Village of Cobleskill€¦ · walkable, livable, and healthy place to live, work, and play. These ....

Healthy Initiatives & Complete Streets Policy Guidelines

October 2015

Village of Cobleskill

(518) 458-7112 •

Village of Cobleskill ♦ Complete Streets Policy Guidelines Page i

TABLE OF CONTENTS

TABLE OF CONTENTS ...................................................................................................................... I

I. PURPOSE & VISION ..................................................................................................................... 1

Purpose ...................................................................................................................................... 1 Vision for Complete Streets ..................................................................................................... 4

II. REVIEW OF LOCAL PLANS & POLICY ..................................................................................... 10

Village of Cobleskill Plans and Strategies ............................................................................ 10 1999 Village of Cobleskill Comprehensive Plan Goals, Policies and Strategies: .............. 11

Recommendations ................................................................................................................... 13

Comprehensive Plan Recommendations .............................................................................. 13 Zoning Law Recommendations ............................................................................................. 13

Subdivision Regulation Recommendations .......................................................................... 15 Recommended Changes to Chapter 148, Vehicles & Traffic ............................................. 16

III. IMPLEMENTATION PROJECTS ................................................................................................ 17

Traffic Calming/Speed Reduction Projects .......................................................................... 17 Pedestrian Access, Mobility & Wayfinding .......................................................................... 20

Multi-Modal Trail & Open Space ......................................................................................... 21 Character, Aesthetics & Placemaking .................................................................................. 23 Low-Cost Improvement Opportunities ................................................................................ 24

IV. COMPLETE STREET POLICIES: MODEL LANGUAGE ............................................................. 26

Sample: Complete Street Vision Statement .......................................................................... 26 Sample Complete Street Goals & Strategies ........................................................................ 26

APPENDIX A. ................................................................................................................................. 29

APPENDIX B. ................................................................................................................................. 58

© 2015 Laberge Group

4 Computer Drive West Albany New York 12205

Laberge Group Project #2012033

Village of Cobleskill ♦ Complete Streets Policy Guidelines Page 1

I. PURPOSE & VISION

PURPOSE

The Village seeks to create a welcoming built environment with a system of roads, trails and pathways that

accommodate the needs of all users. Future land use and planning policies will integrate safety improvements

to reduce speed and congestion, minimize environmental impacts, encourage economic growth, and build

Complete Streets that are safe, convenient and

comfortable for all ages and abilities using any mode

of transportation (motor vehicle, public transportation,

walking, bicycle, etc) making the Village a more

walkable, livable, and healthy place to live, work, and

play. These Complete Streets Guidelines of the

Village of Cobleskill will provide guidance for its

residents, decision makers, planners and designers to

ensure that Complete Streets design features are

incorporated into transportation projects.

The Village of Cobleskill recognizes the importance

of creating an environment that promotes healthier

lifestyles and the need to provide optimal

transportation accessibility and choices for its

residents and visitors. The Village believes that the

public right-of-way is more than just a conveyor of

vehicles, and instead serves a vital role in shaping the

community’s landscape and livability. In many cases

the present road network, provides for the needs of

motor vehicles over the other modes of transportation,

including cycling and walking.

The general goal of a transportation system is to

facilitate the efficient movement of people, goods and

services. Communities are reliant upon a well-

maintained transportation system for quality of life.

This system includes roads, bridges, walkways, trails,

and public transportation facilities. A well-planned

and designed transportation system should accommodate all modes of traffic, be safe, visually appealing and

pedestrian friendly. In August 2011 Governor Andrew M. Cuomo signed the state’s Complete Streets

A Complete Street is a roadway planned and designed to

provide the safe, convenient access and mobility of all

roadway users of all ages and abilities. This includes

pedestrians, bicyclists, public transportation, and motorists;

it includes children, the elderly, and persons with disabilities.

Complete Streets typical design features include::

sidewalks,

paved shoulders suitable for bicyclists,

lane striping,

bicycle lanes,

share the road signage,

crosswalks,

crossing medians,

road diets,

pedestrian

control signalization,

bulb-outs,

curb cuts,

raised crosswalks and ramps,

and traffic calming measures.

What are the Benefits of Complete Streets?

Complete Streets contribute to a "cleaner, greener

transportation system" and "more citizens will achieve the

health benefits associated with active forms of

transportation while traffic congestion and auto related air

pollution will be reduced."

Source: https://www.dot.ny.gov/programs/completestreets

I. PURPOSE, VISION & APPLICABILITY


Complete Streets are streets for everyone and support active living. They are designed and

operated to enable safe access for all users. Motorists, pedestrians, bicyclists, and public

transportation users of all ages and abilities are able to safely move along and across a

complete street.

Complete Streets make it easy to cross the street, walk to shops, and bicycle to work, by

providing safe street crossing locations and marked crosswalks, shortening crossing

distances, and slowing down traffic speeds. They allow buses to run on time and make it

safe for people to walk to and from transit (bus) stop shelters.

A Complete Street in a rural area will look quite different from a complete street in a highly

urban area, but both are designed to balance safety and convenience for everyone using

the road.

(S5411.A/A8366) bill into law. Complete Streets are more than just having sidewalks and bike lanes… it's

having an environment with equal access for everyone. 1

By adopting a Complete Streets Policy, the Village can guide transportation planners and engineers to design

local, county, and state roads within the Village to enable safe access for all users, regardless of age, ability,

or mode of transportation. Complete Streets make it easy to cross the street and to walk and bike throughout

the community. New roads should provide connections between communities and subdivisions. According to

the National Complete Street Coalition:

Design Elements

Complete Streets are roadways

designed and operated to enable safe,

attractive, and comfortable access and

travel for all users regardless of age

and ability. All design features of

Complete Streets are not practical for

all streets. The Village’s road network

includes a variety of streets. The

selection of appropriate design

elements is the result of a dynamic of

functional classification, traffic

volume, accident history as well as

the community’s desired level of

service.

1 Summary of New York State's Complete Street Law. National Complete Streets Coalition, www.completestreets.org/tag/new-york/



Typical Complete Streets design features accommodate and facilitate convenient access and mobility of all

users, and may include, but are not limited to:

Wide sidewalks

Paved shoulders suitable for pedestrians

and bicyclists

Bold lane striping

Bicycle lanes

Share the road signage

Frequent crossing opportunities,

especially for school routes

Alternative pavement

materials/textured/stamped crosswalks

Crossing medians

Raised crosswalks

Sidewalk curb extensions/curb bulb-outs

Pedestrian control signalization

Pedestrian-scale lighting or other

lighting techniques that increase safety

for all users

Street trees and shrubs

Shorter blocks

Passive speed control and other traffic

calming measures

Radar speed signs and mobile radar

units to encourage reduced traffic speed

Street Furniture, (benches, bicycle racks,

kiosks, trash receptacles), and other

features.

