Final Walkability Report 2014

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Walkability in Boonsboro, MD A study completed for the Town of Boonsboro’s Public

Safety Commission

Amanda Kerr

August 21, 2014

Walkability in Boonsboro, MD

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Table of Contents Executive Summary ........................................................................................................ 3

Importance of Walkable Communities ........................................................................... 4

Survey Findings and Discussion ..................................................................................... 6

Conclusion ..................................................................................................................... 15

Sources ........................................................................................................................... 18

Appendix ........................................................................................................................ 19 Appendix A: Zone and Neighborhood Information ............................................................... 20

Appendix B: Survey Data ......................................................................................................... 22 Appendix C: Contact and Misc. Information for Funding Opportunities .............................. 29


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Executive Summary

This report was completed in August 2014 for the Town of Boonsboro’s Public Safety

Commission to analyze the walkability and connectivity of streets in Boonsboro, Maryland as

pertaining to pedestrian safety.

Data and comments included in this assessment were compiled from surveys completed by

Boonsboro residents. The survey used was a collation of two questionnaires: one from the

organization Health by Design—referred to as “Metric One” in this report—and the other

from Partnership for a Walkable America—referred to as “Metric Two”. Together, the

questionnaires prompted analysis of sidewalk conditions, interaction between pedestrians and

traffic, pedestrian safety, as well as common destinations and their accessibility by foot.

Following each questionnaire was a rubric allowing volunteers to quantify their observations

and assign a walkability score to the area studied. Supportive statistics and research included

in this report have been gathered from reputable sources, and given proper credit.

On July 19th, 2014, The Town of Boonsboro’s Public Safety Commission hosted its “Town

Walkabout”—a community event held to facilitate survey completion. At the event,

volunteers teamed and surveyed different zones of town. Their combined efforts produced a

walkability profile of the entire residential and public area in Boonsboro. This report discusses

and analyzes those findings.


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Importance of Walkable Communities

With greater awareness for personal health, consumer choices, and environmental impact in today’s modern times,

walkable neighborhoods are becoming increasingly desirable. Opportunely, the benefits of communities designed

for active transportation—walking and biking—are proving worth their investments.

Residents who live in walkable neighborhoods are more likely to walk more frequently, paving the way to healthier,

more active lifestyles, and reducing risk of heart disease, obesity, high blood pressure, type 2 diabetes, osteoporosis,

and other chronic diseases (Centers for Disease Control and Prevention).

In addition to lower health care costs, residents who walk and bike more often spend less on transportation.

According to AAA, the cost of operating a sedan for one year in 2013 was approximately $10,734. When compared

to the cost of operating a bicycle annually—about $308—and walking—free—the savings are considerable (League

of American Bicyclists). Additionally, there are many economically and socially disadvantaged individuals who rely

on walking and cycling as means of transportation, so improving active transport infrastructure can help attain not

only social equity, but also equal economic opportunity (Transportation Demand Management Encyclopedia).

More money in consumers’ pockets means people who walk and bike in their communities are likely to support

local businesses. Thus, ample pedestrian and bicycle infrastructure can be linked to a stimulated local economy.

Developing an infrastructure conducive to both walking and biking spurs not only job creation, but also greater

property value for homeowners. A study in Vermont concluded that homes located in walkable neighborhoods are

valued $6,500 more than those located in car-dependent areas (Vermont Agency of Transportation 5). Another

study conducted by the organization, CEOs for Cities, concluded that in 13 out of 15 housing markets studied, “an


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additional one point increase in Walk Score was associated with between a $700 and $3,000 increase in home

values” (Cortright). In fact, in a Charlotte, North Carolina case study, it was found that when all other factors

including size, number of bedrooms and bathrooms, age, neighborhood income levels, distance from Central

Business District and access to jobs, a house in Ashley Park—a neighborhood with a Walk Score of 54—if placed in

the more walkable Wilmore—Walk Score 71—would increase in value by $34,000 or 12% (Cortright).

Finally, walking and biking are environmentally sustainable sources of transportation, eliminating the purchase and

combustion of nonrenewable, pollutant oil.

