Impact of CHOP Expansion Upon South Street Bridge on Meeting Agendas This Week

Recently news broke of the Children's Hospital of Philadelphia (CHOP)'s plans to build a new building adjacent to the South Street Bridge on the east side of the river. The building will impact the bike lane and sidewalk on the bridge.

CHOP's proposed expansion at 700 Schuylkill Avenue is going to be reviewed at two public meetings this week. On Tuesday, April 1st at 1 pm, the project will undergo a Civic Design Review (CDR) at the Philadelphia City Planning Commission (1515 Arch Street). On Wednesday, April 2nd at 5:45 pm, CHOP will present to the South of South Neighborhood Association Zoning Committee at the Philadelphia School's new addition (2501 South Street, aka the new complex across 25th St from the liquor store).

We are concerned about how this project will impact bicycling and walking on the South Street Bridge. The South Street Bridge is the most biked and walked bridge in Pennsylvania, and bicycle and pedestrian safety must be prioritized in any changes that are proposed for the bridge and its bicycling and walking facilities.

Under the City's existing Complete Streets Policy, full consideration to the accommodation of the safety and convenience of all users must be made, and the safety of those traveling in the public right of way shall be prioritized. It goes without saying that "all users" includes bicyclists and pedestrians.

CHOP has already presented several versions of plans on its proposed impact to the bridge, and it is expected to announce new plans this week. We will review those plans and work with CHOP and the City's Streets Department to find a solution that provides the highest protection for bicyclists and pedestrians.

Disclosure: CHOP's Vice President for Government Affairs, Peter Grollman, serves on the Board of the Bicycle Coalition of Greater Philadelphia.

Outdated Standards are Allowing New Jersey to Avoid Designing Safe Streets for Bicyclists

Last week the New Jersey Department of Transportation announced plans to reduce the travel lanes and create shoulders on Black Horse Pike (Route 168). This will affect a one-mile section in Mt. Ephraim and Haddon Heights between Merchant Street and I-295.

On one hand, this will be a major improvement for bicyclists over the current wretched conditions on Black Horse Pike (many bicyclists used the sidewalk/driveways/parking areas). However, it continues a pattern of NJDOT claiming that shoulders are sufficient infrastructure to make a street bike-friendly and complete street-compliant. They are not. NJDOT is exploiting an outdated standard for bicycle infrastructure, one made further outdated by a 2012 NJ Supreme Court decision involving a bicyclist killed on the shoulder of an Essex County road.


View Larger Map

Philly City Council Votes to Make Our Streets Safer and More Pleasant for Everybody

Hooray for better streets!

Today Philadelphia City Council approved the long-awaited Complete Streets Bill. The bill's passage is an instant landmark in the history of Philadelphia's streets and sidewalks.

We extend great thanks and appreciation to Councilman Mark Squilla, the Mayor's Office of Transportation & Utilities, and the Streets Department for working with us to craft a bill that improves Philadelphia's traffic code and puts in place important provisions for ensuring that future street projects are implemented with all street users in mind.

This bill is a victory for pretty much every conceivable Philadelphian. If you ride a bicycle, walk, take transit, drive a car, or use a wheelchair, this bill will have beneficial long-term impact on your ability to get around. (Unfortunately, you private helicopter commuters are left out.)

In the short term, the bill will clarify and modernize Philadelphia's traffic code with respect to bicycles and bike lanes. This should mean better and equitable enforcement of infringement upon the rights and responsibilities of bicyclists, such as bicyclists riding on the sidewalk and drivers parking illegally in bike lanes.

In the long term, it requires all public and private development to consider the needs of all street users when impacting streets or sidewalks. The transparency and accountability built into this policy leaps Philadelphia into the forefront of American cities looking at its streets in this progressive way.

You can read more about the bills on our blog by searching for "Complete Streets" at the top. You can see the approved bill on the City Council website here.

Full City Council Votes On Complete Streets Bill Tomorrow

Tomorrow morning at 10:00 am,  the full Philadelphia City Council will vote on the Complete Streets bill. We've covered that bill repeatedly before, and as one of its several parents, we are proud papas and mamas of this bill.

In the short term, this bill will modernize our traffic code and encourage enforcement agencies to equitably enforce the rules of the road for drivers and bicyclists. In the long term, the bill will improve the fundamental structure and layout of our streets and sidewalks, making them safer and more pleasant to traverse.

