August 3, 2012 - Barnwell · destinations with the LSCOG Regional Bikeway system. In November 2011,...

August 3, 2012

AcknowledgementsACKNOWLEDGMENTS

The City of Barnwell and the Lower Savannah Council of Governments appreciate the efforts of the stakeholders who participated in the development of this Barnwell Bike and Walk Friendly Action Plan. Their creativity, energy, and commitment to the future of Barn-well are the driving force behind this planning effort. The Lower Savannah Council of Gov-ernments and SCDOT provided funding for this effort and the City of Barnwell provided staff time. The following citizens, City staff, and other agency and organization members contributed to the development of Barnwell’s Bike and Walk Friendly Action Plan.

LOCAL ORGANIZERS AND PARTICIPANTSJ. T. Atkinson, City Council John S. Zawacki, City AdministratorLynn Cox, Director, Barnwell Tourism/Comm. Devel. Emily Randell, Director, Barnwell Parks/Recreation Dept. Todd Gantt, Police Chief, Barnwell Police Department CJ Washington, Barnwell Schools Transportation Amy Boney, JDA, P.E. TeacherRebekah Grubbs, Anytime Fitness Daniel Harvey, Anytime Fitness Amber Richard, Anytime Fitness Lisa Firmender, Generations Unlimited Aaron Chavous, Barnwell State ParkAmanda Sievers, Lower Savannah Council of GovernmentsStan Holladay, SCDOT Maintenance Office, Barnwell

ALTA PLANNING + DESIGNJeff Olson, Principal-in-ChargeJohn Cock, Project ManagerJean Crowther, PlannerSarah Gaskell, PlannerJack Cebe, Planning and Design intern

WILBUR SMITH ASSOCIATESJeff Caroll, PlannerMartin Guttenplan, Planner

SPRAGUE & SPRAGUEGaye Sprague, PE, Principal

BICYCLE AND WALK FRIENDLY COMMUNITY ACTION PLAN | 2012

Table of ContentsChapter 1: Introduction ..................................................................................... 1-5

Project Setting .....................................................................................................................................1 - 5Plan Development Process ...............................................................................................................1 - 5Benefits of Bike and Walk Friendly Communities ...........................................................................1 - 6Bike and Walk Friendly Communities: The 6 E’s ...............................................................................1 - 7Goals/Objectives for Bike/Walk Friendly Barnwell ........................................................................1 -10Plan Organization .............................................................................................................................1 -13

Chapter 2: User Needs Analysis ...................................................................... 2-15Existing Conditions ............................................................................................................................2 -15Summary of Stakeholder Meeting Comments ..............................................................................2 -15Barnwell Bike Friendly and Walk Friendly Community Audit Results ...........................................2 -18Safety Analysis ...................................................................................................................................2 -20Bicycle and Pedestrian Suitability Analysis ...................................................................................2 -24

Chapter 3: Recommended Bicycle and Pedestrian Network ..................... 3-35Introduction .......................................................................................................................................3 -35Recommended Bicycle and Pedestrian Network ........................................................................3 -35Project List ..........................................................................................................................................3 -39Planning Level Cost Opinions ..........................................................................................................3 -41

Chapter 4: Program and Policy Recommendations .................................... 4-47Introduction .......................................................................................................................................4 -47Goals of Program and Policy Recommendations ........................................................................4 -48Overview of Existing and Potential Partners ..................................................................................4 -48Policy Review ....................................................................................................................................4 -50Program Recommendations and Policies .....................................................................................4 -66Evaluation, Staffing, and Policy Recommendations ....................................................................4 -73

Chapter 5: Strategies for Implementation ..................................................... 5-77Introduction .......................................................................................................................................5 -77Priority Bikeway and Walkway Projects ..........................................................................................5 -78Potential Funding Sources ..............................................................................................................5 -82

Appendix A: Bike Friendly Community Action Plan Memo ........................ A-97Appendix B: Walk Friendly Community Action Plan Memo ......................B-113

BARNWELL | SOUTH CAROLINA

1-4 | CHAPTER 1: INTRODUCTION

CHAPTER 1: INTRODUCTION | 1-5


PROJECT SETTINGThe City of Barnwell, SC, the county seat of Barnwell County, is characterized by its rich history, and its natural and recreational amenities. Lake Edgar Brown, a 100 acre lake within the city limits, is located in close proximity to several regional parks and natural features. The Savannah River Run, a major state bicycle touring route that roughly parallels the course of the Savannah River, runs right through the heart of Barnwell. Barnwell is included in the South Carolina National Heritage Corridor thanks to its numerous buildings and sites of historical significance, including those located within the Barnwell Historic District. These features serve as attractions for residents and visitors alike.

This document is intended to provide an action plan for the City of Barnwell to establish a more “walk-friendly” and “bike-friendly” community through improved safety, access/mobility, and recreation options for walking and biking in Barnwell; and programs, policies and improvements to the community’s bicycle and pedestrian infrastructure. These elements provide benefits to residents across the

Chapter 1: Introduction

Chapter Outline:

Project Setting

Plan Development Process

Benefits of Bike and Walk Friendly

Communities

Bike and Walk Friendly Communities: The 6 E’s

Goals & Objectives for a Bike & Walk Friendly

Barnwell

Plan Organization



spectrum of age, economic status, physical ability, neighborhood location, and daily activity. Improved access and mobility for pedestrians and bicyclists will offer Barnwell’s residents, workers, students, and visitors new opportunities to connect, work, play, shop, and exercise.

PLAN DEVELOPMENT PROCESSThe recommendations in the plan are based upon information provided by Barnwell stakeholders and the LSCOG prior to and during a stakeholder workshop held in Barnwell; the analysis of local facilities and demographics; and proposed routes that will link local destinations with the LSCOG Regional Bikeway system.

In November 2011, the local organizers and the consultant team facilitated a Bicycle- and Walk-Friendly Community workshop with local stakeholders (including local institutions, local staff and other key organizations and individuals; see the Acknowledgements page for a complete list of participants).

Prior to the workshop, the consultant team conducted field review of Barnwell by bicycle, on foot, and by car to develop specific recommendations for bicycle and pedestrian improvements.

Also prior to the workshop in Barnwell, the consultant team utilized the League of American Bicyclist’s Bicycle Friendly Communities (BFC) program and the Pedestrian and Bicycle Information Center’s Walk Friendly Communities (WFC) program as evaluation tools for Barnwell’s existing conditions. The consultant team interviewed local and SCDOT staff and reviewed Barnwell’s policy and regulatory documents to come up with a set of recommended action steps.

This action plan proposes a comprehensive system of on- and off-street bicycle and pedestrian improvements, including greenway trails, multipurpose trails, sidewalks, intersection improvements, bike lanes, and bike routes. The plan also includes recommendations for

Left: On Bike and on foot field work conducted by the consultant team provided an on the ground perspective of Barnwell.Right: In November 2011 the consultant team and local organizers conducted a stakeholder workshop to identify needs of the commu-nity and set goals for bicycling and walking in Barnwell.



improving policies and programs that will complement infrastructure recommendations to enhance Barnwell’s walking and bicycling culture. This plan recommends that the City create a ‘Walk/Bike Barnwell’ advisory group (comprised of the stakeholder group from the workshop [as a start] and other interested individuals), which would tap the local social and institutional capital available in order to implement and oversee the plan recommendations.

BENEFITS OF BIKE AND WALK FRIENDLY COMMUNITIES The BFC campaign is an awards program that recognizes municipalities that actively support bicycling. The League of American Bicyclists (LAB) administers the BFC program. Bicycle friendly communities are places where people feel safe and comfortable riding their bikes for fun, fitness, and transportation. A BFC provides safe accommodation for cycling and encourages its residents to bike for transportation and recreation. Communities that are bicycle friendly are seen as places with a high quality of life. This often translates into increased property values, business growth, and increased tourism. With more people bicycling, communities experience reduced traffic demands, improved air quality, and greater physical fitness.

The WFC campaign is an awards program that recognizes municipalities that actively support walking. The Pedestrian and Bicycle Information Center (PBIC) administers the WFC program. Walk-friendly communities are places where people feel safe and comfortable walking for fun, fitness, and transportation. A WFC provides safe accommodation for walking and encourages its residents to walk for transportation and recreation. Communities that are pedestrian-friendly are seen as places with a high quality of life. This often translates into increased property values, business growth and increased tourism.1 With more people walking, communities experience reduced traffic demands, improved air quality, and greater physical fitness.

1 http://www.ceosforcities.org/work/walkingthewalk

The consultant team utilized the League of American Bicyclist’s Bicycle Friendly Communities (BFC) program and the Pedestrian and Bicycle Information Center’s Walk Friendly Communi-ties (WFC) program as evaluation tools for Orangeburg’s existing conditions. More info on these resources can be found on the programs’ websites: http://www.walkfriendly.org/ and BFC: http://www.bikeleague.org/programs/bicyclefriendlyamerica/communities/



BIKE AND WALK FRIENDLY COMMUNITIES: THE 6 E’SThe core of the BFC and WFC programs are a balanced approach to Engineering, Education, Encouragement, Enforcement, and Evaluation- the Five Es. Each of these categories is scored in the BFC and WFC program applications through a series of detailed questions. A community must demonstrate success in each of these areas in order to be considered eligible for an award. Communities with significant achievements in these areas receive awards, which are given at Bronze, Silver, Gold, and Platinum levels.

There is also an honorable mention category for communities that do not qualify for a higher level of award but have demonstrated progress towards future success.

For the purposes of this action plan, a sixth ‘E’, Equity, is included in order to fulfill the goals and vision of this plan. This plan has been developed using the “6 Es” approach with an intent to provide action steps in each arena that the community can take towards becoming more bicycle and pedestrian-friendly. The Six E’s are discussed in detail below

Urban, rural, and suburban communities throughout the U.S. have participated in the BFC and WFC programs. There is a growing interest in using the application processes as benchmarking tools for communities to enhance, develop, and manage their local programs. Filling out the BFC or WFC application is an education in itself, as communities see their strengths and opportunities in each of these categories.

ENGINEERING

BFC/WFC Communities are asked about what bicycle and pedestrian facilities have been built to promote cycling and walking in the community. For example, questions in this category inquire about the existence and content of a bicycle master plan, the accommodation of cyclists and pedestrians on public roads, and the existence of well designed bike lanes, sidewalks, and multi-use paths in the community. Reviewers also look at the availability of secure bike parking and the condition and connectivity of both the off-road and on-road bicycle and pedestrian networks.

EDUCATION

The questions in this category are designed to determine the amount of education available for pedestrians, cyclists and motorists. Education includes teaching cyclists of all ages how to ride safely in any area, from multi-use paths to congested city streets, as well as teaching motorists how to share the road safely with cyclists. Some things that reviewers look at are the availability of cycling education for adults and children, the number of

The existing levee trail provides recreation and transportation opportu-nities for Barnwell’s residents.



League Cycling Instructors in the community, and other ways that safety information is distributed to both cyclists and motorists in the community, including bike maps, tip sheets, and as a part of driver’s education manuals and courses.

ENCOURAGEMENT

This category concentrates on how the community promotes and encourages bicycling and walking. This can be done through Bike Month and Bike to Work Week events, as well as producing community bike/walk maps, route finding signage, community bike rides and walking events, commuter incentive programs, and having a Safe Routes to School program. In addition, some questions focus on other facilities and organizations that promote walking, cycling or a cycling culture, such as off-road facilities, BMX parks, velodromes, walking trails and the existence of both walking/running and bicycling clubs.

ENFORCEMENT

The enforcement category contains questions that measure the connections between pedestrians, cyclists and law enforcement communities. Questions address if the law enforcement community has a liaison with the cycling or walking community; if there are bicycle divisions of the law enforcement or public safety communities; if the community uses targeted enforcement to encourage pedestrians, cyclists, and motorists to share the road safely; and the existence of bicycling and walking related laws, such as those requiring helmets or the use of sidepaths.

