ham den east west final 041012

8/2/2019 Ham Den East West Final 041012

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Hamden East-West ransportation Study

Spring Glen and Whitneyville Neighborhoods

Hamden, C

April 2012

South Central Regional Council o Governments

Fitzgerald & Halliday Inc.


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Hamden East-West ransportation Study2

Contents

Introduction.............................................................................................3

Existing Conditions................................................................................9

Connolly/Elgin/Ardmore/Tornton..............................................10

Haverord Street/Santa Fe Avenue........................... ..................... ...11

Waite Street........................................................................................12

Mather Street.....................................................................................13

readwell Street.................................................................................14

Putnam Avenue.................................................................................15

Augur Street......................................................................................16

Mill Rock Road/ Armory Street......................................................17

Recommendations................................................................................18

Connolly/Elgin/Ardmore/Tornton.............................................19

Haverord Street/Santa Fe Avenue............................. .....................21

Waite Street.......................................................................................22

Mather Street....................................................................................24

readwell Street.................................................................................26

Putnam Avenue.................................................................................27

Augur Street.....................................................................................29

Mill Rock Road/ Armory Street......................................................31

Cost Estimate and Implemenation Schedule............................... ..33

oolbox...................................................................................................34

Itemized Cost Estimate............................... ..................... .....................48


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Hamden East-West ransportation Study 3Introduction


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Introduction

Hamdens transportation system consists o primarily north-southroutes or connections within the own as well as to adjacentcommunities such as Cheshire and New Haven. Due to Hamdensgeographical boundaries and orientation, east-west connectivity islimited to a ew major arterials and a number o local residential

streets. Te roadway system is strongly inuenced by the WilburCross Parkway and the Route 5 and Route 10 regional transportationcorridors, which convey approximately 94,000 to 119,000 vehicles perday (2006 CDO average daily trac counts) through Hamden.

rac is reportedly increasing on the east-west routes as drivers lookto avoid congestion on the north-south routes. Many o these roadsare minor arterials and collectors that serve neighborhoods, schools,and businesses; which residents believe are being negatively impactedby heavy trac volume, truck trac, and speeding vehicles. Te

purpose o this study is to conrm issues along Hamdens east-weststreet network, and recommend strategies to mitigate the negativeconsequences o increased trac.

Tis study will address transportation system opportunities orimproving saety, increasing accessibility, maximizing travel by allmodes, and enhancing the quality o lie within the community. Sincethe east-west routes are primarily local routes, with the exceptiono the Wilbur Cross Parkway, both conventional and innovativeapproaches will be considered.

Te own has received numerous requests or trac calming in theSpring Glen and Whitneyville areas o Hamden. Te neighborhoodassociations that represent these areas have been active in collectingeedback rom residents and planning or trac calming andtransportation improvements. Tis study will build upon thoseeorts to develop and actionable transportation and trac calmingplan or the neighborhoods.

Spring Glen and Whitneyville Civic Association Reports

In 2010, the Spring Glen and Whitneyville Civic Associationssubmitted reports to the Mayors oce outlining trac calmingpreerences and recommendations.

Te Spring Glen report was limited to a survey o residentpreerences. Te preerred trac calming treatments included:speedhumps, bike lanes, and on-street parking. Preerences wereidentied or each street in the neighborhood and include Ardmore,Elgin, and Haverord Streets.

Te Whitneyville report, which was more comprehensive andincluded documentation o issues and proposed solutions, identiedseveral streets that are included in this study. Tese streets includeMather Street, readwell Street, Putnam Avenue and Augur Street.Recommendations varied and included: speed humps, trac circles,raised crosswalks, bike lanes, and sidewalks.


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Hamden East-West ransportation Study 5

Steering Committee Workshop

On September 27th, 2011 Hamden trac calming steering commit-tee members and neighborhood representatives rom Spring Glen andWhitneyville gathered or a workshop to identiy trac issues andrecommend trac calming and saety improvements or the neigh-borhoods.

Te issues discussed were similar to those that had been previouslyidentied within neighborhood association reports and steering com-mittee meetings. Te streets that were presented or inclusion intothis transportation study include:

ArdmoreStreet ArmoryStreet AugurStreet ElginStreet ConnollyParkway

HaverfordStreet MatherStreet MillRockRd PutnamAvenue TreadwellStreet WaiteStreet

Concerns in the Spring Glen neighborhood centered around tracspeed and volume and pedestrian conicts due to inadequate cross-ings and incomplete sidewalk networks. Discussion was ocused

on the Connolly/Elgin/Ardmore corridor and Waite Street. raccircles, additional sidewalks, and speedhumps were discussed as po-tential solutions to various trac issues.

Te issues identied by Whitneyville residents included pedestriancrossing issues, access to the Farmington Canal rail, stop sign run-ning, truck trac, on-street parking, sidewalk gaps, and speeding.Te solutions discussed varied rom improved crosswalks and moresidewalks to chicanes and intersection redesigns.

Online Survey

In October 2011 an online trac calming survey was posted and alink was distributed to the neighborhood associations and residents.Te response period was extended through December 2011 at therequest o residents. Over 190 responses were collected rom residentson 53 dierent streets. Te streets with the most respondents in-

clude: Blake Road, Mather Street, Whitney Avenue, readwell Street,Ralston Avenue, Armory Street, Carleton Street, Haverord Street,King Street, Wilkins Street and Putnam Avenue. Survey respondentsranked trac study corridor streets in terms o their trac saetyconcerns in the ollowing order:

1. Mather Street2. Putnam Avenue3. readwell Street4. Waite Street5. Augur Street6. Armory Street

7. Connolly Parkway8. Ardmore Street9. Mill Rock Road10. Haverord Street11. Elgin Street

90%

31%

50%

12%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Walking Jogging Bicycling None of the above, I

primarily drive in the

neighborhood

What activities do you regularly engagein within Spring Glen or Whitneyville?

When asked what activities that respondents regularly engaged inwithin the neighborhood, 90% o respondents reported that they walkin the neighborhood on a regular basis and 50% o respondents bi-cycle on a regular basis. Only 12% o those surveyed responded thatthey primarily drive in the neighborhood.


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Preferred

Less

Preferred

Rating o Trafc Calming Measures


Te most signicant issues identied by respondents included speeding,unsae intersections and reckless driving. Te percentage o respondentswho identied the ollowing items as trac saety concerns in theneighborhoods are as ollows:

Speeding 80%Reckless driving 58%

Unsae intersection 57%Cut-through trac 54%Diculty crossing roadways 47%rac volume 43%

Maintenance 39%Lack o bicycle acilities 32%

Lack o sidewalks 28%On-street parking 18%Bicyclist behavior 11%

When asked i they could improve only one street in each neighborhood,65% o respondents identied Waite Street in Spring Glen while 37% orespondents identied Mather Street and 35% identied Putnam Avenueas the streets they would improve in Whitneyville.

Respondents were likewise asked to identiy one intersection that they

would improve in each neighborhood. Te Waite Street/WhitneyAvenue intersection in Spring Glen was overwhelmingly identiedby respondents with the Putnam/Whitney intersection ollowed bythe Belmont/Mather intersection o Whitneyville being identied aspriorities.

O the trac calming and pedestrian saety measures presented to surveyrespondents; bike lanes, speed humps, warning signs and trac circleswere identied as the most amiliar and were correspondingly rated asthe most desirable measures.

Presentation o Findings

On November 30th, 2011 the intial ndings and recommendationsrom this study was presented to the public at the Miller Center inHamden. Approximately 60 people attended the meeting. In atten-dance were representatives rom the own o Hamden, SCRCOG,Spring Glen, Whitneyville, and the general public.

Te presentation was open to comments and questions. Discussionand comments received included:

Armory Street needs trac enforcement

Trac on Mather Street is too fast, additional trac calming measures are desired.

A connection to the Farmington Canal Trail from Mather Street is needed, BobBrinton (Public Works) informed that an easement had been negotiated with a

property owner.

Additional measures are desired at Prospect Street and Mill Rock Road

A resident of Prospect Street (north-south corridor) expressed the desire for a study

of and improvements to that roadway

Attendees expressed interest in staying informed via email or the project website

Curt Leng (Mayors oce) commented that some of the improvements, such assidewalks, have already been programmed

ornton Street should have been added as a corridor. Visibility around the curveis limited. ornton has a trac light so it is the major cut-through rough sincecars can easily take a le onto Whitney Avenue.

Residents were concerned that the study favored Whitneyville in terms of corridorsstudied and solutions proposed.

A resident expressed concern about Ridge Road (north/south corridor) highspeeds coupled with bicyclists and pedestrians

Several residents had not been aware of the on-line survey and were interested inparticipating

See if the Town can host material on their website

Bob Brinton (Engineering) informed that the property owner on the south side ofMather St. oered to donate an easement to the town as part of the developmentof the property.

In response to eedback, this study was expanded to include TorntonStreet and Santa Fe Avenue, both in Spring Glen.


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Study Area

Tis study will recommend improvements or eight east/westcorridors in the Spring Glen and Whitneyville areas o Hamden.Tese corridors have been chosen due to initial trac assessment,neighborhood association reports, and the steering committeeworkshop. Tese corridors are identied in the graphic belowand include Connolly Parkway/Elgin/Ardmore/Tornton Street,Haverord Street/Santa Fe Avenue, Waite Street, Mather Street,readwell Street, Putnam Avenue, Augur Street, Mill Rock Road/Armory Street.

