Pedestrian Safety Action Plan Wisconsin Countermeasures and Funding

1. Pedestrian Safety Action Plan � Wisconsin Countermeasures and Funding 2005 APBP Professional Development Seminar Series � Chicago - 2005 I�m here to talk about countermeasures and funding, broken down into the statewide pedestrian safety plan.I�m here to talk about countermeasures and funding, broken down into the statewide pedestrian safety plan.

2. Countermeasures Statewide Pedestrian Plan Facility-Based Countermeasures Non-facility Countermeasures Funding Looking at facility-based counter measures and non-facility-based counter measures and then finally some funding. I won�t go into quite as much detail as Michael has, it�s more of an overview of what we�re doing in the state DOT and what�s going on in Wisonsin. Looking at facility-based counter measures and non-facility-based counter measures and then finally some funding. I won�t go into quite as much detail as Michael has, it�s more of an overview of what we�re doing in the state DOT and what�s going on in Wisonsin.

3. Wisconsin Multiple Choice: Suburb of Chicago Suburb of Minneapolis-St.Paul Home to the next ProBike-ProWalk Conference Home to the next ProWalk-ProBike All of the Above For you people who don�t know Wisconsin, here�s a multiple choice question for you. Are we a suburb of Chicago, are we a suburb of Minneapolis-St. Paul, are we home to the next ProBike-ProWalk conference, are we home to the next ProWalk-ProBike conference, or all of the above? It�s actually all of the above, in fact, we have a little bit of metro Dubuque in Wisconsin and a little bit of metro Duluth in Wisconsin, so we�ve got all of these metro areas we�re trying to work their ways into Wisconsin.For you people who don�t know Wisconsin, here�s a multiple choice question for you. Are we a suburb of Chicago, are we a suburb of Minneapolis-St. Paul, are we home to the next ProBike-ProWalk conference, are we home to the next ProWalk-ProBike conference, or all of the above? It�s actually all of the above, in fact, we have a little bit of metro Dubuque in Wisconsin and a little bit of metro Duluth in Wisconsin, so we�ve got all of these metro areas we�re trying to work their ways into Wisconsin.

4. Wisconsin Info 7%, 521 million, .38/1000 5.5 million, 15 MPOs 12,000 mile state system, 17,000 mile county and 70,000 town road system Fewer Crashes & Pedestrian Awards Lower Rate or Fewer Pedestrians Some other numbers here. Seven percent is our mode split for pedestrian trips. Seven percent, 7.02% of trips in Wisconsin are made by foot. 512 million the number of pedestrian trips in the state, 521 million trips each year. That�s from our household survey. Point three-eight over 1000is our crash rate, 0.38 crashes per thousand people. I think it�s about 0.6 for the national average. We�ve got 5.5 million people, 15 MPOs. We�ve got a 12,000-mile state highway system, 17,000 miles of county roads, and 70,000 town roads, about 10,000 municipal roads. We do have fewer crashes in terms of a rate basis than the national average and we�ve received a number of pedestrian travel awards from AAA, but I always question that rather than we get on our high horse. I�m wondering if it�s really that lower rate or if there are just fewer pedestrians out there, and I think it�s probably a little bit of both. Some other numbers here. Seven percent is our mode split for pedestrian trips. Seven percent, 7.02% of trips in Wisconsin are made by foot. 512 million the number of pedestrian trips in the state, 521 million trips each year. That�s from our household survey. Point three-eight over 1000is our crash rate, 0.38 crashes per thousand people. I think it�s about 0.6 for the national average. We�ve got 5.5 million people, 15 MPOs. We�ve got a 12,000-mile state highway system, 17,000 miles of county roads, and 70,000 town roads, about 10,000 municipal roads. We do have fewer crashes in terms of a rate basis than the national average and we�ve received a number of pedestrian travel awards from AAA, but I always question that rather than we get on our high horse. I�m wondering if it�s really that lower rate or if there are just fewer pedestrians out there, and I think it�s probably a little bit of both.