Barring unforeseen circumstances, we expect City Council to pass the bill, and we thank them, especially the bill's champion Councilman Mark Squilla, for taking this big step towards making our city's streets safer for all.

Philly's Complete Streets Bill Passes Out Of City Council Committee

Yesterday the Streets and Services Committee of Philadelphia City Council approved the Complete Streets Bill sponsored by Councilman Mark Squilla.

This will bring significant improvements to Philly's streets. The bill's seemingly dry, technical changes to the traffic and zoning codes will make our streets safer for all types of users. We believe this bill will give Philadelphia one of the most enforceable municipal Complete Streets policies in the nation.

You can read more about "Complete Streets" and what the bill will do here and here.

Deputy Mayor Rina Cutler, our own Alex Doty, Andrew Sharp from PennFuture, and Jenny Robinson from AAA Mid-Atlantic all testified in support of the legislation.

Rina Culter articulated her office's support for the bill in terms of the city's changing demographics. Philadelphia's rising populations of older residents and the 20-34 age group have different transportation needs than the era when "everyone had a car and used it for the shortest trips." The bill will help the city address those needs by requiring projects to answer the question, "Do these changes make it easier and safer for Philadelphians to travel?"

The hearing also foreshadowed other bicycle-related issues which Council might take an interest in. An exchange between Alex Doty and Councilwoman Maria Quiñones-Sanchez raised the issue of restaurant workers and delivery bicyclists, and the need for education and enforcement to get them off the sidewalks.

The bill attracted significant media attention. Here is some of the coverage of the bill from the past few days:

• WHYY Newsworks
• NBC10 Philly
• Philadelphia Inquirer twice
• CBS3 Philly
• GreenPhillyBlog

Once again we want to thank Councilman Mark Squilla for spearheading the effort to get this bill through committee. We also want to thank our members, whose support enables us to put in the long hours of work that bring the interests of bicyclists and pedestrians to the table. This bill, which we expect will be passed by City Council in the next month, is a model example of cooperative legislation and one which will make long-lasting improvements to the safety and livability of Philadelphia's streets and sidewalks.

City Council Update: Buffer Passes, Complete Streets Tomorrow

Two bills with implications for trails and bicycling are passing through City Council committees this week. Here's an update on the pair:

The Complete Streets Bill
The amended bill will be the first bill discussed in the Streets & Services Committee hearing tomorrow (Thursday, Nov 15th) at 2:00 pm in the City Council Chambers. You can learn more about the bill from these two blog posts. The bill is also gaining extensive press coverage, which we will gather over on the press page of our main website.

The 50' Buffer Bill

Pass bills so we can start building a
better city for bicycling!

The waterfront setback (otherwise known as the "buffer") bill was reported out of committee "with a suspension of rules," which means it was voted on favorably by the committee and will go to the full City Council for a floor vote in a few weeks.

Why did the Bicycle Coalition get involved in this bill? Because it is key to the future of waterfront trails in Philadelphia. The bill makes it more possible that trails can be built along the Schuylkill and Delaware Rivers.

After a long summer of negotiations, which intensified over the past two weeks, the bill emerged from the Rules Committee unscathed and intact. There was a danger that an amendment might get introduced to shrink the setback footage, but that language never saw the light of day once the prospect was exposed in the media.

A Q&A For Common Questions About The Complete Streets Bill

The Complete Streets bill being discussed in City Council next week will have many positive long-term effects upon Philadelphia streets. You can read more about the bill in our post from this morning, but some of the language is a bit Planning-Speaky (different from a Planning Speakeasy, which is a bar where the drink list is GIS-compatible. Eh! Eh? Anybody?).

So got a question about the bill? See if we address it below. If not, leave a comment and we'll answer it.

Hooray for Mark Squilla!

Q: Will the bill stop cars from parking in bike lanes?
A: Yes, in the sense that it will make such parking illegal (no law will keep all street users from following all laws all the time). Currently, there's no law prohibiting vehicles from stopping, standing, or parking in bike lanes.

This bill will make it clear that bicycle lanes are vehicular travel lanes. That distinction opens the door for equal application of existing laws. So if the street signs say "No Stopping" or "No Standing," you can't stop or stand there, whether it's a vehicular or bicycle lane. The bill then goes farther, explicitly prohibiting cars from parking in any bike lane no matter whether there's a "No Parking" sign or not.