It is important to understand the components of a walkable community. Typically, walkable neighborhoods have a

center, including but not limited to a main street or a public commons. They are designed for the pedestrian with

buildings close to the street, and schools and workplaces within walking distance from most homes. Moreover,

walkable communities are composed of complete streets—streets designed for motorists, bicyclists, and

pedestrians—and streets equipped for handicap accessibility (Walk Score). Ultimately, a walkable community is one

that, through its design, promotes and ensures pedestrian safety.

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Boonsboro’s Walkability: Survey Findings and Discussion Walk Score, the large-scale, public access walkability index referenced in the previous section, measures the number

of typical consumer destinations within walking distance of any address within the United States, Canada, Australia,

and New Zealand.

“Points are awarded based on the distance to amenities in each category. Amenities within a 5-minute walk (.25 miles) are given maximum points. A decay function is used to give points to more distant amenities, with no points given after a 30 minute walk.”

A location’s score ranges from 0 (car dependent) to 100 (most walkable) and this data is used by leading researchers

in the fields of urban planning, real estate, and public health. According to the database, Boonsboro’s Walk Score is

57 out of 100 making it “somewhat walkable”, meaning only some errands can be accomplished by foot (Walk

Score).

The results of the surveys collected reveal Boonsboro’s overall average walkability is 56% by Metric One, and by

Metric Two, 68%.


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Figure 1.1 Comparison of Walkability Scores for Boonsboro, MD.

These scores prove that the current state of Boonsboro’s pedestrian infrastructure is below average. They do not

reflect the specific needs and areas of improvement within the community. For instance, the supermarket was listed

as the destination to which residents would most want to walk but cannot in present infrastructure, 89% feeling

disconnected altogether (See Figure B.2). Following is a detailed list of the five most common concerns

documented by the volunteers who surveyed the town on July 19th, 2014 in conjunction with the Town Walkabout.

The list is prioritized from mild to critical concerns:

68%

56%

57%

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Metric 2

Metric 1

Walk Score


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1. Impeded Walkways . Obstacles such as plant overgrowth, low

hanging limbs, parked cars, and garbage become safety hazards

when they obstruct sidewalks or shoulders and lead pedestrians

onto the road with motorists. Areas of concern:

• South Main Street

• School House Court

• Grove Lane

• Route 34

2. Speed o f Motor is t s . Volunteers recorded many instances of motorists both driving too fast and not slowing

for pedestrians. This was documented in several neighborhoods, however is particularly disconcerting in the

area immediately surrounding the school entrance on Maple Avenue where the speed limit is 40 MPH and

no shoulders exist. Areas of concern:

Figure 1.2 Overgrowth on South Main Street.

Figure 1.4 Overgrowth overhead on South Main Street poses potential harm.

Figure 1.1 Low hanging limbs on School House Court.


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• Maple Avenue

• Route 34

• Shafer Park Drive

• North Main Street

• Kinsey Heights neighborhood

• Fletcher’s Grove neighborhood

3. Lack of crosswalks or cross ing s ignals . Only three

intersections in Boonsboro contain crosswalks: the three

traffic lights on Main Street. Pedestrians must navigate between

unyielding motorists when crossing all other streets. Areas of

concern:

• Four way intersection at Warrior Boulevard, Route 34, and

Monroe Road

• Intersection at Potomac Street and Park Drive

• School entrances at Campus Avenue and Maple Avenue

• Entrance to Weis parking lot at Chase 6 Boulevard

• Fletcher’s Grove neighborhood

Figure 1.5 Speed limit 40 mph outside school entrance on Maple Avenue.

Figure 1.6 No crosswalks at intersection of Route 34 and Warrior Blvd.


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4. Sidewalk disrepair . Many existing sidewalks in town show minor cracks, and others, major decay.

Immediate concern is with sidewalks in such a state of neglect that they pose safety issues for pedestrians

and handicapped residents as many prove to be inaccessible by

wheelchair. Areas of concern:

• School House Court

• Lakin Avenue

• South Main Street

• Young Avenue

• Boonsboro Middle School

Figure 1.7 No crosswalk at two-way stop on Potomac Street.

Figure 1.8 "Treacherous" path on Lakin Avenue.


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5. Narrow to nonexistent walkways. The issue of “no

sidewalks, paths, or shoulders” was the most prevalently

noted response under Question 1, Metric Two (See Figure

B.5). The absence of ample walking space poses tremendous

safety hazards, forcing pedestrians to walk either in the street

with motorists or on private property to avoid traffic.