Example street cross section with typical Complete Street design features. Copyright Synthesis

LLP. 2011.



VISION FOR COMPLETE STREETS

Complete Streets in the Village of Cobleskill will not look very different from the many of the streets that are

here now. The streets will be enhanced by simply adding or changing pain schemes on the street, or may

include the construction of new sidewalks, paths, curbing or both to accommodate a wider variety of users

safely. The result of these changes will be an improved system, with more options and better quality of life

for residents and a stronger local economy.

This vision will be realized by making changes that create and enhance:

Safety

Senior Mobility

Safe Routes to Schools

Sustainability and Environment

Opportunities for Healthy Living

Economic Activity

Context Sensitivity

Safety

The Village of Cobleskill Comprehensive Plan (1999), the Cobleskill Downtown Economic

Enhancement Strategy 2007, and Cobleskill’s Path to Active Living (2011) all cite physical and

operational conditions of local street systems, traffic speeds, and insufficient sidewalks and crossings within

the Village’s as key issues related to the safety needs of pedestrians. Major contributing factors to many of

these safety concerns are roadway design, road layouts, and existing regulations that support the efficient

movement of motor vehicles over non-motorized modes of transportation, such as pedestrians and cyclists.

Adequate provisions for safe non-motorized travel need to be a priority. Transforming streets with passive

speed control measures such as bold striping can encourage safer vehicle speeds by visually narrowing the

travel lanes, while still moving traffic.2 Curbs and sidewalks define pedestrian activity areas, and can do

more to calm traffic than reducing speed limits. According to the plans, accommodating pedestrian safety

and accessibility is important because:

We are all pedestrians at some time.

One-third of the population does not drive.

Other modes of transportation depend and

interact with pedestrians.

Pedestrian traffic is good for commerce.

Walking, jogging, and running are healthy

exercise.

It will make roads safer for ALL users3.

2 Cobleskill’s Path to Active Living, March 2011. 3 Cornell Local Roads Program, “Designing for Pedestrian Safety” Nuggets & Nibbles, Summer 2014



The issue of safety is alarmingly more acute in the United States than Europe. Not only have we made our

roads appear less safe, they are. According to a study by Pucher and Dyjkstra, 2000 at Rutgers University in

the US, walking and bicycling make up less than 7 percent of all trips or “mode share” compared to Germany

or the Netherlands where they make up to 35 and 45% respectively. Disturbingly, death rates from accidents

in Europe are less than a fifth that in the United States. This is in spite of not only dramatically more cyclists

and walkers in those countries, but their trips are mostly in urban areas, during the heaviest traffic hours and

the participants have by far more elderly people. In the U.S. most of those bike and pedestrian miles are

recreational, and we still have far more injuries and deaths. Our land use patterns are partly to blame, but

much of the issue is not committing to making these modes of travel a priority along with motorized modes

of travel.

Senior Mobility

The Village of Cobleskill has an aging population. According to the

2013 American Community Survey, 22.5% of the population is 60

years of age or older. A general complaint among senior citizens is

the inconvenience or inability to get to shops and services without a

car. Even those who reside within a reasonable walking distance of

their destination may encounter a hostile and unsafe environment. In

a Complete Streets community, a number of techniques are

deployed to increase the safety and convenience for senior

pedestrians. These include re-timing of traffic signals to account for

slower walking speeds, introducing sidewalk ramps and seating

options, constructing sidewalk bulb-outs and median refuges to

shorten crossing distances, and improving signage, street markings

and lighting.

Safer Routes to School

According to the 2013 American

Community Survey, 26.3% of the

population in the Village is between

the ages of 5 and 19. Complete

Streets offer a safer environment for

school children through traffic

calming to reduce traffic speeds in

and around school zones and adding

sidewalks and street crossings. The

Village of Cobleskill residents are

part of the Cobleskill-Richmondville

Elm Street at Lincoln Avenue



Central School District (C-RCS) and attend Radez Elementary School, and Cobleskill-Richmondville High

School in Richmondville, NY. Ryder Elementary School and the Golding Middle School are located within

the Village of Cobleskill on Elm Street.

GRADE SCHOOL MUNICIPALITY

NUMBER

OF

STUDENTS

ROUTE/STREET

K-2 Ryder Elementary Cobleskill (V) 390 NYS Route 10

Elm Street

3-5 Radez Elementary Richmondville (V) 450 NYS Route 7

6-8 Golding Middle School Cobleskill (V) 442 NYS Route 10/Elm

Street

9-12 Cobleskill-Richmondville H.S. Richmondville (V) 646 NYS Route 7

Nationwide, a general decline in walking and bicycling to school has had an adverse effect on traffic

congestion and air quality around schools. There is also a growing body of evidence showing that children

who lead sedentary lifestyles are at risk for a variety of

health problems such as obesity, diabetes, and

cardiovascular disease. Safety issues are a big concern

for parents, who consistently cite traffic danger as a

reason why their children are unable to bicycle or walk

to school.

Ryder Elementary and Golding Middle Schools are

located off NYS Route 10/Elm Street within a

residential neighborhood in the northwest section of the

Village of Cobleskill. Elm Street has sidewalks but

narrow shoulders that do not encourage cyclists or

provide a sufficient buffer for pedestrians from traffic. A

sidewalk and desire path inventory needs to be completed to identify routes school children use to reach Elm

Street as all roads within the Village do not provide sidewalks or adequate shoulders for cyclists.

Improving children’s safety while walking and biking to and from school is the mission of the Federal Safe

Routes to School (SRTS) Program, and should be considered a local priority.4 Implementing Complete

Streets design elements can provide families with transportation choices, and improve the health of our

children and the community as a whole.

4 US Dept. of Transportation, Federal Highway Administration, Safe Routes to School (SRTS) Program.

http://safety.fhwa.dot.gov/saferoutes/



Sustainability & Environment

Improved roadway designs are a significant factor in reducing carbon emissions and achieving environmental

goals. Providing residents with an efficient transportation network that supports alternative modes of

transportation reduces the number of motorized trips and miles traveled.

Incorporation of alternative environmentally-friendly paving materials, drainage structures and street lighting

is an important component of Complete Streets. Increased use of porous pavements and other stormwater

facilities reduces peak discharges to stream, and improves water quality.In addition, incorporating innovative

green infrastructure techniques for water quality protection and stormwater management is cost-effective

when including non-monetized benefits of rain water retention, carbon sequestration, erosion control,

sustainable, and environmentally friendly planning and design solution to creating walkable, attractive

communities.