The fines for violating these provisions will be $50, and $75 in both Center City and University City. However... (see below)

Q: Hooray! I will never see a car in a bike lane again!
A: Slow down, big guy. There remains a different part of the traffic code which allows vehicles to load/unload passengers in places where parking is otherwise prohibited. It also allows commercial vehicles a 20-minute load/unload window. So bike lanes can still be used for these purposes. Also, this bill will not affect the City's policy of allowing Sunday parking in Pine and Spruce Streets for religions institutions.

Q: Seriously? Pine and Spruce weekend lane parking is, like, literally the worst thing in the world.
A: Chill, Winston. This bill, while a huge win for bicyclists and pedestrians, is not solving every problem. The City allowed religious institution parking on Pine and Spruce before those bike lanes existed, and continuing that allowance was a big part of getting the lanes in the first place. We don't like it, no, but that issue is not really an enforcement issue.

Complete Streets Bill Coming Before Philly City Council Nov 15th

A bill with large ramifications for Philadelphia's streets will be discussed in City Council on November 15th. Bill #120532, aka the Complete Streets Bill for Philadelphia, will be introduced at a hearing of the Streets & Services Committee chaired by Councilman Mark Squilla.

We are very excited that this bill will finally have its chance to be voted out of committee and sent to full City Council. It is the result of a tremendous amount of work and discussion between Councilman Squilla, the Mayor's Office of Transportation and Utilities, the Streets Department, and ourselves. The result is a series of amendments to the original bill which make it a big win for Philadelphia's ability to walk and bike safely.

What: Streets & Services Committee hearing on amendments to the Complete Streets Bill
When: Thursday, November 15, 2012 at 2:00 pm.
Where: City Council Chambers, 4th Floor

We applaud Councilman Squilla's leadership and initiative in creating one of the nation's strongest municipal complete streets policies. By improving streets, intersections, and sidewalks for walking, biking and driving, crashes will be reduced, lives will be saved, and more people will be encouraged to get out and get healthy.

The amendments to the bill accomplish two of the Bicycle Coalition of Greater Philadelphia's goals: make Philadelphia a safer place to bike by enacting a Complete Streets policy, and update the City's traffic rules for bicyclists.

What specifically will the amended bill do? See below:

Mantua Township Claims The First Suburban Complete Streets Policy

This Monday Mantua Township in Gloucester County, NJ became the latest community to adopt a complete streets policy. Thanks are owed to the Township Committee and Mayor Scirroto, the Tri State Transportation Campaign, and Action Wheels Bike Shop co-owner and Mantua resident Patti Woodward.

Complete streets policies can help
 NJ towns obtain certification

Mantua now becomes the 29th municipality in New Jersey and the first community in the Philadelphia suburbs to adopt a policy or resolution.

Adopting a complete streets policies in New Jersey is more than a pledge to make the streets safer for all. It offers financial incentives. For example the State DOT gives towns with complete streets policies a point for competitive local aid funding rounds like the bikeways grant and safe routes to transit. A complete streets policy add up to 20 points for Sustainable Jersey certification (a program for municipalities in New Jersey that want to go green, save money, and take steps to sustain their quality of life over the long term). Sustainable Jersey has proven to be popular with over 60% of the state's municipalities participating.

Way to go Mantua!

This Month: Public Discussion on Philly's New Complete Streets Handbook

The Mayor’s Office of Transportation and Utilities (MOTU) and the Streets Department recently released a draft of the Philadelphia Complete Streets Design Handbook (the Handbook) for public comment. The Handbook lays out the preferred street designs and management practices that should provide all travelers with safe and convenient streets.

The MOTU is hosting three Complete Streets Handbook Discussions in the month of September. Two are for the Development & Design communities and one is being held for the general public.  

• MOTU encourages professionals involved with Community or Real Estate Development to attend the Sept 10th meeting (11am – 12:30pm)
• MOTU encourages professionals involved with Design or Engineering to attend the Sept 12th meeting (11am – 12:30pm)
• MOTU encourages members from the general public to attend the Sept 24th meeting (6 – 7:30).

All Discussions will be held at Room 1450 of the Municipal Services Building (1401 JFK Blvd).

Comment On Philadelphia's Complete Streets Design Handbook

In June 2009 Mayor Michael Nutter signed a Complete Streets Executive Order. The Executive Order directs departments to take into account all road users in road reconstruction projects. While the City almost always constructs roads as complete streets, without proper guidance projects can slip through the cracks (such as the missing sidewalks on Health Sciences Drive in University City). Developers can also alter the right of way with add-ons such as ADA accessible ramps or parking lay by lanes.

