barnwell | south carolina · bicycle and pedestrian projects is likely to change. historically,...

5-76 | CHAPTER 5: STRATEGIES FOR IMPLEMENTATION

BARNWELL | SOUTH CAROLINA

CHAPTER 5: STRATEGIES FOR IMPLEMENTATION | 5-77

BICYCLE AND WALK FRIENDLY COMMUNITY ACTION PLAN | 2012

Chapter Outline:

Introduction

Priority Bikeway and Walkway Projects

Potential Funding Sources

INTRODUCTIONThis plan recommends that the proposed pedestrian greenway and bicycle projects be prioritized based on local goals and objectives to gauge the relative importance and to inform potential funding allocation for system improvements. The criteria can be applied to lay out the best possible future pedestrian and bicycle network by identifying the features of a network most important to Barnwell residents and to rank projects against each other as an indication of their relative importance. The City should also separately work with local and regional partners and stakeholders to develop priorities for non-infrastructure programs and policies.

The evaluation criteria recommended for prioritizing projects examine projects based on whether they:

• Provide connectivity to existing local destinations and generators: To ensure that areas such as shopping districts, civic and community centers are linked to walkable/bikeable neighborhoods, apartment centers, and other locations.

• Provide connectivity: To ensure that multiple routes are available extending out from the primary bikeway, walkway and trail corridors.

• Establish opportunities to integrate with future development: To ensure that resources can be leveraged and that future development will add to network connectivity.

• Provide connectivity to existing regional destinations and generators: To ensure that Barnwell capitalizes on tourism opportunities and participates in regional planning.

• Establish opportunities to construct in conjunction with other projects: To ensure that cost-efficiencies can be garnered during planned roadway pavings, road widenings, park development, and other projects.

Chapter 5: Strategies for Implementation



PRIORITY BIKEWAY AND WALKWAY PROJECTS

SidewalksThough Barnwell has a centralized sidewalk network and a popular greenway within its downtown, existing facilities should be extended to provide greater pedestrian accessibility and connectivity. In implementing the recommendations of this action plan, the City of Barnwell should focus on the following priorities in the near-term:

• Prioritize pedestrian improvements along Highway 278/Ellenton St.

• Construct sidewalk connections to schools and parks

• Work with SCDOT, LSCOG, the school district, and the local CIP to obtain funding for sidewalk development

IntersectionsIt is evident that there have been recent improvements in pedestrian accommodation at intersections in Barnwell. In implementing the recommendations of this action plan, the City of Barnwell should focus on the following priorities in the near-term:

• Intersection improvements to provide safe bicycle and pedestrian access to Fuller Park

• Work with SCDOT to implement priority curb ramp installations, as identified within the recommendations of this plan

• Work with SCDOT and LSCOG to program study and implementation of improvements as follows:

o A review of all signalized intersection to determine if the basic pedestrian accommodations of crosswalks, curb ramps with correctly installed tactile pads, pedestrian signals, and accessible pedestrian push buttons are in place. From this review, a specific list of pedestrian needs can be developed, and the needs can be addressed as funds become available or other projects are undertaken. Three example intersections are SC 3 at Allen, SC 70, and Hagood Avenue.

o Intersection geometric improvements which will better accommodate pedestrians should be considered at intersections such as Jackson/Marlboro, SC 63/SC 3, and Dunbarton/Ellenton. These are all skewed intersections which result in longer pedestrian crossings and higher vehicle speeds.

o An operations study of the segment of Dunbarton from Ellenton to SC 64 to address the lanes needed at the signalized intersections and between them, the need for a left turn lane at Gilden, the higher-speed right turn onto Ellenton, separate pedestrian phases crossing Jackson and Allen, and the potential for a mid-block crossing on Dunbarton between Fuller Park and the Lake (Figure 5-1).



Bikeways and GreenwaysBarnwell stakeholders expressed a strong interest in improving the safety and mobility of bicyclists in the City. In implementing the recommendations of this action plan, the City of Barnwell should focus on the following priorities in the near-term:

• Development and implementation of a bike route/walking route wayfinding system (in coordination with existing signage) (Figure 5-2)

• Study and implement the proposed greenway, with a connection between Fuller Park and Lemon Park serving as the first priority of that project

• Work with SCDOT and Public Works to implement bike lane and sharrow projects as part of resurfacing or retrofit striping/signing projects, with particular attention to the following priority corridors: Jackson Street, Allen Street, and SC 3 (Figure 5-3)

• Construct the proposed greenway along the northern section of the Levee

• Develop the proposed greenway/multi-use path connection between the Guinyard-Butler Middle School and Lemon Park

Figure 5-1 Dunbarton Blvd near Gilmore Street: Conceptual Dunbarton Road crossing enables bicyclists and pedestrians to access to levee trail and increases safety.

Current

Proposed



• Develop a corridor streetscape and pedestrian safety plan for Dunbarton Road, including street trees, sidewalk gap closure, access management, pedestrian refuge islands, and pedestrian scale lighting.

• Develop a mountain bike skills park as a bicycling encouragement tool for local residents and as a regional attractions for visitors (Figure 5-4)

Improve Bicycle Parking Bicycle parking can be broadly defined as either short-term or long-term parking:

• Short-term parking is meant to accommodate visitors, customers, messengers and others expected to depart within two hours; requires approved standard rack, appropriate location and installation.

• Long-term parking is meant to accommodate employees, students, residents, commuters, and others expected to park more than two hours. This parking is to be provided in a secure, weather-protected manner and location.

Short-term bicycle parking facilities include racks which permit the locking of the bicycle frame and at least one

Figure 5-2 Wayfinding Signage Concept: Wayfinding can help orient users to their sur-roundings, determine where to go, and the amount of time required to reach their destination.

Figure 5-3 Bike Lanes Simulation: Bike lanes can be implemented as part of street resurfacing or retrofit projects.

Current

Proposed



Figure 5-4 Natural Surface and Asphalt Trail Simulation: A railroad right-of-way can provide an opportunity for a greenway or a mountain bike trail.



wheel to the rack and support the bicycle in a stable position without damage to wheels, frame or components. Short-term bicycle parking is currently provided at a few locations in Barnwell. The City should work with property owners to encourage the installation of additional bicycle parking (short and long-term) at key destinations around City. Short term bike parking is especially needed near retail and commercial establishments. Bike racks in Barnwell could display a unique Barnwell logo.

POTENTIAL FUNDING SOURCES Bicycle and pedestrian funding is administered at all levels of government. This section begins with explaining the current state of federally-administered funding and the anticipated new transportation bill, which influences State, regional and local funding and is followed by a description of funding sources that may be pursued to implement facilities and programs in this plan.

Federally-Administered FundingSAFETEA-LU, the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users, is the primary federal funding source for bicycle and pedestrian projects. SAFETEA-LU is the fourth iteration of the transportation vision established by the Intermodal Surface Transportation Efficiency Act (1991). Also known as the federal transportation bill, Congress passed the $286.5 billion SAFETEA-LU bill in 2005. SAFETEA-LU expired in 2009, at which time Congress approved extending funds through 2011. When the next multi-year federal transportation bill is reauthorized, funding available for bicycle and pedestrian projects is likely to change. Historically, these modes have received larger allocations with each new multi-year transportation bill, however recent political trends have put federal funding for bicycling and walking transportation projects in jeopardy.

SCDOT and regional planning agencies such as LSCOG administer SAFETEA-LU funding. Most, but not all of these funding programs emphasize transportation modes and purposes that reduce auto trips and provide inter-modal connections. SAFETEA-LU programs require a local match of between zero percent and 20 percent. SAFETEA-LU funds primarily capital improvements and safety and education programs that relate to the surface transportation system.

To be eligible for Federal transportation funds, States are required to develop a State Transportation Improvement Program (STIP) and update it at least every four years. A STIP is a multi-year capital improvement program of transportation projects that coordinates transportation-related capital improvements planned by metropolitan planning organizations and the state. Bicycle and pedestrian projects are eligible for inclusion.

The following programs are administered by the Federal government.

Transportation, Community and System Preservation (TCSP) ProgramThe Transportation, Community and System Preservation (TCSP) Program provides federal funding for transit oriented development, traffic calming and other projects that improve the efficiency of



the transportation system, reduce the impact on the environment, and provide efficient access to jobs, services and trade centers. The program provides communities with the resources to explore the integration of their transportation system with community preservation and environmental activities. TCSP Program funds require a 20 percent match. SAFETEA-LU authorized an extension of TCSP Program funds through FY 2012.

Online resource: http://www.fhwa.dot.gov/tcsp/

Rivers, Trails and Conservation Assistance ProgramThe Rivers, Trails and Conservation Assistance Program (RTCA) is a National Parks Service program that provides technical assistance via direct staff involvement, to establish and restore greenways, rivers, trails, watersheds and open space. The RTCA program provides only for planning assistance—there are no implementation monies available. Projects are prioritized for assistance based upon criteria that include conserving significant community resources, fostering cooperation between agencies, serving a large number of users, encouraging public involvement in planning and implementation and focusing on lasting accomplishments.

Online resource: http://www.nps.gov/ncrc/programs/rtca/contactus/cu_apply.html

National Scenic Byways Program

The National Scenic Byways Program identifies roads with outstanding scenic, historic, and cultural, natural, recreational, and archaeological qualities as National Scenic Byways. The program provides funding for scenic byway projects and for planning, designing, and developing scenic byway programs. There is a 20 percent match requirement. National Scenic Byways Program can be used to fund on-street bicycle facilities, off-street bicycle and pedestrian facilities, intersection improvements, user maps and other publications.

Nationally, $3 million were available each fiscal year between 2006 and 2009. Grant applications for National Scenic Byways Programs are forwarded to the FHWA division office by the state scenic byways coordinator.

Federal Fact Sheet: http://www.fhwa.dot.gov/safetealu/factsheets/scenic.htm



National Scenic Byways Program: http://www.bywaysonline.org/grants/

Community Challenge Planning GrantsThe program provides grants (~$30M) to enable communities to foster reform and reduce barriers to achieving affordable, economically vital, and sustainable communities. Such efforts may include amending or replacing local master plans, zoning codes, and building codes, with the goal of promoting sustainability at the local or neighborhood level. This Program’s funds can be used for regulations to support community-wide complete streets.

Further Information: http://www.hud.gov/sustainability

Sustainable Communities Regional Planning Grant

The Regional Planning Grant program is a United States Department of Transportation (USDOT) program that encourages grantees to support regional planning efforts that integrate housing, land-use, economic and workforce development, transportation, and infrastructure developments in a manner that empowers regions to consider how all of these factors work together to bring economic competitiveness and revitalization to a community. The program places a priority on partnerships, including the collaboration of arts and culture, philanthropy, and innovative ideas to the regional planning process.

Funds can be used to support the preparation of Regional Plans for sustainable development, to support efforts to modify existing regional plans so that they are in accordance with the Partnership for Sustainable Communities’ six Livability Principles, and to prepare more detailed execution plans for an adopted regional plan for sustainable development.

Further Information: http://www.hud.gov/sustainability

New Freedom ProgramThe New Freedom formula grant program is a USDOT program that aims to provide additional tools to overcome existing barriers facing Americans with disabilities seeking integration into the work force and full participation in society. Lack of adequate transportation is a primary barrier to work for individuals with disabilities. The 2000 Census showed that only 60 percent of people between the ages of 16 and 64 with disabilities are employed.



