RECORD
OF MEETING
BICYCLE
AND PEDESTRIAN ISSUES TASK FORCE
DATE/TIME/PLACE:
Tuesday, May 17, 1994, 5:30 - 7:30 PM, Colonie Community Center
IN ATTENDANCE:
Brad Birge (CDRPC), Helene Brecker (Saratoga County Heritage Trail
Committee), Emily H. Goodman (private citizen), Jerry Mueller (Green City
Transportation Council), Katrina Neugebauer (Troy Architectural Program), Don
Odell (Albany County Planning Department), Don Robertson (NYSDOT - Region 1),
Bert Schou (CDTA), Russell Ziemba (Rensselaer County Environmental Action),
Steve Allocco (CDTC)
DISCUSSION SUMMARY
Note: All meeting handouts referred to in this
report are attached for members who did not attend the meeting.
Design Guidelines:
The design guidelines subcommittee has prepared a nuts-and-bolts listing
of ways to make communities more bicycle- and pedestrian-friendly. Brad Birge distributed this listing for
review; Task Force members are invited to get back to Brad with comments or suggestions
on the document by Friday, June 3 (voice 393-1715; fax 393-6081). Meeting participants commented favorably on
the format and content of the listing, which through its "in order of
increasing cost" structure drives home the message that better accommodation
of cyclists and pedestrians does not necessarily mean spending major amounts of
money.
Subsequent to the meeting, CDTC
staff explored the prospects for sending this document out in the near future
as an "FYI" item to local municipalities and other interested
parties. It appears that this is
possible if the document first gets Planning Committee approval. It was proposed that the Task Force plan on
approving the document at its June meeting; arrangements can be made to present
the document to the Planning Committee for consideration afterward.
Deferral of More Specific Design
Guidelines: Given continued delays in completion of the
Highway Design Manual update, and the extension of the Phase Two timetable,
spending any great amount of time on developing recommended roadway/off-road
treatments at this point could prove to be a waste of time other than as an
intellectual exercise. Thus, this work
will be deferred to after September.
Additional Recommendations:
Discussions raised the possibility of offering a few additional
recommendations beyond the four main products (desirable bicycle/pedestrian
treatments, pilot project(s), maintenance practices and designated bicycle
network) the group was charged with developing after the first conference. For example, there was some discussion of the
idea of a regional clearinghouse/point person to address the bicycle- and
pedestrian-related elements of all major capital highway projects and site
developments in the region. (As this
would likely amount to a full-time job by itself, the implication is for creation
of such a position rather than adding it to someone's current duties.) Along this line, members interested in
setting forth recommendations going beyond the Task Force's "product
mandate" are encouraged to develop these ideas and prepare concise
summaries of them for consideration by other members. CDTC staff will look into the possible
avenues through which the Task Force could introduce these recommendations.
Core Performance Measures:
The draft core performance measures document distributed previously was
revisited. As noted during the
discussion, the purpose of having these core measures is to provide a fair
basis for understanding the merits of projects which would produce different
types of benefits.
Performance measures will not
"make or break" projects at the New Visions conferences or in
Planning Committee discussions -- rather, they will be for informational
purposes. For example, when an HOV
project is compared to a bike project or a transit project, the measures will
indicate how the projects would provide benefits in different areas (e.g.,
emissions reductions or single-occupant vehicles removed from the highway
system) without setting "minimums" such as "if the project would
not save X vehicle hours of delay per year, it drops from contention".
The most important use of the
performance measures could be within Task Force discussions, where Task
Forces may make use of the performance measures as internal checks to
see how the projects they are considering match up to their own
objectives. For example, the Bicycle and
Pedestrian Issues Task Force might use the performance measures to compare
competing pilot project candidates to determine which ones are most worth
advancing through the New Visions process.
The group discussed a few possible
additions to the core measures list.
Safety and environmental impacts were the main areas of discussion. It was decided that members would take some
time on their own to think about possible additions to the list and pass these
on to CDTC for distribution prior to the next meeting; Friday, June 3
will be the deadline for these submissions.
The group should plan on approving any additional measures at the June
meeting, for as the designated bicycle network and pilot projects are approved
during the summer, these measures will be needed to produce some objective
measures of benefits.
Designated Bicycle Network:
Discussion of the designated bicycle network concept began. As noted, there are two main reasons to
identify a network of this sort:
1. This sort of priority
treatment network (the term being used across Task Forces in the New
Visions effort) will influence strategies for infrastructure maintenance and
renewal. For example, cyclists tend to
be more sensitive to the physical conditions of road surfaces than cars
are. Thus, being a "priority
treatment" facility could translate to a policy that a road be swept more
frequently than non-priority roads, or that it not be allowed to deteriorate as
greatly as non-priority roads before being rehabilitated.
2. Going beyond
rehabilitation (reconstruction of a roadway based on physical deterioration), a
policy could be developed to advance Transportation Improvement Program (TIP)
projects to reconstruct priority facilities to FHWA Group A cyclist design
guidelines even before true rehabilitation needs set in. There could conceivably be one or more
projects added during each TIP update which would consist solely of shoulder
widenings or bike lane development.
Copies of CDTC's 1976 Regional
Bicycle Transportation Plan system map were distributed. This plan, developed through extensive public
participation and considerable staff time (in an era when there was funding for
such activity), identifies a network of arterial, collector and touring
facilities which could if properly improved accommodate both transportation and
recreational bicycle travel. It was
suggested that the 1976 map, while dated, could provide a good starting point
for the group's identification of a priority network. The group examined the maps and determined
that looking at a "clean slate" rather than starting from the 1976
map might prevent any biasing of how they consider bicycle travel needs and
possible priority routes. It was decided
that at the June meeting, the group would start from unmarked maps and develop
a priority network. Plots indicating
peak hour traffic volumes and major activity centers (particularly employment
centers, schools, shopping and recreational areas) will be provided for
reference during this exercise.
