END 350 Portfolio - Caitlin Chan

Final Portfolio Caitlin Chan University at Buffalo END350 Instructor Andrew P. Schaefer December 18, 2020

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Table of Contents Introductory Essay .......................................................................................................................... 3 Research in Planning Assignment .................................................................................................. 7 Annotated Bibliography and Literature Review Assignment ....................................................... 12 Data Analysis Assignment ............................................................................................................ 26 Data Collection Assignment ......................................................................................................... 47 Case Study Assignment ................................................................................................................ 80

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Introductory Essay Brief Overview of All Assignments Lessons and Skills Learned

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My initial thoughts before I started END350 was work will involve hands on projects and doing field observations. While COVID did not necessarily allow the real world example feel as I expected I still learned many valuable skills. This class challenged the way I research for class assignments and how to cite credible sources. I felt I was given real insight on how actual planners collaborate to find plans that benefit the lifestyle and environment for the people.

Rather than just being a bystander, I felt even in imaginary scenarios of how the world can change for the better.

The topic for the Research in Planning assignment as well as the Annotated Bibliography and Literature Review assignment at the beginning of the semester involved bicycle and scooter planning techniques. Conjunctively these two papers also served as a refresher on citations. I learned where to look for authentic written works in the university’s library to find sources like academic journals and newspapers. I was familiar with MLA format but I had to learn to cite using APA format. As I cited more often in each assignment after, I was able to recognize the proper formatting for each paper. For my annotated bibliography I had an idea there was supposed to be a short summary for each link however it became more complex than I thought.

However, that assignment shaped my way of looking through a source for the important details and leaving out the unnecessary information. In other words, when I provide information to back my argument, my audience will be able to clearly understand why and how it relates to my topic.

My first real assignment for this class was the Data Analysis assignment. My initial approach was to find two cities that show opposite city growth rates, by comparing these two cities I will find trends in why one city outperforms the other. The cities I chose was Rochester and Boston, I didn’t plan for these two to be my choices however I knew Boston is larger than Rochester. By using the U.S. Census and U.S. Bureau of Labor Statistics websites I found data between the years of 2010-2017. Finding the charts and tables was easy to locate but hard to decipher. Instead of looking for evidence, certain trends had to be reviewed in depth to make a stronger argument. Boston is sustainable and expanding compared to Rochester not only because population size but also due to the cities average level of education and its location. I learned demographic information actually has valuable data that is not seen at first glance but analyzing it from a range of 7-8 years will help city planners learn how a city works and what it needs for future reference. The entire process from start to finish, I felt like I was in the planning

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department for the government and my job was to investigate how these cities interact with each other and how these two can serve as an example for other cities. This branched my thought process to be more complex towards the other assignments included in this portfolio.

The Data Collection assignment is the first time I was partnered up in this class. This was also the first field observation task which required real time photos and accurate descriptions of each site and its interactions with other vehicles and pedestrians. Instead of acting as a planner I also felt like an investigator seeing how efficient the system was functioning. Comparing a rotary to a signalized intersection I noticed obvious things but also new things like rotary or traffic circle have a lack of signals therefore safety is a concern. Touring the rotary myself I understood it meant to allow circulation for cars to come and go. Pedestrians also had the benefit to cut through the busy roads to reach all 4 sides of the rotary. Two sides were meant for residential and the other two are commercial, shopping stores in close proximity to apartments create convenience. Signalized intersections are efficient in stopping car traffic however human behavior can be a major reason why people can get injured like people who cross during the wrong time or drivers aren’t paying attention to the road. Constantly discovering new ideas helped shape my opinion and improved my understanding of what benefits can come out of different traffic types to control movement in areas within a city. Drivers can benefit from this research by having faster and less congested commutes to work or just traveling in general.

Before trial and error, sufficient data must be recorded to determine the best solution that will benefit not only people who live in the area but all visitors who temporarily interact with the given space.

All the skills I collected through each assignment from technical to communication to decision-making and to teamwork lead up to the final assignment which was the Case Study assignment. One obstacle was my team was separated due to location and current COVID restrictions. However, given the time to complete we were able to research Shoshone Park whether in person or online successfully. Even though each group member was handed a separate part of the project we all helped each other with information we were able to find.

