[Added 6-3-2013 by Ord. No. 2.11.13[1]]
[1]
Editor's Note: This ordinance also repealed former Art. VI,
Street Improvements.
The City of Albany Common Council finds that the mobility of
freight and passengers and the safety, convenience, and comfort of
motorists, cyclists, pedestrians, including people requiring mobility
aids, transit riders, and neighborhood residents of all ages and abilities
should all be considered when planning and designing Albany's streets.
Integrating sidewalks, bike facilities, transit amenities, and safe
crossings into the initial design of street projects avoids the expense
of retrofits later. Streets are a critical component of public space
and play a major role in establishing the image and identity of a
city. By encouraging good planning, more citizens will achieve the
health benefits associated with active forms of transportation while
traffic congestion and auto-related air pollution will be reduced.
The goal of this article is to improve the access and mobility for
all users of streets in the community by improving safety through
reducing conflict and encouraging nonmotorized transportation and
transit.
A.
For all street construction, reconstruction, or resurfacing projects
[as per Section C(2)][1] that are undertaken by the City and not covered under
the New York State Complete Streets Law contained in § 331
of the Highway Law,[2] the department planning such project shall consider the
convenient access and mobility on the street by all users of all ages,
including motorists, pedestrians, bicyclists, and public transportation
users through the use of complete street design features in the planning,
design, construction, reconstruction and resurfacing, but not including
maintenance or emergency projects.
B.
Complete street design features are roadway design features that
accommodate and facilitate convenient access and mobility by all users,
including current and projected users, particularly pedestrians, bicyclists
and individuals of all ages and abilities. These features may include,
but need not be limited to, sidewalks, paved shoulders suitable for
use by bicyclists, lane striping, bicycle lanes and improved bicycle
parking and storage, share-the-road signage, street and sidewalk lighting,
crosswalks or median refuges, road diets, pedestrian control signalization,
bus pullouts and improved pedestrian access to bus stops, curb cuts,
raised crosswalks and ramps and traffic-calming measures, and recognize
that the needs of users of the road network vary.
C.
This section shall not apply if it has been determined and set forth
in publicly available documents that one of the following exists:
(1)
Use by bicyclists and pedestrians is prohibited by law, such as within
interstate highway corridors; or
(2)
The cost would be disproportionate to the need as determined by factors
including, but not limited to, the following: land use context, current
and projected traffic volumes, and population density; or
(3)
Demonstrated lack of need as determined by factors including, but
not limited to, land use, current and projected traffic volumes, including
population density, or demonstrated lack of community support; or
(4)
Use of the design features would have an adverse impact on, or be
contrary to, public safety.
A.
Guidelines will be developed by the Department of General Services,
Division of Traffic Engineering, and the Division of Planning with
stakeholder input and shall include street typologies, design guidance
and implementation.
B.
No later than two years after the final adoption of Complete Streets
Guidelines and biennially thereafter, the Department of General Services
shall publish a report showing how it has complied with this article
and improvements made to the roadways of the City.