Tese roadways connect both the Spring Glen and Whitneyvilleneighborhoods to one another and to north/south routes suchas Dixwell Avenue, Whitney Avenue, Newhall Street, and RidgeRoad. Tese roadways also serve as critical bicycle and pedestrianconnections to resources such as the Farmington River Canal rail,Lake Whitney, Bassett Park, DiNicola Park, the water treatment

plant gardens, playgrounds and athletic elds.

Rout

e15

New

ha

llS

t MillRockRd

ArmorySt

PutnamAve

AugurSt

TorntonSt

SanteFeAve

Wh

itney

Ave

Dixwe

llAve

Rid

ge

Rd

TreadwellSt

MatherSt

WaiteSt

HaverfordSt

ArdmoreSt

ElginSt

Fa

rmin

gtonRiv

erCanalT

rail

BassettPark

DogPark

DiNicolaPark

Playground

WaterTreat-ment

AthleticField


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Te ollowing table provides a summary o the study corridorsattributes and documented issues. Te corridors are comprised olocal, collector and arterial roadways with trac volumes that rangerom 1,500 vehicles per day on Ardmore Street to 11,900 vehicles perday on Putnam Avenue. Roadway width varies slightly across the

corridors with Augur Street being the narrowest roadway at 22-24wide and Mill Rock Road being the widest roadway at 30-34 wide.

Speed limits are 25mph on all corridors with the exception o PutnamAvenue which is posted at 30mph. While there are sidewalks onevery corridor in the study area, there are signicant sidewalk gapson several roadways including Waite Street, Mather Street, readwellStreet, Putnam Avenue, Augur Street, Mill Rock Road and Armory

Street. Speeding has been identied as a concern on all corridors.

Corridor StreetType

Volume(ADT)

Width SpeedLimit

Attributes Issues

Connolly Pkwy/Elgin St/ArdmoreSt/Tornton St

Local 6800/3100/1500/na

30 25 Continuous sidewalks, no pavement markings orintersections within corridor, residential land use

Speeding, trac rolls through stop signs

Haverord Street/Santa Fe Avenue

Local not available/950

30 25 Continuous sidewalks, 2 all-way stops withincorridor, residential land use

Limited sight lines due to curve, speeding, steepgrades approaching Ridge Road

Waite Street Arterial 3000 24-28 25 Limited sidewalks. Pedestrian and bicyclistdemand or access to Lake Whitney and BassettPark. One trac light and one all-way stopcontrolled intersection within corridor

Sidewalk gaps, complex intersections, speeding

Mather Street Arterial 4200 26-30 25 Limited sidewalks, uninterrupted trac owbetween Dixwell and Whitney Avenue.

Complex intersections at Whitney Ave andWaite Street, signicant sidewalk gap at LakeWhitney, misdirected cut-thru trac, pedestrianconicts

readwell Street Collector 3900 24-30 25 Sidewalk gap at northern end, high pedestrianactivity at southern end, one trac signal and twoall-way stops within corridor at southern end

Signicant sidewalk gap between Dixwell Aveand Leeder Hill Dr. Complex intersection atWhitney Ave and Mather Street, speeding.

Putnam Avenue Arterial 11,900 30-32 30 Continuous sidewalks throughout much o corridor, on-street parking on south side, 3 traclight controlled intersections within corridor, busline

Sidewalk gaps, pedestrian crossing concerns,heavy trac, speeding

Augur Street Local not available 22-24 25 One-way westbound, parking on south side o road, continuous sidewalks, dense residentialdevelopment, two a ll-way stops within corridor

Stop sign running, sidewalk gaps, speeding

Mill Rock Road/Armory Street

Local 3400/2900 30-34/28-30

25 Park activity and parking on south side at westernend o Mill Rock Road, sidewalk gaps, two all-waystop intersections within corridor

Speeding and ailure to stop at Mill Rock Rd/Prospect St/Armory Street intersection. Highpedestrian activity and parking demand nearpark

Corridor Attributes and Issues


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Existing

ConditionsHamden East-West ransportation Study 9


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Fast moving trac rom Elgin toArdmore. Right turning tractends to roll through stop signs.

rac rolls through

our-way stop

Connolly Parkway/Elgin Street/Ardmore Street/Tornton Street: Existing Conditions

Tis corridor is used as a cut-through or trac between Dixwell andWhitney Avenues. Te posted speed limit through this corridor is25 mph, but observed trac speeds appear to be higher. Roadwaywidth varies between 28 to 30 and is relatively uniorm. ConnollyParkway is the only road with a yellow centerline, pavement markings

are otherwise sparse. While sidewalks are present on both sides othe street throughout this corridor, the only marked crosswalks arelocated at Whitney Avenue intersections. Additionally, there are nostop-bar pavement markings at stop sign locations.

rac volumes are moderate to low with a majority o trac (6800AD) being carried by Connolly Parkway with Elgin and ArdmoreStreets carrying an average o 3100 and 1500 vehicles per dayrespectively. Te progression o these volumes rom east to westreveals o unneling o trac towards and away rom both Elgin

Street and Connolly Parkway.Notable eatures along this corridor include the Farmington Canalrail which has a trail head o Connolly Parkway just west o theRoute 15 overpass.

rac rolls throughall-way stop sign

North/south tracdoes not stop, limited

visibility due to treesEastbound trac usesTornton Street tomake lef turn at lightonto Whitney Ave

ConnollyParkway

Farmin

gto

nCan

alT

rail

ElginStreet

ArdmoreStreet

W h i t

n e y A

v e

N


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Haverord Street/Santa Fe Avenue: Existing Conditions

Haverord Street and Santa Fe Avenue are local roadways that carry tracbetween Whitney Avenue and Ridge Road. Tese roadways are 28-29 eetwide and unstriped. Santa Fe Avenue carries approximately 950 vehicles perday. Field observations or Haverord Street noted a low volume o trac onthat roadway as well. Both corridors have a posted speed limit o 25 mph.

Both roadways have steep grades approaching Ridge Road that result in astacceleration in the westbound direction descending rom Ridge Road.

Stop controlled intersections within the corridors include the Broadeld Roadintersection o Santa Fe Avenue and the intersection o Lansdowne Avenue andHaverord Street. Stop bars were absent rom both o these intersections.

Limited sight-linesalong curve

Long interrupted segmentallows or speeding

Steep grade contributes todownhill speeding

Long interrupted segmentallows or speeding

HaverfordStreet

Santa FeAve

R i d

g e R o a d

Whitn

ey

Ave

Haverford Street at Lansdowne Avenue: View west


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Waite Street: Existing Conditions

Waite Street is an arterial roadway that spans Lake Whitney andconnects Mather Street to Whitney Avenue and Ridge Road. WaiteStreet has an average daily trac volume o 3000 vehicles and ranges inwidth rom 24 to 28 eet. Sidewalks are present on Waite Street althoughnot continuous. Signicant sidewalk gaps exist rom Mather Street

across Lake Whitney and between Ford Street and Barrett Street. Tespeed limit on Waite Street is 25mph although reported speeds aremuch higher.

Pavement markings on Waite Street include a yellow centerline andmarked crosswalks and stop bars at Whitney Avenue and Ridge Road.

A primary concern o residents is the segment o Waite Street thatcrosses Lake Whitney. Tis segment lacks sidewalks despite demand orwalking and jogging along this scenic area. Te intersection o Waiteand Mather Street is also a concern and is described as conusing and

potentially dangerous. Tis intersection is also home to swans whichattract on-lookers despite the lack o sidewalks near the intersection.

Waite Street combined with Mather Street has the potential to orma strong pedestrian and bicycle connection between Dixwell Avenue,Whitney Avenue and Ridge Road.

Narrow roadway, no shouldersor sidewalk despite pedestrianand bicyclist demand

Intersection is conusing.Pedestrians visit local swans, yethave no sidewalks or crosswalks

Gap in sidewalk network.Demand or access to park

WaiteStreet

Whit

neyA

ve

Rid

geRd

MatherSt

Bassett Park

WaiteStreet

N

Waite Street at Lake Whitney


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Mather Street: Existing Conditions

Mather Street is an arterial roadway that connects Dixwell Avenue to WhitneyAvenue. Mather Street has an average daily trac volume o 4200 vehicles and rangesin width rom 26 to 30 eet. Sidewalks are present on Mather Street although notcontinuous. Te speed limit on Mather Street is 25 mph, although the neighborhoodassociation reports that speeding is a signicant issue on this street. Pavement

markings on Mather Street include a yellow centerline and marked crosswalks andstop bars at Mather Streets intersection with Dixwell and Whitney Avenues.

Mather Street is comprised o two distinct segments. Te northern segment isabutted by commercial development at Dixwell Avenue and naturalized areasadjacent to Lake Whitney. Less than hal o this segment has sidewalks and there areew driveways or intersections. Te southern segment o Mather Street is primarilyresidential in nature, is punctuated by several cross streets and driveways and hascontinuous sidewalks on the western side.