EVALUATION & PLANNING

Here, the community is judged on the systems that they have in place to evaluate current bicycling and walking programs, and plans for the future. Questions are focused on measuring the amount of walking and cycling taking place in the community, the crash and

Encouragement and education programs are important tools for promoting bicycling and walk-ing safety and awareness.



fatality rates, and ways that the community works to improve these numbers. Communities are asked about whether or not they have a bike or pedestrian plan, how much of the plan has been implemented, and what the next steps for improvement are.

Each of the Six E’s was considered by the project team and stakeholders in developing the recommendations outlined in this action plan. These recommendations can be used to create balanced approaches to improving the community. Over time, as these efforts are implemented, conditions for bicycling will improve. Where programs are not currently available, opportunities were identified to connect local efforts to regional programs that can complement local efforts.

EQUITY

Equity in transportation planning refers to the distribution of impacts (i.e. benefits and costs) and whether that distribution is considered appropriate. Transportation planning decisions have significant and diverse equity impacts. Equity in bicycle and pedestrian planning decisions should reflect community needs and values. Communities may choose to give special attention to variances in age, income, ability, gender, or other characteristics. Barnwell, LSCOG, and their partner implementation agencies will target outreach with a diversity of programs and events, and ensure appropriate geographic distribution of bike and pedestrian facilities, and educational programs.

GOALS/OBJECTIVES FOR BIKE/WALK FRIENDLY BARNWELLThe following goals and objectives are comments provided by workshop participants on issues and opportunities for making Barnwell a more walkable and bikeable community. The comments are organized into the five E’s of bicycle and pedestrian planning.

Additional comments related to infrastructure opportunities were noted on maps at the workshops. These comments are reflected in the project recommendations. The City of Barnwell, Barnwell County, SCDOT, LSCOG, and local agencies (include the School District) and partners will work collaboratively to achieve these objectives.

Stakeholders identified goals related to the 6 E’s at the Novem-ber 2011 workshop.

Enforcement, one of the 6 E’s, helps promote accountability and safety for bicyclists, pedestrians, and motorists. Having a police force that’s educated on the laws pertaining to bicyclists and pedestrians is an important step towards building a safer com-munity for bicycling and walking.



GOALS & OBJECTIVES FOR A BIKE & WALK FRIENDLY BARNWELL

ENGINEERING1. Goal: Enhance connections to schools

1.1. Objective: Tie four schools together

1.2. Objective: Use the railroad bed as rail trail: connects to schools

2. Goal: Improve connections to Barnwell parks and enhance active recreation opportunities

2.1. Objective: Tie recreation and downtown assets together

2.2. Objective: Create safe routes to parks

2.3. Objective: Connect Fuller Park to levee trail and to future rail trail

2.4. Objective: Make Barnwell State Park (and access to it) more bicycle friendly

2.5. Objective: Create infrastructure for running

2.6. Objective: Make the airport/Veterans Park a destination (walkers already use it)

2.7. Objective: The North end of the levee trail is not used much because it is unpaved and secluded (security issue) – make it more inviting by introducing lighting, openess and paving.

2.8. Objective: Create a parking area for a trailhead at the intersection of Highway 278 and Ellenton Street, about a ½ mile outside of city limits. (intersection was recently altered by DOT and has a section of road no longer used)

2.9. Objective: Establish marked biking loops around town of different varieties and different skill levels

2.10. Objective: Provide places to bicycle with families and children

2.11. Objective: Create opportunities for the people of Barnwell to walk for fitness and recreation

3. Goal: Improve Pedestrian and Bicycle Safety

3.1. Objective: Improve intersections for pedestrians: crossing is difficult at intersections

3.2. Objective: Make crosswalks more visible with signs (and other treatments)

3.3. Objective: Improve crossing from one levee trail to the other

3.4. Objective: Crosswalk near the CVS is great; crosswalk near the SPORTS gas station needs to be improved.

3.5. Objective: Improve road conditions: pothole maintenance issues

3.6. Objective: Provide better lighting for pedestrians

3.7. Objective: Improve safety issues along the 5K route



4. Goal: Provide safe bike/ped access to public/social services (e.g., DHEC clinic, Generations Unlimited, Senior Center, etc.)

5. Goal: Provide sidewalks on key corridors:

5.1. Objective: Provide sidewalk behind Lakeside Restaurant

5.2. Objective: Improve sidewalks along Jackson Street: it is busy and there are no sidewalks

5.3. Objective: Improve bicycle and pedestrian conditions along Wellington Road: no sidewalks, people don’t slow down on the bridge or provide room for pedestrians and cyclists

6. Goal: Develop a shade tree program

EDUCATION7. Goal: Address health issues related to physical inactivity, especially childhood

obesity

8. Goal: Increase bicycle and pedestrian safety education and awareness

8.1. Objective: Provide helmet education for children

8.2. Objective: Improve motorists interaction and awareness of bicyclists

8.3. Objective: Educate pedestrians and cyclists about properly navigating roadways/sidewalks

ENCOURAGEMENT9. Goal: Build upon and expand local interest in cycling and walking

9.1. Objective: Plan for senior population who would like to walk; senior population is increasing

9.2. Objective: Attract retirees/visitors

9.3. Objective: Make cycling attractive/visible

9.4. Objective:“Beautify Barnwell”

10. Goal: Prioritize Safe Routes to Schools programming

10.1. Objective: Involve schools

10.2. Objective: Establish safe bus drop off point near school to walk from

10.3. Objective: Hagood Avenue: “walking school bus” opportunity

11. Goal: Enhance Programming and Utilize Local Partners

11.1. Objective: Partner with ESMM local chapter: encouraging activity

11.2. Objective: Partner with Tri County Ladies of Excellence/Churches




11.3. Objective: Partner with the State Park and Recreation Walking Initiative

11.4. Objective: Potentially partner with Animal Advocates, which hosts the annual 5K run (potential partner for advocating sidewalks, trails)

ENFORCEMENT12. Goal: Address motorist speeding issues, especially near the lake

13. Goal: Enhance security and perception of safety of walking and biking routes

13.1. Objective: Provide for visibility on existing and future trails; “eyes on the trail”

14. Goal: Increase loose animal enforcement: dogs are a danger to bicyclists and pedestrians

EVALUATION15. Goal: Track data regarding cost of bus pickup vs. walking and bicycling to schools


PLAN ORGANIZATIONThe Barnwell Bike and Walk Friendly Action Plan is organized as follows:

• Chapter 1: Introduction, provides an overview of this Bike and Walk Friendly Action Plan and its setting, the action plan development process, a review of bike and walk friendly community concepts, and goals of the action plan.

• Chapter 2: User Needs Analysis, provides a review of existing conditions in Barnwell, a stakeholder meeting summary, a safety analysis, and bicycle and pedestrian suitability analysis.

• Chapter 3: Recommended Bicycle and Pedestrian Network, outlines the recommended bicycle and pedestrian network, and planning level cost estimates

• Chapter 4: Program and Policy Recommendations, provides an overview of existing and potential partners, a policy overview, and identifies priority programs and policies

• Chapter 5: Strategies for Implementation, identifies priority projects and potential funding sources


2-14 | CHAPTER 2: USER NEEDS ANALYSIS

CHAPTER 2: USER NEEDS ANALYSIS | 2-15


Chapter Outline:

Existing Conditions

Summary of Stakeholder Meeting

Comments

Barnwell Bike Friendly and Walk Friendly Community Audit

Results

Safety Analysis

Lower Savannah Region and Barnwell,

SC

Bicycle and Pedestrian Suitability Analysis

EXISTING CONDITIONSThe existing bicycle and pedestrian network in Barnwell includes sidewalks along some major arterials and residential streets, as depicted in Figure 2-7. An existing multi-use trail is located along the southern portion of the levee that passes through Lake Brown. The Savannah River Run State Bike Route is located along Highways US 278 and SC 64. Veterans Park, Fuller Park, and Lemon Park contain interior trail systems.

SUMMARY OF STAKEHOLDER MEETING COMMENTSThe following are comments from the stakeholder workshop held on November 8, 2011. The following summarizes key opportunities and challenges for making Barnwell a more walkable and bikeable community as identified by the workshop participants.

Opportunities

• Connections to schools (Figure 2-1)

• Connections to parks, recreation (Figure 2-2)

• Desire among citizens and families for bicycling and walking opportunities

• Opportunity to address childhood obesity

• Many existing road facilities could be improved with sidewalks and intersection improvements (Figure 2-3)

• Involve seniors, schools, citizen groups

• Programming opportunities

• Funding opportunities (Recreational Trails Program, Safe Routes to Schools, Department of Transportation grants)

Challenges

• Safety

• Lighting, visibility (Figure 2-4)

• Bicyclist safety education needed

• Motorist education needed

Chapter 2: User Needs Analysis



• Maintenance of facilities (Figure 2-5)

• Many existing road facilities could be made safer with sidewalks and intersection improvements (Figure 2-6)

• Making bicycling attractive and visible

Photo Inventory of Existing Barnwell Conditions

Figure 2-1: There are many opportunities to connect bicycle and pedestrian facilities to Barnwell schools.

Figure 2-2: There are several opportunities to make bicycle and pedestrian connections with recreational facilities throughout Barnwell.

Figure 2-3: Many existing roadways could be improved for bicyclists and pedestrians by adding sidewalks and intersection improvements.

Figure 2-4: Lighing and visibility can be a safety issue for bicyclists and pedestrians in some areas.

Figure 2-5: Maintenance of existing facilities is neccessary in some areas.

Figure 2-6: Many existing roadways lack adequate facilities for bicyclists and pedestrians.

OPPORTUNITY

OPPORTUNITY

OPPORTUNITY

CONSTRAINT

CONSTRAINT

CONSTRAINT



Figure 2-7: Existing Sidewalks in Barnwell

"b

n{

"ñ

"ñ

"ñ

"ñ

"ñ

"ñ

"ñ

"ñ

"ñ

"ñ

"ñ

k

!(

!(

n

n

nn

n

n

n

n

n

n

nn

n

n

n

n

n

n

n

n

n

n

n

n

n

n

n

n

n

n

n

n

n

n

n

nn

n

n

n

n

nn

nn

n

n

n

n

n

n

n

n

nn

n

n

n

n

n

n

nn

n

n

n

n

n

n

n n

n

n

n

n

n

n

n

n

n

n

n

n

nn

n

n

n

n

n

n

n

n

n

n

nn

nn

n

n

nn

n

n

n

nn

n

n

n

n

n

n

n

n

n

n

n

n

n

n

n

n

n

n

n

n

n

n

n

nn

n

n

n

n

n

n

n

n

n

UV64

UV3

UV70

Main St

Dunbarton Blvd

Mar

lbor

o Av

e

Ellenton St

Jackson St

Reyn

olds

Rd

Patterson St

£¤278BARNWELLSNELLING

n Schools

n Private_Schools

#* Welcome Centers

!( Public Gardens

k Free Attractions

"ñ Colleges

n{ Libraries

"b Amtrak

Rivers and Streams

Parks

City Limits

Savannah River Site

ARTS MPO Boundary

COATS MPO Boundary

6 County LSCOG Jurisdiction

LSCOG Regional Bicycle and Pedestrian Study Observed Sidewalks- Barnwell, SC - I0 1 20.5

Miles

Observed Sidewalks and Sidewalk Condition

Not Surveyed

Y, Good

Y, Fair

Y, Poor

No Sidewalk



BARNWELL BIKE FRIENDLY AND WALK FRIENDLY COMMUNITY AUDIT RESULTSPart of applying for recognition as a Bike Friendly Community involves a detailed audit of a municipality’s engineering, education, encouragement, enforcement, and evaluation efforts as they relate to bicycling and walking. This comprehensive inquiry is designed to yield a holistic picture of a community’s work to promote bicycling and walking. The following summarizes the results of Barnwell’s bike friendly and walk friendly community audits. Complete memos regarding Barnwell’s BFC and WFC status are included in the appendix.