OTHER ISSUES
Don Odell, Jeff Olson and Maggie
Vinciguerra represented the Bicycle/Pedestrian Task Force at a meeting with CP
Rail and Conrail officials at CDTC on May 18.
Also representing the bicycle/pedestrian community was Ivan Vamos, who
is the consultant for the Greenway Conservancy for the Hudson River
Valley. The purpose of the meeting was
to establish a dialogue between the railroads and bicycle/pedestrian advocates
regarding possible rail-to-trail conversions or the sharing of railroad
rights-of-way for both railroad and trail uses. A summary of this meeting will be sent out
when available; in the meantime, the key points for the Bicycle and Pedestrian
Issues Task Force to bear in mind from this meeting are the following:
1. Contrary to what
may be the popular perception, the railroad industry has "turned the
corner" from the depths of the recession; some rail companies are even
exploring the potential to restore some long-inactive trackage to
use. As such it should not be expected
that there are or will be great amounts of abandoned right of way
(ROW) available for conversion to trails in the Capital District. In short, "what is out there now" is
the network, and the Task Force should not count on other abandonments in developing
its pilot projects or a designated bicycle network.
2. Furthering the
point raised above with regard to conversion, lines which were historically
abandoned (particularly in the 1970s, as Conrail was formed) were minor lines
carrying very small amounts of traffic.
In the Capital District, most rail lines are either mainlines or
critical connections, such that even if the rail industry was in a
period of scaling back, there probably would not be many local candidates for
abandonment.
3. Conrail's policy
on shared use of ROWs was representative of that of the industry: shared use (e.g., a rail line and a
bicycle/pedestrian trail both within the ROW) is not permitted along
active lines. Liability is a major
concern in the industry; CP Rail posts
its property and prosecutes trespassers (typically cross-country skiers,
snowmobilers) caught on its lines.
4. An example was
provided of an approach which has been used elsewhere to get around the
"shared ROW" issue: where the
ROW is unusually wide, there are no foreseeable track additions within the ROW
and the railroad's ROW width could be reduced and still allow for adequate
separation of activities, splitting the ROW (e.g., by selling off part
of it to a state, locality or other group) has made land available for trail
use. This facilitates trail development
while relieving the railroad of liability and tax concerns. This approach to trail development would be
considered on a case-by-case basis.
UPDATE ON PHASE TWO TIMETABLE
With a number of Task Forces looking
at extended work efforts and/or the need to coordinate their work with non-New
Visions activities (for example, the Expressway Management Task Force's
development of a strategic plan for an Intelligent Vehicle-Highway System
(IVHS) for the Capital District has to dovetail with NYSDOT's effort at
developing similar plans across the State), the next conference has been moved
back to May of 1995. As noted on Page 1,
this will allow the Bicycle and Pedestrian Issues Task Force to revisit the
issue of design guidelines later this year.
For the moment, it is proposed that the group still try to adhere to the
revised Work Program distributed in the March 24 mailing, save for
"sliding" the timetable one month such that the May activities be
pursued in June, the June in July, and so forth.
ACTION ITEMS
* CDTC to
prepare copies of 1994-99 TIP project listings by county for next meeting. Task Force members will be able to examine
these listings to get a better understanding of how bicycle and pedestrian
accommodations can be included in capital projects which have already been
placed on the TIP. Note: in total, a couple of sets of these listings
will be brought to the next meeting.
* CDTC to
prepare suitable "blank" maps for Task Force to use in identifying
Designated Bicycle Network facilities.
Plots of PM peak hour traffic volumes will also be prepared to help
members identify suitable lower-volume facilities to designated as
"preferable alternatives" to busy, high-speed arterials.
* Task Force
members to review draft document, "Making Your Community More Bicycle- and
Pedestrian-Friendly," and get comments/suggestions to Brad Birge
(v:393-1715; fx:393-6081) by Friday, June 3.
* Task Force
members to review "Core Performance Measures" document and get
comments/suggestions to CDTC (v:458-2161; fx:459-2155) by Friday, June 3. CDTC will send out list with any additions
for member consideration, along with "Bicycle/Pedestrian-Friendly"
document by June 10.
Any
suggestions for additional measures should be measurable at the regional level,
e.g., "centerline miles of roadway meeting FHWA Group A design standards
in the Capital District."
"Specific location" measures, such as "safe walking
distance from office building X to bus stop Y," would be difficult to
apply in this sort of exercise, and would probably require a lot of
"judgment calls" not just with regard to bicycle/pedestrian accommodations,
but in various other fields.
Measures
should be quantifiable rather than simple yes/no items. The idea is to give some indication of the magnitude
of benefits attendant to a project, rather than simply indicating that they
make bicycle/foot travel easier.
* Next Task
Force meeting: Thursday, June 23, 5:30 -
7:30 PM, Colonie Community Center, 1653 Central Avenue (across from Lake
Electronics). Room assignment to be
announced in future mailing.
Meeting
agenda to include:
* Approval of
content of "Making Your Community More Bicycle- and
Pedestrian-Friendly"
* Approval of
Core Performance Measures document (with any additions)
* Begin
development of Designated Bicycle Network