The New Freedom formula grant program seeks to reduce barriers to transportation services and expand the transportation mobility options available to people with disabilities beyond the requirements of the Americans with Disabilities Act (ADA) of 1990.

Funds may be used for capital and operating expenses for new public transportation services and new public transportation alternatives beyond those required by the American with Disabilities Act of 1990 (ADA), that are designed to assist individuals with disabilities.

Additional Information: http://www.fta.dot.gov/funding/grants/grants_financing_3549.html

Clean Water Act GrantsThe Clean Water Act Grants program is a United States Environmental Protection Agency (USEPA) program. Under Section 319, states, territories and tribes receive grant money that supports a wide variety of activities including technical assistance, financial assistance, education, training, technology transfer, demonstration projects and monitoring to assess the success of specific nonpoint source implementation projects. Green infrastructure aspects of complete streets are eligible for grant funding.

Additional Information: http://www.epa.gov/owow_keep/NPS/cwact.html

State-Administered Funding The State of South Carolina uses both federal sources and its own budget to fund the following bicycle and pedestrian projects and programs.

Safe Routes to School (SR2S)

The purpose of the Safe Routes to Schools program is to provide children a safe, healthy alternative to riding the bus or being driven to school. The SR2S Grants were established to address pedestrian and bicycle mobility and safety near schools. SCDOT is responsible for administration of SR2S funding. Application for these funds is open to any public agency. Agencies providing a funding match will be given preference.

Eligible projects may include three elements:

• Engineering Improvements. These physical improvements are designed to reduce potential bicycle and pedestrian conflicts with motor vehicles. Physical improvements may also reduce



motor vehicle traffic volumes around schools, establish safer and more accessible crossings, or construct walkways, trails or bikeways. Eligible improvements include sidewalk improvements, traffic calming/speed reduction, pedestrian and bicycle crossing improvements, on-street bicycle facilities, off-street bicycle and pedestrian facilities, and secure bicycle parking facilities.

• Education and Encouragement Efforts. These programs are designed to teach children safe bicycling and walking skills while educating them about the health benefits, and environmental impacts. Projects and programs may include creation, distribution and implementation of educational materials; safety based field trips; interactive bicycle/pedestrian safety video games; and promotional events and activities (e.g., assemblies, bicycle rodeos, walking school buses).

• Enforcement Efforts. These programs aim to ensure that traffic laws near schools are obeyed. Law enforcement activities apply to cyclists, pedestrians and motor vehicles alike. Projects may include development of a crossing guard program, enforcement equipment, photo enforcement, and pedestrian sting operations.

South Carolina’s SRTS funding program, which was updated in 2010, has provided up to $200,000 per school for infrastructure and non-infrastructure improvement programs. 90% of the funding must be used for infrastructure. Because the grants are competitive and statewide funding limited, only one school in a given municipality is likely to receive funding. All projects must be within two-miles of primary or middle schools (K-8). Project proposals are due in early May.

The Federal Safe Routes to School Program has been extended through FY 2011, and may be included in the future federal transportation bill.

Online resource: http://www.scdot.org/community/saferoutes.shtml

Recreational Trails Program The Recreational Trails Program (RTP) of SAFETEA-LU allocates funds to states to develop and maintain recreational trails and trail-related facilities for both non-motorized and motorized recreational trail uses. Examples of trail uses include hiking, bicycling, in-line skating, equestrian use, and other non-motorized and motorized uses. The RTP funds are administered by the South Carolina Department of Parks, Recreation, and Tourism. In FY2010, South Carolina received an apportionment of $1.22 million. A minimum 20 percent local match (in-kind is eligible) is required and grants are awarded annually. State and local agencies are permitted to apply for funds. RTP projects must be ADA-compliant and may be used for:

• Maintenance and restoration of existing trails

• Purchase and lease of trail construction and maintenance equipment

• Construction of new trails, including unpaved trails



• Acquisition of easements or property for trails

• State-administrative costs related to this program (limited to seven percent of a State’s funds)

• Operation of educational programs to promote safety and environmental protection related to trails (limited to five percent of a State’s funds).

Applicants must submit a Letter of Intent in order to be eligible to apply for a grant. Applications are due in March and awarded in July of each year. Minimum grant amount is $10,000 with a maximum amount of $100,000. Applicants can be municipal, state, or federal government, or for- or non-profit organizations. SC’s Parks, Recreation, and Tourism grants must be used for construction (no more than 5% for planning or engineering).

Online resource: http://www.scprt.com/our-partners/grants/trails.aspx

Highway Safety Improvement ProgramThe Highway Safety Improvement Program funds are allocated to States as part of SAFETEA-LU. The goal of HSIP funds is to achieve a significant reduction in traffic fatalities and serious injuries on all public roads. This program includes the Railway-Highway Crossings Program and the High Risk Rural Roads Program. As required under the Highway Safety Improvement Program (HSIP), the South Carolina Department of Transportation has developed and is in the process of implementing a Strategic Highway Safety Plan (SHSP). A portion of the HSIP funds allocated to each state is set aside for construction and operational improvements on high-risk rural roads. If the state has a Strategic Highway Safety Plan, the remainder of the funds may be allocated to other programs, including projects on bicycle and pedestrian pathways or trails and education and enforcement. A local match of 10% is required.

Additional online resources can be found at: http://www.bikeleague.org/resources/reports/

South Carolina has steadily improved its ratio of obligated HSIP funds to apportioned HSIP funds. In 2006, the state obligated 11.2% of apportioned funds and in 2010, the state obligated 77.2% of funds.

Federal HSIP online resource: http://www.fhwa.dot.gov/safetealu/factsheets/hsip.htm

Land and Water Conservation FundLand and Water Conservation Fund (LWCF) is a federally funded program, run through the National Park Service that provides grants for planning and acquiring outdoor recreation areas and facilities, including trails. The fund is administered by the South Carolina Department of Parks, Recreation and Tourism (SC PRT). The fund has been reauthorized until 2015. Cities, counties, and districts authorized to acquire,



develop, operate, and maintain park and recreation facilities are eligible to apply. Applicants must fund the entire project, and will be reimbursed for 50 percent of costs. Property acquired or developed under the program must be retained in perpetuity for public recreational use.

In 2011, SC PRT announced that the grant cycle will operate on a bi-annual basis rather than an annual basis. The next Letter of Intent for the solicitation of LWCF applications is anticipated in November 2011, with the next funding cycle to be held in the spring of 2012

National Park Service website: http://www.nps.gov/lwcf/

SC PRT online resource: http://www.scprt.com/our-partners/grants/lwcf.aspx

Community Development Block GrantsThe CDBG program funds projects and programs that develop viable urban communities by providing decent housing and a suitable living environment and by expanding economic opportunities, principally for persons of low and moderate income. Federal Community Development Block Grant Grantees may use CDBG funds for activities that include (but are not limited to) acquiring real property; building public facilities and improvements, such as streets, sidewalks, and recreational facilities; and planning and administrative expenses, such as costs related to developing a consolidated plan and managing CDBG funds. The state makes funds available to eligible agencies (cities and counties) through a variety of different grant types. Grantees enter into a contract with the state. Eligible agencies are determined based on a formula, and are listed on the HUD website.

Online resource: http://www.hud.gov/offices/cpd/communitydevelopment/programs/index.cfm

Eligible CDBG Agencies in South Carolina: http://www.hud.gov/local/sc/community/cdbg/#state

South Carolina Department of Transportation South Carolina Department of Transportation and the City of Barnwell each benefit from a close working relationship. Through open communication and collaboration, the two agencies can more efficiently identify and implement bicycle and pedestrian improvements as part of major projects. South Carolina Department of Transportation also carries out a number of road resurfacing projects annually that are geared at maintenance. There may be opportunities for road re-stripping to be completed as part of regular roadway maintenance. This will require coordination between the City, the SCDOT District Traffic Engineer and the local Maintenance office to ensure that the pavement marking design is safe for cyclists or drivers. It is recommended that the two organizations continue to liaise with one another on an ongoing basis to identify opportunities



for implementation of the Barnwell Bike and Walk Friendly Action Plan.

Statewide Transportation Improvement ProgramThe Statewide Transportation Improvement Program (STIP) is SCDOT’s short-term capital improvement program, providing project funding and scheduling information for the department and South Carolina’s metropolitan planning organizations. The program provides guidance for the next six years and is updated every three years. The South Carolina Department of Transportation Commission, as well as the Federal Highway Administration (FHWA) and Federal Transit Administration (FTA) approve the STIP.

In developing this funding program, SCDOT must verify that the identified projects comply with existing transportation and comprehensive plans and SAFETEA-LU planning requirements. The STIP must fulfill Federal planning requirements for a staged, multi-year, statewide, intermodal program of transportation projects. Specific transportation projects are prioritized based on Federal planning requirements and the different State plans.

Additional Information: http://www.scdot.org/inside/stip.shtml

South Carolina Transportation Infrastructure BankThe South Carolina Transportation Infrastructure Bank (SCTIB) is a statewide revolving loan fund designed in 1997 to assist major transportation projects in excess of $100 million in value. The SCTIB has since approved more than $4.5 billion in financial assistance and is arguably the largest and most active State Infrastructure Bank in the country.

Additional Information: http://www.chiplimehouse.net/whisper/graphics/60565Connector%20Fall%202007%2012.pdf

Locally-Administered FundingLocal funding sources are generally administered by regional agencies such as LSCOG. Counties or cities may administer some funding sources. These funding sources are supported by federal, state, or local revenue streams.

Transportation Enhancements Program The Transportation Enhancements Program (TE) is a locally-administered source of funding that is drawn from federal gas tax revenues. TE funds can be applied to bicycle and pedestrian projects, as well as a number of other types of transportation-related projects. Bicycling activities approved for TE funds include: the development of bicycle and pedestrian facilities, including support facilities; and bicycle safety education.

General FundThe General Fund is often used to pay for maintenance expenses and limited capital improvement projects. Projects identified for reconstruction or re-pavement as part of the Capital Improvements list should also implement recommendations for bicycle or pedestrian improvements in order to reduce additional costs.



Local Improvement Districts (LIDs)Local Improvement Districts (LIDs) are most often used by cities to construct localized projects such as streets, sidewalks or bikeways. Through the LID process, the costs of local improvements are generally spread out among a group of property owners within a specified area. The cost can be allocated based on property frontage or other methods such as traffic trip generation.

Several cities have successfully used LID funds to make improvements on residential streets and for large scale arterial projects. LID formed to finance commercial street development can be “full cost,” in which the property assessments are entirely borne by the property owners.

Business Improvement Area (BIA)Pedestrian and bicycle improvements can often be included as part of larger efforts aimed at business improvement and retail district beautification. Business Improvement Areas collect levies on businesses in order to fund area-wide improvements that benefit businesses and improve access for customers. These districts may include provisions for pedestrian and bicycle improvements, such as wider sidewalks, landscaping, and ADA compliance.

Transportation User FeesTransportation user fees are any group of additional fees that could be used to fund maintenance and improvement projects for non-motorized uses. Properties would be assessed fees based on the traffic generation by land use or business activity as published in the Institute of Transportation Engineers (ITE) Trip Generation Manual.

The fee could be a Street Maintenance Fee, to fund maintenance of the existing roadway system to free up dollars from the state gasoline tax for capital projects.

Local Bond MeasuresThe city could issue bonds to fund bicycle and/or pedestrian improvements. This would spread the cost of the improvements over the life of the bonds. Certain types of bonds would require voter approval. The debt would have to be retired, so funding for repayment on the bond and the interest would be required.