Bike Friendly Community Audit ResultsEngineering

• Positives

o Bike racks in downtown area (Figure 2-8)

o Wide local streets accommodate bicycle traffic

o Levee trail

• Negatives

o Lack of on-street bicycle facilities and consistent pedestrian accommodations

o Lack of consistent street maintenance

Education

• Positives

o Good public distribution of information (Figure 2-9)

• Negatives

o Lack of SRTS programs and adult focused safety campaigns

Encouragement

• Positives

o Master plan in process

• Negatives

o Lack of bicycling and walking events

o Lack of cycling events and cycling clubs

Enforcement

• Positives

o Equity in ordinances

• Negatives

Figure 2-8: A feature in that encourages bike riding in Barnwell are the bike racks in the downtown area.

Figure 2-9: There is a good public distribu-tion of information pertaining to the benefits of bicycling and walking in Barnwell.



o Lack of targeted enforcement

o Mandatory sidepath use when facility is available

Evaluation

• Positives

o Low fatality and crash rates

o Master plan in process

• Negatives

o Low bicycle ridership rates

o Walk Friendly Community Audit Results

Planning

• Positives

o Public input process

o Block length standards

• Negatives

o Lack of sidewalk policies and pedestrian-friendly parking policies

Walk Friendly Community Audit ResultsEngineering

• Positives

o Presence of crosswalks

o Traffic calming practices required in new developments

• Negatives

o Lack of sidewalk design guidelines

o Lack of sidewalk inventory

Education and Encouragement

• Positives

o Self-guided walking tour with map

o Community walking events

• Negatives

o Lack of SRTS programs

o Lack of adult-focused safety campaignsFigure 2-10: The presence of crosswalks at many intersections in Barnwell is a engineering feature that encourages walking.



Enforcement

• Positives

o Presence of crossing guards near schools

• Negatives

o Lack of targeted enforcement for pedestrian safety

Evaluation

• Positives

o Geographic center of town is considered “somewhat walkable” with Walkscore (Figure 2-11)

• Negatives

o Lack of pedestrian counts/surveys and audit tools

SAFETY ANALYSISSafety analysis of bicyclists and pedestrians is an important part of the Evaluation category of Bike and Walk Friendly communities. Pedestrian and bicycle safety in the roadway environment is governed by the behavior of all parties and the physical conditions present. Drivers may not be paying sufficient attention to see pedestrians and bicyclists in automobile dominated locations, where other roadway users are not anticipated. In these locations pedestrians and bicyclists are at higher risk to be involved in crashes with motor vehicles.

Pedestrian traffic deaths, nationally, have been trending down since 2007. In the midst of this positive trend, South Carolina continues to rank in the Top 15 of states in pedestrian deaths, in 2009, as depicted in Figure 2-121.

Though bicycle and pedestrian travel currently account for 13 percent of all traffic fatalities nationally, and 12 percent of all traffic fatalities in South Carolina, these travel modes account for only 0.6 percent of Federal Safety funds nationally, and 0 percent of South Carolina’s Federal Safety funds. Though pedestrian safety is a federal priority funding area for these funds, South Carolina spent $134,000 1 Governors Highway Safety Association

Figure 2-11: The geo-graphic center of town is considered “very walk-able” with the walkscore.com community rating tool. However, most areas im-mediately outside the center of town are considered completely “car dependant” using the tool.



for one intersection pedestrian safety project in 2010 out of $6,373,400. 2 In 2008, South Carolina ranked fifth in the nation for bicycle and motor vehicle related crashes and deaths. This same year, the state ranked eighth in pedestrian and motor vehicle related deaths. In 2010, South Carolina ranked 45th in the nation for levels of bicycling and walking, yet ranked as 2nd in the nation for bicycling and walking fatality rates (calculated based on the number of fatalities divided by the number of persons engaging in bicycling and walking, as determined by Census mode share data).3

Lower Savannah Region and Barnwell, SC4

The region’s performance in safety for pedestrian and bicycle modes have not reflected the national or state trends. While in each of these larger scales, rates have experienced significant improvements, the region’s trend has been statistically flat during the same period. For a detailed breakdown and analysis of region-wide trends in bicycle and pedestrian safety, reference the LSCOG Bicycle and Pedestrian Master Plan.

Locations of Identified Crashes

Conditions or environmental factors may contribute to the occurrence of pedestrian and bicycle crashes. Roadways with high traffic volumes (vehicular and/or bicyclist and pedestrian), high speed vehicular traffic, low visibility, and inadequate facilities are typically areas where the most conflicts occur. For example: curves with limited sight distance and the location of adjacent facilities to the roadway, e.g. playgrounds, schools, local bars, are two characteristics that may go unnoticed as part of a single crash investigation. Over a period of time, repetitive crashes occurring at a single location may suggest further investigation of these conditions. In Figures 2-13 and 2-14, all crashes as reportable are mapped by jurisdiction. A significant number of locations are of a single occurrence; those with more than one are recommended for further investigation.

2 South Carolina’s Highway Safety and Performance Plan FFY2010, (2009) – Office of Highway Safety, SC Department of Highway Safety3 Alliance for Bicycling and Walking. (2010). Bicycling and Walking in the United States: 2010 Benchmarking Report.4 All data presented has been derived from accident data provided by the SC Department of Public Safety for Barnwell County for years 2007, 2008, 2009, and partial year, 2010

Figure 2-12: Pedestrian fatalities by state, 2009



Figure 2-13: Barnwell County, Bicycle and Pedestrian Crash Locations, 2007-2009



Figure 2-14: City of Barnwell Bicycle Crash Locations, 2007-2009



A summary of bicycle and pedestrian crash data from Barnwell County indicate that between 2007 and 2009:

• 3 bicycle crashes and 15 pedestrian crashes occurred; 5 of these occurred in the City of Barnwell

• Crashes resulted in:

o 1 Bicycle Fatality

o 2 Pedestrian Fatalities

o 2 Bicycle Injuries

o 13 Pedestrian Injuries

• Pedestrian Crashes

o 20% (3) due to peds not being visible (dark clothing)

o 12% (2) due to driver distracted / inattention

• Night Time Crashes Responsible for:

o 1 Bicycle Fatalities

o 2 Pedestrian Fatalities

• All Fatalities

o Non-Motorist under the influence

BICYCLE AND PEDESTRIAN SUITABILITY ANALYSIS The Bicycle Suitability Analysis (BSA) and Pedestrian Suitability Analysis (PSA) models were developed to evaluate current and future activity levels in Barnwell for the Barnwell Community Action Plan.

The analyses:

• Quantify factors that impact bicycle and pedestrian activity

• Locate bicycle and pedestrian network gaps as potential projects

• Identify potential bicycle and pedestrian corridors

• Guide the development of new pedestrian and bicycle infrastructure and programs

BSA and PSA identify areas where cyclists and pedestrians are most likely to be. The analysis assigns weighted values to available GIS feature datasets based on their relative impact on cycling and walking. BSA and PSA also assign values based on distances to features to which people are likely to bike and/or walk. This technique assigns scores to the roadway network and can therefore be used to prioritize projects.



The metrics fall into categories of trip generators and attractors but are further categorized into the criteria of live, work, play, and transit/roadway quality. The metrics play key roles in influencing bicycle and pedestrian activity. Table 2-1 describes the metrics used:

Table 2-1: PSA and BSA Metrics Overview

Category Metric

LivePopulation density, vehicle ownership inventory and journey to work mode

WorkEmployment density by job sector and college enrollment density

Play Proximity to points of interest and schoolsTransportation and Roadway Quality Roadway characteristics

The analysis, depicted in Figures 2-15 though 2-21, is based on data obtained from the LSCOG and member communities and the University of South Carolina’s GIS Data Server. Data was selected based on its availability and regional significance.

The composite PSA map (Figure 2-21) for Barnwell indicate that the majority of the city streets are rank high as potentially attractive locations for pedestrian activity based on the factors above (the presence of sidewalks was not available data and thus was not included in the analysis). The BSA composite map (Figure 2-20) shows that much of Barnwell does not rank well for attractiveness for cycling, mostly likely do the lack of on-street bicycle facilities on the major roadways.



Figure 2-15: Bicycle Suitability Analysis: Live



Figure 2-16: Pedestrian Suitability Analysis: Live



Figure 2-17: Bicycle and Pedestrian Suitability Analysis: Work



Mar

lbor

o A

ve

Clinton St

Allen St

State Hwy 70

Dunbarton Blvd

Hagood Ave

Reyn

olds

Rd

Patterson St

Calh

oun

St

Jack

son

StEllenton St

Lake Dr O

riole

St

Wall St

Washington St

Oak

Ln

Mal

lard

Dr

Bomba St

Wellington Rd

Academy St

3rd

St

Byrd St

Park St

Derry Ln

Barw

ick

Rd

Meadow Ln

Camelia St

Owens St

Black Rd

Gran

t St

Perry St

Cann

a St

Apple St

Brown St

Dale St

Cent

er S

t

Bryan St

Virginia Ave

Berry St

4th St

Pine St

Wal

nut S

t

Amerotron Rd

Church St

Briercliff Rd

Wannam

aker Dr

State Rd S-6-706

Pine Haven St

State Hw

y 64

Florence St

Charles St

Wren St

Cherry St

Jam

es St

Blan

ton

Dr

Robin Rd

Shady Ln

Hugh St

Shannon Dr

Carolina Ave

Hospital Dr

Dee

rwoo

d Rd

2nd

St

Laurel St

Pike

St

Rose St

Gilmore St

Simms StMain St

Richardson St

Bethel St

Bignon St

Bomway St N

Vaug

han

StM

cdon

ald

Dr

Woodmont St

Stat

e Rd

S-6

-641

S-6-160

Dicks Cir

Willow

St

Clay St

Colony West St

Elberta CirAzalea St

Stat

e Rd S-

6-34

0

Irving St

Owens Gate Dr

State Rd S-6-652

Lemon Park D

r

Carel D

r

Beverly Ln

Jackson St

Stat

e Rd

S-6

-652

Salkehatchie

UV64

UV3

UV70Lake Edgar A Brown

Barnwell

0 2,0001,000Feet

LSCOG Regional Bicycle and Pedestrian Study- Barnwell Community Action Plan: Proximity to Points of Interest - !ISource: Data obtained from LSCOG

Author: Tony Salomone

Bicycle Suitability AnalysisComposite "Play" Category

Bicycle Attractor DensityHigh

Low

" Schools

k Free Attractions

n{ Libraries

Roadways

Local

Minor Collector

Major Collector

Minor Arterial

Principal Arterial

Cities

BSA's "Play" category includes proximity toschools, retail areas and other points of interest.A regional analysis included a maximum distance of 3miles between points. In the context of Orangeburg,a maximum of 1 mile was used.

Figure 2-18: Pedestrian Suitability Analysis: Play



Figure 2-19: Pedestrian Suitability Analysis: Play



Figure 2-20: Bicycle Suitability Analysis: Composite



Figure 2-21: Pedestrian Suitability Analysis: Composite



Page Intentionally Left Blank

3-34 | CHAPTER 3: RECOMMENDED BICYCLE AND PEDESTRIAN NETWORK


CHAPTER 3: RECOMMENDED BICYCLE AND PEDESTRIAN NETWORK | 3-35


Chapter Outline:

Introduction

Recommended Bicycle and

Pedestrian Network

Project List

Planning Level Cost Options

INTRODUCTIONBarnwell has potential to transform itself into a community where walking and bicycling for transportation and recreation are popular activities, by creating bicycle and pedestrian opportunities under the Engineering category of Bike and Walk Friendly Communities. This chapter lays out a priority recommended pedestrian and bicycle network, a comprehensive system of walkways, greenways and bikeways connecting key destinations and surrounding areas. City staff, the stakeholder group, and consultants all worked together to develop this recommended system. The network recommendations build upon current and past planning efforts.