Example cross section of a street meeting
complete street standards

The City has now taken the next step in implementation by releasing a draft version of the Philadelphia Complete Streets Design Handbook for public comment. The handbook spells out the City's standards for complete streets and will be used by City and State agency staff, design professionals, private developers, community groups, and others involved in the planning, design and operation of streets in Philadelphia.

The public comment period will close on October 1st. If your community is interested in learning more about how Complete Streets can benefit your area, you can request a briefing from the Mayor’s Office of Transportation and Utilities. All comments and questions should be directed to Ariel Ben-Amos at ariel.ben-amos@phila.gov.

Congress Takes A Sledge Hammer To Safe Streets

If you follow active transportation blogs, you probably have already heard the news. Congress has come up with a "compromise" transportation bill that the House passed earlier today and is being put up for a vote before the Senate this afternoon. Despite four years of advocacy and an outpouring from the public asking for a progressive re-authorization of the transporation bill, far less emerged from the Conference Committee headed by Senator Barbara Boxer and Representative John Mica. As Transportation For America puts it:

"The bill ultimately looks and feels like what it is: A stopgap that is the last gasp of a spent 20th century program. It doesn’t begin to address the needs of a changing America in the 21st century... The bill dedicates zero dollars to repairing our roads and bridges, cuts the amount of money that cities and local governments would have received, makes a drastic cut in the money available to prevent the deaths of people walking or biking, and ensures that you have less input and control over major projects that affect you and the quality of your community."

The part that we cared most about, funding for biking and walking, took a considerable hit. Congress will consolidate Transportation Enhancements, Safe Routes To School, and Recreational Trails programs into a new category called Transportation Alternatives (sorry TA). For a good briefing on the damage done by Congress, read this post on the SaltCycle (Salt Lake City's Cycling Advocacy blog.)

Philadelphia Complete Streets Bill Hearing Postponed

Just have to wait

We have learned that City Council's Streets & Services Committee will not be meeting this Thursday as previously reported. This effectively means the hearing on the Complete Streets bill introduced on May 31st by Councilmember Mark Squilla and co-sponsored by Councilmembers Johnson, Reynolds Brown and Kenney has been delayed until September. The budget has pushed all other Council business until the fall.

We have been assured by Councilman Squilla that the hearing will be rescheduled very soon after Council reconvenes. We are excited to work with him and the Administration to get the bill passed in September or October.

Complete Streets Bill for Philadelphia!

It's been a busy week for bikes!

We are excited to report that a Complete Streets bill was introduced in Philadelphia's City Council earlier today! On the heels of the bike lane ordinance bill, (for which a compromise was hammered out earlier this week), Councilman Mark Squilla (1st District-South Philly) introduced a bill addressing multiple bike regulatory issues and a Complete Streets policy. The proposed bill does the following:

Makes Philadelphia's traffic code conform to PA traffic code in several ways:

• Makes the penalty for a bike running a red light $100;
• Allows two bikes to ride abreast & repeals the mandatory sidepath rule;
• Prohibits opening a car door in a travel lane unless it is safe to do so;
• Prohibits parking in bike lanes.

Make Complete Streets part of the City Code will have the following impact upon the City:

• Codifies a Complete Streets Executive Order requiring all agencies, when regarding all transportation and development projects, to give full consideration and accommodation of all users (read: pedestrians and bicyclists as well as drivers);
• Administration reports to City Council annually on progress being made toward reaching the goals and objectives of the Complete Streets policy.

We applaud and thank Councilman Squilla for his leadership on making Philadelphia's streets safer for everyone. We anticipate working on some technical amendments with the Councilman, and that a hearing will be held on June 14th.  Stay tuned!

The reconstruction of the South Street Bridge is a textbook example of a complete streets project.

Trenton Cyclist Killed At Busy US-1 Interchange

The Princeton Patch reported that a 58-year old Trenton man was struck by a motorist while cycling and killed on US-1. The crash happened just after 9:30 on Monday morning at the merge with the off ramp from I-295. Aguedo Cruz, 59, died shortly after the crash at Capital Health System Regional Medical Center in Trenton.