A bond issued in Denver, Colorado funded $5 million for trail development and also funded the city’s bike planner for several years. The City of Albuquerque, New Mexico and Bernalillo County have a 5 percent set-aside of street bond funds for trails and bikeways. This has amounted to approximately $1.2 million for the City every two years.

Tax Increment Financing/Urban Renewal FundsTax Increment Financing (TIF) is a tool to use future gains in taxes to finance the current improvements that will create those gains. When a public project (e.g., shared-use path) is constructed, surrounding property values generally increase and encourage surrounding development or redevelopment. The increased tax revenues are then dedicated to finance the debt created by the original public



improvement project. Tax Increment Financing typically occurs within designated Urban Renewal Areas (URA) that meet certain economic criteria and approved by a local governing body. To be eligible for this financing, a project (or a portion of it) must be located within the URA.

Street User/Street Utility FeesThe City could administer street user fees through residents’ monthly water or other utility bills. The revenue generated by the street user fee is used for operations and maintenance of the street system, and priorities are established by the Public Works Department. Revenue from this fund could be used to maintain on-street bicycle and pedestrian facilities, including routine sweeping of bicycle lanes and other designated bicycle routes. Additionally, this type of fee may free up more general fund money for off-street projects. Implementation of street user fees would require a public vote.

Sales TaxesBicycle and pedestrian projects can be funded by a portion of local sales tax revenue or from a voter-approved sales tax increase. The City of Colorado Springs implemented a TOPS tax (Trails, Open Space and Parks) to administer the ordinance passed by voters in April of 1997. The sales tax, 1/10th of one percent, generates about $6 million annually for trails, open space and parks.

Property Tax LevyApproved property taxes can be an important source of funding for bicycle and pedestrian projects. Seattle, Washington is receiving $5 million a year for nine years for bicycle and pedestrian projects as a result of a levy (property tax) approved by voters in 2006.

Bike TaxBike taxes can provide funding for bicycle infrastructure projects. The City of Colorado Springs has a $4.00 per bike tax to provide funding for bikeway improvements. The tax generates nearly $100,000 annually and has been used for both on- and off-street projects. It is used primarily to provide a local match for other grants such as the Colorado State Trails Program or SAFETEA-LU grants. A bike tax is an annual fee; implementation would require a pubic vote.

Developer Impact FeesAnother potential local source of funding is developer impact fees, typically tied to trip generation rates and traffic impacts produced by a proposed project. A developer may reduce the number of trips (and hence impacts and cost) by paying for on- and off-site bikeway improvements that will encourage residents to bicycle or walk rather than drive. Establishing a clear nexus or connection between the impact fee and the project’s impacts is critical in avoiding a potential lawsuit.

Latecomer FeesLatecomer fees are a mechanism that allows the City to recover pro-rata costs of a duly authorized public improvement from future developers, which receive benefit from the public improvement.



Other SourcesCommunity Action for a Renewed Environment (CARE)CARE is a competitive grant program that offers an innovative way for a community to organize and take action to reduce toxic pollution in its local environment. Through CARE, a community creates a partnership that implements solutions to reduce releases of toxic pollutants and minimize people’s exposure to them. By providing financial and technical assistance, EPA helps CARE communities get on the path to a renewed environment. Transportation and “smart-growth” types of projects are eligible. Grants range between $75,000 and $300,000.

Online resource: http://www.epa.gov/care/

Bikes Belong Grant

Bikes Belong is an organization sponsored by bicycle manufacturers with the intent to increase bicycle riding in the United States. Bikes Belong provides grant opportunities up to $10,000 with a minimum 50 percent match to organizations and agencies seeking to support facility and advocacy efforts. Eligible projects include bike paths, trails, and bridges, mountain bike facilities, bike parks, and BMX facilities.

Online resource: http://www.bikesbelong.org/grants

Robert Wood Johnson Foundation GrantsRobert Wood Johnson Foundation Grants are awarded to promote healthy communities and lifestyles. Most grants are awarded through Calls for Proposals for the seven program areas of the RWJ Foundation.

American Greenways ProgramAdministered by The Conservation Fund, the American Greenways Program provides funding for the planning and design of greenways. Applications for funds can be made by local regional or state-wide non-profit organizations and public agencies. The maximum award is $2,500, but most range from $500 to $1,500. American Greenways Program monies may be used to fund unpaved trail development.

Online resource: http://www.conservationfund.org/node/245

Volunteer and Public-Private PartnershipsLocal schools or community groups may use the bikeway projects as a project for the year, possibly working with a local designer or engineer. Work parties may be formed to help clear the right-of-way where needed. A local construction company may donate or discount services.



A challenge grant program with local businesses may be a good source of local funding, where corporations ‘adopt’ a bikeway and help construct and maintain the facility.

Adopt a Bikeway, Sidewalk or Trail Program

A challenge grant program with local businesses may be a good source of local funding, where corporations ‘adopt’ a bikeway, sidewalk or trail and help maintain the facility. Foundation grants, volunteer work, and donations of in-kind services, equipment, labor or materials are other sources of support that can play a supporting role in gathering resources to design and build new bicycle and pedestrian facilities.

Residents and other community members are excellent resources for garnering support and enthusiasm for a bicycle and pedestrian facility, and the City should work with volunteers to substantially reduce implementation and maintenance costs. Local schools, community groups, or a group of dedicated neighbors may use the project as a goal for the year, possibly working with a local designer or engineer. Work parties can be formed to help clear the right-of-way for a new trail or maintain existing facilities where needed. A local construction company could donate or discount services. Other opportunities for implementation will appear over time, such as grants and private funds. The City should look to its residents for additional funding ideas to expedite completion of the bicycle and pedestrian system.

Local BusinessesThere is increasing corporate and business involvement in trail and conservation projects. Employers recognize that creating places to bike and walk is one way to build community and attract a quality work force. Bicycling and outdoor recreation businesses often support local projects and programs. Some examples include:

• In Evansville, Indiana, a boardwalk is being built with corporate donations from Indiana Power and Light Co. and the Wal-Mart Foundation.

• In Arizona, trail directional and interpretive signs are being provided by the Salt River Project — a local utility. Other corporate sponsors of the Arizona Trail are the Hughes Missile Systems, BHP Cooper, and Pace American, Inc.

• Recreational Equipment, Inc. has long been a financial supporter of local trail and conservation projects.



• The Kodak Company now supports the American Greenways Awards program of The Conservation Fund, which was started in partnership with the DuPont Company. This annual awards program provides grants of up to $2500 to local greenway projects for any activities related to greenway advocacy, planning, design or development.

Land TrustsMany environmental land trust organizations have raised funds to purchase land where trails are built, especially rail-trails. The Palmetto Conservation Foundation is a statewide nonprofit with a history of establishing conservation easements and building trail networks, including the cross-state Palmetto Trail.

The Conservation Alliance

The Conservation Alliance is a non-profit organization of outdoor businesses whose collective annual membership dues support grassroots citizen-action groups and their efforts to protect wild and natural areas. One hundred percent of its member companies’ dues go directly to diverse, local community groups across the nation - groups like Southern Utah Wilderness Alliance, Alliance for the Wild Rockies, The Greater Yellowstone Coalition, the South Yuba River Citizens’ League, RESTORE: The North Woods and the Sinkyone Wilderness Council (a Native American-owned/operated wilderness park). For these groups, who seek to protect the last great wild lands and waterways from resource extraction and commercial development, the Alliance’s grants are substantial in size (about $35,000 each), and have often made the difference between success and defeat. Since its inception in 1989, The Conservation Alliance has contributed $4,775,059 to grassroots environmental groups across the nation, and its member companies are proud of the results: To date the groups funded have saved over 34 million acres of wild lands and 14 dams have been either prevented or removed-all through grassroots community efforts.

The Conservation Alliance is a unique funding source for grassroots environmental groups. It is the only environmental grant maker whose funds come from a potent yet largely untapped constituency for protection of ecosystems - the non-motorized outdoor recreation industry and its customers. This industry has great incentive to protect the places in which people use the clothing, hiking boots, tents and backpacks it sells. The industry is also uniquely positioned to educate outdoor enthusiasts about threats to wild places, and engage them to take action. Finally, when it comes to decision-makers - especially those in the Forest Service, National Park Service, and Bureau of Land Management, this industry has clout - an important tool that small advocacy groups can wield.



The Conservation Alliance Funding Criteria: The Project should be focused primarily on direct citizen action to protect and enhance our natural resources for recreation. All projects should be quantifiable, with specific goals, objectives and action plans and should include a measure for evaluating success. The project should have a good chance for closure or significant measurable results over a fairly short term (one to two years). Funding emphasis may not be on general operating expenses or staff payroll.

Additional Information: http://www.conservationalliance.com/index.m.

National Fish and Wildlife Foundation (NFWF)The National Fish and Wildlife Foundation (NFWF) is a private, nonprofit, tax-exempt organization chartered by Congress in 1984. The National Fish and Wildlife Foundation sustains, restores, and enhances the Nation’s fish, wildlife, plants and habitats. Through leadership conservation investments with public and private partners, the Foundation is dedicated to achieving maximum conservation impact by developing and applying best practices and innovative methods for measurable outcomes.

The Foundation awards matching grants under its Keystone Initiatives to achieve measurable outcomes in the conservation of fish, wildlife, plants and the habitats on which they depend. Awards are made on a competitive basis to eligible grant

recipients, including federal, tribal, state, and local governments, educational institutions, and non-profit conservation organizations. Project proposals are received on a year-round, revolving basis with two decision cycles per year. Grants generally range from $50,000-$300,000 and typically require a minimum 2:1 non-federal match.

Funding priorities include bird, fish, marine/coastal, and wildlife and habitat conservation. Other projects that are considered include controlling invasive species, enhancing delivery of ecosystem services in agricultural systems, minimizing the impact on wildlife of emerging energy sources, and developing future conservation leaders and professionals.

Additional Information: http://www.nfwf.org/AM/Template.cfm?Section=Grants

The Trust for Public LandLand conservation is central to the mission of the Trust for Public Land (TPL). Founded in 1972, the Trust for Public Land is the only national nonprofit working exclusively to protect land for human enjoyment and well being. TPL helps conserve land for recreation and spiritual nourishment and to improve the health and quality of life of American communities.

Additional Information: http://www.tpl.org

A-96 | APPENDIX A: BIKE FRIENDLY COMMUNITY ACTION PLAN MEMO


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APPENDIX A: BIKE FRIENDLY COMMUNITY ACTION PLAN MEMO | A-97


To: City of Barnwell

CC: Lower Savannah Council of Governments

From: John Cock and Sarah Gaskell, Alta Planning + Design

Date: October 31, 2011

Re: City of Barnwell Bike Friendly Community Action Plan

This Action Plan outlines a strategy for the City to implement the plans and policies laid out in the LSCOG

Regional Bicycle and Pedestrian Facilities Study (BPFS) while targeting the goal of achieving the Bronze, Silver,

Gold, and ultimately Platinum levels of Bicycle Friendly Community (BFC) recognition. The intent of this effort

is to make a case for Barnwell’s existing bicycle friendliness while establishing an implementation plan for

achieving advanced bicycle friendliness in each of the Five E’s. 1

The BFC campaign is an awards program that recognizes municipalities that actively support bicycling. The

League of American Bicyclists (LAB) administers the BFC program. Bicycle friendly communities are places

where people feel safe and comfortable riding their bikes for fun, fitness, and transportation. A BFC provides safe

accommodation for cycling and encourages its residents to bike for transportation and recreation. Communities

that are bicycle friendly are seen as places with a high quality of life. This often translates into increased property

values, business growth, and increased tourism. With more people bicycling, communities experience reduced

traffic demands, improved air quality, and greater physical fitness.