Another common issue is sidewalks ending arbitrarily along a

path, disconnecting the pedestrian from his/her route and the

remainder of town. These issues are widespread throughout

the town of Boonsboro in areas including:

Figure 1.9 Damaged sidewalks and ramps (from left to right) at Zachary Court, School House Court, and Main Street square.

Figure 1.10 Absence of sidewalks on Monroe Road.


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• King Road

• Monroe Road

• Route 34

• Sinnesin Drive

• Gantz Alley

• South Main Street near Boonsboro Bible Church

• Della Lane

• Orchard Drive

• Saint Paul Street

• Ford Avenue

• North Main Street

• Maple Avenue (School Zone)

• Kinsey Heights community

• Knode Drive and Knode Circle

• Tiger Way

Figure 1.11 Sidewalk ends on Chase 6 Boulevard.

Figure 1.12 Sidewalk ends on Campus Avenue.


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Figure 1.13 Narrow shoulder on King Road.

Figure 1.14 Sidewalk from Campus Avenue ends at Maple Avenue.

Figure 1.15 Absence of sidewalks intermittently on North Main Street.

Figure 1.16 Absence of shoulders and sidewalks on Maple Avenue.


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Other concerns noted:

• Lack of street lighting beyond downtown

• Lack of lowered curb ramps for wheelchairs in Crestview development

• Height of SHA drains above sidewalks in Fletcher’s Grove

• Uncompleted junction at Chase 6 Boulevard and Maple Avenue

This data is only representative of a small sample of Boonsboro residents. Ten surveys were collected amongst

approximately twenty volunteers—0.58% of Boonsboro’s total population.1

1 The total population of Boonsboro, MD was 3,455 as of 2012 (United States Census Bureau).

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Conclusion In addressing these concerns, it is important to weigh both capital and civic responsibility. Most of the conditions

discovered pose considerable safety hazards for anyone attempting to walk the aforementioned areas in Boonsboro.

Though resolving most walkability concerns comes at a sizeable cost, one may see the future value as an investment

in citizen wellbeing, a growing local economy, increased residential property value, etc. There are also organizations

and government agencies designed to provide or lend capital for active transportation projects. Ample options exist

for the town of Boonsboro to renew its walkability.

Public outreach and education programs can be exceptionally valuable in garnering community support and

involvement in prospective development. Hosting information sessions about the benefits of walkable

neighborhoods, importance of pedestrian safety, and ways to maintain a pedestrian-friendly property is one way to

engage community members in Boonsboro’s walkability efforts. Communication with town residents is vital in both

fostering awareness of pedestrian safety and, in turn, resolving some of the walkability concerns within the

community such as impeded walkways and sidewalk disrepair. Volunteers who participated in the Town Walkabout

may even become community ambassadors with larger-scale infrastructure projects.

Projects such as sidewalk improvement and expansion, crosswalk, ADA ramp and pedestrian signal installations,

shared-use path creation and traffic calming measures can be approached through the use of public funds in capital

improvement projects, public-private partnerships, and grant resources. State funding may be available for

improving walkability conditions on Maryland Route 66—where the addition of shoulder and sidewalk space is

needed—and Maryland Route 34—where sidewalks with barriers could be installed. Grant opportunities include


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Safe Routes to School, the Community Development Block Grant Program under the U.S. Department of Housing

and Urban Development, Transportation Alternatives Projects, and more (See Appendix C).

The most widespread issue within the town of Boonsboro is the absence of sidewalks or pedestrian paths where

they are critically needed. Generally, most of the existing sidewalks are in acceptable condition, though troublesome

areas undoubtedly exist. The absence of sidewalks not only isolates the pedestrian—limiting the distance and the

destinations to which he or she may travel—but also endangers the pedestrian’s safety. The Town of Boonsboro

should consider pursuing efforts to mend the sidewalks that are in significant disrepair, (i.e. Lakin Avenue, Young

Avenue, School House Court, Main Street) then expanding sidewalk presence to complete connectivity. Addition of

sidewalks are a priority among the locations: Maple Avenue/Route 66 where the addition of shoulders and speed

limit reduction are also needed bearing in mind its part of the school zone; St. Paul Street beyond the intersection at