The Village of Cobleskill Street Tree Committee is a valuable resource to provide the community with

assistance for planting and maintaining trees. Incorporating street trees into projects encourages non-

motorized travel by providing shade, a buffer from traffic, and supporting the desired character of the

Village.

Opportunities for Healthy Living

The growing epidemic of obesity has communities nationwide searching for ways to improve the built

environment and promote healthier living. The Schoharie Creek corridor provides opportunity to create

access points and trails in and near the village for recreational purposes and enjoyment. The lack or

inadequacy of sidewalks and bicycle paths are often cited as contributing factors to this nationwide problem.

Complete Streets provide opportunities for increased physical activity by incorporating active design

elements that promote walking, jogging and cycling.

The Cobleskill Creek-Trail has been planned for over a decade to connect the Villages of Cobleskill and

Richmondville with a multi-use trail. The completed and proposed portions will allow residents better access

to amenities in both Villages without relying upon motor vehicles. The inclusion of wayfinding within the

Villages to highlight trailheads and along the trail to promote local amenities enhances use.

Economic Activity

A major benefit of Complete Streets is the increase in the patronization of local businesses. Establishments

located along popular pedestrian routes can experience an increase in customer traffic. In an auto-dominated

streetscape, customers often bypass local options in search of larger centers with an adequate parking supply.



Another economic benefit of “reclaiming” the right-of-way for other uses and reducing the number of lanes,

and/or reducing the travel lane width, is potentially increasing parking spaces for businesses by providing

angled parking in areas where the road is wide enough. Other design features that enhance access and

attractiveness of local businesses include:

High-visibility textured/stamped crosswalks

Wider sidewalks and bulb-outs

Improved street lighting and signage

Bike lanes, bike racks, benches, street trees and landscaping.

Context Sensitivity

Complete Streets policies differ depending on the needs of the community as well as its individual

neighborhoods. A busy Main Street is going to have a much different approach than a rural road, so it is

important to be aware of “context sensitivity.” Features will need to be designed and scaled to appropriately

fit the context and character of the area.

The Village of Cobleskill has a rural setting with a quaint central business district along Main Street. The

road design for NYS Routes 7 and 10 is subject to State and Federal standards. Consistency with this plan by

NYS DOT will ensure any reconstruction projects align with the desired character and aesthetics of the

community. The Village is responsible to provide design guidelines and standards that include a complete

street for Village road projects.

Source: http://usa.streetsblog.org



Applicability

Establishing an accessible, safe, and well-connected transportation network means incorporating design

elements and guidelines that address the needs of all users while remaining flexible and relevant. The

majority of the Village’s transportation network is comprised of Local roads (which include Village and

County roads). According to the 2015 NYS DOT Highway Mileage Report, the Village has 5.07 centerline

miles of State roads, 11.52 centerline miles of Village roads, and 0.29 centerline miles of County roads.

The Village of Cobleskill’s Complete Streets Policy Guidelines will be required for all new public streets

constructed by or for the Village and for all streets constructed by private entities that will be dedicated to the

Village as public streets, as is typical of new residential subdivisions. In the latter case, the design elements

of the policy will be reviewed and enforced in conjunction with any permit applications for building permits,

subdivision applications, site plan review or variances.

While roads can be retrofitted in accordance with a Complete Streets policy at any time, there are certain

circumstances which present a logical opportunity to evaluate and potentially redesign an existing street.

These include roads undergoing full-depth pavement repair/replacement and roads undergoing horizontal

realignment. All road projects of this magnitude will be reviewed for the feasibility of incorporating

Complete Streets design elements.

Exceptions

As stated, not all streets are feasible as complete streets. However, all streets should be evaluated for

inclusion of pedestrian and other safety measures that make them more complete. In addition to defining

exceptions through policy language, the Village Board of Trustees must establish a clear process for granting

exceptions to the requirements of this policy. Doing so will ensure that as the policy moves into

implementation, its intent is carried out and exceptions are not abused.

Coordination with Other Jurisdictions

While the Village of Cobleskill will consistently and comprehensively apply the Complete Streets Policy

Guidelines, much of the road network is under the jurisdiction of other entities such as the County or the

State. Although the Village cannot mandate that any other entity adopt a similar policy, the Village will

endeavor to coordinate with these other entities to promote continuity across jurisdictional boundaries.

Fortunately, New York State has a Complete Streets law that is consistent with these policy guidelines.


II. REVIEW OF LOCAL PLANS & POLICY

Communities known for their high quality of life are walkable, bikeable and vibrant, and the consideration of

land use and transportation is critical to the livability of a community. Ensuring that Complete Streets are

consistently provided within the community contributes to this high quality of life. Complete Streets include

elements such as defined pedestrian and bicycle spaces, street trees and benches, pedestrian scaled lighting,

and transit stop shelters. These elements allow people to safely walk to a store or library, take the bus to

school, or bike to the park. Such elements increase the capacity of the street network and positively impact

the physical health and safety of the community.

The Laberge Group reviewed the Village of Cobleskill’s Comprehensive Plan, Zoning Law and Subdivision

Regulations for consistency with Complete Streets concepts. The following technical recommendations

represent professional planning opinion on how these laws could be updated to implement this Complete

Streets Policy. The following proposed changes will help the Village promote a number of community

benefits including enhanced quality of life, improved community health, reduced dependence on

automobiles, and less reliance on fossil fuels.

Integrating Complete Streets practices into local planning and policy decisions will help encourage safe and

active transportation, decrease pollution, and reduce the incidence of childhood obesity, social isolation,

diabetes, and heart disease. By including Complete Streets language in the Comprehensive Plan, the Village

is promoting street design and land use policies that allow people to get around safely on foot, bicycle, or

public transportation.

VILLAGE OF COBLESKILL PLANS AND STRATEGIES

The Village of Cobleskill has several existing plans, strategies and reports that identify projects related to

improving the overall quality of life for the residents through optimizing transportation opportunities. These

documents were developed with various levels of community support and include input from Village

officials and stakeholders, Town of Cobleskill officials, Schoharie County representatives, State officials,

SUNY Cobleskill staff and students, and professional consultants. The documents are the following:

Cobleskill Small Urban Area Corridor Plan (June 2002) – A NYS DOT lead planning effort

required communities to cooperate and devise a plan that would guide transportation projects along

New York State Routes 7, 10, and 145.

Cobleskill Downtown Economic Enhancement Strategy (2007) – A consultant developed

document to represent the community’s economic vision for Downtown Cobleskill.

Cobleskill’s Path to Active Living (March 2011) – This document was produced for the Town and

Village of Cobleskill and SUNY Cobleskill by the Walkable and Livable Communities Institute. The

document aims to shift the focus from a car-centric environment to a people focused community.