There are two steps to applying for Bicycle Friendly Community status:

1. Complete and submit part 1 of the application online. After a review of your general community profile,

the League will inform you if you have met some of the basic criteria required.

2. Part 2 is a detailed audit of the engineering, education, encouragement, enforcement, and evaluation

efforts in your municipality. This comprehensive inquiry is designed to yield a holistic picture of a

community's work to promote bicycling.2

1 For the purposes of the Bicycle Friendly Community application, the League of American Bicyclists suggest that the sixth E, which

is equity, should be integrated with the Five Es.

2 Source: http://www.bicyclefriendlycommunity.org

Memorandum Appendix A: Bike Friendly Community Action Plan Memo



BFC Action Plan

City of Barnwell SC | 2

1.1 The Five E’s The core of the BFC program is a balanced approach to Engineering, Education, Encouragement, Enforcement,

and Evaluation- the Five Es. Each of these categories is scored in the application through a series of detailed

questions. A community must demonstrate success in each of these areas in order to be considered eligible for an

award. Communities with significant achievements in these areas receive awards, which are given at Bronze,

Silver, Gold, and Platinum levels. There is also an honorable mention category for communities that do not

qualify for a higher level of award but have demonstrated progress towards future success.

Urban, rural, and suburban communities throughout the U.S. have participated in the BFC program. There is a

growing interest in using the application process as a benchmarking tool for communities to enhance, develop,

and manage their local programs. Filling out the BFC application is an education in itself, as communities see

their strengths and opportunities in each of these categories. The Five E’s are discussed in detail below.

ENGINEERING

Communities are asked about what is on the ground and what has been built to promote cycling in the

community. For example, questions in this category inquire about the existence and content of a bicycle master

plan, the accommodation of cyclists on public roads, and the existence of both well designed bike lanes and

multi-use paths in the community. Reviewers also look at the availability of secure bike parking and the

condition and connectivity of both the off-road and on-road networks.

EDUCATION

The questions in this category are designed to determine the amount of education there is available for both

cyclists and motorists. Education includes teaching cyclists of all ages how to ride safely in any area, from multi-

use paths to congested city streets, as well as teaching motorists how to share the road safely with cyclists. Some

things that reviewers look at are the availability of cycling education for adults and children, the number of

League Cycling Instructors in the community, and other ways that safety information is distributed to both

cyclists and motorists in the community, including bike maps, tip sheets, and as a part of driver’s education

manuals and courses.

ENCOURAGEMENT

This category concentrates on how the community promotes and encourages bicycling. This can be done through

Bike Month and Bike to Work Week events, as well as producing community bike maps, route finding signage,

community bike rides, commuter incentive programs, and having a Safe Routes to School program. In addition,

some questions focus on other things that have been built to promote cycling or a cycling culture, such as off-road

facilities, BMX parks, velodromes, and the existence of both road and mountain bicycling clubs.

ENFORCEMENT

The enforcement category contains questions that measure the connections between the cycling and law

enforcement communities. Questions address whether or not the law enforcement community has a liaison with

the cycling community, if there are bicycle divisions of the law enforcement or public safety communities, if the

community uses targeted enforcement to encourage cyclists and motorists to share the road safely, and the

existence of bicycling related laws, such as those requiring helmets or the use of sidepaths.



BFC Action Plan

3 | City of Barnwell SC

EVALUATION & PLANNING

Here, the community is judged on the systems that they have in place to evaluate current programs and plans for

the future. Questions are focused on measuring the amount of cycling taking place in the community, the crash

and fatality rates, and ways that the community works to improve these numbers. Communities are asked about

whether or not they have a bike plan, how much of it has been implemented, and what the next steps for

improvement are.

Each of the Five E’s is presented as a section of this document with specific recommendations for enhancing

efforts. These recommendations can be used to create balanced approaches to improving the community. Over

time, as these efforts are implemented, conditions for bicycling will improve. An assessment of local bikeways

and programs was developed based on the proposed facilities in the BPFS, which is currently being developed.

Where programs are not currently available, opportunities were identified to connect local efforts to regional

programs that can compliment local efforts.

1.2 Engineering

1.2.1 Recommended Engineering Activities

The city of Barnwell is an advocate of supporting alternative methods of transportation to protect the

environment, to encourage healthy lifestyles, and to preserve the high quality of life Barnwell residents enjoy. The

City recognizes that bicycling is an appealing form of recreation and a viable mode of transportation, which has

significant health, safety, congestion reduction, and air quality benefits.

The introduction of a “Complete Streets” policy would encourage the implementation of bicycle facilities around

the city. Complete streets policies direct transportation planners and engineers to consistently design roadways

with all users in mind (e.g., motorists, transit riders, pedestrians, bicyclists, older people, children, and people

with disabilities). As part of a comprehensive Complete Streets policy, maintenance issues should be thoroughly

addressed to ensure that bicycle facilities are well maintained and kept free of debris.

For roads with limited space available for bike lane striping,

Shared Lane Markings or “Sharrows” may be used to identify the

presence of bicycles. The primary purpose of the Shared Lane

Marking is to provide positional guidance to bicyclists on

roadways that are too narrow to be striped with bicycle lanes

and to alert motorists of the location a cyclist may occupy on the

roadway. Shared Lane Markings are intended to reduce the

chance of a cyclist colliding with an open car door of a vehicle

parked on-street, parallel to the roadway (Figure 1). Shared

Lane Markings are appropriate on bicycle network streets that

are too narrow for standard striped bicycle lanes, areas that

experience a high level of "wrong-way" riding, and streets that

have moderate to high parking turnover, typically commercial areas. Shared Lane Markings are intended for use

on roadways without striped bicycle lanes or shoulders.

Figure 1. Example shared lane markings “sharrows”



BFC Action Plan


This memo is organized around the Five E’s of the Bicycle Friendly Community Application 2010. The following

questions are directly associated with the application, and as such, the numbering may be non-sequential.

1.2.2 Specific Recommendations for Engineering Question 19 Written Policy

In 2003, the State of South Carolina became one of the first states in the county to pass a Complete Streets

policy. That policy states:

Bicycling and walking accommodations should be a routine part of the department’s planning,

design, construction and operating activities, and will be included in the everyday operations of

our transportation system, and…that the South Carolina Department of Transportation

Commission requires South Carolina counties and municipalities to make bicycling and

pedestrian improvements an integral part of their transportation planning and programming

where State or Federal Highway funding is utilized.3

Additionally, the State adopted “Engineering Directive Memorandum 22” (EDM 22), which establishes design

guidelines for bicycle and pedestrian facilities.

As recommended in the LSCOG Bike/Ped Plan, the city of Barnwell should support the state’s efforts to

accommodate bicyclists. Support of the state’s Complete Streets Resolution communicates to motorists that

bicycles belong on the road, making conditions for cyclists both safer and more enjoyable. Complete Streets also

opens the door for new miles of bike facilities at minimal added cost.

The city of Barnwell currently does not have a Complete Streets policy.

Question 20 Training: Local officials and engineers should be well versed in the Complete Streets concept as

well as the engineering tools available to create nonmotorized facilities. Organizations such as the Alliance for

Biking and Walking and the Initiative for Bicycle and Pedestrian Innovation have knowledgeable staff that can

provide training to local officials and engineers.4

The majority of design and construction work is completed by outside consultants who are required to be

qualified in bicycle and pedestrian issues. Field-specific training could be provided for each level of City staff

member who may have an impact on the City’s bicycling environment once the city is ready for significant facility

planning and installation. Inviting new and different staff members to these training sessions can broaden the

base of knowledgeable participants in the bicycle friendly campaign. Additionally, providing regular

opportunities for staff, administration, and elected officials to bike as a group in Barnwell can deepen their

understanding of the local bike network and its gaps.

Barnwell’s staff and leadership do not regularly attend bicycle and pedestrian related training.

Question 21 Bridges: Bridges are long-term infrastructure projects, and since they may not be rehabilitated or

reconstructed for a number of decades, it is vitally important to ensure that all bridges have access for bicyclists.

The City should set a goal of ensuring that 100 percent of the bridges that are accessible by bike are bicycle

friendly, meaning that they include paved shoulders, bike lanes, wide curb lanes, or multi-use paths.

3 http://www.scdot.org/getting/bikeped/bp_milestones.shtml.

4 http://www.peoplepoweredmovement.org/site/ and http://www.ibpi.usp.pdx.edu



BFC Action Plan


In Barnwell, no bridges have specific accommodations for cyclists.

Question 22 Bicycle Parking Ordinance: Barnwell does not currently have a bicycle parking ordinance.

Question 23 Bicycle Parking: Bicycle parking includes a number of options such as racks, lockers,

bikestations, and on-street corrals. Bike racks should be made available at public locations and should be

incorporated into new developments. Schools, libraries, transit stations, government buildings, community

centers, parks, commercial centers, and other significant trip generators and destinations should be the first to

receive bike racks. The LSCOG Bike/Ped Plan establishes a goal of encouraging the use of bicycles through the

provision of convenient and secure bicycle parking and support facilities.

Barnwell currently has a few bicycle racks located downtown.

Questions 24/25 Transit Service and Access: Barnwell does not have or use a transit service.

Questions 26/27/28/29 Current and Planned Bicycle Accommodations: Integrating on-street

bikeways into repaving and reconstruction projects will offer the opportunity to stripe new bike lanes and

provide innovative solutions, such as “bicycle boulevards” and “road diets” that can create needed space for

bicycling within existing urban streets.

Many of Barnwell’s streets are wide, providing ample room for shared roadway networks.

Question 30 Arterial Access : The top-level BFC communities report that more than half of their arterial

streets have bike lanes as they provide important connections to other routes and may be the only access to many

retail and commercial destinations. The majority of arterial street bike lane recommendations require

collaboration with SCDOT. Arterials should incorporate striped shoulders at a minimum and bike lanes if

possible, and this data should be tracked as a performance benchmark as improvements are made.

Although 90% of Barnwell’s arterial roads have paved shoulders, more needs to be done to significantly improve

bicyclist mobility5.

Question 31 Public Access to Facil it ies : There is currently a multi-use trail on the City’s levee, which is a

popular walking and running route.

Question 32/33 Maintenance: Bicycles are more susceptible to roadway imperfections and debris than most

other road users. Bike lanes and shoulders commonly collect much of the road debris that accumulates during the

course of the year, and they need to be kept clean to ensure safety and reduce the risk of punctures. Small

potholes and cracks, which would otherwise not affect motor vehicles can pose significant hazards to bicyclists

and should be repaired.

Barnwell does not currently utilize a street sweeping program. Currently, residents can call City Hall with any

concern or issues. Pothole maintenance and surface repair are handled by SCDOT.

Question 34 Intersections: Intersections are typically the most likely crash location for motorized and

nonmotorized users alike. There are a number of innovative treatments, such as bicycle boxes and bicycle-

specific traffic lights, which can significantly improve the visibility and safety of cyclists at intersections. Through

bicycle crash data and bicycle count data, Barnwell can determine which intersections warrant further treatment,

such as bike boxes or bicycle-specific traffic lights, based on safety needs and evidenced demand.

