AN ALTERNATIVE PROPOSAL FOR THE RECONSTRUCTION OF ELMWOOD AVENUE

Transcription

1 AN ALTERNATIVE PROPOSAL FOR THE RECONSTRUCTION OF ELMWOOD AVENUE logos here

2 e City s plan for the reconstruction of Elmwood Avenue basically rebuilds the road from the Scajaquada Expressway to Forest Avenue, followed by a mill and overlay treatment from Forest to West Delavan. Not much changes, though some stamped concrete crosswalks and medians are included. We think that taking this path would fail to take advantage of a unique opportunity to make a strong positive impact on this part of Buffalo. Such rebuilding projects are uncommon (the last one on this stretch of Elmwood took place nearly eighty decades ago), so it is not unlikely that the consequences of this project will be with us for quite some time. As such, we have created an alternative proposal we believe will produce benefits far exceeding the costs. e proposal outlined in the following pages has two alternatives, one which repositions Elmwood from Forest to Iroquois to preserve some larger trees, and one that follows the current route. e illustrations we use in describing our proposal are drawn from the former, but both focus on the same key elements. Finally, some of the configurations proposed herein, including lane dimensions and bulb-outs, can be tested in advance painting in some of the features, a strategy used by the New York State Department of Transportation on Route 62 in the Village of Hamburg.

3 West Delavan Avenue to Forest Avenue We think that the stretch between West Delavan and Forest could benefit from a number of enhancements not present in the City s Plan. Bulb-outs Bulb-outs are featured at intersections to help calm traffic, shorten the crossing distance for pedestrians, and tighten the curb radii at the corners to reduce the speed of turning vehicles. At non-signaled intersections, their effect on pedestrian safety is markedly improved. At signaled intersections, they reduce the amount of green-time required for crossing. In addition, bulbouts create protected and well defined parking bays. We will undoubtedly hear that bulb-outs are difficult for snow plows to deal with, and that may well be true to an extent, but we feel strongly that the contribution they make with respect to safety and aesthetic appeal is well worth the small level of inconvenience. is is a conclusion that many communities with similar weather patterns have come to, including Hamilton, Rochester, Lancaster, Albany, Olean and Lake Placid. ELMWOOD AVE bird ave Bulb-outs and crosswalks at the intersection at Bird Avenue and Elmwood Avenue calm traffic and enhance pedestrian safety. Crosswalks While the City s plan does provide for a few stamped concrete crosswalks, we ve added two mid-block, high-type, ADA-compliant crosswalks with bulb-outs, one between Bird and Potomac and one between Potomac and Forest. is makes it much easier for pedestrians to cross at critical spots on the street and follows general recommendations for crosswalks approximately every 300 feet or so. Together with bulb-outs, this will make for a much safer pedestrian environment. Mid-block crosswalk in Columbus, Ohio *Such a change is quite realistic as detailed in the American Association of State Highway and Transportation Officials (AASHTO) guidelines, also known as the Green Book. Alternative Proposal for the Reconstruction of Elmwood Avenue Page 3

4 reduced traffic lane WIDTHS Another key element of our proposal is the reduction in the width of traffic lanes from 13 in the City s proposal to 10.5' and the setting parking lane widths at six or seven feet from eight feet. ese reductions will allow the creation of a shared roadway that could be used for bicyclists. Reducing lanes to 10.5' will also enhance overall safety levels for an area that is highly reliant on pedestrian and bicycle traffic. Roundabout at Forest and Elmwood Example of a narrower traffic lane from Charlotte, NC. One of the most prominent elements of our proposal is the use of roundabouts instead of traditional traffic light-controlled intersections at three key points, including the intersection of Forest and Elmwood. is proposal suggests the developed of a single-lane roundabout at the intersection of Forest Avenue and Elmwood Avenue. With a circle of approximately 105 feet in diameter, the roundabout can easily be constructed within the confines of the existing right-of-way. Roundabout at the intersection of Forest and Elmwood Because this is roadway configuration is such a critical part of our proposal, a discussion of roundabouts is in order. Alternative Proposal for the Reconstruction of Elmwood Avenue Page 4

