The 9W Plan: Safety and Equity Concerns
An Open Letter to the Elected Officials of Ulster County
Ulster County has just released a draft of the Town of Ulster Route 9W Mobility Plan. The draft has quite a few features that traffic safety supporters and frugal-minded environmentalists will applaud, including new bike lanes, sidewalks and bus stops, as well as recommendations for mixed-use development along the corridor.
While this plan is leaps and bounds better than anything we might have expected a decade ago, and clearly a lot of hard work has gone into it, we believe that some aspects of the plan could even better reflect our 21st century priorities for equity and sustainability, as well as our fiscal realities.
We believe that our elected leaders need to be proactive to ensure that the 9W plan, and all future transportation plans, are fully in line with the county’s climate, traffic safety, and cost of living goals.
Our recommendations are listed below, but first, we’ll review some background information.
Experts are clear that in order to meet climate goals, we need to replace car trips with walking, cycling and public transit.
We also have an ongoing traffic safety crisis in Ulster County, with 52 people killed and 3,349 injured from 2020-2022.
In addition, we have a major cost of living crisis, with automobile costs being the second highest item in household budgets, after housing. Thirteen percent of county residents live in poverty, which often precludes owning a reliable car; many others struggle with the rising costs of owning a car. The 9W study area is one of the lowest income areas of the county. Many non-driving community members work and shop in this vital corridor.
To address these problems, we we need to stop designing systems that make travel by car essential in order to safely participate in society. Instead, every transportation project needs to support residents’ needs to get where they’re going safely, without centering cars.
While some aspects of the proposed plan will improve outcomes for these issues, we fear that come critical parts of the plan will exacerbate the problems we are already facing.
First of all, the plan calls for widening the 9W corridor. The widening would keep the number of car lanes roughly the same while adding bike lanes and sidewalks in some parts, while other areas would have new car lanes added, such as south of the proposed roundabout.
The study predicts that traffic will increase by 10-20% in the next 20 years (p 24), which is part of the rationale for widening. But in order to meet our county’s stated climate goals of reducing greenhouse gas emissions by 40% by 2030 and 85% by 2050, we need to decrease, not increase vehicle traffic.
The US Department of Transportation agrees, and has declared that switching to electric vehicles alone will not be enough to meet climate goals; Americans will also need to drive less.
This means that we will not only need to prevent increased traffic, but we also need to set goals to actually decrease vehicle miles traveled. This will admittedly be a monumental lift, but we must give it our best shot.
The authors claim that the widening is necessary in order to accommodate multi-modal infrastructure (p 46). However, it is unclear whether a road diet was considered, which would reduce and/or narrow car lanes in order to reallocate space for other modes. Road diets have been found to reduce crashes for all road users, create a less hostile environment for pedestrians, and often have minimal effects on congestion. In addition, road design elements such as roundabouts are often helpful in reducing the number of lanes needed.
The widening of roads also adds significant costs and logistical complications to future projects, and could increase local opposition. That could prevent the plan’s recommended projects from receiving the funding and support needed to be implemented.
The standard practice of predicting future traffic volumes has recently come under increased scrutiny. Quite a few traffic studies, which are often used to justify road widening, have been found to overestimate future traffic conditions. Our elected leaders should consider whether there is value in planning as if increased car traffic is a foregone conclusion.
Our second concern is the proposed roundabout. While we do not oppose all roundabouts, they must be designed in a way that prioritizes safety for all users.
Here’s an exercise: on the bottom of page 43 in the plan, trace the route that a pedestrian coming over the bridge from Kingston would take to reach Aldi’s on 9W; going from the lower left to the lower right of the image. As you can see, pedestrian crossings from the bridge to the roundabout are completely absent. Having braved that section, a pedestrian must cross 2 un-signalized lanes at a time, 3 separate times. The pedestrian will cross a total of 8 un-signalized lanes to get across 9W.
The 2 lane crossings create a common situation in which one car is stopped for a pedestrian, creating a blind spot for drivers. Meanwhile, another car sails through the crosswalk, potentially hitting the pedestrian. There may be increased risk for vehicle-on-vehicle crashes as well in a double-lane roundabout.
The speed limit is 35 and cars roll downhill, encouraging greater speed. The wide turning radii encourage cars to maintain a high speed while entering the roundabout.
In addition, according to some sources, the proposed roundabout’s double lanes are not necessary to accommodate the current peak traffic volumes of 2,000 vehicles per hour.
While the proposed roundabout is engineered to save drivers seconds, it will decrease safety and accessibility for pedestrians.
Our elected leaders must be proactive to ensure that the 9W plan, and all future transportation plans, are fully in line with the county’s climate, traffic safety, and cost of living goals.
The proposed design of this roundabout is emblematic of an urgent need to strengthen our commitment to these goals.
Here are our recommendations for the 9W plan:
For the roundabout:
Ensure that there is a pedestrian refuge, large enough for a baby carriage and wheelchair, between each lane of un-signalized crossing. Ensure that pedestrian refuges are protected by items such as bollards.
Adjust the entrances of the roundabout, so that the turn radii are at a right angle, which forces cars to enter more slowly.
Create an uninterrupted safe pedestrian crossing from one side of 9W to the other.
Consider either changing to a single lane roundabout, or using a traditional signalized intersection with excellent pedestrian accommodations.
Eliminate traffic forecasts in this plan, and replace them with a goal to reduce vehicle miles traveled (VMT).
Reconsider the recommendation to widen the corridor in light of VMT reduction goals.
Examine the recommendations for other areas that need to be adjusted for pedestrian and cyclist safety.
Recommendations for the Ulster County and New York State Governments:
Issue an executive order creating measurable goals for reducing vehicle miles traveled (VMT) in the county.
Issue an executive order requiring that transportation projects completed in the county use the Safe System Approach. Require that relevant county and state employees and contractors have x hours of training in the Safe Systems Approach.
Pass a resolution requiring that future road projects that use Level of Service also include a detailed study of Level of Stress for cyclists and pedestrians, for each road segment and intersection (see Boston). Require that road projects attain a certain level of stress. Multimodal Level of Service is another metric that could be used.
Prioritize funding to implement the many good recommendations contained in this and other road improvement projects. Consider re-allocating funding for car-centric uses to multi-modal uses.
We appreciate your time and consideration, and look forward to working together for a safer, more affordable and more beautiful Ulster County.
Signed,
The Members of Safe Pass Ulster
The Members of Riders of Ulster Transit Alliance (RUTA)