 
View PA/NJ Bicycle Crashes 2011-2012 in a larger map

Like many US Highway arterials in New Jersey and Pennsylvania, US-1 is inhospitable for bicyclists and pedestrians. However, Route 1 is also a commercial corridor where people work, visit the doctor, and shop. Thus bicycle and pedestrian traffic persists despite previous efforts of highway engineers to make it nearly impossible to do so. This tragedy is another reminder that re-configuring our existing suburban road network to make Complete Streets is not only desirable but a matter of life and death.

We mourn the death of Aguedo Cruz and offer our sympathy to his family and friends.

Mercer County Adopts A Complete Streets Policy

According to the West Windsor Bicycle and Pedestrian Alliance, Mercer County, NJ became the first suburban county in the Greater Philadelphia Region to adopt a complete streets policy. Mercer joins four of its municipalities (Trenton, Princeton Borough, Princeton Township, West Windsor Township), the City of Philadelphia, and the State of NJ to adopt such a policy. New Jersey now can claim 3 counties and 26 municipalities. In Pennsylvania only Philadelphia and the Borough of Franklin have adopted such a policy.

The spread of complete streets policies at the county and municipal level can be partly attributed to NJ DOT's aggressive outreach. The DOT has been conducting complete streets workshops throughout the state and giving preferential points for competitive state transportation dollars such as Local Aid Bikeway Funds. The Sustainable Jersey certification program also factors in complete streets policies.

Complete streets policies do not replace good old bicycle and pedestrian plans, but if implemented properly they can transform road networks into networks that are safer, more livable, and welcoming to everyone.

What are complete streets? See below for an introductory video.

Senate Committee Votes Tomorrow On Complete Streets Amendment

Tomorrow, the US Senate Committee on Commerce, Science, and Transportation will vote on an amendment which would require federally-funded street projects to consider all road users (including pedestrians and bicyclists) in their design.

This is the first time in six years that Complete Streets policies have been acted upon on a federal level.

Sen. Pat Toomey sits on this Committee.  Below is a letter we sent to Toomey's office.  The League of American Bicyclists is organizing engaged citizens to contact their respective Senators.  You can take action here.

West Windsor Township Adopts A Complete Streets Policy

On July 19th, West Windsor Township, NJ home of Princeton Junction and Orson Well's Grovers Mill became the first suburban community in the DVRPC region to adopt a complete streets resolution.

In some ways West Windsor Township seems to have been invaded by Martians. That would explain the miles of bike lanes and the success of the West Windsor Bicycle and Pedestrian Alliance with 400 members in a community of 33,000 27,000 residents. On a per capita basis the organization is one of the most successful bicycle and pedestrian advocacy groups in the country, not too far off the pace of the San Francisco Bike Coalition. It is truly a model community for the many built out suburbs in the region.

Martian Landing Site (Wikipedia)

It is another sign that New Jersey is an emerging state in the Complete Streets movement with NJDOT adopting a respectable statewide policy (backed by a recent training session for engineers) which was quickly followed by Montclair Township in North Jersey. On Thursday Monmouth County became the first county in the state to adopt a policy. Unlike Pennsylvania, New Jersey counties maintain extensive networks of secondary roads (the 500 and 600 series routes) and often serve as the primary bike routes between municipalities.

New Jersey Issues A Complete Streets Policy

Below is the New Jersey Complete Streets policy signed by Commissioner Dilts. This is a big step forward and we are pleased that NJ DOT has joined the Delaware, Oregon and other states with complete streets policy.

The policy is long and involved so it will take some for us to fully analyze its potential effectiveness. At first glance we like the inclusion of resurfacing projects and the offering of incentives for Local Aid projects (the transportation money for towns and counties) On the other hand we are concerned about Exemption 5 (highlighted below in italics) which suggest that safety or timing issues could result in the exclusion of complete streets elements. A broad statement that may offer lots of wiggle room for reluctant project managers. To take an objective eye on the policy consult the Complete Streets policy elements.


DEPARTMENT OF TRANSPORTATION
POLICY

I. PURPOSE
To create and implement a Complete Streets Policy in New Jersey through the planning, design, construction, maintenance and operation of new and retrofit transportation facilities within public rights of way that are federally or state funded, including projects processed or administered through the Department’s Capital Program.

II. DEFINITIONS
A Complete Street is defined as means to provide safe access for all users by designing and operating a comprehensive, integrated, connected multi-modal network of transportation options.