5 Roundabouts versus Traffic Circles When Buffalonians see a suggestion of a roundabout in a road-planning project, their first thoughts often turn to the free-for-alls that characterize traditional traffic circles such as those at Gates Circle and Soldiers Circle. ey might share a circular shape, but any similarity ends there. Modern roundabouts operate much differently than other deservedly oft-maligned traffic circles (see comparison chart in Figure 1) and produce much better results in safety, aesthetic appeal and overall traffic management. Perhaps the most significant difference between traffic circles and roundabouts is the way vehicles enter the intersection. Traffic circles force entering vehicles to merge at a high speed with vehicles already in the circle. At 40 mph, an ideal merging distance of 240 feet would be required, but traffic circles are rarely large enough to provide adequate merging distance, and leads to their poor functionality and safety record. A modern roundabout requires entering traffic to yield the right-of-way to traffic already in the roundabout. Because the speeds in modern roundabouts are much lower, their operation is based on gap acceptance, rather than merging. Drivers entering the roundabout must yield to those in the center, and then determine when the approaching gap is large enough to enter at the lower speed of mph. e lower speed means the acceptable gap size is much smaller, improving the operation of the intersection. TRAFFIC CIRCLES MODERN ROUNDABOUTS Capacity Low Very high Fast entries Yes No Speed High (20-40+) Low (15-25 mph) Use No priority, free-for-all Clear priority, orderly Crashes Many, some serious Very few, most slight Diameter or more Size Very large Very small-medium Traffic weaves Yes No Yield lines No Yes Traffic Circles and Roundabouts compared. Modern roundabouts are also much smaller than traffic circles and thus operate at safer, slower speeds. e design of a modern roundabout allows capacities comparable to signals but with a higher degree of safety. Roundabouts versus Signalled Intersections Modern roundabouts also offer advantages over traditional signaled intersections. Welldesigned roundabouts are easy and safe to drive and incur minimal crashes. ose crashes that do occur generally have low severity, because the geometry is specifically designed to force all vehicles to drive slowly through the intersection. If an entering vehicle does crash into a circulating vehicle, the angle of impact is generally very shallow, typically degrees, rather than the 90 degree angle of a head-to-side crash experienced at traffic signals. A recent study by the Insurance Institute for Highway Safety supports these assertions. According to the study, roundabouts can reduce crashes by 39 percent. Roundabouts also result in an 80 percent reduction in injury crashes and a 90 percent reduction in fatal crashes. Surely this is, in of itself, a reason to move forward with the design presented in this proposal. Alternative Proposal for the Reconstruction of Elmwood Avenue Page 5

6 Additional benefits includes the ability to move traffic faster and more fluently, a condition which reduces idling time and a consequent reduction in air pollution. Roundabouts create far fewer points of conflict for both vehicles and pedestrians. Alternative Proposal for the Reconstruction of Elmwood Avenue Page 6

7 Snow removal A number of communities in snowy areas, including our neighbors in Hamilton, Ontario, and other cities such as have installed roundabouts. Most have indicated that while there is some initial adjustment in procedures for snowplow crews, roundabouts generally present no major problems for snow removal. Cost savings potential e proposed 105-foot roundabout at the Elmwood-Forest intersection would have about 1,000 square feet less pavement area than the City s proposed intersection under Alternative 2. In addition, a proposed three-phase traffic signal (installation cost approximately $60,000 with $3,000 annual traffic signal maintenance) would not required. e 107-foot roundabout proposed at the Elmwood-Rockwell intersection would have 2,800 square feet less pavement area than the City s proposed intersection under Alternative 2. In addition, a proposed three-phase traffic signal (installation cost approximately $60,000 with $3,000 annual traffic signal maintenance) would not required. Similar cost savings could be realized on a third roundabout proposed at the Elmwood- Iroquois intersection. Alternative Proposal for the Reconstruction of Elmwood Avenue Page 7

8 FOREST TO IROQUOIS DRIVE In many ways, the approach to this stretch of Elmwood Avenue forms the crux of our proposal. Here, we are dealing with one of the most highly visible and critically important sections of the city the gateway to the emerging Elmwood Village neighborhood, high-profile cultural institutions, and prominent Omsted-planned parkways. From Forest Avenue to Iroquois Drive (entrance to the Scajaquada Expressway), the road will be reconstructed, so there are opportunities to do some very creative things. Because this section is home to some of Buffalo s most prominent cultural assets, including the Albright- Knox Art Gallery, the Burchfield-Penney Art Center, the Richardson Complex at the Buffalo Psychiatric Center, the Historical Society and Buffalo State College, we feel strongly that we need to seize this opportunity to highlight and support these institutions. Roundabout at the intersection of Rockwell and Elmwood Additional Roundabouts Our ultimate plan calls for additional roundabouts to be established at the intersections of Elmwood and Rockwell Road and Elmwood and Iroquois Drive, though due to as yet to be determined plans for the Scajaquada Expressway, we suggest waiting on the latter. Both can be constructed within the confines of the existing right-of-way and both will achieve savings by eliminating signalling systems similar to those associated with the Forest-Elmwood roundabout. Together with the roundabout at Forest, these roundabouts will give this area a very distinctive look for visitors and residents alike, calm traffic going through this critical passageway, and help bring the institutions out of isolation induced by this high-speed section of Elmwood. e proposed roundabout at Rockwell and Elmwood would be single lane surrounding a circle of approximately 105 feet in diameter, and can easily be constructed within the confines of the existing right-of-way. Alternative Proposal for the Reconstruction of Elmwood Avenue Page 8

