SAFE STREETS BURLINGTON: 2019

Wednesday, March 20, 2019

Be Careful Out There! Data shows one bicyclist/pedestrian and two car occupants injured weekly in BTV!

Be careful out there!! Based on 2013-2017 roadway crash data an average of one bicyclist or pedestrian is injured each week in BTV plus two car occupants. So about 50 bicycle/pedestrian injuries occur each year, 100 motor vehicle occupants injuries--150 overall. One fatality occurs on BTV streets every 5-6 years--last six three pedestrians, two drivers, and one cyclist with all but one fatal at one of the City's 75 signalized intersections. Roundabouts cut serious and fatal injuries on average 90%. Cycle track on street sections provide separate and safe accommodation of cyclists between busy intersections.

Safety First! Winooski Draft Material Mirrors Pine Street Re-Design Approach

Clear that Winooski Transportation Corridor Study places safety first! Great news! Winooski study draft plan material adopts Pine Street Coalition Re-design elements for a beneficial Champlain Parkway and basics of the North Avenue Corridor Plan (2014): roundabouts at busy intersections and cycle track end to end. Thank you Winooski Corridor planners! Time now to re-design a proper scale Parkway to incorporate safety and climate change best practices of today not those of 2006! Like the Winooski draft and North Avenue Plan--safe and separate walk and bike facilities and the "intersection safety belt", the roundabout, at busy intersections.

See https://www.ccrpcvt.org/our-work/transportation/current-projects/corridors-circulation/winooski-avenue-corridor-study/#documents Check out the four "Alternatives"

Sunday, March 17, 2019

Three Parkway Tweets--Sully on Safety First, $3.28 Million Contaminated Soils, Climate Change

Hero pilot Sully Sullenberger Saturday on 737 Max 8 crashes: “quality and safety pay for themselves...always better & cheaper to get it right than repair the damage after..." Re-design Champlain Pkwy. group targets no safe walk/bike facilities, no safe intersections #btv #vtpoli

Tweet March 17

BTV facing $3.28 million taxpayer bill for Parkway contaminated soils—figure City Engineer Baldwin revealed at CCRPC Board last month? He says construction start 2019--Pine Street Coalition safety  re-design cuts $43 million cost ~$8 million, likely soils $s too.  #btv #vtpoli

The fight to re-design the Champlain Parkway here in BTV from the start included climate change—absence of separate and safe walk and bike facilities,  half mile of unneeded street, 1,000s of gallons gas wasted yearly at intersections. Safety 1st of course. #btv #vtpoli

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BTV Winooski Corridor Bike/Ped Injury Rates Astronomical Compared to VT Downtown Roundabouts

Data from the Winooski Corridor Transportation Corridor reveals real carnage on Burlington streets in addition to the fatality recorded about every 5-6 years, the latest in December Jonathan Jerome, a pedestrian who died in a crash on North Avenue.
Based on five years of data through 2017, about 150 injuries occur each year on Burlington streets, three per week. About 50 injuries or one a week are bicyclists and pedestrians in roughly equal numbers and 100 card occupants or two a week.
About 10% of all 150 annual injuries on BTV streets occur on North and South Winooski Avenues. And 43% of all yearly crashes occurred at intersections. On the 17 Winooski corridor intersections 0.21 injuries occurred to bicyclists per year per intersection--no injuries in a half century have occurred at the six downtown VT roundabouts (Manchester Center, Middlebury and Montpelier). A similar rate for Winooski intersections injuries per year--0.21 pedestrian injuries per year per intersection--occurred for the 2013-2017 survey period. Comparison the Winooski 0.21 figure compares to 0.0032 injures per year per downtown VT roundabout.For car occupants the Winooski Avenues figure is 0.13 injury per year per intersection (2.8 injuries yearly 17 intersections).

Car occupant injuries for the 6 downtown VT roundabouts: 0.013 per year (4 injuries recorded total for lifetime of the six roundabouts through about 2016).
So on the Winooski Avenues, an injury occurs about once every two months--7.2 per year. For comparison, the six downtown VT roundabouts record an injury about once a decade!

In addition to crashes involving personal injury, the vast bulk of crashes are property damage only--about 1,200 average yearly, almost ten times the injuries, about 150, recorded.
These are metrics BTV Police Chief Del Pozo would likely love!

Thursday, January 3, 2019

Governor Scott: Stop the Hurtful Parkway!! Start a Neighborhood Roadway Re-Design!!

December 12, 2018

Governor Phil Scott

Pavilion Office Building
109 State Street
Montpelier, Vermont 05609

Dear Governor Scott:

The members of the Pine Street Coalition would like to congratulate you on winning another term as Governor of our State of Vermont. Our Coalition is a grassroots and volunteer citizens' organization with about 100 members dedicated to safe and quality transportation in Burlington's South End neighborhood.

In addition, we thank you, along with Transportation Secretary Flynn for meeting with a delegation of the Coalition May 8 at your Capitol Building office to learn more about our neighborhood concerns over the outdated and unsafe design of the Champlain Parkway. Its last public hearing now dates back 12 years to November 2006.