II. LOCAL PLANNING & POLICY REVIEW


The Discovery Tool Project Catalyzing Positive Change in Rural Food & Physical Activity

Environments (2014) – A report developed by the Cornell University & Schoharie County

Cooperative Extension using a computerized environment assessment tool to capture barriers and

facilitators to physical activity and strengths and weaknesses of the food environment within the

Village.

The Village of Cobleskill Comprehensive Plan (1999) – The Village’s Comprehensive Plan was

adopted in 1999 and is reviewed in detail in the following section.

1999 VILLAGE OF COBLESKILL COMPREHENSIVE PLAN GOALS, POLICIES AND

STRATEGIES:

The following Goals, Policies and Strategies are included in the 1999 Village of Cobleskill Comprehensive

Plan and support and promote Complete Streets concepts:

Commercial Development

Concentration, rather than spreading out of commercial development along Route 7 is a primary goal. New,

large-scale commercial uses should be directed to existing commercial zones to prevent sprawl…Adaptive

reuse of existing buildings along Main Street should be encouraged for service and small retail use.

Village Character

Preferred development patterns were such that they a) have a 19th century traditional relationship of the

building to the street, b) are on streets that allow on-street parking, sidewalks and shade trees, c) have

builings that use traditional 19th centrury looking signage, d) have green space and landscaping, e) have a

variety of buildings and uses, f) have buildings that have peaked roofs, inviting entrances and human scale

design (rather than designed for the automobile), g) have areas frontages and parking lots are landscaped, and

h) have all parking to the rear or side of the building.

General design and layout principles recommended for incorporating in Village land use laws are:

Buildings and building layouts should be designed with the emphasis on people, rather than

automobiles… Design should reflect pedestrian dimensions through compact form, layout and

streetscape characteristics.

Landscaping, street trees, and natural vegetation are important to maintain and enhance Village

character. Landuse regulations should ensure that there is adequate internal and peripheral open,

green or landscaped space.

Regulations should allow mixed land uses along Main Street to create a balanced community,

improve building utilization, reduce traffic congestion and municipal service costs, and expand the

tax base.



Trees and Landscaping

According to the 1999 Plan landscaping and tree-lined streets are highly valued in Cobleskill and should be

encouraged wherever feasible… Lack of landscaping in Cobleskill, especially in the East Main Street

Commercial Area which is devoid of street trees, is a major issue.

Landscaping requirements in the zoning law should reflect the following principles:

Landscaping standards should be established, and should be an integral part of every project.

Landscape treatments should combine with appropriate walks and street surfaces to provide an

attractive development pattern.

When new development occurs, trees should be required to be planted in the “parkway” between the

street curb and the sidewalk along all Village streets to reinforce Village character, provide a buffer

between vehicular traffic and pedestrians, and provide traffic calming.

Traffic Patterns and the Pedestrian Network

STREETS

The 1999 Plan recommends impacts to traffic flow, aesthetic character of streets, and pedestrian access and

safety should all be given serious review and consideration during any development proposal. Some specific

strategies to control traffic and enhance transportation and pedestrian opportunities through the Village are as

follows:

Main Street should not be widened as a solution to traffic increases. Bike lanes on Route 7 should

also be explored as they may provide an additional traffic calming effect.

A general narrowing of road widths and right of ways is needed to prevent over-built roads.

Flexibility should be allowed to create appropriate Village scale streets on a site by site basis.

To facilitate safe pedestrian crossings along Route 7, the Village should work closely with NYSDOT

to evaluate, and change if needed, signal timings at lights and to explore the feasibility of alternative

options such as “bulb-outs” and pedestrian refuge islands.

SIDEWALKS

Sidewalks form the pedestrian network throughout the Village…Sidewalks also contribute to the character

and safety of an area. A sidewalk program should be developed to include the following strategies:

The Village should explore and implement options to better manage and enforce snow and ice

removal requirements for sidewalks.

Zoning regulations should require sidewalks for all new construction in the future except in the areas

designated for very low density residential land use.

The Village is currently in the process of updating the Comprehensive Plan.



RECOMMENDATIONS

The following are recommendations based upon review of the village’s adopted land use plans and laws.

These recommendations are intended to strengthen policy regarding Complete Streets and the land uses that

support them such as mixed uses.

COMPREHENSIVE PLAN RECOMMENDATIONS

The Village of Cobleskill Comprehensive Plan (1999) currently incorporates several Complete Street

standards as previously summarized. As the Village begins to update the Plan, specific goals and actions

should be incorporated to provide guidance and priority to projects. These projects might be things such as

identifying potential connections to the Cobleskill Creek Trail, or supporting the need for Design Guidelines

or form based code improvements to the zoning law. The Village may want to consider additional strategies

found in Section IV, Complete Streets Policies: Model Language for additional ideas to strengthen the

Village’s ability to enforce, regulate, and/or encourage a mix of improvements for increased mobility and

safety throughout the Village. The proposed changes to these regulations will help the Village promote a

number of community benefits including enhanced quality of life, improved community health, reduced

dependence on automobiles, and less reliance on fossil fuels.

In addition to the 1999 Plan changes summarized above, the committee worked with the consultants to make

the following recommendations regarding local laws and plans. Almost all of these recommendations could

also be addressed in the creation of comprehensive, formal design guidelines and standards for the village.

These are discussed in Section III. Implementation Projects.

ZONING LAW RECOMMENDATIONS

Laberge Group reviewed the Village’s zoning law for opportunities to insert language or strengthen existing

requirements. Although these recommended changes will strengthen Complete Street policies, they all point

toward the need for specific design guidelines for the village. Some of the recommended language refers to

allowing mixed use development. Mixed uses, especially in a village center or downtown zoning district,

promotes vibrancy and walkability. This has the effect of populating those traditionally pedestrian oriented

downtown commercial areas. This strengthens existing business and creates opportunity for new businesses.

Mixed uses also promote walkability by allowing people to live within walking distance of work and/or

shops. Another advantage of residential in the downtown area is that often the parking requirements are

opposite each other, which allows for shared parking and converting parking areas to higher value property

and increased tax revenue.

§160-1.3. Purpose: Add language to the effect of: to ensure that the existing and future built environment

promotes healthy active lifestyles, and provides optimal transportation accessibility and choices for its

residents and visitors.



§160-4.5. Structures with multiple floors: Consider expanding this section to designate mixed-use

development such as the traditional commercial space on the ground floor and residential overhead, or some

other scenario that mixes uses on the same lot.