5 Lynn S. Cox, Director of Tourism and Community Development, City of Barnwell, October 21, 2011



BFC Action Plan


Barnwell does not currently employ bicycle-specific accommodations at intersections.

1.3 Education

1.3.1 Recommended Education Actions The collaborative effort between the city of Barnwell and local service clubs is a key element of educating

motorists and bicyclists to share the road. Educating motorists that bicyclists have a right to the road and need a

minimum amount of operating space is critical to improving road safety and reducing the number of car-bike

collisions. Share the Road signs introduce the message at the road level, but that message must be reinforced to

effectively educate the motoring and cycling public. The “Share the Road” theme should be a mandatory

component of all drivers’ education classes, and the concept needs to be continually enforced on the road by law

enforcement officers.

It is equally important to educate bicyclists on vehicle and traffic laws to ensure that they are riding as safely as

possible. Members of Barnwell’s service clubs could become trained in the bicycle education curriculum so that

they are eligible to attend the League Cycling Instructor (LCI) program, which will then allow them to teach

classes on their own. The presence of multiple LCIs teaching classes in the area is an important tool to

disseminate basic concepts of safe cycling to the local population. This program could be coordinated throughout

the region through a partnership with nearby cycling clubs and other organizations. The key to success will be

reaching a large percentage of motorists and cyclists throughout the community.

The city of Barnwell could coordinate with a certified LCI to offer a variety of training courses to the community,

once facilities begin to be designed and implemented. Courses could include Traffic Skills 101 and 102,

Commuting, Motorist Education, and Kids I and II courses. Motorist Education training would be appropriate

for professional drivers, such as school bus drivers, and delivery drivers. Special effort should be made to provide

training opportunities for traditionally underserved populations. Additionally, coordination should occur with

the police department and the local school board to evaluate the feasibility for in-school and after school bicycle

safety education courses for children. These training courses could also be incorporated into a diversion program

that would allow offending cyclists to take the course in lieu of paying a traffic fine.

Safe Routes to School programs also present an opportunity to bring the safe walking and bicycling curriculum

back into elementary and middle schools. The National Center for Safe Routes to School, SCDOT, and SafeKids

offer resources to supplement bicycle rodeos and other education outreach programs.6

Currently, there are no LCIs in Barnwell, but four LCIs are located in Columbia, one in Aiken, and more than

twenty total in South Carolina.

1.3.2 Specific Recommendations for Education Question 36 Training Children: Safe Routes to School (SRTS) is a national and international movement to

create safe, convenient, and fun opportunities for children to bicycle and walk to school. SRTS can include a

variety of multidisciplinary programs aimed at promoting walking and bicycling to school and improving traffic

safety around school areas through education, incentives, law enforcement, and engineering measures. SRTS

programs typically involve partnerships among municipalities, school districts, community and parent

6 National Center for SR2S: www.saferoutesinfo.org; SCDOT: http://www.scdot.org/community/saferoutes.shtml; Upstate SafeKids:

http://www.safekidsupstate.org/at_play.php#bike



BFC Action Plan


volunteers, and law enforcement agencies. The primary goals of SRTS include improved safety for children,

establishing good health and fitness habits for children, and decreased traffic and air pollution.7 No schools in

Barnwell currently participate in SRTS activities.

The Barnwell School District 45 currently has no formal policy regarding bicycling to school. The goal of the

national Safe Routes to School program is to get more kids walking and biking to school more often. The

program provides much needed funds to improve the infrastructure within a two mile radius around elementary

and middle schools, and it also offers other means to educate and encourage school age children to safely walk

and bike to school.8 SCDOT’s SRTS programs are important resources.

Question 37 Other Child Education: Bicycle rodeos are the most common type of traffic safety training

oriented towards children. The rodeos can also be used to distribute free helmets and ensure that they are fitted

correctly. The John Williams book on bike rodeos is a highly recommended resource.9

Barnwell does not currently facilitate bike rodeos for local children.

Question 38/39 Educating Motorists and Bicyclist on Road Safety: Educating motorists on the

“Share the Road” message is an important aspect of the education component with the ultimate goal of keeping

bicyclists safe on the roadways. SCDOT promotes sharing the road through a specialty license plate program.

Programs such as the NY Bicycling Coalition’s “Sharing the Road Safely” focus on training the trainers by

working with the AAA and drivers’ education instructors.10 Other municipal agencies can help to spread the

message by distributing “Share the Road” material and including the message on municipal vehicles.

Implementation of a “Share the Road” awareness campaign in Barnwell can be accomplished through:

1. Variable message boards can be placed at key locations such as near schools, major traffic corridors, and

downtown. The County Sheriff’s Office may be able to provide access to these signs, which are a highly

effective way to bring attention to motorists that bicycles are sharing the road.

2. The City could include information about bicycle awareness in utility bill mailings.

3. Partner with a local camera production company to create an ongoing television program that teaches a

different aspect of bicycling safety each month. Spartanburg, S.C.’s show “Cycle Spartanburg” provides

one example of this.11

Barnwell is not currently employing any safety campaigns.

Question 40 Other Adult Education: The League of American Bicyclists has developed adult cycling skills

training courses called “StreetSmarts Cycling” where participants can learn how to safely operate a bicycle under

various conditions and learn about bicyclists’ rights and responsibilities.12 In order to reinforce the “Share the

Road” message, informative pamphlets can be distributed through public agencies, and outreach can be

7 www.saferoutesinfo.org

8 www.SafeRoutesInfo.org

9 www.activelivingresources.org/simpleprojects.php

10 www.nybc.net/site/index.phppage_id=15

11 Cycle Spartanburg videos can be viewed at: http://www.youtube.com/user/ActiveLivingSC

12 http://www.bikexprt.com/streetsmarts/usa/index.htm



BFC Action Plan


accomplished through volunteers and other model programs. Safe Routes for Seniors programs have proven

effective about educating the older walking and bicycling crowd.13

Barnwell does not currently provide educational opportunities on bicycling.

Question 41/42/43 LCIs: League Cycling Instructors are trained in the League of American Bicyclist’s bicycle

education curriculum and are certified to teach bike education classes to participants of all ages.14

Currently, there are no LCIs located in Barnwell, but there are four in Columbia, one in Aiken, and more than

twenty total in South Carolina.

Question 45 Public Distribution: Distribution of safety materials to the public can be accomplished

through license renewal mailings, utility bills, and local media. Other communities have issued public service

announcements (PSAs), created websites, and initiated telephone hotlines to make the education material

available. The Share the Road safety message could be included in an area-wide map. Additional information on

cycling issues can be included in the community’s newsletter and on its website.

Barnwell currently distributes public information via its website, posted notices, and through the local

newspaper, The People Sentinel.

1.4 Encouragement

1.4.1 Recommended Encouragement Actions Barnwell hosts large- and small-scale community events that have a wide draw from throughout the region, such

as the Christmas parade, the annual Turkey Trot 5K, and Third Thursdays. Establishing more formalized

encouragement of bicycling, along with a well connected bicycle facility network, would promote Barnwell as a

destination for cycling and an appealing place to live.

1.4.2 Specific Recommendations for Encouragement Questions 47/48/49 Bike Month (Numbers Reached): The “Drive Less Live More” campaign encourages

residents to seek alternative ways of getting around, including bicycling. This effort can be linked to National

Bike Month, and Barnwell can connect existing and new events into a month long series to promote bicycling. A

proclamation from the Mayor is a key element to this effort. The League of American Bicyclists has material

available to help develop a series of events.

The city of Barnwell does not currently participate in any Bike Month activities.

Question 50 Bike to Work Day: Barnwell can begin annual Bike to Work Day events, with staging areas set

up around town supplying food, coffee, and maintenance facilities to encourage commuters and offer prizes to

those who participate. Participation can even include park and ride locations to accommodate more rural

residents. Larger employers can provide additional incentives and compete with one another to see who has the

most bike commuters for the day and the week. The City could set a goal of getting 100 people to participate;

tracking these numbers each year will gauge long term success.

The city of Barnwell does not currently participate in any Bike to Work Day activities.

13 www.transalt.org/campaigns/pedestrian/safeseniors

14 Additional information is available at: www.bikeleague.org/programs/education/.



BFC Action Plan


Questions 51/52/53 Signature Cycling Events: Bicycle tours have become popular fundraisers and are a

good way to show off the local history and scenic natural resources. Cycle South Carolina is a great model for this

type of event. A weeklong annual event, the ride changes routes to encourage riders to explore different parts of

South Carolina.15

The city does not currently host any bike tours, but it could work to establish a Tour of Barnwell or a Mayoral

Ride on Barnwell’s cycling calendar.

Question 54 Clubs: There are currently no bicycle clubs in Barnwell. Increasing the number of these groups is

an indicator of growth as a Bicycle Friendly Community.

Question 55 Retailers : Independent bicycle shops are trusted retailers of quality built bicycles, and they also

provide much needed knowledge and accessories to the local cycling population.

Currently, there are no independently owned bicycle stores in Barnwell; the nearest ones are in Aiken or Augusta.

Question 56/57 Other Bicycling Activities : BMX (bicycle motor cross) is a popular activity with younger

riders who may like to ride dirt tracks or hone their bicycle handling skills. Steps can be taken toward

encouraging BMX in Barnwell or encouraging use of BMX facilities within the broader region.

Other communities have built urban skill parks, flow parks, and other facilities that provide a fun and convenient

recreation opportunity. Such facilities focus on skill development and bicycle handling rather than bike riding

mileage. One example is the Colonnade Park under Interstate 5 in Seattle.16

Question 58 Bike Rentals : Bike rentals are often provided through local bike retailers, although independent

rental businesses and bike share operations are often feasible in areas with good access to trails and other

recreational facilities. A well built multi-use trail often encourages the growth of bicycle rental facilities, so

travelers and locals alike can take advantage of the facilities, even if they don’t own a bike.

Barnwell does not currently have any businesses that rent bicycles.

Question 59 Bike Share Facil it ies : There are currently no Bike Share facilities in the city of Barnwell.

Question 60 Bike Friendly Businesses: There are currently no bike friendly businesses in Barnwell. As

facilities and policies begin to be implemented, the Barnwell County Chamber of Commerce should encourage

their members to participate in the BFB program.

Question 61 Youth Recreation: Youth cycling opportunities can be provided by after school programs,

cycling clubs, and other local organizations. Local service clubs could initiate a BMX program that offers young

riders the chance to cycle with other riders and teaches important safety and bike handling information.17 For

teenagers, a junior competitive cycling team could be established to teach handling and safety skills specific to

road biking.

15 http://www.cyclesouthcarolina.org/

16 http://evergreenmtb.org/colonnade/

17 A good example is the Recycle-a-Bicycle program for New York City public schools and after-school programs:

www.recycleabicycle.org



BFC Action Plan


Question 62 Maps: A good street map provides riders with an illustrated network of recommended routes and

available facilities in the city. The maps should be updated on a regular basis as more facilities come online and

can also be coded to indicate “level of service” data, such as posted speed limits and average daily traffic. Most

high-level Bicycle Friendly Communities publish free bicycle maps.

The City should make available the LSCOG Bike/Ped Plan’s proposed Bicycle User Map in both printed and

electronic format. The maps could be available on the City’s website for download. This map serves two main

purposes:

� Identifies the suitability of roadways for bicycling based on speed limits, traffic volumes, network

connectivity, popular destinations, and trip generators.