Lakin Avenue where the street is narrow and traffic unforgiving; North Main Street beyond its intersection with

Knode Circle; Della Lane and the residential streets it encompasses where no sidewalks currently exist; the Kinsey

Heights community where sidewalks neither exist nor connect to downtown; Ford Avenue and Orchard Drive

where sidewalks exist only immediately surrounding their intersections at Main Street; and Route 34 to connect the

Crestview community to Potomac Street. The Town of Boonsboro might also consider creating a shared-use path

between Maple Avenue and Chase 6 Boulevard to not only connect the Fletcher’s Grove community to the school

campus but also connect pedestrians from the east section of town to the Weis supermarket from which they feel

isolated.

The survey results show, in its current state, Boonsboro’s infrastructure is not conducive to safe pedestrian or

bicyclist travel beyond its Main Street, and poses major safety hazards for those who choose to walk and bike


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regardless. Ultimately, the town has a responsibility to not only provide but also encourage walkability for its

residents. If plans to improve walkability are executed, Boonsboro has every opportunity to become a better-

connected, safe, and prosperous community.


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Sources Aleshin-Guendel, Serge. Figure 1.6, 1.10, 1.13. N.d. N.p. "Boonsboro,+MD+21713 - Google Maps." Boonsboro,+MD+21713 - Google Maps. N.p., n.d. Web. 21 Aug. 2014. <https://www.google.com/maps/place/Boonsboro%2C%2BMD%2B21713/%4039.511817%2C-77.6575155%2C14z/data%3D%213m1%214b1%214m2%213m1%211s0x89c9ef343146ef9d%3A0xd0ad40919a20d0ef>. City of Hagerstown, MD. "CITY ADMINISTRATOR’S PROPOSED BUDGET Fiscal Year 2013 - 2014 July 1, 2013 - June 30, 2014." N.p., n.d. Web. <http%3A%2F%2Fwww.hagerstownmd.org%2FDocumentCenter%2FView%2F1835>. Cortright/ Impresa, Inc., Joe. "How Walkability Raises Home Values in U.S. Cities." Walking the Walk (n.d.): n. pag. CEOs for Cities, Aug. 2009. Web. <http://www.ceosforcities.org/pagefiles/WalkingtheWalk_Summary.pdf>. "Crosswalks." SF Better Streets. City and County of San Francisco, 2012. Web. <http%3A%2F%2Fwww.sfbetterstreets.org%2Ffind-project-types%2Fpedestrian-safety-and-traffic-calming%2Fcrosswalks%2F>. "Economic Benefits of Walking and Bicycling." Pedestrian & Bicycle Information Center. U.S. Department of Transportation Federal Highway Administration, n.d. Web. 4 Aug. 2014. <http://www.pedbikeinfo.org/data/factsheet_economic.cfm>. "FAQs." FHWA Office of Innovative Program Delivery: Public Private Partnerships. N.p., n.d. Web. 21 Aug. 2014. <http://www.fhwa.dot.gov/ipd/p3/faqs/#1>. "Funding." Pedestrian & Bicycle Information Center. U.S. Department of Transportation Federal Highway Administration, Pedestrian and Bicycle Information Center within the University of North Carolina Highway Safety Research Center, n.d. Web. 16 Aug. 2014. <http://www.pedbikeinfo.org/planning/funding.cfm>. "How walkable is your community?". Partnership for a Walkable America. Survey. "How Walkable is Your Neighborhood?". Health by Design. Survey. James, Rosemary. Figure 1.2, 1.8, 1.9. N.d. N.p. Kerr, Amanda. Figure 1.1, 1.5, 1.7, 1.9, 1.12, 1.14, 1.15, 1.16. 2014. N.p. Maryland Bicycle and Pedestrian Advisory Committee, and Maryland Department of Transportation. Maryland Safe Routes to School Guidebook. Washington, D.C.: U.S. Dept. of Transportation, National Highway Traffic Safety Administration, 2002. Web. <http://www.mdot.maryland.gov/Office_of_Planning_and_Capital_Programming/Bicycle/SafeRoutesToSchool/SafeRoutesToSchoolGuidebook.pdf>. Murphy, Daniel. Figure 1.8, 1.11. 