9 Buffalo State Busway A one-lane (two-way) busway would be constructed between on the Buffalo State Campus between Rockwell Drive and Iroquois Drive within the existing pedestrian corridor between Rockwell Hall and Ketchum and Bacon Halls. Bus pull-offs and an attractive bus station would be included. e NFTA s Elmwood Ave # 20 bus would follow this route entering and exiting to and from Elmwood Avenue at the Rockwell Road and Iroquois Drive intersections. is would enhance bus transit on the campus and possibly reduce or delay the need for construction of additional on-campus parking. During major Delaware Park and Albright-Knox events the Elmwood Ave bus could be rerouted through the Albright-Knox parking lot, an appropriate bus shelter/ station would be provided. Roundabout at the intersection of Iroquois and Elmwood When the planning for the Scajaquada Expressway becomes clearer, an additional single-lane roundabout centered on a 150-foot diameter circle at the intersection of Iroquois Drive and Elmwood would complete the physical structure of this gateway to the Elmwood Village/ Community of the Arts. is roundabout would require approximately 200 square feet of land from Buffalo State College at the southwest corner of the existing intersection. raised medians Raised medians are placed along this stretch to signal the prominence of the area, support traffic-calming and help reimage this portion of Elmwood Avenue as a gateway into the Elmwood Village/Community of the Arts. In addition, medians provide refuge for pedestrians when crossing the street. Alternative Proposal for the Reconstruction of Elmwood Avenue Page 9

10 Our plan calls for a ten-foot-wide raised treed median (double mountable curb) with irrigation centered on the existing line of bass wood trees on the west side of Elmwood Avenue. A left turn lane/break in the median would be provided at the driveway into the Buffalo Psychiatric Center. e median could be planted with low-maintenance, salt-resistent groundcover, or something more ambitious if resources dictate. In addition to being a strong contributor to the aesthetic appeal of the district, the median would also serve as a traffic-calming device and a refuge for pedestrians crossing the street. Raised median along the stretch of Elmwood from Forest to Iroquois. On-street parking is also available in this stretch. ADDITIONAL ON-STREET PARKING e City s plan does not call for additional parking on Elmwood north of Forest, but we feel that given our approach, many new parking spots, all of which could be metered, should be created. Because traffic is calmed by the median and bulb-outs, such parking could easily be accommodated. Our proposal calls for an additional new metered parking spots along Elmwood Avenue, spots which will support business on the 1000 block of Elmwood, as well as the adjacent cultural institutions. In addition, the meters will add up to $250,000 per year in revenues to city coffers. Alternative Proposal for the Reconstruction of Elmwood Avenue Page 10

11 TOP reasons to support this plan ere are many reasons to embrace this proposal, among them: 1. It will create a gateway into the Elmwood Village consistent with the City s intentions as expressed in the Comprehensive Plan. 2. It will demonstrate that we are committed to enhanced auto and pedestrian safety. 3. By enhancing the pedestrian experience, we are supporting a healthier lifestyle for our citizenry. 4. Because roundabouts keep traffic moving and cut down on pollutants from car exhaust, an opportunity for additional funding through the federal government s Congestion Mitigation Air Quality program is present. 5. It will help bring some of our major cultural institutions out of physical isolation and into the community. 6. By giving the cultural institutions more prominence, we will be supporting important cultural tourism initiatives. 7. It will be a physical demonstration of Buffalo s intent and ability to be a leader in urban redevelopment. 8. It will increase metered parking revenue for the city. It will also decrease costs by removing traffic signals at four points. 9. It will be a morale booster a signal to our citizenry that we don t always have to settle for substandard. 10. It will leverage many other initiatives in creating a well-defined place of importance in Buffalo, including the new Burchfield-Penney Art Center and the park area being created by the Psychiatric Center. 11. By beautifying the area, it will serve as an inducement to draw people back into Buffalo. 12. is plan will enhance the status and value of adjacent properties. 13. It will reduce the amount of paved area, thus reducing surface run-off and the amount of pavement the City needs to maintain. Alternative Proposal for the Reconstruction of Elmwood Avenue Page 11