� Provides bicycle resources and safety information.

Information about bicycle connections or suggested routes in Barnwell is not available. As recommended in the

LSCOG Bike/Ped Plan, a regional bicycling map could be developed in partnership with LSCOG, and it should

include information about on-road cycling and safety information.

Barnwell does not currently have any bicycle route maps.

1.5 Enforcement

1.5.1 Recommended Enforcement Actions Enforcement is an essential part of the Five E’s, but it is often the most overlooked. Together, Education,

Enforcement, and Engineering set the stage for bicycle friendly communities. Without Enforcement to reinforce

the message and to ensure that facilities are kept safe, the overall results will be diminished, and fewer people will

choose to walk or bicycle.

The ‘Share the Road’ programs mentioned previously in the Education section can be geared to the law

enforcement community and could be taught by the officers themselves once they become versed in the ‘Share the

Road’ message. A comprehensive education campaign for law enforcement officers is something that could be

implemented on a regional level, with members from each bicycle unit around Barnwell City and County

participating in the training.

1.5.2 Specific Recommendations for Enforcement Question 64/65 Police Awareness/Officer Training: There may be an opportunity to establish a liaison

officer to work with the local bicycling community to ensure that the ‘Share the Road’ concepts are implemented

in Barnwell. Law enforcement agencies in Massachusetts offer programs to ensure that police officers are trained

in bicycle-related law enforcement, and the MassBike advocacy group has published a Law Officer’s Guide to

Bicycle Safety online.18

As recommended by LAB, the city of Barnwell should continue to ensure that police officers have general

knowledge regarding traffic law as it applies to bicyclists by extending bicycle traffic law training to all

officers. The city should also consider hosting an Enforcement for Bicycle seminar.

18 http://www.massbike.org/projectsnew/law-officer-training/



BFC Action Plan


Question 66 Targeted Enforcement: Motorists that threaten the safety of nonmotorized users should be

warned and cited for dangerous behavior. The same method should be employed for bicyclists that break the law

or are riding illegally.

Barnwell does not currently employ any targeted enforcement.

Question 67/68 Police/Staff on Bikes: The City does not have any officers on bikes. Due to the rural nature

of the city, it is unlikely that officers will utilize bicycles in the future.

Question 69 Equity in Local Ordinances : There are no specific ordinances in Barnwell that put cyclists at

a disadvantage, nor are there any that provide cyclists with added protections, such as bans on cell phone use

while driving.

Question 70 Cycling Prohibitions and Restrictions: Mandatory sidepath laws can dictate that, if there

is a usable path adjacent to the roadway, the path must be used instead of the road. These types of laws should be

discouraged as they limit the options of the cycling public and generally do not address specific user needs.

South Carolina law previously held that bicyclists must utilize a side path if such a facility was provided. Since

the passage of the Bicycle Law Reform Bill (H3006) in 2008, cyclists are required to ride as near to the right side

of the road as is practicable and may choose to ride on a roadway shoulder, but they are not required to do so.

The law also states that “bicycles are required to ride in the bicycle lane except when necessary to pass another

person riding a bicycle or to avoid an obstruction in the bicycle lane.”19

Barnwell has a mandatory sidepath law. “Sec. 30-218. Bicycle paths to be used. Whenever a usable path

for bicycles may have been provided adjacent to a roadway, bicycle riders shall use such path and shall not use the

roadway. (Code 1989, § 18.705)” However, at this time there are no sidepaths in Barnwell.

Question 71 Other Safe Cycling Programs/Policies : Most municipalities have the freedom to pass local

laws which dictate mandatory helmet usage. Most of the mandatory helmet laws around the country are geared

to children 14 and under, although there are some municipalities that include riders of all ages.

Barnwell does not have a mandatory helmet law.

1.6 Evaluation

1.6.1 Recommended Evaluation Actions Conflicts between vehicles and bicyclists are not uncommon to the State of South Carolina, including the city of

Barnwell. Collecting use, facility, and safety data is essential to being a BFC. This data should be readily available

and well monitored at the city or county level as it can provide key information, such as the locations where

multiple crashes have taken place, thus warranting greater safety measures. The city should also implement

specific targets for mode share and safety similar to those included in the USDOT National Bicycling and

Walking Study, which called for doubling the amount of travel by walking and bicycling and making those

modes 10 percent safer.20 One of the best actions that the city of Barnwell could take to improve the evaluation of

bicycling is to implement an annual count of bicycle traffic at a few key locations. The National Bicycle and

19 http://www.pccsc.net/bikelaws.php

20 Available at: http://www.fhwa.dot.gov/environment/bikeped/study/index.htm



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Pedestrian Documentation Project provides the method and resources to successfully implement bicycle counts. 21

Barnwell does not currently participate in any evaluation programs.

1.6.2 Specific Recommendations for Evaluation Question 72/73 Number of Trips by Bike: US Census data sources illustrate ten year census trends in

journey to work data and provide a critical benchmark for becoming a BFC. As recommended in the LSCOG

Bike/Ped Plan, the City is encouraged to track these numbers and to participate in the National Bicycle and

Pedestrian Documentation Project. Barnwell should set a goal of increasing bicycle mode share to a level

comparable to Bronze Level Bicycle Friendly Communities by the year 2015. For comparison, the average bicycle

mode share for a bronze level community that is not a college town is 1.10%. The average bicycle mode share for

each level of Bicycle Friendly Community is shown in Table 1.

Table 1. Average bicycle mode share among designated Bicycle Friendly Communities

Award Level Average Bicycle Mode Share

Platinum 9.71%

Gold 5.20%

Silver 2.82%

Bronze 1.10%

The US Census 2000 data available for Barnwell reported that 0.33 percent of Barnwell residents commute by

bicycle (margin of error is 0.1 percent), a decrease of 0.25% from the 1990 census data.

Question 74Fatalit ies : Bicycling fatalities should be examined on a regular basis to determine if there are

specific locations that are poorly designed and may result in an unnecessarily dangerous situation for cyclists. A

top-level BFC will be able to document and actively pursue a reduction in fatalities over the most recent five year

period. Barnwell has reported one bicyclist/motor vehicle crash in the last five years. A related and perhaps more

useful measure would be for the City to track the rate of crashes involving bicycles in relation to the numbers of

people cycling locally.

No bicycling fatalities were reported in the last five years in Barnwell.

Question 75 Crashes: Bicycle crash data should be tracked and cross-referenced between sources. Since many

bicycle crashes go unreported, it is often difficult to accurately analyze crash data and the causes of the crashes.

Hospital records should be checked against police records and the police should be encouraged to fill out

collision reports even if the incident did not result in a serious injury or fatality.

One bicycle/motor vehicle crash was reported in Barnwell in the last five years.

21 http://bikepeddocumentation.org/



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Question 76 Reduction Plan: With accurate crash data, the community should develop a safety and collision

reduction plan, which targets key intersections and locations and makes resources available to improve them on

an annual basis.

Question 77 Master Plan: The LSCOG Bike/Ped Plan addresses bicycle travel for both recreational and

transportation purposes, and it provides recommendations for improving access to outdoor resources and

recreational facilities by building a network of off-road and on-road bicycle and pedestrian facilities. The LSCOG

Bike/Ped Plan also seeks to provide a safe, integrated network of bicycle facilities in the City that links to

Barnwell County and beyond. The plan will aid timely implementation of recommended projects and programs.

The overall goal of any well designed bicycle master plan or trail plan is to create an integrated network of on-

and off-road facilities. Bicyclists should be able to seamlessly transition between on- and off-road facilities, and all

major destinations should be accessible by bike. While the LSCOG Bike/Ped Plan identified key corridors that

would benefit cyclists in Barnwell, a comprehensive network should be developed to connect destinations and

trip origins and to provide access to schools, shopping centers, civic centers, libraries, and parks.

The LSCOG Bike/Ped Plan’s prioritization matrix will establish a hierarchy of projects and programs to ensure

the timely implementation of available facilities and the distribution of educational material to promote safety at

those facilities. Priorities for Barnwell are included in Chapter X of the Plan.

As recommended in the LSCOG Bike/Ped Plan, City staff should complete a brief annual evaluation of the

implementation of the LSCOG Bike/Ped Plan. This evaluation should be provided to the public and elected

officials. The LSCOG Bike/Ped Plan should also be updated on a routine basis not exceeding ten years.

A Spot Improvement Program should be created to fund small scale projects, which will improve the region's

bicycle and pedestrian travel environments through "spot improvements" to the transportation system. The funds

can be used to close gaps in the system or to address safety and maintenance concerns in specific areas.22

The city of Barnwell does not currently have a bicycle master plan.

Question 78 Trail Plan: Barnwell does not currently have a trail plan.

Question 79 National Mountain Bike Patrol (NMBP): IMBA's National Mountain Bike Patrol program

organizes and supports more than 60 volunteer bike patrol groups throughout the United States and the world.

The NMBP consists of dedicated volunteers partnering with land managers, landowners, and emergency

personnel to assist, educate, and inform all trail users in order to enhance their recreational experience.23

There are currently no mountain bike facilities in Barnwell.

Question 80 Trip Reduction Ordinances/Policies/Programs: There are currently no trip reduction

ordinances, policies, or programs implemented in Barnwell.

Question 81 Economic Impact of Bicycling: Investments in bicycle and pedestrian facilities result in a

myriad of benefits, including economic, environmental, health and fitness, convenience, and quality of life

improvements.

Barnwell has not conducted an economic impact study on bicycling in the community.

22 An example program can be found at: www.cdtcmpo.org/spot/info08.pdf

23 www.imba.com/nmbp/



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1.3 Next Steps This document is the “bike map” for a bicycle friendly community. Implementing the LSCOG Regional Bicycle

and Pedestrian Facilities Study is an important next step. By focusing on achievable actions in the short term, it

will be possible to create success as the longer term vision develops. With the enthusiasm, creativity, and

leadership that developed this Action Plan, there is a great future for bicycling in Barnwell.

1.6.3 Actions: This section will be updated based on final recommendations of the LSCOG Regional Bicycle and Pedestrian

Facilities Study.

1.6.4 Action Plan Timeline: With the tasks identified in this document as a guideline, the following timeline is suggested for implementing

the Barnwell Bicycle and Pedestrian Friendly Community Action Plan:

Spring 2012: Adopt Bicycle and Pedestrian Action Plan

Spring 2012: Review priority bicycle facility recommendations of the Bicycle and

Pedestrian Action Plan and develop a strategy for implementing new

facilities during 2013 calendar year.

May 2012: Promote the Action Plan during Bike Month activities

August 2012: In coordination with start of school year and fall weather, launch new

programs based on Action Plan recommendations.

Early Fall 2012: Coordinate and host annual bicycle count

January 2013: Review priority bicycle facility recommendations of the Action Plan

and develop a strategy for implementing new facilities during 2013

calendar year.

March 2013: Assess progress by reviewing Bicycle Friendly Community application

and Action Plan and citing changes to the answers for each application

question.

May 2013: Promote the ‘act during Bike Month activities, highlighting, in

particular, successful projects implemented since the adoption of the

Action Plan.

