and install a more accessible dates local bus services. Because ITC facilities for bus, rail and connection with the rail sta- of these characteristic, there is ferry services, including delay tion; an opportunity to reposition information, arrivals and 11. Refurbish and renovate the Main Street as a “green street” to departures; existing rail station building; demonstrate the potential oppor- 4. Develop, design and imple- tunities and effectiveness of green 12. Install artwork on large ex- ment decorative lighting infrastructure. The project would panses of concrete walls; and within the downtown area extend from Congress Street to that complements and 13. Develop and create bicycle the Harbor Yard sports complex. supplements existing efforts access paths to the ITC dis- Specific actions include: and illuminates, accentuates trict, such as bicycle routes, 1. Construct curb extensions and highlights key facilities; lanes and separate trails ra- at key intersections – at 5. Streetscaping and landscap- diating east, west, north and Congress Street, Golden Hill ing enhancements along Wa- south, and install decorative, Street, Fairfield Avenue, John ter Street, Main Street, North functional and distinctive Street, State Street and North and South Frontage Roads, bicycle. Frontage Road; State Street, John Street and Main Street Green Street 2. Install storm water planters Fairfield Avenue; Demonstration Project: Main in the curb extension areas; 6. Complete and construct a Street extends from the Trum- 3. Replace tree plantings with harbor walk along the Pe- bull town line to Seaside Park in properly designed tree quonnock River and Bridge- a north-south orientation. It is boxes connected to the storm port Harbor; main commercial artery in the drainage system; 7. Create a pedestrian friendly city and is the primary access 4. Install new, visible tactile and inviting linkage along into the downtown. Traffic along crosswalks; Main Street, Water Street and Main Street is relatively high, Broad Street from the Transit carrying in excess of 20,000 5. Define on-street parking Garage and Harbor Yard vehicles per day in the north spaces with the curb exten- Arena area and the ITC, and end. It is also a heavily used local sions and permeable pave- install lighting that makes bus corridor with 46 daily bus ment material; and these spaces more appealing trips. Streetscape enhancements 6. Install bus bays for GBT and less uninviting; and green infrastructure ele- Route 8 buses. 8. Construct a bio-swale and ments were installed along Main weeping wall along Water Street in the north end. Elements include storm water planters,

Complete Streets Plan, 2011 11-12 Chapter 11: Findings & Recommendations

Gateways: Through the 8. At Main Street, East Wash- Specific Actions: use of distinctive signage and ington Avenue and Catherine Transit Enhancements: The landscaping, gateways would be Street – Downtown Village GBT provides extensive service used to provide visual cues that District; through the city and maintains the traveler is entering a unique 9. At East Main Street and about 40 shelters and substan- neighborhood. The style, scope Boston Avenue (US Route 1) tially more bus stops (≈1,400). and size of gateways are highly – North Bridgeport and East Stops are typically designated by variable and depend on the char- Side; and a sign that includes the GBT logo acter of the neighborhood and 10. At Stratford Avenue and indicates the routes serving the theme that is to be communi- the location. Various enhance- cated. Gateways require substan- (Route 130 EB) and Con- necticut Avenue (Route 130 ments to these facilities should be tial public input and architectural implemented, including: and engineering design to ensure WB). 1. Replace old and worn-out they are located properly and Various complete streets convey the appropriate message. bus shelters with state-of-the- concepts are located in the map art shelters; Based on the suggestions in- on the opposite page. cluded in the NRZ plans as well 2. Ensure accessible path to and as field work conducted for this Transit Priority & from the stops; plan, gateways should be consid- Enhancements 3. Install bus bays at high ered at the following locations : boarding stops and integrate Tier 1 Actions: Bus stop 1. Fairfield Avenue at Ash Creek curb extensions and access enhancements – Implementation – Black Rock neighborhood; paths with the stops; and costs variable and depend on 2. State Street and Fairfield Av- the elements included; costs rela- Downtown Bus Terminal: enue – West End neighbor- tively low and could be accom- The new bus terminal was opened hood; this would also involve modated under existing projects in opened in August, 2007. It is the installation of a modern and programs. located at the intersection of Wa- round-about at the intersec- 1. Bus shelters ≈$15,000 per ter Street and Stratford Avenue, tion; location about 900 feet from its former 3. At the Park Avenue, North site and two blocks from the 2. Benches ≈ $7,000 per Avenue (US Route 1) and Main Street commercial corridor Pequonnock Street intersec- 3. Bus stop signs ≈ $500 per of downtown. The new location tion – West End and Hollow installation poses several safety concerns for neighborhoods; pedestrians wanting to access Tier 2 Actions: Signal prior- 4. At Main Street and Old the terminal, primarily having to ity – Design more substantial and cross a five-lane road. In addition, Town Road intersection – implementation requires modifi- North End neighborhood; while a crosswalk and pedestrian cation of traffic signals and instal- signal is located the adjacent 5. At Park Avenue and Old lation of receivers and detectors. intersection, the entrance to Town Road intersection – Costs are moderate: ≈$15,000 the terminal is offset from the North End neighborhood; per location. intersection and most bus riders 6. At Huntington Turnpike and Tier 3 Actions: Bus lanes will cross at a more mid-block, Broadbridge Road intersec- and queue jumpers – Design and unprotected, location instead tion – North Bridgeport substantial and requires recon- of using the designated crosswalk. neighborhood; struction or reconfiguration of To improve and enhance Water 7. At Park Avenue, State Street, roadway; implementation costs Street in front of the bus terminal Fairfield Avenue and John variable depending on project and provide a pedestrian friendly Street – Downtown Village scope. connection to the downtown area District; and crossing of Water Street, the

11-13 Chapter 11: Findings & Recommendations

following actions to should be The proposed systems would implemented: use detectors or wireless commu- 1. Reconfigure the lane arrange- nications to sense and approach- ment along Water by reducing bus and provide priority after ing the number of lanes and a pre-programmed off-set. eliminating the exclusive left Various transit enhancements turn lane; I concepts are located in the map 2. Install a raised island to pro- on the following page. vide a pedestrian refuge; 3. Create a bus bay for the bus stop on southbound Water Street at Fairfield Avenue; and 4. Install a raise table along the frontage of the terminal and surface with visible, tactile material.

Transit Priority: Since buses travel on the same roads as other motorized traffic, operations are susceptible to unanticipated delays because of congestion and receiving a red light at signalized intersection. These conditions adversely impact travel times and schedule adherence and create reliability issues with patrons. Buses can be provided priority along major travel corridors to reduce potential delays and improve schedule adherence. Two corridors are recommended for implementation of pilot transit signal priority systems: 1. Main Street from Old Town Road to downtown – GBT Route 8; and 2. Stratford Avenue (Route 130 EB), Connecticut Avenue (Route 130 WB), State Street and Fairfield Avenue – GBT Coastal Link.

Complete Streets Plan, 2011 11-14 Chapter 11: Findings & Recommendations

Transit Priority Project Concept Locations

11-15