Te southeast end o Mather Street particularly between Cliord Street and Whitney

Avenue has a relatively high number o pedestrians and a demand or on-streetparking. Te intersection o Mather and Belmont Street is a gathering spot orchildren who wait or the bus at this location. Southbound trac ofen turns ontoGessner Place or east on Belmont in search o Whitney Avenue only to nd that theseroads do not continue through.

Sidewalk is discontinuous

Complexintersection

Complex intersection

Large number o school childrenat Belmont and Mather, bus stop.Drivers ail to stop at stop signs.

rac attempts to cut-through

to Whitney AvenueWhitney Hall SchoolMath

erStreet

MatherStreet

DixwellA

venue

Whitn

eyAven

ue

N

Farm

ingtonCanalTrail

Mather Street at Belmont Street: View east


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readwell Street: Existing Conditions

readwell Street is a collector roadway that, like Mather Street, connects Dixwell Avenue to WhitneyAvenue. readwell Street has an average daily trac volume o 3900 vehicles and ranges in width rom26 to 30 eet. Sidewalks are present on both sides o the street south o Leeder Hill Drive. Te speedlimit on readwell Street is posted 25 mph east o Cliord Street, although the neighborhood associationreports that speeding is a signicant issue on this street. Pavement markings on readwell Street include

a yellow centerline and marked crosswalks and stop bars at readwell Streets intersection with DixwellAvenue, Cliord Street, and Whitney Avenue. Connecticut ransit Route O to New Haven travels onthis corridor between Whitney Avenue and readwell Street.

Like Mather Street, the southeast end o readwell Street between Cliord Street and Whitney Avenuehas a relatively high number o pedestrians. Like both Waite and Mather Street, the sidewalk network isincomplete through the Lake Whitney area.

O signicant concern to residents is the intersection o readwell Street, Mather Street and WhitneyAvenue. Tis intersection is dicult or pedestrians to cross and complex or drivers to negotiate. Anadditional concern noted by several residents was the volume o truck trac on readwell Street. Much

o this trac is contributed to construction activities on Leeder Hill Drive and Newhall Street and is notexpected to be a long term issue.

No crosswalk to DiNicola Parkdespite pedestrian demand

Sidewalk gap

DiNicolaPark

Tread

wellS

treet

Farm

in

gtonCanalTrail

LeederHillDrive

TreadwellStreet

Treadw

ellStree

t

WhitneyAvenue

DixwellAvenue

N


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Putnam Avenue: Existing Conditions

Putnam Avenue is an arterial roadway that connects Dixwell Avenue toWhitney Avenue. Putnam Avenue has an average daily trac volumeo 11,900 vehicles and ranges in width rom 30 to 32 eet. Sidewalks arecontinuous on both sides o Putnam Avenue with the exception o a gapon the north side between Leeder Hill Drive and Winnet Street. Te speed

limit on Putnam Avenue is 30 mph, although the neighborhood associationreports that speeding is a signicant issue on this street. Pavementmarkings on Putnam Avenue include a yellow centerline and markedcrosswalks at Dixwell Avenue Leeder Hill Drive, Cliord Street, GlendaleStreet, Whitney Avenue. Sharrow markings, as recommended in this plan,have were installed on the roadway in October o 2011.

Putnam Avenue is an active street with a relatively high volume o trac,on-street parking, bus stops, and a high level o pedestrian activity. Cransit Route O to New Haven travels through this corridor. Additionally,the eastern segment o the street is signed as a school zone and there are

retail establishments at the intersection o Putnam and Whitney Avenue.

Sidewalk terminates midblock

Deli parking obstructssidewalk and intersection

Pedestrian crossing saety concerns betweensidewalk to Leeder Hill Drive and sidewalkon south side o Putnam Ave

rac on Putnam queues too closeto intersection and blocks turningtruck and bus trac rom Whitney

PutnamAve

LeederHillDr

Dix

wellA

ve

NewhallSt

WinnettS

t

ParamountSt

FrancisAve

TurnorAve

Lila

cAve

Carle

tonSt

Cliffo

rdSt

Belmo

ntSt

Glend

ale

St

Whitn

ey

Ave

N

Putnam Avenue: View west

Farmin

gto

nC

analT

rail


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Augur Street: View west

Augur Street: Existing Conditions

Augur Street is a narrow (22-24 wide) local roadway that connectsNewhall Street to Whitney Avenue. Augur Street is one-waywestbound rom Frederick Street to Newhall Street. On-street parkingis permitted and heavily used on the south side o the street. Tereare no pavement markings with the exception o marked crosswalks

at Newhall Street and Whitney Avenue. Sidewalks are ound on bothsides o the roadway throughout the corridor with the exception o agap on the south side between Farnsworth and Giles Street.

Te primary concern o residents is speeding and stop sign running.Long, straight interrupted segments o roadway and one-way tracow contribute to speeding. Posted speed limit is 25 mph but reportedspeeds are higher. Augur Street acts as a bypass o Putnam Avenueor drivers traveling northbound on Whitney Avenue connecting toNewhall or Dixwell Avenues. Te lack o signalization on Augur Streetmay act as an attractive alternative to Putnam Avenue.

Stop sign running

Sidewalk gap

AugurStre

et

NewhallStre

et

Whi

tneyAve

nue

N


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Mill Rock Road & Armory Street: Existing Conditions

Mill Rock Road and Armory Street are local residential streets thatcarry trac rom Newhall Street to Whitney Avenue. Te roadwaywidth varies rom 28 eet to 34 eet wide. rac volume on MillRock Road is 3,400 vehicles per day and 2,900 vehicles per dayon Armory Street. Tese two distinct segments o roadway areconnected by a short segment o Prospect Street. Te posted speedlimit is 25 mph, but residents are concerned about speeding.

Pavement markings on these streets are limited to yellow centerlineand marked crosswalks at Newhall Street and Whitney Avenue.On-street parking is ound on the south side o Mill Rock Roadparticularly at the playground and athletic elds on the corner oNewhall Street.

Local residents expressed concern about speeding on ArmoryStreet, children crossing to the playground on Mill Rock Road, andaccidents at the intersection o Mill Rock Road and Prospect Street.

Stop sign running,accidents

No curb ramp or

crosswalk signage

Speeding onArmory Street

No playgroundwarning signage

MillRockRd

ArmoryStreet

Whitn

ey

Stre

et

NewhallStreet

Prospect St

N

Prospect Street at Mill Rock Road: View north

No crosswalk toplayground, sidewalkterminates abruptly


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Recommendations


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3. Marked crosswalks and stopbars at Elgin/Greenway andGreenway/Ardmore intersections

2. rac circleand stop bars

6. rac circle andstop bars

1. Bicycle lanes

4. Chicane

7. Chicane

Connolly Parkway/Elgin Street/Ardmore Street/Tornton Street: Recommendations

5. Curb extensions

and stop bars

ConnollyParkway

ElginStreet

ArdmoreStreet

ThorntonStreet

W h i t

n e y A

v e

N

Te improvements or this corridor ocus on calming trac as itenters Spring Glen rom Connolly Parkway and managing tracspeed along this corridor. Recommendations include the use o tra-c circles, stop bar markings, crosswalk markings, chicanes and curbextensions. Te goal o these measures is to improve driver conor-

mity to trac laws and reduce trac speeds without shifing trac toparallel corridors.

Bicycle lanes are also recommended or Connolly Parkway as ameans o improving access to the Farmington Canal rail which hasa trailhead on Connolly Parkway.

Prior to the installation o chicanes on Ardmore Street, speed datashould be collected to conrm that speeding is an issue. I the 85thpercentile speed (speed at which 85% o trac is traveling at orbelow) is in excess o 5 mph above the posted speed limit, temporarydevices should be installed and monitored. I the temporary devices

are proven eective in reducing trac speed and are agreeable toresidents, permanent devices should be considered or installation.

Farmin

gto

nCan

alT

rail


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ArdmoreStreetArdmoreStreet

ArdmoreStreet

ElginStreet

Bedfo

rdA

ve

Bedfo

rdAve

GreenwaySt

4. Install chicanes on ArdmoreStreet hal-way between GreenwayStreet and Bedord Ave so as toslow trac.

7. Install chicanes on Tornton Streetat the intersection o Greenway andWakeeld Street so as to slow tracthrough the intersection

3. Paint stop bars, yellow centerlines, andcrosswalks at intersection o Elgin Streetand Greenway Street and Greenway andArdmore Street. Tis measure will makestop signs more visible and encourage ullstops beore the intersection and thereby

slowing vehicle speeds on Greenwaybetween Elgin Street and Ardmore Street.

5. Install curb extensions and new curbramps at Bedord Avenue intersection to slow

turning trac and shif and slow thru-trac.

5.1 Paint stop bars at each leg o intersection,install 50 l o yellow centerline on each lego Ardmore Street

Thornt

onStree

t

Connolly

Pkwy

ElginStreet

2. Install mini-trac circle at intersectiono Connolly Parkway, Tornton and ElginStreet. rac circle will prevent stop signrunning and will accommodate bus andemergency vehicle trac.

2.1 Paint marked stop bars at eachapproach.

Gre

enwaySt

Thornto

nSt

WakefeldSt


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SantaFeAve

SantaFeAve

HaverfordSt

Bro

adf

eld

RdHaverord Street and Santa Fe Avenue: Recommendations

Te goal o these improvements is to slow vehicles as they enter and exit the curved portion oHaverord Street and the intersection o Santa Fe Avenue and Broadeld Road.