Discussions allowed for constant updates which ushered multiple recommendations for the improvement of the park. A survey was conducted to park users in order to see the park from their view and recognize real problems to just common complaints. Shoshone Park is small and

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considered a local park, however, many visitors especially those who partake in baseball/softball activities tend to have more to say. Data collection and analysis is crucial for this case study considering our roles are to examine and acknowledge the positives and negatives of any living space. Despite looking into different aspects of the park like the background, the demographics of the population, the current conditions, and challenges; we agreed what fixes and suggestions are most valuable. Comparing Shoshone Park to other parks created limitless opportunities to turn the park into just a park with newer equipment to a “little league hub” for all of the teams in the area. Visual quality, proper maintenance, level of comfortability, and sufficient working lighting systems are only a few factors that can change how a space is interpreted. If not careful plans for reconstruction can lead to a failed future and a waste of funding money.

The job duties of being an urban planner seem to be much clearer than before. This class enlightened me of what certain situations I will face once I graduate from university. The whole process from the first steps to the ending conclusions. Over the course of the semester I changed my outlook of what research contains and looks like. Cooperating with other students taught me how as a team there is greater opinions and hidden elements that you would not have found alone. I began this journey with small and recognizable tasks to more difficult and unknown however with feedback and peer review I improved my work quality and strengthened my thought process to make decisions that neither interfere or damage the ecosystem of the environment. Space is more than just land, it is filled with many details that might not be picked up constantly but it brings character and historic importance.

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Research in Planning Assignment Current Events and Safety Concerns for Bicycle/Scooter Planning Bibliography included

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Caitlin Chan Bicycle/Scooter planning: Safety Concerns and Current Events

During the pandemic lockdown Goldbaum (2020) reports people would take advantage of the open roads and dangerously speed down lanes. This spike of speeders and racers has caused a rise in accidents and fatal incidents involving deaths of drivers, passengers, and motorcyclists. New York City’s MTA system is faced with budget cuts due to the pandemic therefore as services decline more people are buying cars, bikes and scooters. However, as more people are shunning public transit this calls for more protected bike lanes and restricted traffic in order to create safe and functional city streets for all. While people are getting back to their regular schedules, people forget they should not neglect road laws and safety regulations especially in busy urban areas. OECD and The International Transport Forum (2015) claim in order to develop a strategy for powered two wheelers, there must be a “consensus regarding the vision for motorcycling’s role in the transport system, and its safety, in particular, an agreement to the scope of the strategy-its timelines, coverage, the level at which the strategy is aimed, strengthening the social processes and individual or organizational capabilities to support their role in road safety management, and increasing community and media interest in the issue and the need for evidence-based solutions.” Similar to the example in NYC, there’s a need for a plan that accommodates all riders and pedestrians, everyone’s safety should be accounted for in every situation. Reported in the Journal of Engineering (2018), Motivate International announced they will add 250 e-bikes to San Francisco’s Bay Area. In hopes of making San Francisco “more livable and reduce congestion and household transportation costs.” Vish Palekar, CEO of GenZe, states “Our e-bikes can go anywhere a conventional bicycle can go, including shared lanes and cycling paths - allowing riders to commute greater distances with no traffic and zero emissions.”

To be able to use the e-bikes there’s a fee and each ride has a limit of 60 minutes. Motivate has a system in NYC called Citi Bike that is located throughout the 5 boroughs. Not everyone is willing to try bike riding as a primary mode of transport, cars are still preferred due to its faster speeds and better protection from what’s going on around them. The pandemic is not the only global issue that is alarming, reducing carbon emissions is still a problem cities are facing, the potential benefits of using vehicles that leave no trace on the environment is endless. Having more two wheeled and powered two wheeled vehicles can battle traffic problems and 8

environmental problems but the only obstacle is how to provide efficient protection for each individual. I googled bicycle and scooter planning, results showed NY Times had an article published about recent accidents involving traffic deaths in NYC and their ways of solving the issue. Using the UB Library database I typed in bicycle and scooter planning, results showed a book from OECD and ITF about how to find the correct strategy that will improve safety for motorcycle, scooter, moped riders. I used UB library again and an academic journal from the Journal of Engineering came up stating Motivate’s implementation of e-bikes in San Francisco.

