Alaska Bicycle / Pedestrian Safety Assessment May 7, 2015 Assessment Planning Planning for the assessment was conducted by FHWA in partnership with the Alaska Department of Transportation and Public Facilities (AKDOT&PF). USDOT has a unique presence in Alaska, with only FHWA and Federal Motor Carrier Safety Administration (FMCSA) as surface transportation modes with Alaska offices. Participants for planning the assessment included: Name Title Organization Paul Wistrand Transportation Specialist FHWA – Alaska Division Marcheta Moulton Planner AKDOT&PF Robert Laurie Bicycle / Pedestrian Coordinator AKDOT&PF Planning for the assessment began in the fall of 2014, and after conducting some preliminary research on existing bicycle and pedestrian initiatives in the state; we choose to conduct our assessment in Sitka. Sitka is a community of roughly 8,800 people located on Baranof Island which has twice been nationally recognized as a bike and walk friendly community by the PBIC . Sitka was chosen, in part, because it is representative of the many small communities in Alaska and also because there are a number of ongoing projects that improve pedestrian and bicycle safety and extend their existing trail network. Sitka, like many communities in Alaska, receives a large influx of seasonal visitors during the summer months, most arriving on cruise ships and walking throughout the downtown area. Two walking segments and a bicycle segment were assessed. We felt that in addition to assessing segments that have upcoming Alaska Bicycle Pedestrian Assessment 1
Assessment PlanningPlanning for the assessment was conducted by FHWA in partnership with the Alaska Department of Transportation and Public Facilities (AKDOT&PF). USDOT has a unique presence in Alaska, with only FHWA and Federal Motor Carrier Safety Administration (FMCSA) as surface transportation modes with Alaska offices. Participants for planning the assessment included:
Name Title OrganizationPaul Wistrand Transportation Specialist FHWA – Alaska DivisionMarcheta Moulton Planner AKDOT&PFRobert Laurie Bicycle / Pedestrian Coordinator AKDOT&PF
Planning for the assessment began in the fall of 2014, and after conducting some preliminary research on existing bicycle and pedestrian initiatives in the state; we choose to conduct our assessment in Sitka. Sitka is a community of roughly 8,800 people located on Baranof Island which has twice been nationally recognized as a bike and walk friendly community by the PBIC. Sitka was chosen, in part, because it is representative of the many small communities in Alaska and also because there are a number of ongoing projects that improve pedestrian and bicycle safety and extend their existing trail network. Sitka, like many communities in Alaska, receives a large influx of seasonal visitors during the summer months, most arriving on cruise ships and walking throughout the downtown area.
Two walking segments and a bicycle segment were assessed. We felt that in addition to assessing segments that have upcoming improvements planned, we could also experience firsthand the successful projects that have earned Sitka national recognition and see how these successes could be duplicated in other communities.
Assessment ParticipantsThe assessment had participants from FHWA, FMCSA, State, City of Sitka, and local organizations and advocates and included:
David Epstein Regional Traffic Safety Engineer AKDOT&PFMarie Heidemann Transportation Planner AKDOT&PFLynn Brandon Parks and Recreation City of SitkaDeborah Lyons Executive Director Sitka Trail WorksAmanda Johnson Office Manager Sitka Trail WorksMary Ann Peterson Advocate Celebrate Katlian Street
Assessment participants in Sitka, Alaska
The Assessment and ObservationsDuring our assessment, the group observed the many benefits of recent improvements as well as some of the issues still needing to be addressed. Maps and additional photos can be found in the Alaska Bike_Ped Safety Assessment PowerPoint.
The first walking segment started at Harrington Centennial Hall and ended at the Sitka National Historic Park, locally referred to as Totem Park. Part of this segment was along the Sitka Seawalk, which was completed in 2013, and provides a separated pathway along the beautiful waterfront that includes benches, picnic tables, restrooms and kiosks. This well designed pedestrian facility is highly utilized by locals and tourists. The walkway incorporates a dark brick design that “brands” the Seawalk. Past where the paved sidewalk ends, a unique wood planked walkway with benches and lighting provides a separated path and observation point.
Alaska Bicycle Pedestrian Assessment 2
The planked walkway transitions to a narrower sidewalk on one side of the road for the short distance into Totem Park, where the road also ends at the parking lot of the park.
Some observations from this segment included:
Seawalk provides a highly scenic experience; greenway provides nice barrier. Historic properties are found along this segment; great community asset. Narrow sidewalk just before entering Totem Park.
The second walking segment went through Totem Park to the Sawmill Creek Road entrance and crossed the road to the Alaska Raptor Center.
The pathway through the park ends at a small trailhead parking lot in a light industrial section of town. Pedestrians are required to walk a short distance in the opposite direction from the Alaska Raptor Center to cross at a designated cross walk. Observations include:
Alaska Bicycle Pedestrian Assessment 3
Road crossing location on Sawmill Creek Road to access Alaska Raptor Center not conveniently located, causing illegal “jay” walking.
Directional signage could be improved for bicycle / pedestrian users. While some signage does exist, for example from within Totem Park to get to the Alaska Raptor Center, non-residents are often unable to easily navigate the road system to reach this and other destinations.
The final segment of our assessment was a bicycle route from a recently installed roundabout out Halibut Point Road to Pioneer Park, returning on the opposite side of the road, approximately 2 miles. Striping work was being completed on this segment of road so the paint was less than 24 hours old. Some observations included:
Motorists were generally very bicycle and pedestrian aware and courteous. Navigating through roundabout in vehicle lane was uncomfortable for some participants;
several used sidewalk / crosswalks instead. Some non-paved sloped driveways left rock debris in bicycle lane. Bicycle signage was observed along route.
Addressing observed issuesSitka has been successful in implementing the many improvements for bicyclists and pedestrians by understanding the need for planning, community involvement, and understanding the various means to fund projects. While the team observed a few areas for improvement, we noted that current and future projects are in place to address most of these issues.
Sitka developed a non-motorized transportation plan back in 2002 that has guided many of the recent and upcoming improvements, including the extension of a multi-use path that will soon extend the full length of the road system. Over the years, Sitka has formed partnerships between Federal, State, City, Tribal and local organizations that have made these improvements possible. It has been the combination of having the plans, the partnerships and community involvement, and the perseverance to explore all options to bring projects to completion that has made Sitka’s bicycle and pedestrian facilities so successful.
Alaska Bicycle Pedestrian Assessment 4
Barriers to corridor improvementsWhile there has not been dedicated Federal funding for a bicycle / pedestrian program, bicycle and pedestrian facilities are eligible through existing Federal aid programs. However, there are a few “barriers” to widespread funding of bicycle and pedestrian facilities, including:
Some sources of funding that can be used for bicycle and pedestrian facilities can also be used for a wide variety of projects, such as road and bridges, and with limited funding available, bicycle and pedestrian facilities often get a lower priority for these funds.
Under MAP-21, a new Transportation Alternatives Program (TAP) was created, but poses new challenges for funding these types of projects. For example, the State DOT, non-profit organizations, and MPOs are not eligible project sponsors under the TAP. The TAP also requires a competitive process and consolidates a number of formerly dedicated programs, resulting in potentially more competition for a limited pool of funding.
ConclusionsThe assessment of bicycle and pedestrian facilities in Sitka allowed participants to learn and experience first-hand the excellent examples of projects that enhance the safety, livability, and aesthetics of the community. While current and future projects will bring additional enhancements, it was clear that community involvement, established partnerships, and the development of a non-motorized plan have been key to making these enhancements possible and have brought national recognition to this small community as a bicycle and walk friendly community.