Speed humps are recommended on both sides o the curve on Haverord Street as they are themost eective device or acutely lowering speeds. A third location on the east end o HaverordStreet may be considered or placement o a speedhump i the two proposed locations prove

ineective at lowering speeds throughout the corridor. Discretion should be used in thenumber o these devices applied to one roadway as the placement o too many devices maycause trac to shif to another residential street. Te topography o Haverord Street also limitsthe use and location o speed humps as they require relatively at grades in the area o theirplacement. Te proposed locations are suitable in terms o grade and sight distance.

A trac circle is recommended at the intersection o Santa Fe Avenue and Broadeld Roadas a means o slowing vehicle speeds through that segment o the roadway and increasingcompliance to the stop controlled intersection.

1. Speed hump and warning signage

1. Speed hump and warning signage

2. rac circle& stop bars

2. rac circle& stop bars

N

R i d

g e R o a d

Whitn

ey

Ave


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Te Waite Street improvements seek to provide saer pedestrianaccess across Lake Whitney, improve the saety o the Waite Street/Mather Street intersection, improve pedestrian connections toBassett Park, and provide accommodations or bicyclists.

In achieving these aims, the intersection o Waite and Mather

Street should be converted to a intersection so as to simpliy theintersection, reduce vehicle turning speeds through the intersectionand provide additional space or sidewalks. Additionally, a tracstudy should be conducted to determine i an all-way stop iswarranted or this location. o accommodate pedestrian demandon Waite Street, a sidewalk should be constructed on the north sideo the roadway connecting the existing sidewalk to the east o LakeWhitney to the sidewalk on the north side o the bridge and to theMather Street intersection.

Tese recommendations to the west end o Waite Street were madein a 2000 report by the PA Group. wo options or the sidewalkwere presented and should be considered going orward. Te rstoption was a raised sidewalk and curb and the second option was

an at-grade sidewalk separated by a post and cable guardrail. Eitheroption would address pedestrian needs. Te recommendationsherein dier in that the PA report had recommended the sidewalkbe constructed on the south side o the roadway. It is recommendedthat the sidewalk be located on the north side so as to connect withthe existing sidewalk on the bridge and at the east o the lake.

In addition to improvements at the west end o Waite Street, thesidewalk gap on the north side o Waite Street between Ford Streetand Bassett Park should be completed to as to provide pedestrianaccess to Bassett Park.

Bicyclist demand or acilities could be satised via the provisiono shared lane designation. Tis designation is provided by theinstallation o sharrow pavement markings and Share the Roadsignage.

Waite Street: Recommendations

2. Install sidewalk onnorth side o roadway1. Convert to intersection,

conduct trac study todetermine i all-way stop iswarranted

4. Designate as shared roadway,install sharrow markings andShare the Road signage

3. Complete sidewalk gap

WaiteStreet

Whitn

eyAve

Rid

geRd

MatherSt

Bassett Park

WaiteStreet

N


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2. Sidewalk improvements to Waite Street.Drawings rom PA Group.

4. Shared lane designation on Waite Street Sharrow

1. Convert Waite/Mather Street intersection to intersection.Install island or trac separation and sign placement. Convert toall-way stop i warranted.

2. Install sidewalk on the north side o Waite Street. Installcurb-ramp and crosswalk connecting to proposed sidewalk onsouth side o Mather Street.

MatherStre

et

Waite

Stree

t


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Mather Street: Recommendations

Te recommended improvements to Mather Street are ocused uponimproving pedestrian and bicycle movement through the corridor.Tere are two distinct areas o Mather Street that would benet romsidewalk improvements. Te largest segment extends rom the endo the existing sidewalk on the west end o Mather Street to Waite toMartin errace; and the second location is a small segment west oGessner Place. Te construction o these sidewalks would provide acontinuous pedestrian corridor through the length o Mather Street.

In addition to the need or sidewalks along the corridor, there is ademand or opportunities to cross Mather Street, as there are nomarked crosswalks on Mather Street between Dixwell Avenue and

Whitney Avenue. Marked crosswalks across Mather Street should beinstalled at two locations; at Servoss Street and Belmont Street.

Intersection improvements are recommended or the Waite Streetintersection (see Waite Street plan) and Belmont Street intersectionwhere the realignment o a curb on the south side o Mather Street

would calm trac through the intersection. Several crosswalksshould be marked at the Mather Street intersection to improvepedestrian circulation.

Bicycles can be accommodated on the roadway through designationo a shared road which includes sharrow pavement markings andshare the road signage.

1. Complete sidewalk gap 4. Complete sidewalk gap

3. Crosswalk & reuge island

See Waite Street plan 5. Intersection improvements2. Speed eedback sign2. Speed eedback sign

Whitney Hall SchoolMatherS

treet

MatherStreet

DixwellA

venue

Whitn

eyAven

ue

N

7. Convert to shared roadway:Sharrows and share the road signage

6.Construct trailhead to FarmingtonCanal rail

Farm

ingtonCanalTrail


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5. Mather-Belmont Improvements

5.6 Extend curb

5.5 Relocate stopsign & bar

5.7 Paint crosswalks

5.3 Extend curb andinstall curb ramp

5.4 Install raisedcrosswalks

5.2 No Outlet sign

5.1 ranslucentstop sign

3. Install crosswalk,crosswalk signage,reuge island, andcurb ramps

4. Completesidewalk gap

7. Shared lane markings

MatherS

treet

ServossStreet

Math

erStreet

Mather Street

Can

alTrail

GessnerP

l

MatherS

treet

Belm

ontStreet

Belmo

ntStree

t

KingStreet

6. Construct trailheadaccess to FarmingtonCanal rail at 380Mather Street


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readwell Street: Recommendations

Improvements to readwell Street are ocused on improving bicycleand pedestrian movement and crossings through the corridor. Terecommended pedestrian improvements to readwell Street include asidewalk rom Marine Street to Leeder Hill Drive, a crosswalk at LeederHill Drive (upon construction o the sidewalk) and a new crosswalk andpedestrian reuge island at Lake Street.

readwell Street should also be designated as a shared roadway withsharrow markings and share the road signage. Tese improvements wouldminimize conict between pedestrians, bicyclists, and motor vehicle trac.Designation as a shared roadway will also improve bicycle connectivity tothe Farmington Canal rail.

While there are no stand-alone trac calming measures recommended orthe roadway, share the road signage and pavement markings increase theawareness o drivers and encourage more responsible driving.

1. Complete sidewalk gap 1.1 Install crosswalk 2. Install crosswalk & reuge island

2. Install crosswalk,crosswalk signage,and reuge island

Tread

wellS

treet

LeederHillDrive

TreadwellStreet

TreadwellS

treet

Lake

Stree

t

Treadw

ellStree

t

WhitneyAvenue

DixwellA

venue

N

Farm

in

gtonCanalTrail

3. Convert to shared roadway:Sharrows and share the road signage

DiNicolaPark


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PutnamAve

LeederHillDr

Dix

well

Ave

New

hallSt

WinnettSt

ParamountSt

FrancisAve

TurnorAve

Lila

cAve

Carle

tonSt

Clifford

St

Belm

ontSt

Glen

dale

St

Whitn

ey

Ave

N

Farmin

gto

nC

analT

rail

Putnam Avenue: Recommendations

Te recommended improvements or Putnam Avenue are ocusedupon improving pedestrian crossings, accommodating bicycles, andmanaging parking. Recommended bicycle improvements include theinstallation o bicycle lanes rom Dixwell Avenue to Newhall Drive,where the roadway width and lack o on-street parking allows orsuch designation. Shared lane markings (sharrows) and share theroad signage is recommended between Newhall Street and WhitneyAvenue. A painted bike box is recommended at the intersectiono Putnam Avenue and Whitney Avenue to accommodate bicycliststhat are waiting to turn lef. Te marking o this space is primarilyaimed at discouraging drivers rom creeping past the marked stop barand queuing near the crosswalk where they obstruct turning bus andtruck trac.

Recommended pedestrian improvements include improved curbramps, bulbouts, and the extension o a sidewalk. Te sidewalk

extension is planned or the north side o the roadway between

Winnett and Paramount Street where the existing sidewalkterminates abruptly. Tis sidewalk should be extended to Leeder HillDrive. A crosswalk and pedestrian reuge island should be installedbetween Winnett Street and Paramount Street to accommodate mid-block crossing demand. Additionally, new curb ramps are needed atthe Cliord Street intersection where curb ramps on the north sideare not ADA compliant and there are no curb ramps on the southside.

Intersection improvements are needed at the intersection o GlendaleStreet, Putnam Avenue, and Carleton Street where patrons o adeli park illegally on the sidewalk and in the intersection. Teseimprovements include reconstruction o the curb on the north sideo Putnam Avenue at Glendale Street to prevent parking on thesidewalk, angled striping o the shoulder on the south side o thestreet within the intersection and additional no parking signage.