2014. N.p. PEDESTRIAN AND BICYCLE INFRASTRUCTURE: A NATIONAL STUDY OF EMPLOYMENT IMPACTS. Rep. Political Economy Research Institute University of Massachusetts, Amherst, June 2011. Web. <ftp://ftp.kingcounty.gov/parks/REGIONALTRAILS/PLANS%20%26%20STUDIES/PERI_PedBikeEmployment%20Study_June2011.pdf>. "Physical Activity." Centers for Disease Control and Prevention. Centers for Disease Control and Prevention, n.d. Web. 4 Aug. 2014. <http://www.cdc.gov/healthyplaces/healthtopics/physactivity.htm>. Resource Systems Group, Inc, Economic and Policy Resources, Inc., and Local Motion. "Economic Impact of Bicycling and Walking in Vermont." (n.d.): n. pag. Vermont Agency of Transportation, 6 July 2012. Web. 10 Aug. 2014. <http://vtransengineering.vermont.gov/sites/aot_program_development/files/documents/ltf/BikePedFinal%20Report%20Econ%20Impact%20Walking%20and%20Biking2012.pdf>. "Search Results." Project Search Results. National Center for Safe Routes to School, n.d. Web. <http%3A%2F%2Fapps.saferoutesinfo.org%2Fproject_list%2Fresults.cfm>. "Somewhat Walkable, Boonsboro." Walk Score. N.p., n.d. Web. 10 Aug. 2014. <http://www.walkscore.com/score/boonsboro-maryland>. "State Administered CDBG." State Administered CDBG/U.S. Department of Housing and Urban Development (HUD). U.S. Department of Housing and Urban Development (HUD), n.d. Web. 21 Aug. 2014. <http://portal.hud.gov/hudportal/HUD?src=/program_offices/comm_planning/communitydevelopment/programs/stateadmin>. Swope, John. Figure 1.3, 1.4. 2014. N.p. "Walk Score Methodology." Walk Score Methodology. N.p., n.d. Web. 21 Aug. 2014. <http://www.walkscore.com/methodology.shtml>. "Walkability Improvements Strategies to Make Walking Convenient, Safe and Pleasant." Online TDM Encyclopedia - Pedestrian Improvements. Victoria Transport Policy Institute, 15 May 2014. Web. 19 Aug. 2014. <http://www.vtpi.org/tdm/tdm92.htm>. "Walkable Neighborhoods." What Makes a Neighborhood Walkable. N.p., n.d. Web. 14 July 2014. <http://www.walkscore.com/walkable-neighborhoods.shtml>. "What Are Transportation Alternatives?" What Are Transportation Alternatives? Rails-to-Trails, Federal Highway Administration through the Office of Planning, Environment, and Realty's Surface Transportation Environment and Planning Cooperative Research Program (STEP), n.d. Web. 21 Aug. 2014. <http://trade.railstotrails.org/index>. "Why Walk? The Benefits of Walkable Neighborhoods." Sightline Institute. N.p., n.d. Web. 21 Aug. 2014. <http://www.sightline.org/research/walkable-facts/>.


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Appendix

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Appendix A: Zone and Neighborhood Information

Figure A.1 Map of areas surveyed at Town Walkabout event.

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Zone 1 • Potomac Street • Maryland Route 34 • Crestview community • King Road • Monroe Road

Zone 2

• Potomac Street • Monument Drive • Young Avenue • Sinnesin Drive • Alley 10 • Gantz Alley • Cemetery Lane • Reeders Alley • South Main Street

Zone 3

• Park Drive • North Main Street • Stouffer Avenue • Della Lane • David Drive • Graystone Drive • Winner Lane • Thomas Lane • Alley 1

Zone 4

• North Main Street • School House Court • Center Street • Grove Lane • Orchard Drive • St. Paul Street • Ford Avenue • Lakin Avenue • Alley 15 • High Street

Zone 5

• North Main Street • Boonsboro High, Middle, and Elementary campus • Maple Avenue/ Maryland Route 66 • Kinsey Heights community • Knode Circle

Zone 6

• Lappans Road • Chase 6 Boulevard • Fletcher’s Grove community • North Main Street


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Appendix B: Survey Data

Figure B.1 Compiled survey data page one.