The Parkway design, a vestige of 1960s thinking, was originally thought of as a segment of a four-lane limited access ring road surrounding the center of Burlington. The public comment on the project ended in 2006 and the Final Supplemental Environmental Impact (FSEIS) issued 2009. The total project cost now estimated at $43 million funding share -- 95% federal, 3% State and 2% City monies.

Since the FSEIS was issued in 2009, the neighborhood has blossomed into the most vibrant section of our City, and major changes in laws and policies affecting highway design have also occurred. The Pine Street Coalition steadfastly maintains it would be best for all if the current obsolete and invalid iteration of the Champlain Parkway roadway design is abandoned and a modern design begun through a new Environmental Impact Statement (EIS) process. A new EIS would be driven in great part by the neighborhood itself whose very economy and safety are at stake. We have suggested Re-Design Guidelines for improvements meeting current and future transportation needs—particularly by providing separate, safe walk and bike facilities totally lacking in the Parkway design. We can meet current and future needs far better and overall at lower cost. Additionally, both safety and climate change emissions now possible through “best practices” were left out of the current design considerations. Using “best practices” serious injuries could be reduced over current levels and significant reductions in climate change emissions achieved.

A re-design certainly will reduce two streets between Home and Flynn Avenues to one street, the most glaring financial waste. As well, connectivity between Burlington and So. Burlington can be preserved instead of severing one of the only two north-south corridors here in the City. Upwards of six acres can be retained for protection and preservation of Englesby Brook, park and open space, and economic development. Again, new regulations require minimizing impacts on our low income Maple/King neighborhood not even considered in the FSEIS process.

This April, the Coalition issued a detailed 240+ page set of documents detailing the changes since the 2009 FSEIS on the ground and in new laws and policies at Federal, State and City levels. This documented challenge to the City, State and Federal Highway Administration (FHWA) calling for a new EIS process will be considered by the FHWA in re-evaluation as required in federal law and regulation and

sets the basis of possible subsequent federal court action. Already since spring alleged errors in land taking procedures under State laws by the City lead to the current suits before Chittenden Superior Court.

With City representatives recently stating the project could be tied up in courts for an unknown number of years, we respectfully request it is in the interests of all to stop the Parkway now and start a new EIS. This promises a far better result than the uncertain outcome of years of litigation, increasingly likely to lead to a new EIS as time goes on. This is the same contention put forth by the Coalition to Federal Highway, Vermont Agency of Transportation and local officials in meetings since early last year.

Finally, the Pine Street Coalition respectfully requests your taking action for a new EIS process at this juncture in favor of a quality and safe roadway project. Such a decision promises not only a safe and quality project, but financial savings and certain economic progress for our neighborhood, the City of Burlington, our County and our State.

Yours truly,

Pine Street Coalition

Tony Redington - President

Charles Simpson - First Vice President

Jack Daggitt - Second Vice President

Steve Goodkind - Treasurer

Ib Nar - Secretary

cc Vermont Secretary of Transportation Joseph Flynn

Burlington Mayor Miro Weinberger

Mathew Hake, P.E., Vermont Division Administrator, FHWA

Members of the Burlington City Council

www.SafeStreetsBurlington.com

https://www.facebook.com/SSBPineStreetNOW

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Parkway Redesign Guideline and & Rethinking

CHAMPLAIN PARKWAY REDESIGN GUIDELINES Let's Do it Right June 2018

The Champlain Parkway Redesign Guidelines (Guidelines) arise from public many South End community and City groups discussions. The Guidelines shape a safe and complete street concept. Ultimately a new Parkway design happens through a thorough, informed, public discussion of today's needs. The Parkway dates from 1960s, the current design from a decade ago--plans do evolve over time! The Guidelines call for:

Cutting 1.5 mile lane miles of roadway
Conserving four acres between Flynn and Lakeside Avenues, about two for economic development of the “Gilbane” parking property and two for protection and improving Englesby Brook
Employing roundabout technology throughout to avoid dozens of crashes and injuries to the traveling public, and reducing intersection gas use and pollutants including global warming by about a third
Attaining about $12 million cost savings, one quarter of the $43 million project
Retaining connectivity and enable improved bus services as well as future light rail
Offering better, safe access to City Market South End and Petra Cliffs
Allowing some savings invested in lower Pine Street and Flynn Avenue for sidewalks
Providing separate and safe individual walk and bike facilities now completely absent
Fostering a livable and sustainable South End so critical to both quality of life and new vibrancy of the neighborhoods--as well as the arts, education, and business economies

Champlain Redesign Guidelines feature:

Reversing dead-ending of Pine Street at the Parkway Current design dead-ending worsens the nearby single-lane bridge, cuts Queen City Park road access and linkages to the Industrial Avenue and South Burlington points.
The I 189 segment for years used for commuter parking, children bike riding and dog walks Some can be retained as a two-lane road allows a linear transit or park 'n ride facility.
From Home Ave. to Flynn Ave. the Parkway converted from two segregated streets, becoming a single, quality and safe “complete street.” Melding Briggs and Batchelder into a single street with full connectivity possible for City Market and Petra Cliffs (no vehicle access to Morse, Lyman and Ferguson).
The “Parkway” ends at Flynn Ave. The original “Purpose and Need” to speed traffic downtown no longer serves the City or is possible with moving the railyard abandoned. The objective of shifting trucks off local streets to the industrial areas still occurs.
The natural areas of Englesby Brook now preserved and two acres of prime development land at Glbane recovered for businesses and associated jobs. The Gilbane property and Innovation Center now become an overall “Lakeside Innovation Zone.” Guidelines affirm the value of the energy and industrial innovation enclave which mark the area from its earliest days. This “innovation enclave” engages with the City's food hub and energy production as a common goal.
Safe and separate walk and bike routes Walk/bike quality facilities along the Pine Street corridor serve the neighborhood, commuters, and feature a focus on “safe routes to school”, thereby becoming a complete street with “low stress” bikeways.
Stormwater infiltration Mechanisms for stormwater include rain gardens, soils remediation and open space protection on the Barge Canal as an ongoing remediation site.
Pine Street to Main Street With Bicycle Connections: The Tuning Fork Separate from the Parkway project, the Railyard may allow a one way street design west from Curtis Lumber to South Champlain, north to Main Street then return down Pine Street—this allows the addition of a low-stress bike circulation and connector to the Burlington Bikepath.

Online: https://www.facebook.com/SSBPineStreetNOW/ SafeStreetsBurlington.com

Southern Connector Rethinking

By Steven Goodkind P.E.

The Southern Connector Project is one piece of a larger transportation plan for Chittenden County that was formulated over 40 years ago. It consisted of a network of highways that would encircle the county through Burlington, South Burlington, Williston, Winooski, Essex and Colchester. Parts of it included existing state highways and the interstate. There were also proposed new roads i.e. the Northern and Southern Connectors and the Circumfential Highway.

These proposed new roads share many common characteristics. They were to be for the most part limited access routes that would take traffic from existing local roads and reassign it to these new segments. But just as importantly, they all contained a huge conceptual flaw by relying on the perceived benefits of the ring road concept. .

We have learned a lot in the transportation field in recent decades and it is now widely recognized that it is generally better to improve our existing system to make it safer and more usable to all modes of transportation, than to build new

roads. We have also grown to appreciate the benefits of neighborhood connections that are not separated by manmade barriers such as limited access highways or large development projects. (The Burlington Town Center is an example of the latter case).

As a result, only portions of the original plan have been constructed. They are the three “bypass segments”, including the so-called “road to nowhere” in Burlington. The ring road concept is essentially dead.

However, the old concept does live on in at least one project. The Southern Connector, especially the piece from Home Ave. to Lakeside, is a classic example of old thinking, the benefits of which are far outweighed by the negative aspects it delivers. Because the latest version of this project dumps its supposed

reassigned traffic right back onto Pine Street without a connection to Battery Street, it fails to provide any significant transportation benefit that could not be achieved by simply opening the “road to nowhere”. The current plan eliminates

existing neighborhood connections and removes the connection of Pine St. to Queen City Park Road. A better name for it might be the “Southern Disconnector”. It is a costly and unnecessary relic of the past. This is further compounded by a design for the Pine St segment that is not up to the standards that Burlington has set for “complete streets”. Even our Public Works Director has acknowledged this when he recently said, “if we were designing this project today it would not look like this.”

If we hope to be a 21st century city, we need transportation projects that have designs that reflect 21st century thinking, not 20th century throwbacks.

The Mayor and his associates say they have done their best and it is too late for that. If we don’t proceed, we will have to pay back $7 or 8 million to the federal and/or State governments. This may be a possibility, but making the city payback money for a project that has been significantly changed, (notice I did not say cancelled), is unprecedented in Vermont. Here are some examples:

1) At the last minute the Northern Connector Project was modified to end at Manhattan Drive rather than at Battery and Pearl. This was to avoid destroying a good part of the Old North End.

2) The Circ Highway has been substantially redesigned to use existing routes and much of the originally proposed design will never be used

3) About 25 years ago, governor Dean stopped the construction of the Southern Connector from Home to Lakeside because of the uncertainty that a connection to Battery Street could be built.

4) Even though ROW had been secured and some railroad facilities and the DPW offices in its’ path have been relocated, the Southern Connector route from Lakeside to Battery through the Barge Canal was abandoned.

5) The “road to nowhere” was constructed 30 years ago but never completed and never maintained.

6) In the 1980’s, South Burlington decided not to participate in a segment of the Southern Connector that would have been in their community.

In none of these cases were the communities asked to repay the money they had spent on the project. There has never been and there should never be a penalty for making a project better and/or less expensive. History in this case is clearly

on the side of RETHINKING, REIMAGINING AND REDESIGNING the Southern Connector. It is the smart thing to do! It is not too late!