1. Bicycle lanesDixwell to Newhall

2. Crosswalkimprovements

3. Extend sidewalkto Leeder Hill Dr

4. Crosswalk & curbramp improvements

5. Intersectionimprovements

6. Bike box

7. Convert to shared roadway rom Newhall to Whitney:

Sharrows and share the road signage


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7. Shared lane designation on Putnam Avenue

4. Upgrade curb ramps onnorth side o intersection, install

curb ramps on south side at bothcrosswalks

2. Bulbout curb and install newcurb ramps and crosswalk

3. New curb ramp and sidewalk

6. Paint bike box marking toaccommodate lef turning

bikes and discourage queuingtoo close to intersection.Paint Wait Here marking inadvance o the stop bar.

Cliffo

rdSt

LeederHillDr

NewhallSt

Glend

aleSt

Carle

to

nSt

PutnamAv

e

PutnamAv

e

PutnamAve

5. Replace curb and install

new 6 high curb to preventparking on sidewalk. Install noparking signage

5.1 Bump-out curb to shortencrossing distance and improve

visibility beyond parked cars

5.2 Install angled pavementmarkings at intersections to

designate no parking areas

Wait

Here


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Augur Street: Recommendations

A chicane strategy is the primary recommended improvementor Augur Street. Tis strategy would be eective in interruptingthe long interrupted segments o roadway that are conducive tospeeding. Tis strategy can be implemented by shifing parking tothe north side o Augur Street at three locations: between PacicStreet and Barraclough Avenue, between Paramount Avenue andFrancis Avenue, and between Morris Street and Carleton Avenue.Tis parking reassignment should be accompanied by the installationo pavement markings to designate parking lanes as well as parkingsignage.

Improvements should also be made to the two all-way stopintersections on Augur Street at Barraclough Avenue and CarletonAvenue. Te recommended improvements include painting markedstop bars at each leg o the intersection and installing verticalreective strips on the sign posts. Tese measures would improve the

visibility o the stop signs and combined with slower speeds createdby the chicanes would improve conormity to the stop signs.

Additionally, a sidewalk gap on the south side o Augur Streetbetween Farnsworth and Giles Street should be completed so thatpedestrians dont walk in the roadway through this area.

4. Stop bars & signageimprovements

3. Stop bars & signageimprovements

2. Complete sidewalk

1. Chicane trac by alternating

parking to north side o street

AugurStre

et

NewhallStre

et

Whi

tneyAve

nue

N


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1. Stripe 8 wide parking bays onalternating north and south sideso road

4. Paint stop bars and addvertical reective strips tostop sign posts

1.1 Install new parking and noparking signage

2. Install sidewalk on southside o Augur Street west sideo Farnsworth Street to east oRole Road

AugurStre

etRolfe

Road

FarnsworthS

t

Barracloug

h

A

ve

WinnettSt

AugurStre

etCarletonStre

et


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Mill Rock Road & Armory Street: Recommendations

Recommended improvements to Mill Rock Road and Armory Streetare ocused on slowing trac at the corridor and improving saety attwo locations: at the playground and at the intersection o Mill RockRoad and Prospect Street.

Saety improvements at the playground include the installation o

playground warning signage on the east and west approach to theplayground and the installation o a raised crosswalk and bulboutconnecting the end o the sidewalk on the north side o Mill RockRoad to the playground.

Te recommended intersection improvements at Mill Rock Roadinclude: lighting improvements, signage and pavement markingimprovements, and the installation o an island that would slowturning speeds and allow or the placement o an additional stop sign

on the lef side o the travel lane on Prospect Street approaching MillRock Road.

An additional location that requires improvement is the markedcrosswalk rom Mill Rock Road to the south side o Armory Street.Crosswalk warning signage is recommended or both the east and

west approaches on Armory Street and a curb ramp is recommendedor the south side o the Armory Street.

Speedhumps are recommended at two locations on Amory Streetas a means o calming trac along that road. Speed data should becollected prior to the installation o temporary devices. Collectiono speed data is critical in conrming that speeds are high enough towarrant the placement o speed humps.

3. Intersection

improvements

5. Curb ramp &

crosswalk signage

4. Speed hump4. Speed hump

2. Crosswalk improvements

Playground

Playground

1. Playgroundwarning signage

1. Playgroundwarning signage

MillRockRd

ArmoryStreet

Whitn

ey

Stre

et

NewhallStreet

Prospect St

N

6. Convert to shared roadway:

Sharrows and share the road signage


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3.2 Paint crosswalk and stop bar

3.1 Install W1-6R warning sign

2.2 Install raised crosswalk andcrosswalk warning signage

2.3 Curb extension and curb ramp

2.1 Install curb ramp, connect toexisting sidewalk

2. Crosswalk at playground

3.3 Island with additionalSOP sign

3.4 Add vertical reectivestrips to stop sign and stop

ahead posts

3.5 rim vegetation as needed

3. Intersection improvements to Prospect Street

at Mill Rock Road

MillRockRd

MillRockRd

P r o s p e c

t S

t


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Cost Estimate and Implementation Schedule

Te total cost o improvements within the study area is approximately$1 million. Tis cost estimate reects typical construction andinstallation costs o the recommended measures in this plan. Tisestimate represents 2012 construction costs and is intended orplanning purposes only. An itemized cost estimate is available on

page 49 o this report.Cost per Corridor

Connolly Pkwy/Elgin/Ardmore/Tornton St: $102,900Haverord Street/Santa Fe Avenue: $25,000Waite Street: $314,200Mather Street: $282,000readwell Street: $175,700Putnam Avenue: $77,600Augur Street: $62,200

Mill Rock Road/Armory Street: $37,600otal Cost: $1,077,200

Cost per Improvement ype

Bicycle acilities: $57,100Crosswalk and curb ramp improvements: $115,600rail access $50,000Sidewalk improvements: $606,800Sign and pavement marking upgrades: $27,700rac calming devices: $120,000Intersection reconstruction: $100,000

otal Cost: $1,077,200

Improvements should be phased in a ve-year period to allow or thebudgeting o capital improvement unds. Low cost improvementsitems should be considered or short term improvements, with morecapital intensive improvements scheduled or the long term. Aproposed ve year phasing plan is included here.

All chicane and speed hump recommendations are subject to tracspeed data collection prior to implementation. Collected data mustconrm that speeding is an issue as reported (85th percentile speedsmust exceed the posted speed limit by 5 mph). Upon documentationo speeding, temporary chicane and speed hump devices should be

deployed. I these devices prove eective at lowering speeds, and areagreeable to residents, permanent devices should be considered orimplementation.

Year 1 $86,800

BicyclefacilitiesimprovementsSignandpavementmarkingupgradesCrosswalkmarkings(atlocationsnotrequiring

inrastructure upgrades)Tracspeeddatacollection

Installandtesttemporarytraccalmingdevices

Year 2 $237,500

InstallpermanenttraccalmingdevicesInstallpedestrianrefugeislands,curbextensionsCrosswalkandcurbrampimprovementsPutnamAvenuesidewalkextension

Year 3 $250,000

ReconstructionofWaite/MatherSt.intersectionConstructionofWaiteStreetsidewalkatLakeWhitney

Year 4 $265,000

CostructionofMatherStreetsidewalksConstructionofMatherStreettrailaccesstoCanalTrailConstructionofWaiteStreetsidewalkapproachingBassettPark

Year 5 $237,900

ConstructionofTreadwellStreetsidewalk

ConstructionofAugurStreetsidewalk


34/52

oolboxHamden East-West ransportation Study34


35/52


Marked Crosswalks

Marked crosswalks are a critical component o the pedestrian network. Teyguide the pedestrian to the saest crossing o the roadway and alert drivers tothe expected presence o pedestrians. Te piano key style crosswalk, whichconsists o multiple white bars aligned perpendicular to the walking path,is currently in use in Norwalk and should be used or crosswalk locations

identied in this plan.

Crosswalk markings provide guidance for pedestrians crossing theroadway by defining and delineating the most appropriate crossingpath. Crosswalk markings also alert road users to a pedestrian cross-ing point not controlled by traffic signals or stop signs. At non-in-tersection locations, these markings legally establish the crosswalk.

Institute for Transportation Engineers - Traffic Safety Toolbox

In general, crosswalk markings at unsignalized intersections appearto have several positive effects and no observed negative effects. Spe-cifically, drivers appear to be aware that pedestrians are in a marked

crosswalk and drive slightly slower. Crosswalks also have the positivebenefit of channeling pedestrians to the intersection. Also, there ap-pears to be no evidence to support the contention that pedestrians feelprotected in marked crosswalks and act more carelessly. In conclusion,it appears that marking pedestrian crosswalks at relatively narrow,low-speed, unsignalized intersections is a desirable practice.-FederalHighway Administration -RD-00-103

Crosswalks can be raised or can be designed in conjunction withspeed tables, medians, crossing islands, curb extensions, and othersupplemental measures. With these measures, unsignalized crossings

may be feasible at additional location types. Institute for Transporta-tion Engineers - Traffic Safety Toolbox

Benets

Encouragespedestrianstocrossthestreetatregularlocations.Improvesvisibilityofpedestrians,alertsdriverstothepresenceofpedes -trian trac.

Application

Crosswalklocationsshouldbelocatedapproximately300feetapart.In -creased distances decrease pedestrian conormity, decreased distances maydecrease driver conormity.Crosswalksshouldbeaminimum6eet wide to 10 eet wide or width o

sidewalk i greater. Curb ramps, if present, should bealigned with crosswalk.Crosswalks aremosteective whencrossing roadway at a right angle. Crosswalks should be accompaniedby signage or signalization where con-ditions warrant.