July 2013: Apply for a Bicycle Friendly Community designation (August

deadline)

B-112 | APPENDIX B: WALK FRIENDLY COMMUNITY ACTION PLAN MEMO



Appendix B: Walk Friendly Community Action Plan Memo

APPENDIX B: WALK FRIENDLY COMMUNITY ACTION PLAN MEMO | B-113


To: City of Barnwell, SC

CC: Lower Savannah Council of Governments

From: John Cock and Sarah Gaskell, Alta Planning + Design

Date: October 31, 2011

Re: City of Barnwell Walk Friendly Community Action Plan

This Action Plan outlines a strategy for the City to implement the plans and policies laid out in the Lower

Savannah Regional Council of Governments (LSCOG) Regional Bicycle and Pedestrian Facilities Study. The

intent of this effort is to make a case for Barnwell’s existing pedestrian friendliness, while establishing an

implementation plan for achieving advanced pedestrian friendliness in each of the Five E’s.

The WFC campaign is an awards program that recognizes municipalities that actively support walking. The

Pedestrian and Bicycle Information Center (PBIC) administers the WFC program. Walk-friendly communities

are places where people feel safe and comfortable walking for fun, fitness, and transportation. A WFC provides

safe accommodation for walking and encourages its residents to walk for transportation and recreation.

Communities that are pedestrian-friendly are seen as places with a high quality of life. This often translates into

increased property values, business growth and increased tourism1. With more people walking, communities

experience reduced traffic demands, improved air quality and greater physical fitness.

To apply for Walk Friendly Community status a community must complete and submit the Application online.

The application is a detailed audit of the engineering, education, encouragement, enforcement and evaluation

efforts in your municipality. This comprehensive inquiry is designed to yield a holistic picture of a community's

work to promote walking.2

1.1 The Five E’s The core of the WFC program is a balanced approach to Engineering, Education, Encouragement, Enforcement

and Evaluation, the Five Es. Each of these categories is scored in the application through a series of detailed

questions. A community must demonstrate success in each of these areas in order to be considered eligible for an

award. Communities with significant achievements in these areas receive awards, which are given at Bronze,

Silver, Gold and Platinum levels.

1 http://www.ceosforcities.org/work/walkingthewalk

2 http://www.walkfriendly.org/index.cfm

Memorandum Appendix B: Walk Friendly Community Action Plan Memo



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Urban, rural and suburban communities throughout the U.S. have participated in the WFC program. There is a

growing interest in using the application process as a benchmarking tool for communities to enhance, develop

and manage their local programs. Filling out the WFC application is an excellent way for communities to see

their strengths and opportunities in each of these categories. The Five E’s are discussed in detail below.

ENGINEERING

Communities are asked about what is on the ground; what has been built to promote walking in the community.

For example, questions in this category inquire about the existence and content of a pedestrian master plan, the

accommodation of pedestrian on public roads, and the existence of well-designed pedestrian facilities in the

community. Reviewers also look at the ADA accessibility issues and pedestrian signaling systems.

EDUCATION

The questions in this category are designed to determine the quantity and quality of education available for both

pedestrians and motorists. Education includes the promotion of SRTS activities and lessons as well as teaching

municipal staff, such as planners, engineers and police officers, how to accommodate pedestrian safety in the

community.

ENCOURAGEMENT

This category concentrates on how the community promotes and encourages walking. This can be done through

SRTS activities as well as training events targeting pedestrians and motorists alike. In addition, some questions

focus on distribution of information regarding walking such as maps, walking tours and guides, and the existence

of local events that promote or encourage walking such as Main Street programs, Walk to Work and art or

culture walks.

ENFORCEMENT

The enforcement category contains questions that measure the connections between the pedestrian and law

enforcement communities. Questions address whether or not the law enforcement community has a liaison with

the pedestrian community, if there are targeted programs to promote pedestrian safety, number of annual

citations issues for traffic infractions that relate to road safety and the existence of crossing guards within the

community.

EVALUATION & PLANNING

Here the community is judged on the systems that they have in place to evaluate current programs and plans for

the future. Questions are focused on measuring the amount of walking taking place in the community, the current

Walk Score of the area, crash and fatality rates, and ways that the community works to improve these numbers.

Communities are asked about whether or not they have a pedestrian plan, how much of it has been implemented

and what are the next steps for improvement.

Each of the 5 E’s is presented as a section of this document, with specific recommendations for enhancing efforts.

These recommendations can be used to create balanced approaches to improving the community. Over time, as

these efforts are implemented, conditions for walking will improve. Assessment of local pedestrian facilities and

programs was developed based on the proposed facilities in the LSCOG Regional Bicycle and Pedestrian

Facilities Study, which is currently being developed. Where programs are not currently available, opportunities

are identified to connect local efforts with complementary regional programs.



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1.2 Status of Walking

Based on 1990 and 2000 census numbers, residents of Barnwell used the following modes of transportation to

commute to work:

1990 2000

Walking 3.18% 2.08%

Biking 0.58% 0.33%

Public Transit 0.48% 1.28%

Single-‐occupant vehicle 66.14% 75.33%

Carpool 27.69% 16.07%

1.3 Planning Comprehensive pedestrian plans incorporate all 5 E’s and address issues of accessibility, safety and aesthetics.

Question 1 Adopted Pedestrian Plan: The city of Barnwell does not currently have an adopted pedestrian

plan. It is the intent of the LSCOG Regional Bicycle and Pedestrian Facilities Study to provide the municipalities

in their jurisdiction with a framework to being planning and infrastructure activities for pedestrian

accommodations.

Question 2 ADA Transition Plan for Public Right- of -Way: The purpose of a plan is to make the

municipality’s facilities and programs accessible to all users. The city of Barnwell does not currently have an ADA

Transition Plan. However, SCDOT does have an adopted ADA transition plan.3 The state ADA coordinator is the

contact for information regarding this plan.

Question 3 Complete Streets Ordinance: Complete Streets accommodate all user types – providing them

with safe and convenient access. The city of Barnwell does not have any Complete Streets ordinances or

resolutions.

Question 4 Process of Public Input: Public input is paramount to the success of public projects and

processes. It should be considered at every state of transportation planning in order to reach the greatest number

of participants and allow for the best results. The city of Barnwell uses an open house format for the solicitation

of public input. Meetings are advertised online and in print and are conducted in fully accessible buildings.

Question 5 Sidewalk Policies: The availability of sidewalks in a community is associated with higher levels

of walking and physical activity (Bureau of Transportation Statistics, 2004.) As sidewalks fall under the

jurisdiction of the SCDOT in Barnwell, the city does not have standards for sidewalks on arterials streets or on

funding and installation.

Question 6 Connectivity Policies : Block length and size, and intersection and street density are all

measurements of connectivity. Pedestrian friendly connectivity items include short block lengths, grid networks

3 Link to SCDOT ADA Transition Plan (Updated 2009): http://www.scdot.org/doing/pdfs/ada_transition_plan.pdf



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and multiple crossing options. Barnwell requires that residential blocks for use shall not be longer than 2,400

feet and shall not be less than 400’ in length, measured along the road centerline of the block4. Additionally, mid-

block crossings, not less than 10’ wide, may be required in block longer than 600’ to provide reasonable

circulation and access.5 Walkable block lengths are typically expected to be no more than 600 to 800 feet long,

depending on density of development.

Question 7 Trails Plan: Trail networks form the backbone of many walkable communities nationwide. They

provide excellent opportunities for outdoor recreation and respite as well as complete non-motorized

transportation networks. They can also support economic development and tourism in communities. Barnwell

does not currently have a Trails Plan but plans to create one in the future. There are a number of short trail

segments located in the parks system, totaling about two miles.

Question 8 Public Transportation: Cities with transit facilities are able to both reduce automobile

dependency and increase walking and the walkability of their environment (Institute of Medicine 2005). The

city of Barnwell does not have a public transit system.

Question 9 Planning for Parking: Automobile parking within a community can affect walkability rates.

Studies indicate that minimum parking requirements result in excess parking, increased automobile use and

decreased density (Wilson, 1995). The city of Barnwell does not charge for public parking and has no guidelines

for parking locations or maximum number of spaces i.e. size.

Question 10 Infi l l Development: Providing a dense, land use environment can encourage walking as a form

of transportation within a community. When more origins and destinations are in close proximity to each other,

the community is inherently more walkable (Leinberger, 2007; Saelens & Handy, 2008). Barnwell estimates that

15% of development in the last 5 years has been infill.6

1.4 Recommended Engineering Actions The City of Barnwell is an advocate of supporting alternative methods of transportation to protect the

environment, encourage healthy lifestyles, and to preserve the high quality of life Barnwell residents enjoy. The

City recognizes that walking is an appealing form of recreation and a viable mode of transportation, which has

significant health, safety, congestion reduction and air quality benefits.

The introduction of a “Complete Streets” policy would encourage the implementation of pedestrian facilities

around the city. Complete streets policies direct transportation planners and engineers to consistently design

roadways with all users in mind (e.g., motorists, transit riders, pedestrians, bicyclists, older people, children, and

people with disabilities). As part of a comprehensive Complete Streets policy, maintenance issues should be

thoroughly addressed to insure that pedestrian and multi-use facilities are well maintained and kept free of

debris.

4 City of Barnwell Land Development Regulations (2010), 8-5





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1.4.1 Specific Recommendations for Engineering Question 1 Sidewalk Design Standard Specif ications

The sidewalks and streets in Barnwell, for the most part, are under the jurisdiction of the SCDOT. In 2003, the

State of South Carolina became one of the first states in the county to pass a Complete Streets policy. That policy

states that:

Bicycling and walking accommodations should be a routine part of the department’s planning,

design, construction and operating activities, and will be included in the everyday operations of

our transportation system, and…that the South Carolina Department of Transportation

Commission requires South Carolina counties and municipalities to make bicycling and

pedestrian improvements an integral part of their transportation planning and programming

where State or Federal Highway funding is utilized.7

Additionally, the State adopted “Engineering Directive Memorandum 22” (EDM 22), which establishes design

guidelines for bicycle and pedestrian facilities.

The SCDOT standards for sidewalks are as follows: 5’ wide minimum with no requirement for larger dimensions

to accommodate commercial areas; buffer zone between the sidewalk and street where required by the Draft

Proposed Right-of-Way Accessibility Guidelines (PROWAG) and 4’ wide clear path across the driveway apron

with a 2% maximum cross slope. The running slope may not exceed the general grade established for the

adjacent street. The city of Barnwell does not have specific sidewalk design guidelines.

Question 2 Sidewalk Inventory and Planned Construction: The presence of sidewalks in a community

is associated with higher levels of physical activity and safety (Bureau of Transportation Statistics, 2004; Fulton

et al., 2005; Institute of Medicine, 2005; Saelens & Handy, 2008). Sidewalks or walkway should be part of all

new and renovated facilities and where possible, they should be retrofitted to streets without facilities near

schools, employment centers, libraries and other community destinations. The sidewalks in Barnwell fall mostly

under the jurisdiction of the SCDOT, and Barnwell should work with the State to ensure their pedestrian needs

are being addressed. Barnwell does not currently have any guidelines or requirements pertaining to sidewalks

required by roadway type, new sidewalks, pedestrian accommodations required during new or redevelopment or

a sidewalk retrofit plan or policy.

Question 3 Sidewalk Conditions and Curb Ramp Inventory Process: A complete sidewalk network

includes continuous, ADA-compliant sidewalks and curb ramps. Sidewalk inventories help identify gaps in the

system and prioritize improvements. Residents of Barnwell may report missing or broken sidewalks and curb

ramps to the SCDOT ADA Coordinator, who is responsible for implementing the state’s ADA Transition Plan.