5. Statewide Pedestrian Plan Outlines Strategies and Actions Makes a WisDOT Commitment Raised Awareness � More general support than Bicycle Plan One of the strategies that we used about five years ago was we developed the Statewide Pedestrian Plan, separate from our bicycle plan. That outlines strategies and actions, and one of the nice things is we really make a commitment on the part of our department, not only for the state highway system, but how we will work hand in hand with local governments. I think the plan really raised awareness, I found in the department there was more support for our pedestrian plan than for our bicycle plan, I�m glad we did the plans separately, although it�s a lot more work.One of the strategies that we used about five years ago was we developed the Statewide Pedestrian Plan, separate from our bicycle plan. That outlines strategies and actions, and one of the nice things is we really make a commitment on the part of our department, not only for the state highway system, but how we will work hand in hand with local governments. I think the plan really raised awareness, I found in the department there was more support for our pedestrian plan than for our bicycle plan, I�m glad we did the plans separately, although it�s a lot more work.

6. Facility-Based Countermeasures - Positives Sidewalks � Attractively Priced (90% cost-shared on state system) Sidewalks � Some suburbs have changed subdivision and sidewalk ordinances 70% of state system has paved shoulders Some of the facility-based counter-measures we�ve been using: The sidewalks in Wisconsin DOT on our state highways, we�ve offered them an 80% for the actual construction of sidewalks when we need to construct a new street or build a new street, but we pay for 100% of the right-of-way and the grading for the sidewalks, which comes out to be about 90% of the cost for the sidewalk. It�s kind of an offer, they take it or leave it at that time. If a community comes back and says �We want that deal� later on, there�s no deal, it�s got to be done at reconstruction or new construction. It�s a pretty good deal and we find that cities take advantage of this, but not all of the suburbs do. I�ve also found in the last ten years, there�s been a number of suburbs of Milwaukee and Madison that have changed their sidewalk policy, and their subdivision ordinances are now requiring sidewalks in their subdivisions ordinance and there�s probably at least half a dozen suburbs that have done that now. Seventy percent of our state highway system does have paved shoulders now and that�ll probably go up to 80-85% in the next five years. It�ll probably stop there, there�s probably 10 to 15% of our roads or state highways that are under 1,000 cars per day and we will probably never put these shoulders on those. I want to go back here because there are a number of community actions that are taking place. Traffic calming is widespread, especially in Madison and Milwaukee and a number of other communities. A lot of traffic humps are being placed, a lot of the neighborhood traffic circles are being built, especially in the two largest communities in Wisconsin. The City of Madison is using the LPIs a lot, I�ll bet there are a dozen intersections with the LPIs in Madison and I know they�re working pretty well, I know there�s just a couple in my neighborhood. One of the things that we have funded through our department are the community coalitions, and they in turn have been working with neighborhood associations. For example, in my neighborhood, the major arterial street, we�ve had campaigns and one of the things that we tried to do is comprehensively tie a number of actions together. We tied pace cars together, the speed boards, the yard signs, speed enforcement, and a media campaign. We tried to do it for a week. We also tried to do the yard signs with the enforcement at first and when we go back six months later and put the yard signs up, I think there�s some connection among drivers, if they see the yard signs, they probably will see enforcement along with that, which doesn�t always occur. Enforcement can�t be around all the time, so we try to tie that with the enforcement to give the illusion that the enforcement is right around the corner. The yard signs are just �Slow Down,� �Pedestrian Zone,� �Drive Carefully,� Speed Limit 25 MPH,� just an awareness campaign on the part of the neighborhoods and on the part of the safe communities coalition.Some of the facility-based counter-measures we�ve been using: The sidewalks in Wisconsin DOT on our state highways, we�ve offered them an 80% for the actual construction of sidewalks when we need to construct a new street or build a new street, but we pay for 100% of the right-of-way and the grading for the sidewalks, which comes out to be about 90% of the cost for the sidewalk. It�s kind of an offer, they take it or leave it at that time. If a community comes back and says �We want that deal� later on, there�s no deal, it�s got to be done at reconstruction or new construction. It�s a pretty good deal and we find that cities take advantage of this, but not all of the suburbs do. I�ve also found in the last ten years, there�s been a number of suburbs of Milwaukee and Madison that have changed their sidewalk policy, and their subdivision ordinances are now requiring sidewalks in their subdivisions ordinance and there�s probably at least half a dozen suburbs that have done that now. Seventy percent of our state highway system does have paved shoulders now and that�ll probably go up to 80-85% in the next five years. It�ll probably stop there, there�s probably 10 to 15% of our roads or state highways that are under 1,000 cars per day and we will probably never put these shoulders on those. I want to go back here because there are a number of community actions that are taking place. Traffic calming is widespread, especially in Madison and Milwaukee and a number of other communities. A lot of traffic humps are being placed, a lot of the neighborhood traffic circles are being built, especially in the two largest communities in Wisconsin. The City of Madison is using the LPIs a lot, I�ll bet there are a dozen intersections with the LPIs in Madison and I know they�re working pretty well, I know there�s just a couple in my neighborhood. One of the things that we have funded through our department are the community coalitions, and they in turn have been working with neighborhood associations. For example, in my neighborhood, the major arterial street, we�ve had campaigns and one of the things that we tried to do is comprehensively tie a number of actions together. We tied pace cars together, the speed boards, the yard signs, speed enforcement, and a media campaign. We tried to do it for a week. We also tried to do the yard signs with the enforcement at first and when we go back six months later and put the yard signs up, I think there�s some connection among drivers, if they see the yard signs, they probably will see enforcement along with that, which doesn�t always occur. Enforcement can�t be around all the time, so we try to tie that with the enforcement to give the illusion that the enforcement is right around the corner. The yard signs are just �Slow Down,� �Pedestrian Zone,� �Drive Carefully,� Speed Limit 25 MPH,� just an awareness campaign on the part of the neighborhoods and on the part of the safe communities coalition.