The network maps in this chapter recommend a long-term vision plan for bicycling and walking infrastructure in Barnwell. Chapter X, Implementation, lays out a list of priority projects based on local goals and objectives and opportunities near term success.

RECOMMENDED BICYCLE AND PEDESTRIAN NETWORKFigures 3-5 and 3-6 depict existing and proposed bicycle and pedestrian facilities. The recommendations included in the figures are based on the types of bikeways and off-street shared facilities described below.

• Greenways are multi-use paths with exclusive right of way. For the purposes of this plan, the terms trail and greenway are considered interchangeable (Figure 3-1).

• A sidewalk is a path for pedestrians adjacent to a street and within the street right of way. Adult bicyclists are generally not permitted to use sidewalks

• A side path is a two-way trail on one side of the road that is located within the road right-of-way (Figure 3-2).

• A connector is a narrow shared-use or pedestrian-only facility that provides local access to a larger greenway trail or key destination, usually by connecting a residential area and a larger trail or park.

Chapter 3: Recommended Bicycle and Pedestrian Network



• Bike lanes safely accommodate bicycle travel by providing separated space on corridors with current or anticipated high traffic volumes, providing direct connections to greenway trails, commercial corridors, and other key destinations.

• Shared roadways are indicated by shared lane arrows and are intended to prioritize safe and convenient bicycle travel on streets that do not have space for bike lanes (Figure 3-3).

• Bicycle routes (or bicycle boulevards) can include traffic calming measures and other treatments on low-speed and residential streets, which are generally comfortable for cycling without special bicycle facilities (Figure 3-4).

Figure 3-1 Greenways: multi-use paths with exclusive right of way.

Figure 3-2 Side path: a two-way trail on one side of the road that is located within the road right-of-way.

Figure 3-3 Shared roadway: indicated by shared lane ar-rows and are intended to prioritize safe and convenient bicycle travel on streets that do not have space for bike lanes.

Figure 3-4 Bicycle route: can include traffic calming mea-sures and other treatments on low-speed and residential streets, which are generally comfortable for cycling without special bicycle facilities



Figure 3-5: Barnwell, SC Existing and Proposed Bicycle Facilities



Figure 3-6: Barnwell, SC Existing and Proposed Pedestrian Facilities



PROJECT LISTTable 3-1 lists each bicycle and pedestrian facility recommended in the action plan, along with each facility’s type and mileage.

Proposed Greenways/Shared Use PathsCorridor From To MileageEast – West Rail Trail Greenway

Dunbarton Blvd. City Limits 3.51

Carolina Ave. – Ammie Ave. Path

East – West Rail Trail Greenway

Carel Dr. 0.79

Jackson St. – Marlboro Ave. Path

City Limits Hagood Ave. 2

West of Jackson St. Greenway

Lake Edgar A Brown Greenway

South of East – West Trail Greenway

0.8

Clinton St. Path Jackson St. East – West Rail Trail Greenway

1.26

Ellenton St. Path Senior Center W Wellington Rd. 0.66Wellington Rd. Path Ellenton St. Lake Edgar A. Brown

Greenway0.47

Lake Edgar A. Brown Greenway

Wellington Rd. Black Rd. 0.66

Total 10.15New Sidewalks Corridor From To Side of Road MileageSolomon Price Rd. Forest Dr. Calhoun St. North 0.66Calhoun St. Carolina Ave. Marlboro Ave. West 0.82Church St. Calhoun St. Palmetto St. North 0.14Palmetto St. Church St. Wellington Rd. East 0.09Wellington Rd. Palmetto St. Reynolds Rd. North 0.36Marlboro Ave. City Limits Hospital Dr. West 0.52Hospital Dr. Marlboro Ave. Reynolds Rd. North 0.27Park St. Hagood Ave. Lemon Park Dr. East 0.27Lemon Park Dr. Park Dr. Bush St. South 0.03Bush St. Lemon Park Dr. Allen St. East 0.1Main St. Carolina Ave. Oak Ln. North 0.43Main St. Oak Ln. City Limits Both (mi x2) 1.32Ellenton St. Dunbarton Blvd. Colony W St. Both (mi x2) 0.86Ellenton St. Lemon Rd. W Wellington Rd. West 0.34Ellenton St. Wellington Rd. Veterans Park East 0.29Colony W St. – Colony W Ln. – Lake Dr.

Ellenton St. Ellenton St. West 0.41

Table 3-1: Bicycle and Pedestrian Facility recommendations



Wellington Rd. Jackson St. Over Bridge South 0.26Clinton St. Camelia St. East – West Rail Trail

GreenwayWest 0.2

Reynolds Rd. Hospital Dr. Black Rd. East 0.09Black Rd. Reynolds Rd. Lake Brown

GreenwayNorth 0.15

Total 7.61Proposed Bike LanesCorridor From To MileageMain St. – Allen St. City Limits Dunbarton Blvd. 2.11Dunbarton Blvd. Ellenton St. Harris Rd. 1.76Marlboro Ave. City Limits North City Limits South 3.6Patterson St. City Limits Jackson St. 1.38Jackson St. Marlboro Ave. Main St. 1.59Dunbarton Blvd. – Ellenton St.

Main St. City Limits 1.79

Total 12.23Proposed Shared Lane Markings (Sharrows)Corridor From To MileageHagood Ave. Main St. Burr St. 1.48Main St. Allen St. Allen St. 1.11Reynolds Rd. Main St. City Limit 1.38

Total 3.97Proposed Designated Bike RoutesCorridor From To MileageRosewood Dr. – Florence St. – Galilee Rd. – Huntington Dr. – Westfield St.

Hagood Ave. Main St. 0.88

Forest Dr. – Solomon Price Rd. – Calhoun St.

Main St. Oil St. 1.83

Ammie Ave. – Old Castle Rd. – Pine St. – Barnwell Elem. – Shannon Dr.

Calhoun St. Reynolds Rd. 1.25

Church St. – Oil St. – Jones St. – Wellington Rd. – W Wellington Rd.

Calhoun St. Fuldner Rd. 1.48

Black Rd. Reynolds Rd. Lake Edgar A. Brown Greenway

0.31



Jackson St. – Gilmore St. – Bryan St. – Lake Dr.

Wellington Rd. Wellington Rd. 1.33

Church St. Jones St. Greenway connector

0.11

Park St. – Lemon Park Dr. – Bush St. – Allen St. – Center St.

Hagood Ave. Ammie St. 0.63

Main St. – Jefferson St. – Washington St. – Vaughan St. – Lee St.

Fuller Park Park St. 1.08

Franklin St. Hagood Ave. Allen St. 0.35Richardson St. – Jackson St. – Clinton St. – Camelia St. – Begonia St.

Marlboro Ave. Dunbarton Blvd 2.29

Apple St. – Corley Heights Richardson Rd. – Virginia Ave. – Georgia Ave.

Dunbarton Blvd Ellenton St. 0.78

Georgia Ave. – Virginia Ave.

Ellenton St. Greenway connector

0.38

Fuldner Rd. W Wellington Rd. Airport Rd. 0.42Airport Rd. (loop road)

Ellenton St. Ellenton St. 0.41

Dale St. – Bethel St. – Amerotron Rd.

Jackson St. Marlboro Ave. 0.51

Total 14.04

PLANNING LEVEL COST OPINIONSThe cost of greenway and bikeway facilities significantly varies by facility type. Some of the variations in cost difference between facilities may be partially explained by the level of physical separation intrinsic to a given facility type. For example, the addition of shared lane marking (sharrows) to an existing roadway requires few changes to the existing roadway, but provides no exclusive space for bicycle use. This can be compared to the development of a multi-use path that provides a greater level of separation from the roadway, but at a greater fiscal burden.

Methodology

All costs are fully-burdened and include: construction engineering and administration (20%), mobilization (15%), A and E (architect and engineer) fees (20%), and contingency (40%). Costs are based on recent costs incurred by projects throughout the region. Final costs may be higher or lower based on costs of labor and materials at the time of construction. Costs for each facility type include accompanying pavement markings and signage, based on number of amenities required per mile, divided to arrive at an estimate per foot (two-way) for each facility type.



Cost Summary

The implementation cost of the projects identified in the Barnwell Bike and Walk Friendly Action Plan is provided in Table 3-2. Land acquisition costs are not included within this cost summary table.

Costs are based on recent costs incurred by projects throughout the region. Final costs may be higher or lower based on costs of labor and materials at the time of construction. Costs for each facility type include accompanying pavement markings and signage, based on number of amenities required per mile, divided to arrive at an estimate per foot (two-way) for each facility type.

Table 3-2: Bicycle and Pedestrian Facility recommendations

Proposed Greenways/Shared Use PathsCorridor Mileage Est. Cost @

$800,000/miEast – West Rail Trail Greenway

3.51 $2,808,000

Carolina Ave. – Ammie Ave. Path

0.79 $632,000

Jackson St. – Marlboro Ave. Path

2 $1,600,000

West of Jackson St. Greenway

0.8 $640,000

Clinton St. Path 1.26 $1,008,000Ellenton St. Path 0.66 $528,000Wellington Rd. Path 0.47 $376,000Lake Edgar A. Brown Greenway

0.66 $528,000

Total 10.15 $8,120,000



New Sidewalks Corridor Side of

RoadMileage Est. Cost w/o curb

& gutter install @ $211,000/mi

Est. Cost w/ curb & gutter install @ $790,000/mi

Solomon Price Rd. North 0.66 $139,260 $521,400Calhoun St. West 0.82 $173,020 $647,800Church St. North 0.14 $29,540 $110,600Palmetto St. East 0.09 $18,990 $71,100Wellington Rd. North 0.36 $75,960 $284,400Marlboro Ave. West 0.52 $109,720 $410,800Hospital Dr. North 0.27 $56,970 $213,300Park St. East 0.27 $56,970 $213,300Lemon Park Dr. South 0.03 $6,330 $23,700Bush St. East 0.1 $21,100 $79,000Main St. North 0.43 $90,730 $339,700Main St. Both (mi

x2)1.32 $278,520 $1,042,800

Ellenton St. Both (mi x2)

0.86 $181,460 $679,400

Ellenton St. West 0.34 $71,740 $268,600Ellenton St. East 0.29 $61,190 $229,100Colony W St. – Colony W Ln. – Lake Dr.

West 0.41 $86,510 $323,900

Wellington Rd. South 0.26 $54,860 $205,400Clinton St. West 0.2 $42,200 $158,000Reynolds Rd. East 0.09 $18,990 $71,100Black Rd. North 0.15 $31,650 $118,500

Total 7.61 $1,605,710 $6,011,900Proposed Bike LanesCorridor Mileage Est. Cost @

$8,000/mi (coordinated with repaving project)

Est. Cost @ $15,000/mi

Main St. – Allen St. 2.11 $16,880 $31,650Dunbarton Blvd. 1.76 $14,080 $26,400Marlboro Ave. 3.6 $28,800 $54,000Patterson St. 1.38 $11,040 $20,700Jackson St. 1.59 $12,720 $23,850Dunbarton Blvd. – Ellenton St.