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Crosswalk Signage

Crosswalk signage should be used at all crosswalks where trac is not con-trolled by a trac light or stop sign. Tis signage may also be used to supple-ment crosswalks at locations where sight-lines are an issue or where driversail to yield to pedestrians despite stop signs or trac lights. Te most com-mon application o this sign would be a mid-block crosswalk. When locatedwithin a school zone, the school crossing sign should be used in lieu o the

pedestrian crossing sign. Te Manual or Uniorm rac Control Devices(MUCD) provides the ollowing guidance:

Non-Vehicular Warning (W11-2) signs may be used to alert road usersin advance of locations where unexpected entries into the roadwaymight occur or where shared use of the roadway by pedestrians mightoccur. These conflicts might be relatively confined, or might occur ran-domly over a segment of roadway.

If used in advance of a pedestrian crossing, the W11-2 signs shouldbe supplemented with plaques with the legend AHEAD or XX FEET toinform road users that they are approaching a point where crossingactivity might occur.

The W11-2 and W11-9 signs and their related supplemental plaquesmay have a fluorescent yellow-green background with a black legendand border.

When a fluorescent yellow-green background is used, a systematicapproach featuring one background color within a zone or area shouldbe used. The mixing of standard yellow and fluorescent yellow-greenbackgrounds within a selected site area should be avoided. Crossing

signs should be used only at locations where the crossing activity is

unexpected or at locations not readily apparent. - Pedestrian relevantexcerpts from MUTCD Section 2C.5

Benets

IncreasesdriverawarenessAssistspedestriansinlocatingcrosswalks

Application

Signagetypicallyusedatmid-blockcrossinglocations

SignagemustnotinterferewithsidewalkfunctionSchoolcrossingsignshouldbeusedwhencrosswalkislocatedwithinaschool zone or has a high number o students in route to school

Pedestrian CrossingSign

W11-2 sign withW16-7P arrow

School CrossingSign

S1-1 sign withW16-7P arrow


37/52


Curb Ramps

Curb ramps are required by the American Disabilities Act at intersectionsand marked crosswalks. Any roadway that undergoes reconstruction is re-quired, by ederal law, to include these acilities. Curb ramps are integral tothe pedestrian network and are a critical link between crosswalks and side-walks.

According to the Connecticut Highway Design Manual, when determiningthe need or a curb ramp, the designer should consider the ollowing:

1. If at least one curb will be disturbed by construction at an existing inter-section, then curb ramps shall be constructed at all crosswalks which extendfrom a paved sidewalk in that intersection.2. For all projects, curb ramps will be constructed at all crosswalks whichprovide pedestrian access in that intersection and will be provided on allcorners. At T-intersections, the designer must ensure that curb ramps arelocated on the side opposite the minor intersecting road.3. Opposing ramps must always be provided on adjacent legs of an inter-section even if outside project limits.

4. Curb ramps shall be positioned so as not to cause a safety hazard forblind pedestrians.5. Curb ramps shall be located or protected to prevent their obstruction byparked vehicles.6. Curb ramps at marked crossings shall be wholly contained within themarkings, excluding any flared sides.7. A diagonal curb ramp shall be wholly contained within the paintedmarkings, including any flared sides. There shall be at least 610 mm offull-height curb within the crosswalk. In addition, there shall be at least1220 mm between the gutter line and the corner of the two intersectingcrosswalks.

8. The function of the curb ramp must not be compromised by other high-way features (e.g., guide rail, catch basins, utility poles, signs).9. Curb ramps are required at all curbed intersections with sidewalks oralong all accessible routes.10. The location of the curb ramp must be consistent with the operationof pedestrian-actuated traffic signals, if present. In addition, a pedestrianpush-button must be located so it can be reached by wheelchair-boundindividuals.11. The designer will provide the Division of Traffic Engineering with a setof plans at the preliminary design stage and before the preliminary designreview. The Division of Traffic Engineering, in its review, will determine the

need and location of mid-block curb ramps.

Benets

Improvesaccessibilityforpeoplewithmobilityaids.Improvesthemobilityofpeoplewithcarriages,strollers,carts,andchil-dren on bicycles.Encouragespedestrianstocrossroadwayataxedpoint.

ApplicationRampperpendiculartocurbline1:12maximumrunningslope1:48(2%)maximumcrossslope36inchminimumwidthLevellandingattopLanding36inchlongiftoeroomavailableLanding48inchlongifconstrainedRampwithincrosswalkatfootNoexposuretomovingtraclaneFlush(nolip)connectionatstreet


38/52


Sidewalks and Pathways

Sidewalks and ootpaths are the core o the pedestrian network and also themost capital intensive inrastructure component o the network. Sidewalksare typically concrete construction and a minimum o ve eet wide (thiswidth allows two adults to walk comortably side by side). Footpaths (beingsomewhat unique to Norwalk) are typically asphalt construction and rangerom three to our eet wide. Footpaths are less expensive and intrusive than

concrete sidewalks, but are a less permanent acility.

Sidewalks used for pedestrian access to schools, parks, shoppingareas, and transit stops and placed along all streets in commercialareas should be provided along both sides of the street. In residentialareas, sidewalks are desirable on both sides of the street but needto be provided on at least one side of all local streets. American

Association of State and Highway Transportation Officials (AASHTO)

Sidewalks and walkways separate pedestrians from the roadwayand provide places for children to walk, run, skate, ride their bikes,and play. Sidewalks have been found to be associated with signifi-cant reductions in pedestrian collisions with motor vehicles. Suchfacilities improve mobility for pedestrians and should be provided forall types of pedestrian travel: to or from home, work, parks, schools,

shopping areas, transit stops, etc. Walkways should be part of everynew and renovated facility and every effort should be made to retrofit

streets that currently do not have sidewalks or walkways. -Institutefor Transportation Engineers - Traffic Safety Toolbox

Benets

Minimizespedestrianexposuretovehiclesbyprovidingwalkingspaceoo roadway.Encourageswalkingtrips

Application

Minimumsidewalkwidthof5feetisnecessaryfortwoadultstocomfort-ably walk side-by-side.Sidewalkmosteectivewhenseparatedfromcurbbyabuerspace.Buerprovidesspaceforstreettrees,utilities,&snowstorage.

Buermosteectiveat6feetwide,thusallowingtheplacementofanac-cessible curb ramp between curb line and sidewalk.Maximum2%cross-slope Sidewalkzoneshouldbekeptclearofobstructions,providingaminimumclear width o 32 inches at spot locations and 36 inches or the length o thewalk.

Aprotectedzoneof27inchesto80inchesinheightmustbekeptclearofvegetation, signage, and other structures.


39/52


Pedestrian Reuge Islands

Reuge islands are a highly eective tool or assisting pedestrians in crossingwide roadways, heavily tracked roads, or at midblock locations. Tese is-lands can be as narrow as our eet and give the pedestrian a sae place to stopi they are unable to cross the road in one attempt. In addition to assistingpedestrians in crossing, these devices provide a location or the placement

o pedestrian crossing signs and can slow the speed o trac at crosswalks.

Cross islands, also known as center islands, refuge islands, or medianslow points, are raised islands placed in the center of the street at in-tersection or midblock locations that help to protect pedestrians frommotor vehicles. Crossing islands allow pedestrians to be concernedwith only one direction of the street and wait for an adequate gap intraffic before crossing the second half of the street. Where midblockor intersection crosswalks are to be installed at uncontrolled loca-tions (i.e., where no traffic signals or stop signs exist), crossing islands

should be strongly considered as a supplement to the crosswalk. If

there is sufficient width, crossing islands and curb extensions can beused together to create a highly improved pedestrian crossing.-Institute of Transportation Engineers - Traffic Safety Toolbox

Benets

ReducesvehiclespeedsDecreasespedestriancrossingdistanceIncreasesvisibilityofcrossing

Application

Foruseatintersectionsormid-blockUseonlyonstreetswithspeedlimitbelow45mphunlesssignalizationisprovidedMid-blockislandcrossingshouldbelocatedatleast300feetfromnearestcrossingsAppropriatesignagerequiredAdequatelightingrequiredMinimumwidthof4feet

Pedestrian refuge island and mid-block crosswalk


40/52


Curb Extension

Curb extensions are used to shorten the crossing distance or pedestrians.Tese devices have the added benet o improving the visibility or and opedestrians when crossing and can slow trac. Tese devices take manyorms and are ofen reerred to as bulbouts.

Curb extensions, also known as bulbouts or neckdowns, involve extending

the sidewalk or curb line into the street, reducing the effective width. Curbextensions significantly improve pedestrian crossings by reducing pedestriancrossing distance, improving the ability of pedestrians and motorist to seeeach other, and reducing the time that pedestrians are in the street. Curbextensions that are placed at an intersection essentially prevent motoristsfrom parking in a crosswalk or blocking a curb ramp. Motor vehiclesparked at corners present a serious threat to pedestrian safety becausethey block sight lines, hide pedestrians, and other vehicles, and maketurning particularly difficult for emergency vehicles and trucks. Motorists areencouraged to travel more slowly at intersections or midblock locations withcurb extensions, because the restricted street width sends them a visual cue.