7. Facility-Based Countermeasures - Negatives 10% Sidewalk cost share and maintenance by Locals Not enough Medians Intersections � Curve radii and tapers, satisfaction of long-term auto projections Some of the negatives for countermeasures: We still have 10% of the cost being charged to the local community with this highway system, for sidewalks. We also require maintenance; we don�t maintain sidewalks, so the flip-flop for the 90% spending for sidewalks is that local communities have pay for 10% of the sidewalk. We are not doing nearly enough medians on our state highways and I think that is one of the most important things that can be done in order to split the traffic up for safe pedestrian crossing, and we�re just simply not doing enough of those. And then the other thing that we just haven�t done a good enough job of tackling are the intersections. We still are building wide intersections, the satisfaction of long term auto projections means that we are kind of slaves to these projections. And when you�re slaves to these projections, �oh, it�s 8,000 today but we�re going to have 16,000 in 2030.� What happens is that you build a four lane highway, and you also put in a right turn lane there, and you put a taper there, so you have these pretty generous curb radii that make it more difficult for people to cross. We just haven�t dealt with that problem, we just haven�t compromised enough on that, so I think we�ve got to do a better job on that. One of the things that hasn�t been mentioned yet is, it�s really all about safety, isn�t it? It�s not only always about safety, right? There are other things that are very important, like access. So if you�re concentrating only on safety, you�ve got to think about access as well. For example, the street that I live right off of, Monroe Street, if you�re satisfied with staying on the side of the street that we live on, you�ll never be able to catch the bus. It�s probably safer to stay on the same side of Monroe Street, you can do all of your trip making on that side of Monroe Street, but you�ll never be able to travel on the other side of our neighborhood because you can�t cross the street. It�s safer to stay on this side of the street, but you�ve still got to get across the street. So it�s not just about safety, it�s about access as well. Some of the negatives for countermeasures: We still have 10% of the cost being charged to the local community with this highway system, for sidewalks. We also require maintenance; we don�t maintain sidewalks, so the flip-flop for the 90% spending for sidewalks is that local communities have pay for 10% of the sidewalk. We are not doing nearly enough medians on our state highways and I think that is one of the most important things that can be done in order to split the traffic up for safe pedestrian crossing, and we�re just simply not doing enough of those. And then the other thing that we just haven�t done a good enough job of tackling are the intersections. We still are building wide intersections, the satisfaction of long term auto projections means that we are kind of slaves to these projections. And when you�re slaves to these projections, �oh, it�s 8,000 today but we�re going to have 16,000 in 2030.� What happens is that you build a four lane highway, and you also put in a right turn lane there, and you put a taper there, so you have these pretty generous curb radii that make it more difficult for people to cross. We just haven�t dealt with that problem, we just haven�t compromised enough on that, so I think we�ve got to do a better job on that. One of the things that hasn�t been mentioned yet is, it�s really all about safety, isn�t it? It�s not only always about safety, right? There are other things that are very important, like access. So if you�re concentrating only on safety, you�ve got to think about access as well. For example, the street that I live right off of, Monroe Street, if you�re satisfied with staying on the side of the street that we live on, you�ll never be able to catch the bus. It�s probably safer to stay on the same side of Monroe Street, you can do all of your trip making on that side of Monroe Street, but you�ll never be able to travel on the other side of our neighborhood because you can�t cross the street. It�s safer to stay on this side of the street, but you�ve still got to get across the street. So it�s not just about safety, it�s about access as well.