III. BACKGROUND
The benefits of Complete Streets are many and varied:
• Complete Streets improve safety for pedestrians, bicyclists, children, older citizens, non-drivers and the mobility challenged as well as those that cannot afford a car or choose to live car free.
• Provide connections to bicycling and walking trip generators such as employment, education, residential, recreation, retail centers and public facilities.
• Promote healthy lifestyles.
• Create more livable communities.
• Reduce traffic congestion and reliance on carbon fuels thereby reducing greenhouse gas emissions.
• Complete Streets make fiscal sense by incorporating sidewalks, bike lanes, safe crossings and transit amenities into the initial design of a project, thus sparing the expense of retrofits later.

IV. POLICY
The New Jersey Department of Transportation shall implement a Complete Streets policy though the planning, design, construction, maintenance and operation of new and retrofit transportation facilities, enabling safe access and mobility of pedestrians, bicyclists, transit users of all ages and abilities. This includes all projects funded through the Department’s Capital Program. The Department strongly encourages the adoption of similar policies by regional and local jurisdictions who apply for funding through Local Aid programs.

DEPARTMENT OF TRANSPORTATION
POLICY

1. Create a comprehensive, integrated, connected multi-modal network by providing connections to bicycling and walking trip generators such as employment, education, residential, recreational and public facilities, as well as retail and transit centers.

2. Provide safe and accessible accommodations for existing and future pedestrian,
bicycle and transit facilities.

3. Establish a checklist of pedestrian, bicycle and transit accommodations such as
accessible sidewalks curb ramps, crosswalks, countdown pedestrian signals, signs,
median refuges, curb extensions, pedestrian scale lighting, bike lanes, shoulders and
bus shelters with the presumption that they shall be included in each project unless supporting documentation against inclusion is provided and found to be justifiable.

4. Additionally, in rural areas, paved shoulders or a multi-use path shall be included in all new construction and reconstruction projects on roadways used by more than 1,000 vehicles per day.
Paved shoulders provide safety and operational advantages for all road users. Shoulder rumble strips are not recommended when used by bicyclists, unless there is a minimum clear path of four feet in which a bicycle may safely operate. If there is evidence of heavy pedestrian usage then sidewalks shall be considered in the project.

5. Establish a procedure to evaluate resurfacing projects for complete streets inclusion according to length of project, local support, environmental constraints, right-of-way limitations, funding resources and bicycle and/or pedestrian compatibility.

6. Transportation facilities are long-term investments that shall anticipate likely future demand for bicycling and walking facilities and not preclude the provision of future improvements.

7. Address the need for bicyclists and pedestrians to cross corridors as well as travel along them. Even where bicyclists and pedestrians may not commonly use a particular travel corridor that is being improved or constructed, they will likely need to be able to cross that corridor safely and conveniently. Therefore, the design of intersections, interchanges and bridges shall accommodate bicyclists and pedestrians in a manner that is safe, accessible and convenient.

8. Design bicycle and pedestrian facilities to the best currently available standards and practices including the New Jersey Roadway Design Manual, the AASHTO Guide for the Development of Bicycle Facilities, AASHTO’s Guide for the Planning, Design and Operation of Pedestrian Facilities, the Manual of Uniform Traffic Control Devices and others as related.

9. Research, develop and support new technologies in improving safety and mobility.

10. Make provisions for pedestrians and bicyclists when closing roads, bridges or sidewalks for
construction projects as outlined in NJDOT Policy #705 – Accommodating Pedestrian and Bicycle Traffic During Construction.

11. Improvements should also consider connections for Safe Routes to Schools, Safe Routes to Transit, Transit Villages, trail crossings and areas or population groups with limited transportation options.

12. Establish an incentive within the Local Aid Program for municipalities and counties to develop and implement a Complete Streets policy.

13. Improvements must comply with Title VI/Environmental Justice, Americans with
Disabilities Act (ADA) and should complement the context of the surrounding community.

14. Implement training for Engineers and Planners on Bicycle/Pedestrian/Transit policies and integration of non-motorized travel options into transportation systems.

15. Establish Performance Measures to gauge success.

V. EXEMPTIONS
Exemptions to the Complete Streets policy must be presented for final decision to the Capital Program Screening Committee in writing by the appropriate Assistant Commissioner and documented with supporting data that indicates the reason for the decision and are limited to the following:

1) Non-motorized users are prohibited on the roadway.
2) Scarcity of population, travel and attractors, both existing and future, indicate an absence of need for such accommodations.
3) Detrimental environmental or social impacts outweigh the need for these accommodations.
4) Cost of accommodations is excessively disproportionate to cost of project, more than twenty percent (20%) of total cost.
5) The safety or timing of a project is compromised by the inclusion of Complete Streets.