Electric vehicles: Benefits and Safety Measures

Environmentally friendly vehicles are over time becoming more accessible and preferred due to its nature of reducing carbon emissions. Morris (2020) helps to clarify certain electric vehicle myths people spread around that are not true. EVs (Electric Vehicle) are not made with polluting minerals, EVs use lithium but if that is a problem then all the electronics currently running on lithium batteries should also be reconfigured. Compared to lithium, the oil spills are more of a factor contributing to the destruction of our environment. EVs are not a fire hazard, “Let’s look at the figures. China has ordered more EV safety checks, but that was after only 40 EV fires in 2018. This was across a fleet of 1.2 million EVs in China in 2018, in one fire for every 30,000 vehicles. Putting that in perspective, in the US, from 2014 to 2016 there was an average of 171,500 highway vehicle fires according to a report by FEMA. There were around 269 million cars in the USA in 2016, meaning that one in 1,569 fossil fuel cars caught fire in 2016 - nearly 20x as many as EVs in China in 2018.” EV batteries can last for many years, “Data gleaned from lots of Tesla owners has shown a mere 10% average battery degradation after over 160,000 miles. Most fossil cars are on the scrap heap long before that kind of mileage.” EVs are expensive but they are more durable in the long run, “The Tesla Model S has the highest residual value of any used car in Germany, for example, retaining 9% more value after three years than any other brand, with a whopping 58.5% retention. As a result, since decent EVs have only been around for less than a decade, the cheapest end of the second hand market doesn’t even exist yet… So you will pay more up front, but you will save loads after that, and when it comes time to sell, you’ll get more second hand value back than a fossil fuel car.” Electric cars are different compared to cars that run on gasoline but there are also hybrid cars that can use both and should 9

be accounted for. The International Journal of Life Cycle Assessment provides their conclusion “Overall, gaps in existing environmental assessments of EVs (Electric Vehicles) are significant.

Given current understanding of a transportation system including significant use of EVs it appears that in connection with low-carbon electricity systems, BEVs (battery electric vehicles) and PHEVs (plug-in hybrid electric vehicles) offer the potential of reductions in GHG (greenhouse gas) emissions when compared with conventional ICEVs (internal combustion engine vehicles), however their relative position in terms of GHG emissions when compared to other advanced vehicle technologies such as high efficiency ICEVs or GI-HEVs (gridindependent hybrid electric vehicles) is less clear.” Electric vehicles are still being developed and improved over time to eventually become the primary choice of personal transportation.

Reported by China Weekly News, patent inventors Yubo Lian, Heping Ling, Fanliang Meng, Yanfei Xiong, and Weiqiang Chen, quoted “...a conventional hydraulic brake system is essential.

In addition, an anti-lock braking system and an electronic stability program can hydraulically brake a single or multiple wheels on the basis of the hydraulic brake system, so as to achieve an effect of speed reduction.” Safety measures for electric vehicles are still necessary as to protect its passengers and people outside the vehicle. I googled electric vehicles and a Forbes article showed an entry from Morris about certain myths that should be addressed about electric vehicles. Using the UB Library database I found a journal from The International Journal of Life Cycle Assessment, it provides the comparison of different hybrid and electric vehicles and their impacts on the environment whether it is negative or positive. Using the UB Library again I found an article from China Weekly News of a patent issued for the brake system and method in electric vehicles.

Bibliography

Goldbaum, Christina. (2020). 9 Major N.Y.C. Roads Get Lower Speed Limits as Traffic Deaths Surge.

New York Times. Retrieved from https://www.nytimes.com/2020/09/01/nyregion/nyc-trafficdeaths-coronavirus.html

Motivate Announces e-Bike Pilot Program to Launch in San Francisco in April 2018. (2018, January 22). Journal of Engineering, 1045. https://link-gale10

com.gate.lib.buffalo.edu/apps/doc/A524002790/AONE?u=sunybuff_main&sid=AONE&xid=5d c08b92 OECD (2015), "Developing and implementing an integrated road safety strategy for powered twowheelers", in Improving Safety for Motorcycle, Scooter and Moped Riders, OECD Publishing, Paris, https://doi-org.gate.lib.buffalo.edu/10.1787/9789282107942-11-en.

Morris, James. (2020). 4 Myths From Electric Vehicle Haters-And Why They’re Wrong. Forbes.

Retrieved from https://www.forbes.com/sites/jamesmorris/2020/08/29/4-myths-from-electricvehicle-haters--and-why-theyre-wrong/#74c6534a7d2c

Patent Issued for Brake System And Method For Four-Wheel Drive Electric Vehicle And Electric Vehicle. (2020). In China Weekly News (p. 1066-). NewsRX LLC.