§160-5.2. Schedule of Area and Bulk Regulations for Residential Uses and for Nonresidential and

Commercial Structures: Consider updating Lot Areas and Yard Setbacks to encourage the desired

aesthetics and character while promoting mixed-use development.

§160-8.20. Sidewalk Cafes: This section permits cafes on a public sidewalk directly in front of the main

establishment. Any new construction or reconstruction of streets should encourage wide sidewalks to

accommodate these cafes which act as outdoor public gathering places. Wider sidewalks between businesses

and the street also create a buffer between traffic and the storefront.

§160-9.2. Off-Street parking and loading requirements common to all districts: Parking requirements

within Mixed Use (MU 1,2,3), General Business (GB), Residential-Multifamily (RMF), and designated

Residential (RR, R 1,2,3) zones should allow and encourage on-street parking to help calm traffic.

Designated on-street loading zones within the Central Business (CB) and Mixed-use zones should be

implemented if delivery vehicles do not have sufficient off-street access to local business. When considering

off street parking requirements, any parking inventory studies should be taken into account. The starting

point for any central business district should be a zero off street parking requirement if there is on street

parking nearby. This approach is being more widely adopted as communities realize that businesses in close

proximity, without parking in between or squeezed onto a lot, creates the concentration of pedestrian activity

required to support the district. It also boosts tax revenue as some parking is able to be built upon.

§160-11. Lighting: Develop a lighting design guideline to specify acceptable exterior lighting for buildings

and streetscapes that are consistent with the aesthetics and character of the Village. All lighting should be

required to be dark sky compliant, and review boards should require lighting cut-sheets to ensure the exact

type of lighting that will be installed.

§160-13.4. Central Business (CB) District: Apply the additional standards for landscaping that are included

in §160-13.5 through §160-13.8.

§160-20.2. Definitions: The definition of “street” should refer to facilities for all users, including motorists,

pedestrians, bicyclists, and public transportation users.



SUBDIVISION REGULATION RECOMMENDATIONS

Article I §135-4. Purpose: Add language to ensure future streets are built to accommodate pedestrian and

bicycle traffic as well as vehicular traffic. For example: Streets shall be of sufficient width and suitable grade

and shall be suitably located to accommodate the safe and convenient circulation of prospective vehicular,

pedestrian, and bicycle traffic, to facilitate fire protection, and to provide access of fire fighting equipment to

buildings.

Article II §135-5. Definitions: The definition of “street” should refer not only to “vehicular traffic”, but

facilities for all users, including motorists, pedestrians, bicyclists, and public transportation users..

Article V §135-8. Streets: The Width, Location and Construction of streets should consider and

accommodate the needs of pedestrian and bicycle traffic as well as vehicular traffic. The section could

further include a classification of roadways and or a cross-section(s) illustrating the options for the required

width of the travel lanes, bike paths, shared pedestrian/bicycle paths, sidewalks, curbing, parking areas and

planting strips within the right-of way.

Article V §135-12. Lots: This section refers to the Zoning Code for reference to lot area and off-street

parking requirements. Ensure the Zoning Code is updated to support these references.

Article V §135-13. Public Sites and Open Space: Add language to encourage open space and recreational

trails in new developments by requiring cluster development and a percentage of the total developable land

be devoted to public open space such as pocket parks, tot lots or linear parks.

Article VI §135-17. Street Improvements: Add language to ensure that new streets are built to

accommodate vehicles and pedestrians, encourage safer vehicle speeds, and promote active living. Design

considerations should be added for sidewalks, bike lanes, “share the road” signs, curb bulb outs or neck

downs, on-street parking, and shared pedestrian/bicycle lanes or paths and paved shoulders, crosswalks,

crossing medians, and other necessary design elements that will enhance pedestrian access and safety, and

help make the Village a more walkable, livable and healthy community. This section could also include more

detail regarding landscaping strips and/or medians that are designed for the purpose of accommodating the

safety, comfort, and convenience of pedestrians and bicyclists.

Article VI §135-21. Street Trees; Planting; Street Name Signs: This section could also include more

detail regarding landscaping strips and/or medians that are designed for the purpose of accommodating the

safety, comfort, and convenience of pedestrians and bicyclists, such as a diagram showing the required

spacing and size of trees. This sections should also include reference to the Zoning Code and §141, Trees.



RECOMMENDED CHANGES TO CHAPTER 148, VEHICLES & TRAFFIC

Article III §146-6. No Parking at Any Time: Update this section to allow street parking in locations that

would benefit from angled or parallel parking to aid in reducing travel speeds and improve access to local

business.

Article III §148-12. Double or Diagonal Parking: Update this section to allow angled street parking in

locations that would benefit from reduced travel speeds and improved access to local business.

Visualization of Main Street Restriped

Source: Cobleskill’s Path to Active Living

III. IMPLEMENTATION PROJECTS



The following projects are activities the village can and should undertake now. Some of these will require

significant project planning and management. Grants may be available for many of these projects and

activities.

TRAFFIC CALMING/SPEED REDUCTION PROJECTS

Traffic speed is a significant safety risk for any community. In Cobleskill, traffic speed along NYS Route 7

(Main Street) through the Central Business District and past SUNY Cobleskill as well as along NYS Route

10 (Elm Street) is a concern. These routes have overly wide travelling lanes, faded striping, underutilized on-

street parking, and poor posted speed limit signage; all of which encourage higher rates of speed for

motorized vehicles. The current design is commonly found on state routes throughout New York State and is

due to an institutional preference for accommodating a higher Level of Service for roads. While that

efficiency is appreciated and appropriate on a rural highway, it has been very detrimental to villages

throughout New York State including Cobleskill. Many communities are taking action and the necessary

steps to redesign state and county roads within populated areas in towns and villages to make them more

complete, while maintaining their important function as conduits for trucks and other travelers.

There is not a single solution that will reduce traffic speeds within the Village, but there are several options

that will contribute to reaching a preferred travel speed. The following are Complete Street

recommendations that are known to work:

Recommendation #1: Speed Monitoring Device

It is recommended that the Village invest in a traffic speed monitoring

device or sign (see picture example) to place at the gateways of SUNY

Cobleskill to inform motorists of their speed. The Village of Cobleskill

should work with the NYS Department of Transportation (NYS DOT) to

select a device that is appropriate for the Village and does not conflict with

any NYS DOT standards (i.e. height, size, lighting, placement, etc.). In

addition, the Village should continue to work with NYS DOT to determine

if future speed limit changes or other passive speed control and/or traffic

calming measures, such as increased parking along Main Street, are feasible

within this section on NYS Route 7.



Recommendation #2: Roundabouts

Studies show that roundabouts reduce

personal injury crashes by 90% while moving

vehicular traffic more efficiently and

providing pedestrians with safer crossings.