1.79 $14,320 $26,850

Total 12.23 $97,840 $183,450



Proposed Shared Lane Markings (Sharrows)

Corridor Mileage Est. Cost @ $6,500/mi

Hagood Ave. 1.48 $9,620Main St. 1.11 $7,215Reynolds Rd. 1.38 $8,970Total 3.97 $25,805Proposed Designated Bike RoutesCorridor Mileage Est. Cost @

$2,000/miRosewood Dr. – Florence St. – Galilee Rd. – Huntington Dr. – Westfield St.

0.88 $1,760

Forest Dr. – Solomon Price Rd. – Calhoun St.

1.83 $3,660

Ammie Ave. – Old Castle Rd. – Pine St. – Barnwell Elem. – Shannon Dr.

1.25 $2,500

Church St. – Oil St. – Jones St. – Wellington Rd. – W Wellington Rd.

1.48 $2,960

Black Rd. 0.31 $620Jackson St. – Gilmore St. – Bryan St. – Lake Dr.

1.33 $2,660

Church St. 0.11 $220Park St. – Lemon Park Dr. – Bush St. – Allen St. – Center St.

0.63 $1,260

Main St. – Jefferson St. – Washington St. – Vaughan St. – Lee St.

1.08 $2,160

Franklin St. 0.35 $700Richardson St. – Jackson St. – Clinton St. – Camelia St. – Begonia St.

2.29 $4,580

Apple St. – Corley Heights Richardson Rd. – Virginia Ave. – Georgia Ave.

0.78 $1,560

Georgia Ave. – Virginia Ave.

0.38 $760

Fuldner Rd. 0.42 $840Airport Rd. (loop road) 0.41 $820Dale St. – Bethel St. – Amerotron Rd.

0.51 $1,020

Total 14.04 $28,080


4-46 | CHAPTER 4: PROGRAM AND POLICY RECOMMENDATIONS

CHAPTER 4: PROGRAM AND POLICY RECOMMENDATIONS | 4-47


Chapter Outline:

Introduction

Goals of Program and Policy

Recommendations

Overview of Existing and Potential Partners

Policy Review

Program Recommendations

and Policies

Evaluation, Staffing, and Policy Recommendations

INTRODUCTIONResearch has shown that a comprehensive approach to bicycle- and walk-friendliness is more effective than a singular approach that would address infrastructure issues only.1 Marketing, education, and evaluation programs and local policies are an essential complement to bicycle and pedestrian facilities planning, and they address the Education, Encouragement, and Evaluation, and Enforcement categories of Bike and Walk Friendly communities. These activities help to raise the profile and public understanding of facilities investments, increase walking and bicycling mode share and public support, and help to create a local culture that values walking and bicycling.

The purpose of this chapter is to provide a set of programmatic and policy recommendations for education, marketing, and evaluation efforts that will support the goals of the Barnwell Walk and Bike Friendly Action Plan. These initiatives can be undertaken by local agencies and community organizations.

• Program concepts were developed by the technical team and were based on:

• knowledge about existing programs in the community and the state;

• a review of local policies and ordinances;

• stated community needs and concerns (as communicated through the stakeholder workshop);

• and the consultant team’s knowledge about national model programs and best practices.

For each program, we have provided a description of the basic approach and, wherever possible, links to model programs. Specific action steps for the City of Barnwell are also provided. They City and interested regional and local partners and stakeholders should work together to develop priority programs based on available resources and mutually shared objectives.

Chapter 4: Program and Policy Recommendations

Right: “Numerous regional partners, particularly in the health arena, could assist with develop-ing and implement-ing a Walk and Bike for Health campaign, includ-ing the local hospital and medical groups and the East Smart Move More Coali-tions.”



GOALS OF PROGRAM AND POLICY RECOMMENDATIONSBased on input received from Barnwell Stakeholders, programs were selected to accomplish the following overall goals:

• Address health issues related to physical inactivity, especially childhood obesity

• Increase bicycle and pedestrian safety education and awareness

• Build upon and expand local interest in cycling and walking

• Prioritize Safe Routes to Schools programming

• Enhance programming and utilize local partners

• Enhance security and perception of safety of walking and biking routes

• Emphasize connections between destinations and existing trails, sidewalks, and bike-friendly streets

OVERVIEW OF EXISTING AND POTENTIAL PARTNERSKey PartnersEat Smart Move More SC (www.eatsmartmovemoresc.org) – A statewide coalition that offers resources to local groups.

Palmetto Conservation Foundation (http://www.palmettoconservation.org/) – A statewide foundation whose primary role in the LSCOG region is management of the Palmetto Trail sections that pass through the area.

Palmetto Cycling Coalition (http://www.pccsc.net/) – A statewide coalition that supports local efforts in South Carolina to promote and protect the rights of bicyclists. The organization connects communities with national resources, such as League of American Bicyclist certified instructors, bicycle skills training courses, and educational materials.

South Carolina Department of Health and Environmental Control (http://www.scdhec.gov/) – This regional office of a statewide agency offers “SCORES,” which is an online system for tracking information/data related to healthy eating and active living campaigns. Barnwell is within the jurisdiction of SC DHEC Region 5.

South Carolina Department of Transportation (http://www.scdot.org/) – SCDOT will necessarily be involved in any project on state-owned facilities, and can be a strong partner for trainings related to active transportation. They can also work with local jurisdictions to install Share the Road signs and help to host an event to unveil the signs and disseminate information about rights and responsibilities related to bicycling.



South Carolina Department of Parks, Recreation, and Tourism (http://www.scprt.com/) – This statewide agency manages the official State Bike Routes project, as well as Barnwell State Park.

Safe Routes to School Resource Center (http://scsaferoutes.org/) – SCDOT will soon launch a statewide SRTS Resource Center, with three different coordinators working in three state regions. The Midlands SRTS Resource Center will interface directly with communities of the Lower Savannah region.

Thoroughbred Country Tourism District (http://www.tbredcountry.org/) – This program, sponsored by LSCOG, is to market the four-county region as a tourism destination.

Other Partners

City of Barnwell Community Development and Tourism Department – This group may be interested in supporting initiatives that bring visitors to the region.

Barnwell County Chamber of Commerce – This group may be interested in supporting initiatives that bring residents and visitors to the downtowns and business districts.

Generations Unlimited – More and more organizations that work with seniors are interested in projects that help their clients live active, healthy lives.

Running or Cycling clubs and fitness providers – Clubs and local fitness providers (such as Anytime Fitness) may be able to provide volunteer support for walking and bicycling programs.

School districts – School districts and schools are natural partners for Safe Routes to School efforts as well as for education programs related to student safety.

Parent Teacher Associations (PTAs) – PTAs can be effective partners in implementing Safe Routes to School efforts and other school-oriented traffic safety initiatives.

City of Barnwell Police Department – Law enforcement professionals can help support safety campaigns through strategic enforcement and educational events.

City of Barnwell Parks and Recreation Department – Parks and Recreation departments are natural partners for public events and classes such as organized walks.

Senior centers and retirement communities – More and more organizations that work with seniors are interested in projects that help their clients live active, healthy lives.



Hospitals and private health professionals – Private sector partners with an interest in promoting health and wellness can serve as local champions and funders of education and awareness campaigns. Fitness professionals can help to implement and evaluate recommendations that will help residents increase daily physical activity.

POLICY REVIEWThe following assessment of the City of Barnwell’s bicycling and walking related ordinances and regulations guided the policy recommendations of this Plan.

Table 4-1: Barnwell Code and Ordinance Review

Topic City of Barnwell Barnwell County Recommendation1. DEFINITIONS 1.1. Does “Street” definition include pedestrian and cyclist reference?

Makes reference to pedestrian traffic: “A public thoroughfare for vehicular and pedestrian travel which provides the principal means of access to abutting property, but not including an alley.” (City Zoning Ordinance (CZO) p. 1-7) Needs Improvement

References FHA definition: “Local streets are separated from other types because they carry significant volumes of foot and bicycle traffic and are used by children. (County Zoning Ordinance” (CZO) p. 5-4) Needs Improvement

Definition of a street should include consideration for pedestrian and bicycle traffic and safety.

1.2 Definition of Sidewalk

Sidewalk. The term “sidewalk” means any portion of a street between the curbline, or the lateral lines of a roadway where there is no curb and the adjacent property line intended for the use of pedestrians. (Section 1-5 City Code of Ordinances (CO)) Inadequate

None

Inadequate

“Sidewalks have a hard, smooth surface (e.g., concrete), with separation from the roadway typically consisting of a curb and/or planter strip.”1

1.3 Definition of Bicycle

None

Inadequate

None

Inadequate

Bicycles should be defined as a type of vehicle requiring its own specialized facilities and regulations for safe operation.



Topic City of Barnwell Barnwell County Recommendation2. STREET ELEMENTS AND CONFIGURATION2.1. Pedestrian accommodations (sidewalks, crosswalks, etc) required during new or redevelopment

Only mentions mid-block crosswalks for Blocks over 600ft. (City Land Development Regulations (LDR), p. 8-5) Inadequate

Consideration for Pedestrian accommodations included in Large-scale development regulations (p. 5-27, CZO)

Pedestrian crosswalks, not less than ten (10) feet wide, may be required in blocks longer than six hundred (600) feet to provide reasonable circulation or access to schools, playground, shopping centers, transportation, and other community facilities. (p. 8-5, County Land Development Regulations (LDR)) Inadequate

“Pedestrian travel is accommodated and enhanced by walkways, traffic signals, crosswalks, curb ramps, and amenities such as lighting, landscaping, and places to rest (e.g. benches).”1

2.2. Bike accommodations (bike lanes, shoulders, racks, etc) required during new or redevelopment

No

Inadequate

No

Inadequate

“Generally, as traffic volumes exceed 3,000 vehicles per day and traffic speeds exceed 25mph, facilities to separate bicycle and motor vehicle traffic are recommended. Multi-lane roads are typically more dangerous for all users because of the increased traffic volume, the potential for higher speeds, and the additional number of conflict locations due to turning vehicles.”1

In addition, bicycle parking helps to promote bicycling as a viable transportation option.



Topic City of Barnwell Barnwell County Recommendation2.3. Sidewalks or bike accommodations required by roadway type

No

Inadequate

No

Inadequate

A better standard would be one that requires or provides sidewalks on both sides of all collector and arterial streets and on at least one side of local streets where warranted by density and/or system connectivity.

2.4. New sidewalks, bike lanes, greenways, etc., connect to existing facilities

No

Inadequate

No

Inadequate

Connectivity is an important consideration when trying to improve walking and biking conditions. New development should be required to connect to or extend existing facilities bicycle and pedestrian facilities.

2.5. Cross-Access between adjacent land parcels

No

Inadequate

No

Inadequate

Requiring cross-access between adjacent parcels of land is a great tool for reducing the amount of traffic on major roads while increasing connectivity for pedestrians, bicycles, and cars.

2.6. Block size Size requirements for residential blocks: “Blocks for residential use shall not be longer than twenty-four hundred (2,400) feet, and shall not be less than four hundred (400) feet in length, measured along the road centerline of the block. (LDR 8-5)

Needs Improvement

Yes, “Blocks for residential use shall not be longer than twenty-four hundred (2,400) feet, and shall not be less than four hundred (400) feet in length, measured along the road centerline of the block., Blocks should be of sufficient width to allow for two (2) tiers of lots of appropriate depth.” (LDR, 8-5) Inadequate

“Development density should determine the length of a block, with shorter blocks being more appropriate in areas of higher density. Maximum block length in any situation should not exceed 800-1000 feet. In areas with blocks as long as 800 feet or greater, a pedestrian and bicycle path of 6-8 feet in width should be required, with an easement of 15-20 feet wide.”1



Topic City of Barnwell Barnwell County Recommendation2.7. Dead end streets

“Proposed streets shall be coordinated with the street system in the surrounding area and provide for the continuation of principal streets.” (LDR, p. 8-2)

Dead end streets designed to be permanently terminated shall not exceed six hundred (600) feet in length, except where no other access is practical due to topographic reasons. Such streets shall be provided at the end with a circular turnaround. A minimum turnaround shall have a radius of not less than fifty (50) feet at the property line and not less than forty (40) feet at the curb line. (LDR, p. 8-3) Inadequate

“Cul-de-sac - Dead end streets designed to be permanently terminated shall not exceed six hundred (1,200) feet in length, except where no other access is practical due to topographic reasons. Such streets shall be provided at the end with a circular turnaround. A minimum turnaround shall have a radius of not less than fifty (50) feet at the property line and not less than forty (40) feet at the curb line.” (LDR p. 8-3) Inadequate

Dead end streets or Cul-de-sacs, while good at limiting vehicular traffic in an area are a severe hindrance to connectivity for pedestrian and bicycle users. Consider requiring other traffic calming measures that allow for connectivity and improve the pedestrian and biking environment such as street trees, narrow street width standards, and T intersections.