An exemption other than those listed above must be documented with supporting data and must be approved by the Capital Program Committee along with written approval by the Commissioner of Transportation.

VI. AUTHORITY
N.J.S.A. Title 27
----

Coalition Calls on NJ Governor Corzine to Enact a ‘Complete Streets’ Policy

PRESS STATEMENT

For Immediate Release: October 13, 2009
Contact: Jay Corbalis, New Jersey Future 609-393-0008 ext 110;
Zoe Baldwin, Tri-State Transportation Campaign, 609-271-0778


Citing 33% Increase in Pedestrian Fatalities, Coalition Calls on Governor Corzine to Enact a ‘Complete Streets’ Policy

TRENTON – Today a coalition of planning, environment, transportation and health groups called on Governor Corzine to adopt a "Complete Streets" policy in New Jersey as a means of improving safety on roadways and creating viable transportation choices.

The coalition included Tri-State Transportation Campaign, New Jersey Future, Bicycle Coalition of Greater Philadelphia, the New Jersey Chapter of the AARP, Disability Rights New Jersey, and Environment NJ.

This call was made in response to a Tri-State Transportation Campaign analysis of state data, which showed a 33% rise in pedestrian fatalities to date in 2009. Through September 30, 2009, New Jersey saw 121 pedestrian fatalities, compared to 91 through the first three quarters of 2008.

“New Jersey has made strides in recent years towards a more balanced transportation policy, but these numbers prove that the state still has a long way to go before our roads are safe for pedestrians, cyclists, and drivers,” said Kate Slevin, Executive Director of the Tri-State Transportation Campaign. “A Complete Streets policy will ensure our roads are designed for all users.”

“For a variety of reasons, a lot of people are walking, biking, and taking mass transportation in New Jersey, yet we are still building and upgrading streets with no sidewalks, no crosswalks and no bike lanes. This has to stop,” said Pete Kasabach, Executive Director of New Jersey Future.

“Older people deal with the effects of incomplete streets every day, and make up a disproportionate share of pedestrians killed by cars in New Jersey. The needs of seniors and other pedestrians must be taken into account when streets and highways are built and repaired,” said Janine Bauer, a volunteer transportation advocate for AARP in New Jersey.

“The Bicycle Coalition supports Complete Streets because it encourages people to get out of their cars and make green transportation choices. But in many places in New Jersey, walking to the corner store or biking to the bank just isn’t safe,” said John Boyle, Advocacy Director for the Bicycle Coalition of Greater Philadelphia.

A Complete Streets policy would require that engineers design roads to accommodate the needs of all users any time a new road is built or an existing road is retrofitted, except where infeasible. According to the National Complete Streets Coalition, 107 jurisdictions nationwide have adopted Complete Streets policies, including the States of Connecticut, Delaware, Oregon, and Illinois. The enactment of a Complete Streets policy is one of a number of actions municipalities can complete to be certified under the Sustainable Jersey Program. Those actions were vetted and approved by a broad coalition of municipal officials and experts led by the League of Municipalities’ Mayors’ Committee for a Green Future, and the New Jersey Sustainable State Institute at Rutgers.

###

The Tri-State Transportation Campaign is a non-profit organization working toward a more balanced, transit-friendly and equitable transportation system in New York, New Jersey and Connecticut. www.tstc.org

New Jersey Future is a statewide nonprofit research and policy organization advocating smart growth, environmental preservation, neighborhood revitalization and transportation choice. www.njfuture.org

Bicycle Coalition of Greater Philadelphia: Making bicycling better through advocacy and education by promoting biking as a healthy, low-cost, and environmentally-friendly form of transportation and recreation. www.bicyclecoalition.org

Environment New Jersey is a statewide, citizen-based environmental advocacy organization. Our professional staff combines independent research, practical ideas and tough-minded advocacy to overcome the opposition of powerful special interests and win real results for New Jersey's environment. Environment New Jersey draws on over 30 years of success in tackling our state's top environmental problems. www.environmentnewjersey.org

NJ AARP: AARP’s mission is to enhance the quality of life for all as we age, leading positive social change and delivering value to members through information, advocacy and service. www.aarp.org/states/nj/

Disability Rights New Jersey is the consumer-directed, non-profit organization that serves as New Jersey's designated protection and advocacy system for people with disabilities in the state. www.drnj.org