The Village should explore the feasibility of

constructing a single-lane roundabout or

options to “square” the intersection, and

reduce pavement, with sidewalk bulb-outs for

the intersection of Park Place, Grand Street,

and Main Street. The current configuration of

this intersection does not allow sufficient

flow for vehicles and the unconventional

angles and number of access points to the

intersection restrict signal timing and

complicates pedestrian crossings. A roundabout at this intersection creates a focal point for Downtown

Cobleskill and highlights amenities such as the park and local business.

Recommendation #3: Bicycle Lanes and Sharrows

The Village should work with NYS DOT and

approve new striping along NYS Route 7 to include

bicycle lanes or sharrows (shared lane bicycle

markings). These should be designated where the

current road width is sufficient to include two 10’

travel lanes with a 5’ wide bicycle lane on each side.

Not only do these lanes provide a mobility option for

non-motorized travel, the visual cue encourages

slower travel speeds by motorists due to the narrow

travel lane and presence of cyclists.

Sharrows are another visual cue that reminds drivers

that cyclists may be present on the road, and in

congested areas may take the lane, which is often the

safest means. In addition to sharrows striping roads

with a narrower travel lane and wide stripes provides

a visual cue that will help reduce travel speeds and

provide a better buffer for cyclists and pedestrians

along areas that do not have a bicycle lane or

landscape strips between the road and sidewalk.



Recommendation #4: Bulb Outs and Medians

Add diagonal parking with bulb outs (curb

extension) to locations such as along Park

Place to the intersection of NYS Route 7.

The additional parking is a benefit to

downtown businesses while the bulb out

will narrow the travel lane which reduces

travel speeds and makes pedestrian crossing

safer.

Collaborate with NYS DOT to provide

raised medians along wide sections of the

road such as West Main Street to provide a

pedestrian refuge. These raised medians

allow pedestrians to safely cross wide roads

and make crossings more visible to

motorists. Crosswalks in the Village should

be restriped with wide, high visibility, durable stripes that notify motorists of pedestrian crossings. These

medians may be designed to accommodate plowing, and in the summer concrete urns with plantings may be

placed on them to further define the space, and soften the environment.

Curb extensions, also known as bulb-outs or neck-downs, shorten the pedestrian

crossing distance between businesses, and visually and physically narrowing the

roadway, improving the ability of pedestrians and motorists to see each other

and reducing the time that pedestrians are in the street.

Copyright Laberge Group, 2013.



PEDESTRIAN ACCESS, MOBILITY & WAYFINDING

Like many upstate village, The Village of Cobleskill attempts to keep up and reverse deficiencies with their

sidewalks and pedestrian connections. However, the existing sidewalks throughout the Village are in general

disrepair and basic maintenenace and snow removal are a concern as these responsibilities rest solely with

the property owners. Like most older communities, sections of the sidewalk network do not meet current

accessibility standards and are often positioned without a landscape strip or any type of buffer from vehicular

traffic.

Keeping up with painted street surfaces is a constant battle in communities that also battle snow. The Village

has several unmarked and/or faded crosswalks that are not visible to motorists and unsafe for pedestrians.

There are also locations along NYS Route 7 that are very wide making it difficult for pedestrians to cross.

The Village is home to SUNY Cobleskill and each year this University attracts new residents and visitors.

The Village lacks a uniform wayfinding program to direct residents and visitors to local businesses and

attractions.

Recommendation #1: Bicycle and Pedestrian Facility Master Plan

The Village should develop and adopt a bicycle and pedestrian facility master plan to set goals and identify

needed improvements to the transportation system relative to proposed and existing facilities. This plan

would allow the village to prioritize projects and maintenance objectives in the near and long term. The

prioritization of projects aids the Village with annual budgeting for improvements and supports bicycle and

pedestrian facility applications for Grant Funding. Many communities have started replacing their older

sidewalks with new sidewalks that meet accessibility standards. The most direct way of doing this is using

existing labor in the village of town highway and DPW departments to replace one or more sections per year

as funding and time allows. A master plan allows the administration to prioritize and set the objectives for

the year based upon need as defined in the plan and public input.

This type of plan need not be elaborate. It can simply be a map and spreadsheet with the project, cost and

year to be completed based upon an inventory of facilities and necessary improvements. It can also aid in

developing a better plan for snow removal on

sidewalks that does not depend solely on

individual property owners.

Recommendation #2: Pedestrian

Environment

Sidewalks and bicycle are hard surfaces just as a

motor vehicle roadway. The difference being that

the people using them are exposed to the elements.

Just like motorized roadways, in order to soften

the impact on the community, and provide a more

welcoming and sheltered environment. Wherever



possible vegetated strips between the road and sidewalks with street trees should be installed to provide a

buffer for pedestrians and cyclists. This will allow for improved aesthetics and character within the Village.

It also lends a more pleasing experience for all users, and provides traffic calming. In locations that a

landscape strip is not feasible, restripe the roads with wide stripes allowing for the largest possible shoulder

to make pedestrians and cyclists more comfortable.

Recommendation #3 Safe Routes to School

Identify concentrations of routes and crossings used by students to access schools and require adherence to

the Safe Routes to Schools Program (SRTS). These routes should be priority projects for complete streets

and identified in the Bicycle and Pedestrian

Facility Master Plan.

Recommendation #4 Wayfinding

Wayfinding allows pedestrians and bicyclists to

locate local amenities and is a proven concept

to increase non-motorized mobility. A uniform

wayfinding program for the Village will draw

more visitors from the University and local

residents to spend more time and money within

the Village. The signage is also a way to

support the desired character within the Village

of Cobleskill.

MULTI-MODAL TRAIL & OPEN SPACE

A recreational trail between the Village of Cobleskill and the Village of Richmondville has been planned for

over a decade. The Cobleskill Creek Trail will support the needs of Schoharie County by providing a natural

place for regular exercise. People of all ages will be able to utilize the trail to pursue and enjoy various

fitness activities. The Schoharie County Trail Association (SCTA) has initiated implementation of this trail

and outlined the many benefits to be provided by the Cobleskill Creek Trail, including the following:

Environmentally, the trail will help people link with the outdoors and appreciate local wildlife and

other resources.

Educationally, the trail will act like a virtual lab, where people can learn and experience first hand

about their natural environment, cultural places, agriculture, and history. Kiosks along the trail are

envisioned to educate trail users about agriculture, floodplains, wetlands, and archaeology.