8. Non-Facility Based Community Sensitive Design Process � increased sensitivity to ADA issues and documentation for no actions. Flexing the design standards. Bicycle and Pedestrian Course - Planning and Designing Safe Facilities. Sponsored and supported by 4 divisions. Some of the non-facility based things we�ve been doing is we�ve got our own version of community-sensitive design, or context-sensitive design, trying to increase sensitivity to ADA issues through this. One of the nice things that we added is that if sidewalks are going to be put in place, we need documentation of that. We need to know when the City Council took action on that, if the Public Works director decided that they don�t want sidewalks, we need a name, we need some information about why that was turned down. The other nice thing about community-sensitive design is that it allows flexibility in design standards. We didn�t have that before and I think that will be a gain to designing intersections and also to designing safer roadways for pedestrians. We have a new bicycle and pedestrian course, Planning and Designing Safe Facilities that brought together four divisions, we�ll all offer that on an annual basis. Some of the non-facility based things we�ve been doing is we�ve got our own version of community-sensitive design, or context-sensitive design, trying to increase sensitivity to ADA issues through this. One of the nice things that we added is that if sidewalks are going to be put in place, we need documentation of that. We need to know when the City Council took action on that, if the Public Works director decided that they don�t want sidewalks, we need a name, we need some information about why that was turned down. The other nice thing about community-sensitive design is that it allows flexibility in design standards. We didn�t have that before and I think that will be a gain to designing intersections and also to designing safer roadways for pedestrians. We have a new bicycle and pedestrian course, Planning and Designing Safe Facilities that brought together four divisions, we�ll all offer that on an annual basis.

9. Non-Facility Based (con�t) Bureau of Safety Support: - Pedestrian Safety continues to be a Wisconsin Priority - Use NHTSA 402 Funding � Up to $200,000 per year. $100,000 in state $ - Full-time Safety Program Manager for 30 years. One of a few states to have this. We have very good Bureau of Transportation Safety support. Pedestrian safety continues to be a Wisconsin priority. We�ll use the NHTSA 402 funding for that. Up to $200,000 of funding per year, we tie that to $100,000 in state funding. I think we�re one of the few states that uses the 402 funding, I know that Florida uses the 402 funding. We�ve had a full-time bicycle and pedestrian safety program manager for about 30 years. It�s really paid for itself to have such a small amount of money, but we�ve been able to spread that money extensively throughout the state. We have very good Bureau of Transportation Safety support. Pedestrian safety continues to be a Wisconsin priority. We�ll use the NHTSA 402 funding for that. Up to $200,000 of funding per year, we tie that to $100,000 in state funding. I think we�re one of the few states that uses the 402 funding, I know that Florida uses the 402 funding. We�ve had a full-time bicycle and pedestrian safety program manager for about 30 years. It�s really paid for itself to have such a small amount of money, but we�ve been able to spread that money extensively throughout the state.