Make the maximum length for Cul-de-sacs 250-300 feet to limit their use in new development.

3. PEDESTRIAN FRIENDLY BUILDING AND SITE DESIGN STANDARDS 3.1. Off-street motorized vehicle parking is behind or to side of buildings

No

Inadequate

No, except encouraged in Limited Development Districts (CZO, 4-16) Inadequate

Having buildings close to the street instead of parking lots creates a more pedestrian friendly environment by bringing building entrances closer to the sidewalk. It also creates a human-scaled street that’s more pleasurable for walking— for example: consider the differences in the walking environment of a downtown versus that of a strip shopping area.



Topic City of Barnwell Barnwell County Recommendation3.2. Maximum automobile parking requirements defined

No

Inadequate

No

Inadequate

Requiring parking-lot maximums and reducing the number of required off-street parking spaces for new development creates a more pedestrian friendly environment, prevents overbuilt and unsightly parking lots, and reduces parking construction costs.

“Tie parking standards to transect/land use context. For example, fewer spaces may be required in CBD and other pedestrian oriented areas. Parking maximums only should be considered in such districts.”1

3.3. Bicycle parking requirements

No

Inadequate

No

Inadequate

“Bicycles should receive equal consideration when calculating parking needs with specific calculations provided for determining the amount of bicycle parking provided by district type. Design and location standards for bicycle parking should be clearly stated to provide for safe and convenient access to all commercial areas. Furthermore, different standards of bicycle parking are needed for short-term visitors and customers and for longer term users like employees, residents, and students.”1

Good standards for bicycle parking can be found through the Association of Pedestrian and Bicycle Professionals Website (www.apbp.org)



Topic City of Barnwell Barnwell County Recommendation3.4. Other place-supportive parking regulations (On-street parking, shared parking, pricing, employer incentives/programs, etc.)

No

Inadequate

Yes, shared parking. “Up to fifty (50) percent of the parking spaces required for (1) theaters, public auditoriums, bowling alleys, dance halls, clubs, churches and religious institutions may be provided and used jointly by (2) financial institutions, offices, retail stores, repair shops, service establishments, and similar uses not normally open, used, or operated during the same hours as those listed in (1); provided however, that written agreement assuring their retention for such purposes shall be properly drawn and executed by the parties concerned, approved as to form and content by the county attorney, and shall be filed with the application for a building permit.” (CZO, p. 5-34, 5-35) Needs Improvement

Shared parking is a good start. Other policies that reduce the need for parking and have economic benefits are parking pricing (such as parking meters), allowing on-street parking spaces to count towards parking requirements, and promoting employee carpool programs.

3.5. Form-based or design-based codes are used

Permitted in Planned Development District (CZO, p. 4-39) Needs Improvement

Yes and No, “Limited Use District” limits types of development and states “Overall design should be harmonious in terms of landscaping, relationships of buildings and structures, and traffic movement,” but little else is specified (CZO, p. 4-13) Needs Improvement

Integrating form-based codes into the building code and zoning ordinance allows a city to define the type of development they would like to see in their community.

This can be a powerful tool that allows residents to shape their cities as they see fit.



Topic City of Barnwell Barnwell County Recommendation3.6. Pedestrian entrances required on street frontage (regardless of parking location)

Yes, under General Provisions “§ 3-101 Street access required. Except as otherwise specifically provided, no building shall be located, used or occupied on a lot without direct vehicular and pedestrian access to a publicly dedicated, accepted or maintained street with a right-of-way of not less than fifty (50) feet.” (CZO, p. 3-1) Good

Yes, under General Provisions“§ 3-101. Street access required. Except as otherwise specifically provided, no building shall be located, used or occupied on a lot without direct vehicular and pedestrian access to a public street.” (CZO, p. 3-1) Good

These are good standards; buildings should have direct access to the street and sidewalk to promote pedestrian connectivity.

3.7. Setback or build-to requirements

Single family residential development 35’ standard, neighborhood commercial development 25’ minimum, highway and core commercial development 50’ minimum. (CZO, Ch. 4) Inadequate

30’ minimum for all land uses except Industrial/Warehouse, which is a 50’ minimum. If higher density is specified in a planned development, it can be as low as 10’ (CZO, p. 4-3, 4-4) Inadequate

Large setback minimums reduce the walkability of neighborhoods and commercial areas. Consider reducing minimums for residential areas to 10-15 ft. and allowing 0 ft. setbacks for commercial development.

3.8. Buffer requirement between adjacent buildings or uses

Yes, for many conflicting land-uses (CZO, p. 5-11)

Inadequate

Yes, in section 5-103. However, standards are vague and self-described as “flexible” (CZO) Inadequate

In general, bufferyard and street buffer requirements are a characteristic of auto-oriented development—the presence of buffers severely reduces access for pedestrians and bicyclists. Alternatives such as minimizing street and land-use buffer size, allowing commercial buildings with 0 ft. setbacks, and allowing development without buffers between compatible land uses promotes pedestrian and bicycle connectivity.



Topic City of Barnwell Barnwell County Recommendation3.9. Mixed use buildings and blocks

No specific guidelines except mixed use permitted in Planned Development District and on upper levels of Commercial Core zoned buildings. (CZO, p. 2-2, 2-3) Good, but could use improvement

No specific guidelines provided

Inadequate

Mixed use should be encouraged in most zoning districts. This increases the number of destinations that can be reached by walking or biking.

3.10. Active ground floor uses with engaging architecture

No specific guidelines

Inadequate


Inadequate

Setting standards for ground floor uses and engaging architecture helps support economically successful and pedestrian friendly commercial districts. Examples of this are requiring commercial uses on the ground floor, as well as pedestrian accommodations such as building awnings and large storefront windows.

3.11. Site Amenities for Cyclists and others (Showers, Changing areas, etc)

No

Needs Improvement

No

Needs Improvement

This can be an effective method of promoting cycling in a community, especially in areas with hot climates.

3.12. Human-scale lighting (< 15’ tall) required along paths and in parking areas

Lighting required in parking areas, but no maximum height requirements (CZO, p. 5-13)

Needs Improvement

Lighting required in parking areas, but no maximum height requirements (CZO, p. 5-34)

Needs Improvement

“Pedestrian-scale lighting should not exceed eighteen (18) feet in height over the sidewalk and should be located at key intersections or crossings and along preferred pedestrian routes. Pedestrian-scale lighting also enhances the illumination of bicycle facilities since the lighting is located closer to the sidewalk and roadway.”1



Topic City of Barnwell Barnwell County Recommendation4. PEDESTRIAN FACILITY DESIGN 4.1. ADA Standards


Inadequate


Inadequate

“Despite the current lack of enforceable standards, ‘public and private entities that design and construct sidewalks and trails are still obligated under ADA to make them accessible to and usable by people with disabilities.’”1

A good guideline is a report developed by the Public Rights of Way Access Committee called Accessible Public Rights of Way: Planning and Designing for Alterations. A copy can be found through the Access Board’s website: (http://www.access-board.gov/prowac/alterations/guide.pdf)

4.2. Minimum sidewalk width by context


Inadequate


Inadequate

“Five foot wide sidewalks along local streets and six foot wide sidewalks along collectors and arterials are preferred widths and should be required along both sides of the roadway. Five feet is the minimum width required for two adults to walk side-by-side. In areas of higher density and mixed-use development, the minimum required width for sidewalks should be six feet or more. The land use context and density of development necessitates a greater level of requirement for sidewalk specifications. In areas such as downtown with buildings at the back of the sidewalk and ground level retail, sidewalks should be as wide as 10-18 feet wide.”1



Topic City of Barnwell Barnwell County Recommendation4.3. Street Trees No specific guidelines

Inadequate


Inadequate

“In addition to their aesthetic value, street trees can slow traffic and improve safety for pedestrians. Trees add visual interest to streets and narrow the street’s visual corridor, which may cause drivers to slow down.”1

4.4. Mid-Block Crossings

Pedestrian crosswalks, not less than ten (10) feet wide, may be required in blocks longer than six hundred (600) feet to provide reasonable circulation or access to schools, playground, shopping centers, transportation, other community facilities, or where deemed necessary. (LDR, p. 8-5) Needs Improvement

Yes, “Pedestrian Crosswalks - Pedestrian crosswalks, not less than ten (10) feet wide, may be required in blocks longer than six hundred (600) feet to provide reasonable circulation or access to schools, playground, shopping centers, transportation, and other community facilities.“(CLDR, p. 8-5)

Also, under large-scale projects: “Pedestrian access, where provided, shall be safe and convenient routes. Where there are crossings or pedestrian ways and vehicular routes at edges of the project, such crossings shall be safely located, marked and controlled; and where such ways are exposed to substantial automotive traffic, safeguards including fencing may be required to prevent crossings except at designated points.” (CZO, p. 5-28) Needs Improvement

According to the ADA: “The use of Mid Block Crossing shall be discouraged and used only when diversion to other crosswalks is unlikely. The elimination of existing Mid Block Crossings shall be a priority of the designer, since non-intersection pedestrian crossings are generally unexpected by the motorist and unprotected by a signal or stop control.”2

A better standard is to reduce the maximum allowed block-size and provide pedestrian crossing provisions at street intersections, reducing the need for mid-block crossings.



Topic City of Barnwell Barnwell County Recommendation5. BICYCLE FACILITY DESIGN 5.1. Types of Facilities Specified or Allowed

No guidance found

Inadequate

Only mention greenways as an acceptable option for fulfilling open space requirements: “c. Greenways are linear greenbelts linking residential areas with other open space areas. These greenways may contain bicycle paths, footpaths, and bridle paths. Connecting greenways between residences and recreational areas are encouraged. Maintenance is limited to insuring that there exists no hazards, nuisances, or unhealthy conditions.” (CZO, p. 5-3)

Inadequate

Need to define bicycle facilities and require certain facility types based on street size, speed, and traffic volume.

5.2. Minimum Shoulder Width

No guidance found

Inadequate

No guidance found

Inadequate

“Roadway shoulders often serve as pedestrian routes in rural areas. On roadways with low traffic volumes (e.g., less than 3,000 Average Daily Traffic (ADT) volumes), roadway shoulders may be adequate for pedestrian travel. Also used as “shoulder bikeways”, these facilities should be wide enough to accommodate both pedestrians and bicyclists. Because of typical cross slopes, however, these facilities do not typically meet ADA standards.”1



Topic City of Barnwell Barnwell County Recommendation5.3. Bicycle accommodations at intersections

No guidance found

Inadequate

No guidance found

Inadequate

Defining how cyclists should move through busy intersections is an important safety consideration. Good intersection design guidelines can be found in the NACTO Urban Bikeway Design Guide: (http://nacto.org/cities-for-cycling/design-guide/)

6. FACILITY MAINTENANCE6.1. Sidewalk maintenance policy


Inadequate


Inadequate

“Sidewalk surfaces that have settled or heaved over time can be a significant barrier for pedestrians. Surfaces that are smooth when newly installed may not stay that way, particularly where masonry units are installed without an adequate sub base. Knowledgeable design, wise material selection, good construction practices, and regular maintenance procedures can help ensure that differences in level between adjacent units do not exceed the limits of usability. Surface provisions for an accessible route limit allowable vertical differences in level between abutting surfaces.”1

6.2. Trail and greenway maintenance policy


Inadequate

In required common open space, upkeep of landscaped areas and removing obstacles from greenways is required. (CZO, p. 5-3)

Needs Improvement

In addition, these guidelines should include considerations for repair when trail or greenway surfaces become damaged with age.