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Figure B.2 Compiled survey data page two.


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Figure B.3 Compiled survey data page three.


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Figure B.4 Compiled survey data page four.


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Figure B.5 Compiled survey data page five.


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Figure B.6 Compiled survey data page six.

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Table B.1 Number of surveys collected per zone

Zone 1 Zone 2 Zone 3 Zone 4 Zone 5 Zone 6

2 2 1 1 3 1 Total 10


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Appendix C : Contact and Supplemental Information for Funding Opportunities

Safe Routes to School Jessica Silwick Maryland Safe Routes to School Manager Regional & Intermodal Planning Division State Highway Administration 707 N. Calvert Street Baltimore, MD 21202 Phone: (410) 545-5675 Fax: (410) 209-5025 Email: [email protected] Safe Routes to School (SRTS) programs are federally funded initiatives involving school administrations,

community members, and municipalities committed to enabling students to safely walk and bike to school.

Programs vary based on community need, but include projects such as sidewalk improvements, traffic calming,

pedestrian/bicycle access, planning, encouragement, enforcement, and evaluation.i SRTS has funded eight programs

in Washington County since 2007, directly impacting over twelve schools in Boonsboro’s neighboring school

districts.ii SRTS does not require applicants to provide a capital match, and Maryland is among the highest

categorized states with a more than 64% obligation rate.iii

U.S. Department of Housing and Urban Development Charles E. Halm Community Planning and Development Director Region 3 Baltimore Field Office Correspondence Code: 38D 10 South Howard Street 5th Floor Baltimore, MD 21201-2505 Phone: (410) 209-6541 ext. 3071 Fax: (410) 209-6672 Email: [email protected]


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Under Congress’ amendment of the Housing and Community Development Act of 1974 in 1981, each state is able

to allot Community Development Block Grant (CDBG) funds for local government development projects that do

not receive CDBG funds directly from HUD as part of the entitlement program. Eligible non-entitlement areas are

cities with populations of less than 50,000 that plan to pursue community development projects such as

“construction or reconstruction of streets, neighborhood centers, recreation facilities, and other public works”.

Funds may also be awarded for “assistance to nonprofit entities for community development activities, and

assistance to private, for profit entities to carry out economic development activities”.iv States distribute all funds to

units of local government.

Transportation Alternatives Keith Kucharek Maryland Assistant Division Chief Regional and Intermodal Planning Division Maryland State Highway Administration Mail Stop C-502 707 North Calvert Street Baltimore, MD 21203-0717 Phone: (410)-545-8792 Fax: (410)-209-5014 Email: [email protected] Transportation Alternatives projects—those that "expand travel choices, strengthen the local economy, improve the

quality of life, and protect the environment” through the improvement of transportation infrastructure"—are

administered funds through the State Department of Transportation.v Project sponsors are typically responsible for

20% of the project cost. Eligible entities to receive funds include local governments; regional transportation

authorities; transit agencies; natural resource or public land agencies; schools, school districts, and local education


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agencies; tribal governments; and any other local or regional governmental entity that is responsible for

transportation oversight and is deemed eligible by the state DOT. vi Eligible projects are extensive, and include

pedestrian and bicycle facilities, safe routes for non-drivers, and more.vii

Addit ional Funding Resources made avai lable by the Pedestr ian and Bicyc l e Information Center :

http://www.pedbikeinfo.org/planning/funding_resources.cfm

i Page 28 http://www.saferoutesinfo.org/sites/default/files/resources/progress%20report_FINAL_web.pdf ii Project search results state of Maryland http://apps.saferoutesinfo.org/project_list/results.cfm iii Page 31 http://www.saferoutesinfo.org/sites/default/files/resources/progress%20report_FINAL_web.pdf iv http://portal.hud.gov/hudportal/HUD?src=/program_offices/comm_planning/communitydevelopment/programs/stateadmin#more v http://trade.railstotrails.org//page.php?identifier=index vi http://www.railstotrails.org/ourwork/trailbuilding/toolbox/informationsummaries/funding_financing.html#statelocal vii http://trade.railstotrails.org//page.php?identifier=10_definitions

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Final Walkability Report 2014

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