Turning speeds at intersections are reduced with curb extensions (curb radiishould be as tight as practicable). Curb extensions are appropriate onlywhere there is an on-street parking lane (curb extensions must not extendinto travel lanes, bicycle lanes, or shoulders). -Institute for Transportation

Engineers - Traffic Safety Toolbox

Benets

EncouragespedestrianconformitytomarkedcrosswalksShortenscrossingdistanceforpedestriansProvidesadditionalspaceforcurbrampsImprovespedestrianvisibilitybyextendingpastparkedvehicles

ImprovesdriversvisibilityofpedestriansSlowsturningvehiclesPreventsparkingatcorner

Application

Forusewherewidecurblanes,shoulders,oron-streetparkingresultinwide pavement widths.Curbextensionshouldnotextendbeyond6feetofexistingcurblineandshould not obstruct bike or travel lane.Adequatevehicleturningradiimustbemaintainedwhenusedatintersec-tions.

Mid-block curb extension and crosswalk


41/52


Mini-rafc Circles

Mini circles are raised circular islands that are constructed in the center o residentialstreet intersections to reduce vehicle speeds. Tey are sometimes used instead o stopsigns. Tey orce motorists to maneuver around them and have been ound to reducemotor vehicle crashes. Drivers making lef turns are directed to go on the ar side othe circle (not the near side) beore making the turn. Signs may be installed within thecircle to direct motorists to proceed to the right o the circle beore passing through or

making a lef turn. -Institute for Transportation Engineers - Trac Safety Toolbox

Benets

Preventsred-lightorstopsignrunningSlowsvehiclespeedsthroughintersection

Application

ForuseonlocalstreetsandlowvolumecollectorstreetsReplacesfour-waystoporlowvolumesignalizedintersectionLandscapingcannotinterferewithdrivervisibility,canbemaintainedbyresidents

Traffic Circle


42/52


Speed Humps

Speed humps are paved (generally asphalt), approximately three to ourinches high at their center, and extend the ull width o the street. Tere areseveral designs or speed humps. Te traditional 12-f. hump has a designspeed o 15 to 20 mph. Te 14-f. hump has a design speed o a ew mphhigher. A 22f. table has a design speed o 25 to 30 mph. Te longer humpsare gentler or larger vehicles. -Institute for Transportation Engineers - Trac

Safety Toolbox

A speed table is an elongated speed hump or a at topped speed hump. Atthe top o the at version, a pedestrian crossing (sometimes with a markedcrosswalk) is ofen provided or people to walk across the road. -Institute forTransportation Engineers - Trac Safety Toolbox

Benets

SlowsvehiclespeedsTableprovidescrossingareaforpedestriansTablediscouragesparkingincrosswalk

Application

Nomorethantwotravellanesor40-footpavementwidthHorizontalcurveof300-footradiusormoreVerticalcurvewithadequatestoppingsightdistanceGradeof8percentorlessPostedspeedlimitof30mphorlessNomorethan5percentlong-wheelbasevehiclesNotaprimaryemergencyresponserouteorbusrouteSpacing:150-600apart

Use22humpsonhighvolumestreets

12 Speedhump, West Hartford, CT

12 Speedhump profile

22 Speedhump profile


43/52


Chokers & Chicanes

Chokers and Chicanes use small islands placed near the curb to slow trac.Chokers use two islands, placed opposite one another in order to create a nar-row opening that constricts trac. When placed twelve eet apart, these islandsonly allow one vehicle through at a time, thereby stopping trac in the oppositedirection. Chicanes, however, typically allow trac to continue moving in bothdirections. Tis is accomplished via staggered islands that create lateral shifs in

the roadway, thus slowing drivers

Chokers are more eective on streets where opposing trac is more requent.isincludesstreetsthatexperiencesignicantpeaktractimes.Vehiclespeedsat other times will be minimally impacted as vehicles are allowed to travel straightthrough the choker without being orced to yield to oncoming trac.

Chicanes create a horizontal diversion of traffic and can be gentler or more re-strictive, depending on the design. Shifting of a travel lane will affect speeds aslong as the taper is not so gradual that motorists can maintain speeds, the aimof traditional highway design. Shifts in travelways can be created by movingparking from one side to the other (if there is space for only one side of park-

ing) or by building landscaped islands (islands can also effectively supplementthe parking shift).

Diversion of the path of travel plus restriction of lanes is usually accomplishedthrough a series of bulbouts or curb extensions that narrow the street to twonarrow lanes or one lane at selected points, forcing motorists to slow down tomaneuver between them. Such treatments are intended for use only on resi-dential streets with low traffic volumes.

If there is no restrictions (i.e., the number of lanes is maintained), chicanes canbe created on streets with higher volumes, such as collectors or minor arterials.-Institute for Transportation Engineers - Traffic Safety Toolbox

Benets

ReducesvehiclespeedCanbeusedinconjunctionwithon-streetparkingChokersmaybeusedwithamid-blockcrosswalk

Application

ResidentialstreetsandlowvolumecollectorandarterialroadwaysAminimumstraightpathway12widemustbepreservedforemergencyvehiclesIslandscanbeplaced12fromcurblinesoasnottoobstructdrainage

Chicane


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Sharrows

Shared lane pavement markings (or sharrows) are bicycle symbols careullyplaced to guide bicyclists to the best place to ride on the road, avoid car doors,and remind drivers to share the road with cyclists. Unlike bicycle lanes,sharrows do not designate a particular part o the street or the exclusive useo bicyclists. Tey are simply a marking to guide bicyclists to the best placeto ride and help motorists expect to see and share the lane with bicyclists.

Tese acilities are used where roadways are to narrow or dedicated bicyclelanes and when trac speeds and volumes allow bicyclists to saely mix withtrac.

Benets

Assistbicyclistswithlateralpositioninginasharedlanewithon-streetparallel parking in order to reduce the chance o a bicyclists impacting theopen door o a parked vehicleAssistbicyclistswithlateralpositioninginlanesthataretoonarrowforamotor vehicle and a bicycle to travel side by side within the same trac lane

Alertroadusersofthelaterallocationbicyclistsarelikelytooccupywithin the traveled wayEncouragesafepassingofbicyclistsbymotoristsReducetheincidenceofwrong-waybicycling

Application

esharrowshouldnotbeplacedonroadwaysthathaveaspeedlimitabove 35 mph.Sharrowsshallnotbeusedonshouldersorindesignatedbicyclelanes.Ifusedinasharedlanewithon-streetparallelparking,sharrowsshouldbeplaced so that the centers o the markings are at least 11 eet rom the ace o

the curb, or rom the edge o the pavement where there is no curb.Ifusedonastreetwithouton-streetparkingthathasanoutsidetravellanethat is less than 14 eet wide, the centers o the sharrows should be at least 4eet rom the ace o the curb, or rom the edge o the pavement where thereis no curb.esharrowshouldbeplacedimmediatelyaeranintersectionandspacedat intervals not greater than 250 eet thereafer.SharetheRoadsignageshouldbeplacedatthebeginningofasharedroadway and proceeding major intersections within that roadway.

Sharrow pavement marking

Shared lane roadway

Share the road signage


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Bicycle Lanes

Dedicated bicycle lanes are the preerred acility or most bicyclists. Teselanes are ofen ound at the edge o the roadway and would otherwise appearto be a roadway shoulder. Tey are marked by a white edgeline separat-ing the bicycle lane rom the trac lane and by bicycle pavement markingswithin the lane. Signage is typically used at the beginning o the corridor andintermittently to inorm drivers and bicyclists o the presence o the bicycle

lane.

Bicycle Lane Safety Benefits - City of Cambridge, MA

Bike lanes help define road space, decrease the stress level of bicyclistsriding in traffic, encourage bicyclists to ride in the correct directionof travel, and signal motorists that cyclists have a right to the road.Bike lanes help to better organize the flow of traffic and reduce thechance that motorists will stray into cyclists path of travel. Bicyclistshave stated their preference for marked on-street bicycle lanes innumerous surveys. In addition, several real-time studies (where cyclists

of varying abilities and backgrounds ride and assess actual routes andstreet conditions) have found that cyclists are more comfortable andassess a street as having a better level of service for them where thereare marked bike lanes present.

The Purpose of Bicycle Lanes - Connecticut Statewide Bicycle andPedestrian Plan

Create on-street separated travel facilities for bicyclists. Provide space for vehicles to safely overtake bicyclists. Reduce or prevent problems associated with bicyclists overtakingvehicles in congested or narrow streets.

To encourage lower motor vehicle speed by narrowing availablelanes.

Application

Foruseoncollectorandarterialroadways,orlocalstreetsinurbanareaswhere bicyclists cannot saely ride with trac.Bikelanesshouldbeonewayfacilitiescarryingbicyclistsinthesamedi-rection as adjacent trac and located on the right side o the travel lane.Bikelanesgenerallyshouldbeinstalledinbothdirectionsoftheroadway.Bike lanes installed on only one side o the roadway may encourage riding

in the wrong direction.