Economically, the Cobleskill Creek Trail will provide an opportunity to encourage trail related

businesses to be developed and existing businesses can provide a place for visitors to dine and shop.5

5 http://schohariecreatinghealthyplaces.com/pdfs/Final%20Cobleskill%20Creek%20Brochure%207-2013.pdf (Attached as Appendix A)

Source: Cobleskill’s Path to Active Living

http://schohariecreatinghealthyplaces.com/pdfs/Final%20Cobleskill%20Creek%20Brochure%207-2013.pdf



Open space provides residents outdoor public areas for recreational activities and informal gathering areas.

The benefits of open spaces are well documented and improve the aesthetics and quality of life within a

community.

Recommendation #1 Collaborate

The Village of Cobleskill, in collaboration with SUNY Cobleskill, should aggresively pursue funding for the

planning and construction of additional sections to the Cobleskill Creek Trail. The completed and proposed

phases of this trail, along with improved sidewalks and new bike lanes along NYS Route 7, provide a critical

connection for a non-motorized link from Downtown Cobleskill to the High School.

Future trail sections will require easements and/or right-of-ways granted by property owners. The expansion

of this trail and the updated requirements for open space with new development provides the Village an

opportunity to offer residents more public space for outdoor recreation. Eventually, the SCTA envisions the

trail being connected with other communities throughout the region.

Recommendation #2 Official Map

Another means for assuring the trail alignment stays intact is through the use of an Official Map for the

Village. An Official Map is allowed under New York State law to designate current and future roads, and

parks. Designating the trail as a linear park on the Village’s and the Town’s Official Maps would ensure that

any development on those parcels in future must accommodate the trail right of way. It does not require that

the easements be granted, but the property may not be developed in such a way as to preclude trail

development.



CHARACTER, AESTHETICS & PLACEMAKING

The Village of Cobleskill Comprehensive Plan identifies a specific 19th century character and scale for the

Village. This type of community character is dependent on building size and styles, sidewalks, proper

parking, and vibrant downtowns. Village residents take pride in the existing community, but current

conditions of sidewalks, lack of street trees and sitting areas, access to the local business districts, and

building-use restrictions have not continued the desired character.

The Village has a unique opportunity to increase business and residential opportunities for new and current

residents while improving the desired character of community. The annual influx of students at the

University supports local business as long as they are accessible and in a desirable community.

Updating the Zoning and Subdivision Code to encourage mixed use, revise requirements for lot and setback

dimensions, and allow more on-street, diagonal parking while eliminating or reducing off street parking

requirements will further the need for better bicycle and pedestrian facilities. The traffic calming and

pedestrian access solutions in previous sections are tailored to improve the character and aesthetics of the

Village while a wayfinding program helps with Placemaking.

Recommendation #1: Design Guidelines

The Village should adopt design guidelines and standards that encourage the desired building form,

architecture and performance and include specific, approved options for signage, lighting, sidewalks, and

streetscape improvements such as buffers and seating.

The Village should also consider adopting a Form Based code in targeted areas, or village wide. A Form

based code is a type of zoning that focuses on the form and performance of development rather than only the

use. It has become a popular type of zoning especially for those areas where new development or

redevelopment is desired or imminent.

Recommendation #2: Parking Improvements

Allowing more on-street,

diagonal parking not only

improves access to local

business, it will reduce the need

for off-street parking lots that

tend to consume desirable land,

suppress the desire to walk,

incur maintenance costs, and

cause blight.

Park Place visualization for diagonal

parking with “bulb out”



Recommendation #3: Sidewalk Maintenance

Residents prefer wide, smooth sidewalks with a landscape strip that has street trees to provide a buffer from

traffic and is more aesthetically pleasing. Sidewalks that are in good condition provide pedestrian access to

local business and improve the overall health of a community encourage and facilitate more walking. When

sidewalks are in disrepair, are located directly next to the road, or not properly cleared during a snow event,

they discourage pedestrian use and contribute to blight. The Village needs to ensure sidewalks are

constructed, maintained and repaired with these features and involve residents and NYS DOT in the design

process for both existing repairs and new sidewalks.

Recommendation #4: Public Transportation Facilities

The Village should collaborate with Schoharie County Public

Transportation to upgrade transit service options and transit

shelters. The shelters should match the desired character of the

Village and improved service will contribute to a more vibrant

community.

Recommendation #5: Wayfinding Program

Placemaking is an important tool that highlights the desired

character and aesthetics of a community. The Village should

develop standards for wayfinding and street name signs,

outdoor and street lighting, outdoor seating, and signage. A

uniform set of standards defines a place and contributes to the

desired character of the Village. Design Guidelines can

specifically refer to the desired styles that are consistent with

the community vision.

LOW-COST IMPROVEMENT OPPORTUNITIES

Even small projects can be an opportunity to make meaningful, easy-to-implement, low-cost improvements.

For example, in repaving projects, an edge stripe can be shifted to create more room for pedestrians or

cyclists, or a new crosswalk can be added. During routine work on traffic lights, the timing can be changed to

better accommodate pedestrians walking at a slower speed. Reclaiming the right-of-way for other uses and

reducing the number of lanes, and/or reducing the travel lane width, can potentially increase parking spaces

for businesses by providing angled parking in areas. A strong Complete Streets Policy integrates Complete

Streets planning into all types of projects, including new construction, reconstruction, rehabilitation, repair,

and maintenance.6 When implementing Complete Streets design elements, the Village should:

Keep it simple, and focus first on easy-to-implement and low-cost solutions.

Match the treatment to the type of problem.

Identify and program longer-term improvement needs.

6 Elements of a Comprehensive Complete Streets Policy. National Complete Streets Coalition, www.completestreets.org



IMPLEMENTATION PROJECTS TABLE

Project

Recommendation

Project

Difficulty

1-5

Time for

Completion Lead Agency Funding Sources

Traffic Calming and Speed Reduction

Speed Monitoring

Device 1 1 year Village SRTS, TIP, Village Funds

Roundabout at Grand

and Main Streets 3 2 years NYS DOT/Village TIP/NYS DOT/Village

Bicycle Lanes and

Sharrows 2 1 years NYS DOT/Village TIP/NYS DOT/Village

Bulb Outs and

Medians 3 2 years NYS DOT/Village TIP/NYS DOT/Village

Pedestrian Access, Mobility and Wayfinding

Bicycle and Pedestrian

Facility Master Plan 1 1 year Village Village

Buffers N/A

Wayfinding Program 2 1 year Village NYS DOS

Multi-Modal Trail and Open Space

Collaborate 1 NA Villages/DOT/SCTA

Official Maps 2 1 year Villages and Town General Funds

Village Character, Aesthetics and Placemaking

Design Guidelines/

Form Based Code 3 1 year Village

NYS DOS Main Street Tech.