10. Safety Program � Funding Examples Walking Workshops � Wisconsin Walks managed. Bicycle and Pedestrian Enforcement for Safety training curriculum. - Changing current curriculum to add pedestrian. - Focus on behavior that�s leading to serious crashes We�ve done walking workshops using that 402 funding, those have been managed by Wisconsin Walks. A big part of that are the walking audits, where we�ll spend two or three hours going out into the field with community representatives, or with neighborhood representatives and community officials to look at problems first hand and to identify those and think about countermeasures right out there in the field. We do have the Bicycle Enforcement for Safety training right now, that�s going to be changed to the Bicycle and Pedestrian Enforcement for Safety training. That will be done later this year. That focuses on countermeasures for motorist-related and also pedestrian-related, not just coming down hard on pedestrians and the so-called jay-walking problem, which really isn�t a problem.We�ve done walking workshops using that 402 funding, those have been managed by Wisconsin Walks. A big part of that are the walking audits, where we�ll spend two or three hours going out into the field with community representatives, or with neighborhood representatives and community officials to look at problems first hand and to identify those and think about countermeasures right out there in the field. We do have the Bicycle Enforcement for Safety training right now, that�s going to be changed to the Bicycle and Pedestrian Enforcement for Safety training. That will be done later this year. That focuses on countermeasures for motorist-related and also pedestrian-related, not just coming down hard on pedestrians and the so-called jay-walking problem, which really isn�t a problem.

11. Safety Program � Funding Examples � Con�t Mini-grants to enforcement agencies Safe Routes to School pilots - Changing current curriculum. - Focus on behavior that�s leading to serious crashes The safety program also includes a number of mini grants to the enforcement agencies again looking at the crash types and getting at the problems by looking at the crash types rather than come down on pedestrians. We also had a number of Safe Routes to School pilots as well. The safety program also includes a number of mini grants to the enforcement agencies again looking at the crash types and getting at the problems by looking at the crash types rather than come down on pedestrians. We also had a number of Safe Routes to School pilots as well.

12. Other Funding Opportunities Major Funding Sources: Use same source of funding as the rest of the highway project. Transportation Enhancement Hazard Elimination � Rarely Used Some of the funding opportunities: the major funding for sidewalks and intersections of course comes from the same source of funding as the rest of the roadway. Always look at that. Don�t try to have someone sell you on, �well, we�d better take the transportation enhancement money and go build sidewalks along that state highway.� It should come from the same source of funding as the rest of the project. We have used transportation enhancement dollars for some sidewalk improvements, about half a dozen. One thing I didn�t include here that I�ll have to change in the presentation will be the use of CMAQ money. I think we have close to $10 million in CMAQ money that we�re using in the City of Milwaukee for reconstruction of streets that are pedestrian friendly, includes streetscape work and can also enhance pedestrian facilities. We don�t get that many applications for hazard elimination for pedestrians, unlike the Miami project. There hasn�t been a high concentration of crashes in either Milwaukee or Madison at intersections and the countermeasures I think are a little bit more difficult to find. So we haven�t had that many applications come in for hazard elimination.Some of the funding opportunities: the major funding for sidewalks and intersections of course comes from the same source of funding as the rest of the roadway. Always look at that. Don�t try to have someone sell you on, �well, we�d better take the transportation enhancement money and go build sidewalks along that state highway.� It should come from the same source of funding as the rest of the project. We have used transportation enhancement dollars for some sidewalk improvements, about half a dozen. One thing I didn�t include here that I�ll have to change in the presentation will be the use of CMAQ money. I think we have close to $10 million in CMAQ money that we�re using in the City of Milwaukee for reconstruction of streets that are pedestrian friendly, includes streetscape work and can also enhance pedestrian facilities. We don�t get that many applications for hazard elimination for pedestrians, unlike the Miami project. There hasn�t been a high concentration of crashes in either Milwaukee or Madison at intersections and the countermeasures I think are a little bit more difficult to find. So we haven�t had that many applications come in for hazard elimination.

13. Pedestrian Resources State Pedestrian Plan - http://www.dot.wisconsin.gov/projects/state/docs/ped2020-plan.pdf Pedestrian Page with Links to Pedestrian Safety - http://www.dot.wisconsin.gov/modes/pedestrian.htm Contacts: Tom Huber, WisDOT Bicycle and Pedestrian Coordinator, 608-267-7757, thomas.huber@dot.state.wi.us. Larry Corsi, WisDOT Bicycle and Pedestrian Safety Program Manager, 608-267-3154, larry.corsi@dot.state.wi.us.