Topic City of Barnwell Barnwell County Recommendation6.3. Vegetation management (trimming, pruning, mowing, etc)

No guidelines or regulations found

Inadequate

In required common open space, upkeep of landscaped areas and removing obstacles from greenways is required. (CZO, p. 5-3)

Good

This is a good standard.

6.4. Street sweeping schedule

As needed

Needs Improvement

As needed

Needs Improvement

This should include clearing of bike lanes as well. Impediments such as rocks, glass, and sand, which generally don’t affect motorists, can be huge obstacles for skinny bike tires. Often these impediments get swept off of car lanes and into bike lanes.

6.5. Pothole maintenance

Covered by SCDOT for state roads

Covered by SCDOT for state roads

Regular maintenance of roads is important for pedestrian, bicycle, and vehicular safety.

7. SUPPORTING POLICIES AND MANUALS 7.1. Complete Streets Policy


Inadequate


Inadequate

The National Complete Streets Coalition provides great guidelines for designing streets that cater to all users: (http://www.completestreets.org/resources/complete-streets-best-practices/).

A complete streets policy allows cities to work towards creating a street network that encourages pedestrian and bicycle travel.

7.2. Design Manual for Pedestrian and/or Bicycle Facilities

No specific guidelines/references

Inadequate

No specific guidelines/references

Inadequate

This is an important step in creating a more pedestrian and bicycle friendly community. A design manual will give guidelines for bicycle and pedestrian consideration in new development.



Topic City of Barnwell Barnwell County Recommendation7.3. Complete Street Design Guidelines for a variety of contexts


Inadequate


Inadequate

The National Complete Streets Coalition provides great guidelines for designing streets that cater to all users: (http://www.completestreets.org/resources/complete-streets-best-practices/).

7.4. General and Pedestrian Connectivity Requirements

“Proposed streets shall be coordinated with the street system in the surrounding area and provide for the continuation of principal streets.” (LDR, p. 8-2) Good start, but needs Improvement

“Proposed streets shall be coordinated with the street system in the surrounding area and provide for the continuation of principal streets.” (LDR, p. 8-2) Good start, but needs Improvement

Connectivity is a key component of a pedestrian and bike friendly environment. Its benefits include: “decreased traffic on arterial streets, continuous and more direct routes for travel by walking and biking, greater emergency vehicle access, Improved utility connections, easier maintenance, and more efficient trash and recycling pick up.”3

Limiting block size and requiring a minimum connectivity index are two tools that can be employed to promote connectivity. More info on these measures can be found here: (http://congestion.kytc.ky.gov/connectivity/WSDOT%20Connectivity%20Model%20Ordinance.pdf)

7.5. Existence of street hierarchy plan by context

The Land Development Regulations define different street typologies by context, but no reference to pedestrian uses is made. However, streets are defined primarily in terms of vehicular circulation. (LDR 2-2) Needs Improvement

The Land Development Regulations define different street typologies by context, but no reference to pedestrian uses is made. (LDR 2-2) Needs Improvement

Streets should be defined in terms of pedestrian and bicycle levels of service as well.



Topic City of Barnwell Barnwell County Recommendation7.6. Existence of bicycle and pedestrian plan(s)

None cited

Inadequate

None cited

Inadequate

A bike and pedestrian plan will create a roadmap for moving towards a more bike and pedestrian friendly community.

7.7. Consideration of pedestrian and bicycle concerns in Site Planning


Inadequate


Inadequate

Requiring pedestrian and bicycle concerns in site planning is an important step towards achieving a more bike and pedestrian friendly community.

7.8. Consideration of pedestrian and bicycle concerns and Level of Service (LOS) in Traffic Impact Analyses and other engineering studies


Inadequate


Inadequate

Consideration of bicycle and pedestrian levels of service assure adequate facilities for bicyclists and pedestrians. This also helps promote walking and bicycling as a legitimate means of transportation.

7.9. Traffic Calming programs, policies, and/or manuals

When referring to the new construction of residential streets: “Residential streets shall be laid out so their use by through traffic will be discouraged in that 3-way intersections (“T” intersections) shall be used as much as possible.” (LDR, p. 8-2) Good Standard, additional measures needed as well

When referring to the new construction of residential streets: “Residential streets shall be laid out so their use by through traffic will be discouraged in that 3-way intersections (“T” intersections) shall be used as much as possible.” (LDR, p. 8-2) Good Standard, additional measures needed as well

The National Complete Streets Coalition provides good guidelines for traffic calming through their best practices manual: (http://www.completestreets.org/resources/complete-streets-best-practices/).

7.10. Access management program or policy

None cited

Inadequate

None cited

Inadequate

Requiring cross-access between adjacent parcels of land is a great tool for reducing the amount of traffic on major roads while increasing connectivity for pedestrians, bicycles, and cars.



Topic City of Barnwell Barnwell County Recommendation7.11. Sidewalk retrofit/infill program or policy

None cited

Inadequate

None cited

Inadequate

Orangeburg and Barnwell should consider developing sidewalk infill and maintenance program “where City staff periodically inventory the street network to identify sidewalk gaps, and develop strategies, project prioritization criteria and funding for completing these gaps. Potential project prioritization criteria include filling gaps along key pedestrian routes, near major pedestrian trip generators like schools, and along streets with high vehicle volumes.”1

8. ITEMS REVIEWED 8.1. Names of Resources

GUIDELINES AND REGULATIONS

City of Barnwell Land Development Regulations (2010)

Barnwell, SC CBD Master Plan (2006)

City of Barnwell Zoning Regulations (2009)

GUIDELINES AND REGULATIONS

Barnwell County Comprehensive Plan (2007)

Barnwell County Land Development Regulations (2007)

Barnwell County Zoning Ordinance (2007)

REFERENCED DOCUMENTS

Easley, SC Pedestrian and Bicycle Master Plan: http://www.bikeeasley.com/Pedestrian-Bike-Plan/

ADA guidelines for Mid-Block Crossings: http://www.sha.state.md.us/Index.aspx?PageId=122

Commonwealth of Kentucky Congestion Toolbox: MODEL STREET CONNECTIVITY STANDARDS ORDINANCE. http://congestion.kytc.ky.gov/connectivity/WSDOT%20Connectivity%20Model%20Ordinance.pdf



PROGRAM RECOMMENDATIONS AND POLICIESThe following program recommendations reflect the needs and interests identified by community stakeholders. Additionally, they are based on three key strengths of the Barnwell community: the leadership of the local School Districts, the enthusiasm and knowledge of the local fitness community, and the commitment of the City’s Community Development and Tourism Department.

Safe Routes to SchoolPurpose: Promote physical fitness and health by helping children walk and bicycle to school; improve school traffic safety through physical improvements and programs; reduce school transport costs.

Audience: School-aged children and their parents; school administrators, faculty, and staff

Partners: School district, parent-teacher associations, City of Barnwell, health partners, community members, local Eat Smart Move More Coalitions, LSCOG, SCDOT SRTS Resource Center

Safe Routes to School programs use a “5 Es” approach (Engineering, Education, Encouragement, Enforcement, and Evaluation) to improve safety and encourage children to walk and bicycle to school. The programs are usually run by a partnership of city government, school and school district officials and teachers, parents and students, and neighbors.

For example, in a Park and Walk campaign, children are dropped off at a pre-determined location (such as a park) near the school, and then walk with parent volunteers and/or school staff the remaining distance to school. The Parks & Recreation Department of Columbia, SC currently promotes its parks as Park and Walk locations for the first day of school and the City grants employees two-hours off of work on the first day of school to encourage parent participation. Park and Walk campaigns can reduce congestion and improve traffic safety near schools while increasing youth physical activity. Teachers also report that children who walk to school arrive awake and “ready to learn.” Likewise, a Safe Routes to Bus Stops program can help children safely access bus transportation by walking.

International Walk to School Day in October can be an excellent annual event that offers all families and children the opportunity to participate in healthy school transportation. Spartanburg County, SC has one of the highest Walk to School Day participation rates in the state and offers a local “Golden Shoe Award” for schools that create a model Walk to School Day event that promotes year-round physical activity. The campaign is led by an ongoing partnership between a public health nonprofit, school districts, PTAs, and other agencies.

Youth bicycle and pedestrian safety education can be taught in schools or as after-school programs. One resource would be the

Safe Routes to School programs make it easier and safer for children to walk and bike to school.



Palmetto Cycling Coalition, which may be able to make connections to League-Certified Instructors (LCIs),who can offer the League of American Bicyclists Kids I and Kids II training courses.

A major next step towards creating safer active travel opportunities for schoolchildren would be creating a Safe Routes to School Plan for each school in Barnwell. This will necessarily be a coalition effort that may be eligible for grant funding through the SCDOT Safe Routes to School program, though because of the uncertain outlook for this federal funding program, it is recommended that other regional and local funding sources be researched as well. As the South Carolina Safe Routes to School Resource Center begins to roll out their services and resources, they will offer support services such as trainings, consulting, and print-ready materials for interested schools.

Bicycle Tourism Opportunity AnalysisPurpose: Create and promote opportunities for bicycle-oriented tourism in Barnwell; support communities as they seek to define themselves as a good place for bicycle tourism. Capitalize on the SC Bike Tour Route that goes through Barnwell.

Audience: Bicycle tourists

Partners: Thoroughbred Country Tourism District, towns and cities, tourism agencies, business groups, PCC, PCF, Adventure Cycling; bicycle clubs, events, and organizations

More and more small towns and rural communities are looking to tourism as a priority within their economic development plans, and cycle tourism is a popular and growing niche. Small communities

Sample Programs: Partners for Active Living Walk to School Day Program (Spartanburg, SC): http://www.active-living.org/Walk-to-School-Day.html

Atlanta Charter Middle School Safe Routes Travel Plan (Atlanta, GA): http://www.atlantachartermiddle.com/content/safe-routes-school.php

Walking School Bus and Park and Walk Programs (Windsor, VT):

http://www.saferoutesinfo.org/data-central/success-stories/windsor-vermont-parent-volunteers-lead-walking-school-buses-forward

http://www.saferoutesinfo.org/data-central/success-stories/windsor-vermont-parent-volunteers-lead-walking-school-buses-forward

Ira B. Jones School Walking to School Program (Asheville, NC): http://www.saferoutesinfo.org/data-central/success-stories/asheville-north-carolina-encouraging-walking-and-wheeling-school-wide



often have unique assets to offer to visitors, as bicyclists seek open spaces, lightly traveled roads and the intimate experience that only small towns can provide. Efficiently identifying opportunities and creating targeted marketing plans can help a rural town or county become a bicycling destinations and reap the benefits of this low-impact, sustainable tourism segment.

Barnwell could complete an opportunity analysis and action plan for fostering cycle tourism; the Thoroughbred Country Tourism District would be a natural lead agency to assist in this effort. The plan should analyze a) current assets, b) current challenges, c) potential improvements, and d) current and potential partners. Finally, an action plan should be created to prioritize efforts that will make the biggest difference, followed by a media outreach strategy to market the region to potential bicycle tourists.