Insomeinstances,onone-wayroads,thebikelanemaybeinstalledonthelef side o the travel lane i this provides better saety to the bicyclist.4feetwideminimum5feetwideifvehiclespeedsexceed50mphorthelaneisadjacenttoaguardrail or tall barrierWhenplacedadjacenttoon-streetparking,thelehandlanestripe(the

stripe that separates the bicycle lane rom the travel lane) should be no lessthan 12 eet rom the curb. I parking volumes are substantial or turnoveris high, such as downtown locations or streets with metered parking, thiswidth should be increased to 14 eet so as to avoid collisions in the doorzone o parked cars.Bikesymbolpavementmarkingshouldbespacedevery500feetandcanbe used more requently in dense urban setting.Bicyclelanesignageshouldbeusedatthebeginningatthelaneandspaced every mile or at signicant intersections.

Pavement MarkingBike Lane Sign

Bike Lane


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Bike Box

Bike boxes are used in conjunction with bicycle lanes at intersections thatare controlled by trac signals. Te bike box provides bicycles with space towait at the intersection to make a lef turn or saely wait to continue straightahead o right turning trac. Tese boxes are reserved or use at intersec-tions with high trac or high bicyclist volume.

BenetsAllowsbicycliststosafelynegotiatealeturnatintersections.Providesstoragespaceforcycliststravelingstraightpastarightturnlane.

Application

Locatebetweencrosswalkandstopbar.Bikeboxshouldhaveaminimumdepthof8feet.Bikeboxesshouldonlybeusedwhentraditionalintersectiontreatmentsdonot adequately address bicycle saety or mobility.Bikeboxeshavebeenusedatintersectionswithhighleturnandrightturncrash rates.Bikeboxesmaybeusedinconjunctionwithbicyclesignalstogivebicyclistspreerence on a given roadway.Coloredbikeboxeshavebeenused for extravisibility. Greenmarkingsmay be used, however maintenance needs must be considered. Blue bike boxpavement markings are not recommended or use, as this color is reservedor public saety use.

Bike Box


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Stop line

Yield line

Stop and Yield Lines

Stop and yield pavement markings let drivers know where they are expectedto stop or an intersection or crosswalk. While these markings are not man-datory on local residential roads, they should be applied where vehicles ailto stop at the proper location or ail to yield to pedestrians.

Benets:

Improvevisibilityofintersections.Guidesdriverstotheproperplacetostoporyield

Stop Line Application

Stoplinesshouldbeusedtoindicatethepointbehindwhichvehiclesarerequired to stop in compliance with a trac control signal.Stoplinesmaybeusedtoindicatethepointbehindwhichvehiclesare

required to stop in compliance with a SOP (R1-1) sign, a Stop Here ForPedestrians (R1-5b or R1-5c) sign, or some other trac control devicethat requires vehicles to stop, except YIELD signs that are not associatedwith passive grade crossings.

Ifused,stopandyieldlinesshouldbeplacedaminimumof4feetinad-vance o the nearest crosswalk line at controlled intersections, except oryield lines at midblock crosswalks. In the absence o a marked crosswalk,the stop line or yield line should be placed at the desired stopping or yield-ing point, but should not be placed more than 30 eet or less than 4 eetrom the nearest edge o the intersecting traveled way.Stoplinesatmidblocksignalizedlocationsshouldbeplacedatleast40feet

in advance o the nearest signal indication.Stoplinesshallconsistofsolidwhitelinesextendingacrossapproachlanes

to indicate the point at which the stop is intended or required to be made.

Stoplinesshouldbe12to24incheswide.Ifyieldorstoplinesareusedatacrosswalkthatcrossesanuncontrolledmulti-lane approach, the yield lines or stop lines should be placed 20 to50 eet in advance o the nearest crosswalk line, and parking should beprohibited in the area between the yield or stop line and the crosswalk.Stoplinesshallnotbeusedatlocationswheredriversarerequiredtoyield

in compliance with a YIELD (R1-2) sign or a Yield Here o Pedestrians(R1-5 or R1-5a) sign or at locations on uncontrolled approaches wheredrivers are required by State law to yield to pedestrians.

Yield Line Application

Yieldlinesmaybeusedtoindicatethepointbehindwhichvehiclesarerequired to yield in compliance with a YIELD (R1-2) sign or a Yield Hereo Pedestrians (R1-5 or R1-5a) sign.Yieldlinesshallnotbeusedatlocationswheredriversarerequiredto

stop in compliance with a SOP (R1-1) sign, a Stop Here For Pedestrians(R1-5b or R1-5c) sign, a trac control signal, or some other trac control

device.Yieldlinesshallconsistofarowofsolidwhiteisoscelestrianglespointingtoward approaching vehicles extending across approach lanes to indicatethe point at which the yield is intended or required to be made.eindividualtrianglescomprisingtheyieldlineshouldhaveabaseof

12 to 24 inches wide and a height equal to 1.5 times the base. Te spacebetween the triangles should be 3 to 12 inches.Ifyield(stop)linesareusedatacrosswalkthatcrossesanuncontrolled

multi-lane approach, Yield Here o (Stop Here For) Pedestrians (R1-5series) signs shall be used.

Whendriversyieldorstoptooclosetocrosswalksthatcrossuncontrolledmulti-lane approaches, they place pedestrians at risk by blocking otherdrivers views o pedestrians and by blocking pedestrians views o vehiclesapproaching in the other lanes.


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Cost Estimate



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Itemized Cost Estimate

ID Location Improvement Improvement Items Cost

1 Connolly Parkway Bicycle lanes

2700 lf striping, 6 bike lane pavement markings, 2 bike

lane signs $ 4,500

2 Connolly Parkway/Elgin Street intersection $ 15,000

2.1 Connolly Parkway/Elgin Street intersection Stop bars 4 stop bar pavement markings $ 800

3 Elgin St/Greenway Street/Ardmore Street Pavement markings

2 crosswalks, 2 stop bars, 100 lf yel low centerline

markings $ 1,600

4 Ardmore Street Chicanes 2 landscaped chicanes and regulatory signage $ 20,000

5 Ardmore Street at Bedford Avenue Curb extensions

2 curb extensions, 2 ADA compliant curb ramps and

extension of sidewalks $ 25,000

5.1 Ardmore Street at Bedford Avenue Stop bars 3 stop bars, 100 lf yellow centerline markings $ 1,000

6 $ 15,000

7 Chicanes 2 landscaped chicanes and regulatory signage $ 20,000

$ 102,900

Haverford Street/Santa Fe Avenue


1 Haverford Street Speed humps 2 speed humps and regulatory signage $ 10,000

2 $ 15,000

$ 25,000

Waite Street


1 Waite Street/Mather Street intersection Convert to "T" intersection

Reconstruction of intersection, new signage and

pavement markings, 200 lf of sidewalk, guardrail and

fencing within intersection area $ 100,000

2 Waite Street at Lake Whitney Sidewalk

1500 lf 4' wide asphalt sidewalk or stone dust pathway,

1400 lf 3 cable guardrail and fence $ 150,000

3 Waite Street east of Whitney Avenue Sidewalk 550 lf 4-5' wide concrete sidewalk $ 55,000

4 Waite Street Shared lane markings 40 sharrow pavement markings, 4 "Share the Road" signs $ 9,200

$ 314,200


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Mather Street


1 Mather Street, south side Sidewalk

2300 lf 4' wide asphalt sidewalk or stone dust pathway,

fence and guardrail improvements $ 160,000

2 Mather Street Speed feedback sign 2 signs $ 10,000

3 Mather Street at Servoss Street Crosswalk improvements 1 pedestrian refuge island, 1 marked crosswalk, 4pedestrian crosswalk signs 10,000$

4 Mather Street west of Gessner Place Sidewalk 150 lf 4-5' wide concrete sidewalk 15,000$

5.1 Mather Street at King Street Stop sign upgrades 1 translucent stop sign 200$

5.2 Mather Street at Belmont Street "No outlet" signage 1 freestanding sign, 1 street sign mounted placard 400$

5.3 NE corner of Mather Street at Belmont St Curb ramp 1 ADA accessible curb ramp and curb extension 5,000$

5.4 Mather Street at Belmont Street Raised crosswalks 2 raised crosswalks 10,000$

5.5 Mather Street at Belmont Street Stop bar Relocate 1 stop bar 400$

5.6 SE corner of Mather Street at Belmont Street Curb extension 1 landscaped curb extension 10,000$

5.7 Belmont and King Street Crosswalks Install 2 marked crosswalks 1,000$6 Mather Street at Farmington Canal Trail Trail access Approximately 200 lf 8' wide asphalt pavement 50,000$

7 Mather Street Shared lane markings 44 sharrow pavement markings, 4 "Share the Road" signs 10,000$

282,000$

Treadwell Street


1 Treadwell Street west of Leeder Hill Drive Sidewalk 1550 lf 4-5' wide concrete sidewalk 155,000$

1.1 Treadwell Street at Leeder Hill Drive Crosswalk 1 marked crosswalk 500$

2 Treadwell Street at Lake Street Crosswalk improvements

1 marked crosswalk, pedestrian refuge island, 4

crosswalk warning signs 10,000$

3 Treadwell Street Shared lane markings 42 sharrow pavement markings, 6 "Share the Road" signs 10,200$

175,700$


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Putnam Avenue


1

Putnam

ham den east west final 041012

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