Assistance Program

Parking Improvements 4 2 years Village Village/TIP

Sidewalk Maintenance

Plan 3 1 year Village Village

Public Transportation

Facilities Plan 2 1 year SCPT, Village SCPT

Wayfinding and Sign

Uniformity Plan 2 1 Year Village DOS


IV. COMPLETE STREET POLICIES:

MODEL LANGUAGE

The following model Vision Statement which supports and promotes Complete Streets has been extracted

from a report developed by the National Policy and Legal Analysis Network to Prevent Childhood Obesity

(NPLAN).7 The Vision Statement could be incorporated into the Village of Cobleskill’s Comprehensive Plan

when the Village commences a comprehensive plan update. The Village is encouraged to tailor the sample

language to local needs, concerns, and conditions in order to strengthen the Comprehensive Plan.

SAMPLE: COMPLETE STREET VISION STATEMENT

COMPLETE STREET VISION STATEMENT: . . . . . . . The community envisions a transportation

system that encourages healthy, active living, promotes transportation options and

independent mobility, increases community safety and access to healthy food, reduces

environmental impact, mitigates climate change, and supports greater social interaction and

community identity by providing safe and convenient travel along and across streets through

a comprehensive, integrated transportation network for pedestrians, bicyclists, public

transportation riders and drivers, [insert other significant local users if desired, e.g. drivers

of agricultural vehicles, emergency vehicles, freight, etc.] and people of all ages and

abilities, including children, youth, families, older adults, and individuals with disabilities.

SAMPLE COMPLETE STREET GOALS & STRATEGIES

The Village of Cobleskill Comprehensive Plan has targeted several Goals, Policies, and Strategies that

support and promote Complete Streets concepts8, and the following sample language would strengthen

support for Complete Streets within the Comprehensive Plan. While the Village updates the Comprehensive

Plan, it is encouraged to tailor these sample statements to local needs, concerns, and conditions, and to

identify the agency or department responsible for implementation:

COMPLETE STREET GOAL: . . . . . . . Provide safe and comfortable routes for walking,

bicycling, and public transportation to increase use of these modes of transportation, enable

convenient and active travel as part of daily activities, reduce pollution, and meet the needs

of all users of the streets, including children, families, older adults, and people with

disabilities.

7 Model Comprehensive Plan Language on Complete Streets, National Policy & Legal Analysis Network to Prevent Childhood

Obesity (NPLAN), February 2010 8 See the Village of Cobleskill Comprehensive Plan, 1999.

IV. COMPLETE STREETS POLICIES: MODEL LANGUAGE


SAMPLE COMPLETE STREET STRATEGIES: In planning, designing, and constructing Complete Streets, the

following strategies should be considered by the Village of Cobleskill:

1. Integrate Complete Streets infrastructure and

design features into street design and

construction to create safe and inviting

environments for all users to walk, bicycle,

and use public transportation

2. Include infrastructure that promotes a safe

means of travel for all users along the right-

of-way, such as sidewalks, shared use paths,

bicycle lanes, and paved shoulders.

3. Prioritize incorporation of street design

features and techniques that promote safe and

comfortable travel by pedestrians, bicyclists,

and public transportation riders, such as traffic

calming circles (roundabouts), additional

traffic calming mechanisms, narrow vehicle

lanes, raised medians, dedicated transit (bus)

lanes, transit priority signals, transit and

sidewalk bulb-outs, road diets, high street

connectivity, and physical buffers and

separations between vehicular traffic and

other users.

4. Include infrastructure that facilitates safe

crossing of the right-of-way, such as

accessible curb ramps, crosswalks, refuge

islands, and pedestrian signals; such

infrastructure must meet the needs of people

with different types of disabilities and people

of different ages.

5. Ensure that sidewalks, crosswalks, public

transportation stops and facilities, and other

aspects of the transportation right-of-way are

compliant with the Americans with

Disabilities Act and meet the needs of people

with different types of disabilities, including

mobility impairments, vision impairments,

hearing impairments, and others. Ensure that

an ADA Transition Plan includes a

prioritization method for enhancements and

revise if necessary.

6. Ensure that pedestrians and crosswalks are not

impeded by the presence of snow, and that

when snow is removed it is done in such a

way as to not create snow-piles that defer

pedestrians from crossing intersections

properly and safely.

7. Ensure use of these additional features that

improve the comfort and safety of users:

Pedestrian-oriented signs for wayfinding,

pedestrian-scale lighting on sidewalks and

paths, benches and other street furniture,

bicycle parking facilities, and comfortable

and attractive public transportation stops

and facilities.

Street trees, landscaping, and planting

strips, including native plants where

possible, in order to buffer traffic noise

and protect and shade pedestrians and

bicyclists.

8. As necessary, restructure and revise the

zoning and subdivision codes, and other

plans, laws, procedures, rules, regulations,

guidelines, programs, templates, and design

manuals, in order to integrate, accommodate,

and balance the needs of all users in all street

projects on public [and private] streets.

9. Develop a long-term plan for a bicycle and

pedestrian network that meets the needs of

users, including pedestrians, bicyclists, public

transportation riders, and people of all ages

and abilities, including children, youth,

families, older adults, and individuals with

disabilities.

IV. COMPLETE STREETS POLICIES: MODEL LANGUAGE


10. Develop or revise street standards and design

manuals, including cross-section templates

and design treatment details, to ensure that

standards support and do not impede

Complete Streets.

11. Conduct a demand analysis for each category

of user (pedestrian, cyclist, transit riders),

mapping locations that are already oriented to

each mode of travel and type of user and those

for which there is latent demand.

12. Identify and prioritize necessary changes in

order to implement the preferred network;

prioritize neighborhoods with the greatest

need and projects that significantly alleviate

economic, social, racial, or ethnic inequities.

13. Explore the use of non-standard locations and

connections for bicycle, pedestrian, and public

transportation facilities, such as easements,

restored stream corridors, and railroad rights-

of way.

14. Develop funding strategies for addressing

additional needs; actively pursue funding

from state, federal, and other sources.

15. Explore imposing dedication requirements on

new development to create paths, open space

and other Complete Streets infrastructure.

16. Collaborate with the County, State and other

appropriate local and regional agencies, to

integrate bicycle, pedestrian, and public

transportation facility planning into regional

and local transportation planning programs

and agencies to encourage connectivity

between neighboring jurisdictions.

Example Cross Section Template for a Complete Street

Village of Cobleskill ♦ Complete Streets Policy Guidelines Appendix A

APPENDIX A.

COBLESKILL’S PATH TO ACTIVE LIVING (2011)

Village of Cobleskill ♦ Complete Streets Policy Guidelines Appendix B

APPENDIX B.

COBLESKILL CREEK TRAIL BROCHURE

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