Walking/Running/Bicycling Maps and Tours

Purpose: Encourage walking and biking by providing route and facility information and highlighting walking and bicycling destinations.

Audience: General public, tourists

Partners: Barnwell, business and tourism groups, walking, running, and bicycling clubs and groups, Anytime Fitness and other fitness providers

One of the most effective ways of encouraging people to walk is through the use of maps and guides to show where you can walk,

Bicycling and trail maps encourage walking and biking by providing route and facility information and highlighting walking and bicy-cling destinations. These should be kept up to date and made readily available to the public.



and to guide people to enjoyable routes and destinations for walking. One or more maps should be developed for Barnwell to show the location of existing safe and enjoyable biking and walking routes. Maps should be printed as needed and actively distributed to residents and visitors; they should also be updated on a regular basis as new facilities are implemented (every five years or less). An online map (PDF or other format) should also be posted, and information about it disseminated through municipalities, social media, and biking and walking clubs.

Local partners could collaborate with Barnwell’s existing historic walking tour map to highlight historic destinations and other points of interest, including Barnwell State Park. Statewide nonprofits, such as Palmetto Conservation Foundation and Palmetto Cycling Coalition, may be appropriate partners for publicizing guided tours broadly. If tours occur on State Bike Routes, South Carolina Parks Recreation & Tourism Department may assist in publicizing the events.

Cycling Skills Training & Positive Media CampaignPurpose: Educate children, teenagers and adults on safe bicycling skills; encourage bicycling.

Audience: General public

Partners: City of Barnwell Parks and Recreation department, Palmetto Cycling Coalition, cycling clubs in the region

Most bicyclists do not receive any training on safe bicycling practices, the rules of the road, and bicycle handling skills. Cycling skills courses can address this education gap. The most common program is the League of American Bicyclists courses (including Traffic Skills 101, Traffic Skills 201, and Commuting), taught by League Certified Instructors (LCIs). There are currently 22 LCIs in South Carolina (the updated list can be found here: http://www.bikeleague.org/programs/education/). Courses cover bicycle safety checks, fixing a flat, on-bike skills, crash avoidance techniques, and traffic negotiation. At least one course per year in Barnwell would be an excellent starting place. As a relatively bikeable small town, Barnwell could host courses for interested individuals from around the region.

Barnwell and its LSCOG partners may choose to seek sponsorships to defer costs and offer courses at no expense to the student. LSCOG could also choose to offer scholarships to a select number of participants. This may reduce barriers to participation and increase the diversity of the audience.

Sample Guided Walks and Maps: Walking Route Maps (Wilsonville, OR): http://www.ridesmart.com/Index.aspx?page=190

Bedford County Walking Tours (Bedford, PA): http://www.visitbedfordcounty.com/walkingtours.html



Palmetto Cycling Coalition’s “Safe Streets Save Lives” campaign offers free resources for communities seeking to educate residents about safe bicycling practices, including professionally developed Public Service Announcements.

Walk/Run and Bike for Health CampaignPurpose: Increase physical activity.

Audience: General public

Partners: Eat Smart Move More Coalition, public health agencies, Parks and Recreation department, the hospital and private health professionals, walking and bicycling clubs and groups, Anytime Fitness, and many others

Walking and bicycling for transportation are still challenging in the LSCOG region, both because of the rural character of much of the community and because on-street facilities have not yet been implemented across the region. For that reason, encouraging people to walk and bicycle for health and recreation may be a more realistic starting place for LSCOG communities, rather than directly encouraging non-motorized commuting. Numerous regional partners, particularly in the health arena, could assist with developing and implementing a Walk and Bike for Health campaign, including the local hospital and medical groups and the East Smart Move More Coalitions. The campaign can be publicized through social media, local newspapers, and local radio.

Police Officer Bicycle TrainingPurpose: Educate law enforcement officers on bicycle laws and safety.

Audience: Police officers

Sample programs: League of American Bicyclists, USA: http://bikeleague.org/programs/education/courses.php

Safe Streets Save Lives: www.safestreetssavelives.org

Sample program:Let’s Move® is an U.S. marketing campaign aimed at improving national rates of obesity by providing common sense programs and resources for parents, children, schools, and others. Launched by Michelle Obama, the program includes a “Get Active” campaign to promote healthier lifestyles through fun, exciting, and challenging opportunities for increased physical activity. More information: http://www.letsmove.gov/get-active



Partners: Barnwell police and sheriff’s departments, Palmetto Cycling Coalition

Most law enforcement professionals do not receive training specific to bicycle laws or safety. Police education courses can help officers improve public safety and enforce existing laws more effectively by providing them with the training they need. These courses should include comprehensive information about laws and statutes pertaining to bicycling; information about common crash types and causes, and how to prevent and enforce against the most serious offenses; knowing options for enforcement and education (e.g., when a citation vs. warning should be issued, diversion class options, and safety materials that can be handed out during a traffic stop or public event).

Because Chief Davis of the Orangeburg, SC Police Department is already well versed in cycling issues and laws, it is suggested that the first training be hosted in Orangeburg, but invitations should be extended to all law enforcement professionals in the LSCOG region. After the first program, the training should be offered annually, hosted in different communities each year. Palmetto Cycling Coalition may serve as a key partner in

providing clarification of South Carolina law as it relates to bicyclists. Additionally, the organization maintains a close relationship with Bikelaw.com, a consortium of lawyers based in South Carolina that provides training programs for law enforcement personnel, in addition to providing pro-bono legal services to cyclists and cycling clubs.

Achieve Walk- and Bicycle-Friendly Community StatusPurpose: Recognize accomplishments towards improving walking and bicycling conditions.

Audience: Elected officials, media

Partners: City of Barnwell, LSCOG, cycling clubs, advisory committees

The League of American Bicyclists leads the Bicycle Friendly Communities (BFC) award program. The award is designed to recognize progress that has been made, as well as assist communities

Police training on bicycling issues can create safer streets and raise the community profile of bicycling as a legitimate form of transportation

Sample program:The Wisconsin Pedestrian and Bicycle Law Enforcement Training Course includes curriculum on how bicycle and pedestrian crashes happen, laws relating to walking and bicycling, effective enforcement, crash reporting best practices, etc. The course is open to all law enforcement entities for a fee, which covers instruction and materials. More information: http://www.bicyclinginfo.org/enforcement/training.cfm



in identifying priority projects to improve bicycling conditions. Receiving the award is a media-worthy event, and may give elected officials the opportunity to receive media coverage for the positive work they are doing. The Pedestrian and Bicycle Information Center recently launched a sister program for Walk Friendly Communities (WFC) that has recognized 11 communities around the nation. Usually cities or towns apply for designation, but in some cases counties have successfully applied and received recognition.

As part of this action plan effort, Barnwell’s existing conditions were measured against the BFC and WFC application questions. This is a great starting point for measuring future progress and establishing priorities. The application can be completed by local agency staff with the support of LSCOG, particularly if a Bicycle and Pedestrian Advisory Committee is formed and/or if a Pedestrian and Bicycle Coordinator position is created.

Speed Limit EnforcementPurpose: Reduce vehicle speeding

Audience: Speeding drivers

Partners: City of Barnwell Police, Barnwell County Sherriff’s Department

Speeding vehicles endanger people walking and biking. Targeted speed enforcement activities can address both of these issues. Law enforcement agencies can enforce speed limits on designated bikeways, near schools, and in response to cyclist complaints. These campaigns are ideal for a Safe Routes to School Program (see above).

One component of speed limit enforcement can be a speed reader board program whereby neighborhood associations and schools can request deployment. The boards should be mounted temporarily (e.g. for two weeks) and then be moved to another location to keep motorists from becoming inured to the speed reader board effect.

Speed reader boards can help to reduce speed-ing vehicles

Communities receive Bicycle Friendly Com-munity awards by demonstrating their com-mitment to bicycling

More Information:Bicycle Friendly Communities Program: http://www.bicyclefriendlycommunities.org

Walk Friendly Communities Program: http://www.walkfriendly.org/



EVALUATION, STAFFING, AND POLICY RECOMMENDATIONSRevise Zoning and Development Standards to be More Pedestrian and Bicycle FriendlyPurpose: Gather important benchmarking information about walking and bicycling rates.

Audience: Agency staff, local and regional stakeholders

Partners: City of Barnwell, advisory committees, cycling clubs

*See table 4-1 earlier in this chapter for a full review of zoning and development ordinances for the City of Barnwell.

Pedestrian and Bicycle Counts ProgramPurpose: Gather important benchmarking information about walking and bicycling rates.

Audience: Agency staff, local and regional stakeholders

Partners: City of Barnwell, advisory committees, cycling clubs

In order to determine this plan’s success at helping Barnwell residents walk and bicycle more, it is necessary to establish an annual data collection program. At a minimum, this program should tally the number of pedestrians and bicyclists at key locations around the community (particularly at pinch points, in downtown, near schools, and on trails); the same locations should be counted in the same manner annually.

If major walking or greenway infrastructure projects are planned, baseline and post-construction user counts can be performed through this coordinated annual count process for maximum efficiency. This will provide Barnwell and partner agencies with information about growth of walking and bicycling rates.

It is recommended that the data collection program use methodology developed by the National Bicycle and Pedestrian Documentation Project (NBPDP). Counts should be performed in the second week in September; one weekday count (from 5-7 PM on a Tuesday, Wednesday, or Thursday) and one Saturday count (noon – 2 pm) should be completed. Counters can be volunteers or agency staff, as long as proper training and support is provided.

If desired, surveys can also be included in the data collection effort to learn more about walking and bicycling demographics, trip origin/destinations, etc. The NBPDP website includes count and survey instructions, forms, and participant training materials: http://bikepeddocumentation.org.

Conducting robust pedestrian and bicycle counts will provide a mechanism for tracking trends in Barnwell over time.



Bicycle and Pedestrian Advisory Committee Purpose: Advise the City on walking and bicycling issues; provide residents with an opportunity to contribute to improving their communities.

Audience: Citizen advocates, including the stakeholder group for this plan

Partners: City of Barnwell, stakeholder participants for this plan

Many communities have Citizen Advisory Committees to comment on walking and bicycling priorities and budgets. The consultant team recommends that Barnwell establish a permanent Bicycle and Pedestrian Advisory Committee (BPAC) in order to reap the benefits of this type of citizen involvement. Establishing a BPAC emphasizes the commitment to making bicycling safer and more appealing, and has the potential to assist Barnwell in securing funding for bicycle and pedestrian projects. Having an established BPAC is also desirable for receiving Bicycle-Friendly Communities (BFC) designation.

The charges of the BPAC may include some or all of the following:

• Review and provide citizen input on capital project planning and design as it affects walking, bicycling, and trails (e.g., corridor plans, street improvement projects, signing or signal projects, and parking facilities)

• Review and comment on changes to zoning, development code, comprehensive plans, and other long-term planning and policy documents

• Participate in the development, implementation, and evaluation of pedestrian and/or bicycle master plans and facility standards

• Provide a formal liaison between local government, staff, and the public

• Develop and monitor goals and indices related to walking and bicycling

• Promote walking and bicycling, including safety and educationBecause BPAC members are volunteers, it is essential to have strong staffing resources supporting the committee in order for it to be successful. A staff member should be assigned to take charge of managing the application process, managing agendas and minutes, scheduling meetings, bringing agency issues to the BPAC, and reporting back to the agency and governing body about the BPAC’s recommendations and findings. The committee should be created through an enacting resolution that calls it into being and defines the committee’s charge, responsibilities, member composition, how members are chosen or appointed, what the decision-making structure is, and how often the committee meets.

August 3, 2012 - Barnwell · destinations with the LSCOG Regional Bikeway system. In November 2011,...

Documents

Transcript of August 3, 2012 - Barnwell · destinations with the LSCOG Regional Bikeway system. In November 2011,...