Complaints of violations can be made by writing, calling or emailing the ADA Coordinator. When a complaint of

an ADA violation is received, the action to be taken will be determined in order to resolve the complaint. If the

complaint is a request for services or modifications to facilities, then the ADA Coordinator will forward the

request to the appropriate office for handling.8

7 http://www.scdot.org/getting/bikeped/bp_milestones.shtml.

8 http://www.scdot.org/doing/pdfs/ada_transition_plan.pdf



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Question 4 Bridges: Bridges are often the only safe pedestrian route across barriers in a community. They

should provide for the safe accommodation of pedestrians over the barrier, separated from motor traffic. Proper

consideration must be made with regard to lighting, drainage, maintenance and ADA requirements. There is one

bridge in Barnwell, which does accommodate pedestrians via sidewalks.

Question 5 Pedestrian Signaling System: Signals should be provided at all intersections where pedestrian

traffic occurs. Shorter cycle lengths and longer walk intervals benefit pedestrians and fixed-time signal operation

is ideal (Markowitz et al. 2006). Countdown times are required for all new pedestrian signals and existing

pedestrian signals must be replaced with 10 years, per MUTCD standards. In Barnwell, pedestrian signaling is

under the jurisdiction of SCDOT. Currently, some intersections downtown accommodate pedestrians via a

signaling system.

Question 6 Community Crosswalk Initiatives: Marked crosswalks indicate to all modes of traffic where

pedestrians are expected to cross. The international zebra or ladder type markings are preferred due to their

visibility. Advance stop bars can enhance the effectiveness of crosswalks and should be used in conjunction with

signage to alert drivers where to stop when a pedestrian is present. In Barnwell, crosswalk location and standard

design fall under the jurisdiction of SCDOT. Most major intersections are striped with parallel lines.

Question 7 Roadway Construction: Barnwell does not design or build its own roadways, except in a few

cases. SCDOT is responsible for the majority of roads within the community. Crossing islands and curb

extensions can greatly increase the safety of pedestrians by providing refuge and decreasing crossing distance and

increasing visibility, respectively (Bahar et al. 2007). There are a few refuge islands in Barnwell, but more would

be useful, especially along major thoroughfares such as Allen Street and Dumbarton Road.

Question 8 Innovative Pedestrian Treatments: Facilities such as HAWK signals, special pedestrian

phasing and scramble timing, and passive pedestrian detection devices reduce pedestrian/motorist conflicts and

thus increase pedestrian safety. If warranted, the city of Barnwell should consider these treatments in locations

with significant, difficult to address pedestrian issues. There are currently no innovative pedestrian treatments in

the city of Barnwell.

Question 9 Traff ic Calming Practices : Road diets, lane width reductions and streets with a pedestrian

focus all serve to enhance the pedestrian environment within a community. Traffic calming encourages motorists

to drive more slowly – and if done correctly, has the potential to lower crash rates, decrease noise levels and

increases rates of walking in a neighborhood. Studies have shown that simply reducing a road from 4 lanes to 3

can result in a 29% reduction in crashes for all users (Harkey et. Al 2008). Barnwell requires that new

construction of residential streets shall be such that “residential streets shall be laid out so their use by through

traffic will be discouraged in that 3-way intersections (“T” intersections) shall be used as much as possible.9

1.5 Recommended Education and Encouragement Actions




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1.5.1 Specific Recommendations for Education and Encouragement Question 1 SRTS Plans and Programs: The federally funded nationwide Safe Routes to School Program

exists because fewer children are walking and biking to school than ever before and the family vehicle is most

often the transportation mode of choice for getting students to school. SRTS aims to increase the number of

children who walk and bike to school, which in terms affects childhood obesity rates, air pollution, traffic

congestion and safety around schools and in communities.

No schools in Barnwell are currently engaged in SRTS activities or programs. Most schools in Barnwell have

sidewalks on the school property that lead from adjacent roadways to their entrances.

Question 2 Education and Training Programs for Municipal Staff : Educating public employees

ensures that ordinances that support walking and the pedestrian environment are understood and implemented.

Ongoing training allows for the dissemination of current best practices in the field and potentially puts local

decision-makers on the same page. Because the streets and sidewalks in Barnwell fall mostly under the

jurisdiction of SCDOT, no staff training on pedestrian issues is currently offered.

Question 3 Education and Training for Residents: Walkable communities are created when all users

understand their rights and responsibilities when it comes to the transportation network. Education programs

target a variety of user types – pedestrians and motorists, young and old. Barnwell is not currently participating

in any pedestrian education campaigns.

Question 4 Available Walking Maps, Tours or Guides : Providing information about places to walk and

routes of interest can encourage walking within a community for both residents and visitors. Signage and

amenities indicate a community’s commitment to walking as a transportation and recreation choice. The City of

Barnwell has one designated self -guided walking tour. Information about the tour’s highlights as well as a map is

available at City Hall and a variety of other locations around town.

Question 5 Community Walking Events: Walking events and activities provide an opportunity to

highlight the benefits of walking for health and transportation. These events can make walking fun and social as

well as draw attention to pedestrian presence. Barnwell is home to a variety of events and activities that promote

walking such as local 5k run/walks and Third Thursday, a downtown businesses event.

1.6 Recommended Enforcement Actions

1.6.1 Specific Recommendations for Enforcement Question 1 Police Department Capacity: Traffic safety officers encourage safer travel through

enforcement and encouragement activities. By allocating police resources to pedestrian enforcement support,

communities with traffic safety officers demonstrate their commitment to a walkable environment. Barnwell

currently has 14 police officers; no officers are specifically devoted to pedestrian enforcement activities.

Question 2 Enforcement Programs: Targeted enforcement programs are very effective in achieving

motorist compliance with crosswalk laws. Coupled with education efforts, these programs can generate public

support for enforcement and the creation of a safer, more comfortable pedestrian environment. Using a variety of

media outlets allows the public to be aware of any on-going and upcoming operations. Barnwell does not

currently utilize any enforcement programs.



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Question 3 Traff ic Infraction Citations: Traffic violations that involve pedestrian safety should be

enforced with the same rigor as other violation types. Violation databases can be useful in determining if there are

any areas of concern in a community that might benefit from a pedestrian facility improvement. Progressive

ticketing is often more successful than unexplained ticketing and studies have shown that enforcement intended

for motorists produces better results than enforcement aimed at pedestrians (Van Houten 2004). From January

2010 to September 2011, the police department issued 1,296 traffic citations for speeding and 13 for careless

operation (which includes failure to yield). The city does not currently employ photo enforcement technology.

Question 4 Approaches to Pedestrian Safety: Lighting, call boxes, neighborhood watch programs and

police presence are important elements in creating a safe and comfortable pedestrian environment. If citizens feel

that walking is a safe choice, they may choose to walk more often and in a greater variety of conditions – weather,

time of day and time of year. Barnwell has several neighborhood watch programs and engages in drunk driving

enforcement in partnership with the SC State Highway Patrol. The city overall is very well lit – with 95% of both

arterial and non-arterial street lit on one or both sides.10

Question 5 Use of Crossing Guards: Crossing guards increase the safety of children who walk or bike to

school, and the safety of the surrounding neighborhood. They alert motorists to the presence of pedestrians and

teach children how to cross a street appropriately. Communities should form partnerships between their police

departments, PTO’s and school district to combine expertise and ownership of the program. Crossing guards in

Barnwell are no longer under the control of the Public Safety Department; local school districts run the program.

Question 6 Systematic Strategy for Pedestrian Safety: Targeting enforcement in areas with

documented problems is an effective way to increase pedestrian safety. Identifying areas with a high number of

pedestrian crashes or known motor/pedestrian conflict areas helps to determine the best countermeasure to be

used. In Barnwell, countermeasure implementation is a function of the SCDOT. Barnwell should coordinate with

the DOT on any areas of concern.

Question 7 Interdepartmental Cooperation: Communities that address pedestrian issues and concerns

using a variety of municipal resouces such as the police, planning and public works departments ensure that

pedestrian projects and policies are consistent across the board. Barnwell does not employ interdepartmental

coorperation on pedestrian issues.

1.7 Recommended Evaluation Actions

1.7.1 Specific Recommendations for Evaluation Question 1 Pedestrian Count and Survey Programs: Local trends in pedestrian behavior are best

identified with specific community based counts and surveys. These instruments tell communities where, when

and how its residents are walking, which in turn can help prioritize improvements as well as evaluate whether

improvements are having an effect on pedestrian volumes and safety. The city of Barnwell does not have an on-

going pedestrian counting or survey program.

Question 2 Pedestrian Evaluation Tools : Audits are helpful tools in determining existing conditions for

pedestrians within a community. Ideally conducted on a regular basis and by diverse teams of people, audits




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allow for a hands-on experience of the walking enviroment. The city of Barnwell does not currently engage in any

audit protocols.

Question 3 Transportation Project Pre/Post Evaluations: Pedestrian issues should be considered in all

assessments of road projects and traffic calming activities. Such evaluation tools include walkability checklists,

Pedestrian Level of Service and Health Impact Assessements. Upon completion of any traffic-calming project on

state road, an evaluation should be performed within one year of installation to determine the effectiveness of the

measures implemented. The local government should perform this evaluation to improve designs for future

projects and to determine what measures work for various problems. 11

Question 4 Walk Score: This online tool provides users with a sense of the walkability of an area. Parameters

include the variety and number of destinations within walking distance. While the tool does not include

pedestrian infrastructure or safety in its analysis, it provides a general sense of development density and diversity

of land use. The following table provides the walk scores for various points around Barnwell.

Geographic Center 62

Northernmost point 18

Easternmost point 6

Southernmost point 2

Westernmost point 15

Midpoint of geographic center and northernmost point 22

Midpoint of geographic center and easternmost point 26

Midpoint of geographic center and southernmost point 20

Midpoint of geographic center and westernmost point 29

Urban school location 48

Suburban school location 31

The range of rankings and their related meanings are as follows:

Rankings: Description 90-100 Walker's Paradise — Daily errands do not require a car 70-89 Very Walkable — Most errands can be accomplished on foot 50-69 Somewhat Walkable — Some amenities within walking distance 25-49 Car-Dependent — A few amenities within walking distance 0-24 Car-Dependent — Almost all errands require a car

11 SCDOT Traffic Calming Guidelines, 2006



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2 References Bahar, G., Parkhill, M., Hauer, E., Council, F., Persaud, B., Zegeer, C., et. al. (2007, May). Prepare parts I and II of a highway safety manual: Knowledge base for part II. Unpublished material from NCHRP Project 17-27. Bureau of Transportation Statistics. (2004). Sidewalks promote walking, BTS Issue Brief, No. 12. Washington, DC: Department of Transportation.

http://www.bts.gov/publications/issue_briefs/number_12/pdf/entire.pdf

Fulton, J.E., Shisler, J.L., Yore, M.M., & Casperson, C. (2005). Active transportation to school: Findings from a

national survey. Research Quarterly for Exercise & Sport, 76(3), 352-357.

Harkey, D et al. (2008) NCHRP Report No.617: Accident modification factors for traffic engineering and ITS

improvements. Washington, DC: Transportation Research Board.

http://onlinepubs.trb.org/onlinepubs/nchrp rpt 617.pdf

Institute of Medicine. (2005). Does the built environment influence physical activity? Examining the evidence. Washington, DC: Institute of Medicine and Transportation Research Board of the National

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