Hawkins, T., Gausen, O., & Stromman, A. (2012). Environmental impacts of hybrid and electric vehicles-a review. The International Journal of Life Cycle Assessment, 17(8), 997-1014. https://doi.org/10.1007/s11367-012-0440-9

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Annotated Bibliography and Literature Review Assignment Continued research on Bicycle/Scooter Planning Annotated Bibliography included

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Caitlin Chan END350 9/21/2020 Annotated Bibliography/ Literature Review Bicycle/ Scooter Planning

Transportation today involves how one gets to their destination and how long it takes.

Urban city residents have the luxury of choosing what transportation method they want to use from walking to using public transit like buses, trains, if not their own personal vehicle or a new type of method called “micro-mobility” which includes riding a bike or scooter. Cities around the world are continuing to improve and expand but one major issue is how can the millions of people who live in one city be able to commute to their destinations without the potential drawbacks of traffic and accidents? Current planners discover research indicating one solution was to incorporate more attention to bicycle and scooter planning. By compiling articles and journals, this work of journalism focuses on targeting the audiences in urban areas. In hopes of relieving congestion on roads and improving travel time, this cannot be accomplished without proper road safety policies, clear explanation of what money you can potentially save, and the current evidence of how the environment can be aided. Given this topic is rarely new and still being implemented, research is not complete and conclusions are open to change.

It is a worldwide known fact that most of the population living on earth are clustered together in cities. Over time the level of crowdedness and rent has increased rapidly. Urban areas are still trying to find ways to cope with the large and growing number of residents while determining how to make life sustainable for its current citizens; to call a place home entails comfortability. Cities today in the midst of the coronavirus pandemic have realized mass transit systems contribute no benefit to its passengers. Due to the fear of spread and the increased awareness of social distancing, people either resort to using their own cars or started to travel cheaply by using bikes and scooters. City streets are not like rural areas where everything isn’t within walking distance, this helps bikers and scooter riders continue their schedule. While this mode of transportation became very popular, safety is always on everyone’s minds, even before the pandemic. A study done in Philadelphia, PA, gave insight on how introducing a citywide bike sharing program helped reduce accidents on the roads involving motor vehicles and bikers 13

(Hamra et al., 2020). After analyzing evidence from 2010-2018, the results of the study concluded that the rate of accidents involving bicyclists was 106% greater at the time bicycle share was implemented compared with January 2010. Before bike share was introduced the rate decreased 1% annually. After bike share started the rate of bicycle events decreased 13% annually. The program still needs to be perfected but after this case the goal is now clear that once a city adjusts, bikes and scooters can share the road with ease. Others may argue that bike or scooter related car accidents are based on the biker’s or scooter rider’s own actions, but there is evidence against that accusation. This case study examines what types of technology-related distracted behaviors are among bicyclists in Manhattan and the rate of how many users wear their bicycle helmet (Ethan et al., 2016). Within 50 hours using a camera during summer months of 2014, results found riders were almost four times more likely not to wear a helmet on rental bikes as compared with non-rentals. Rates of technology-related distractions were low. This draws attention to how the roads are designed, do they keep people on the road safe or does it in fact do the opposite? A study on two populations in Boston, one community-sense and the other street-sense concluded in the end, wide two-way cycle tracks with freshly painted lines, stencils, and arrows were low risk for crime and a cycle track’s median, red color, stencils, and arrows low risk for crash (Lusk et al., 2019). Another way of looking at it is clean signs, balconies, cafes, street lights, no cuts between buildings, and flowers were low risk for crime and witnesses, little traffic, and bike signals low risk for crash. A similar study found (Riggs & Gilderbloom, 2017): Safety issues are tied to multi-lane, one-way streets, often housed by poor and minority residents. For a 5-year period in a mid-sized city, an evaluation is developing on the number of collisions, crime data, counts of trees, housing valuation data, foreclosure, and vacant and abandoned structures on a 13 block street with both one- and two-way streets. Results came to the conclusion that higher incidence of collisions and injuries on multi-lane streets than on their two-way counterparts- for motorists, bikes, and pedestrians. Neighborhoods with one-way multilane streets experience greater abandonment, lower housing values and slower increases in property values.

By restructuring the roads, we keep drivers and pedestrians out of harm's way. Two specific population groups that must be protected are children and older adults aged 65 and up because they are most vulnerable for becoming involved and being injured in motor vehicle accidents. Children today are encouraged to find healthier ways of traveling, for example, 14

walking and biking. But their safety can be threatened in the process, many urban areas have tried different methods to ensure safety for adult pedestrians. This case study will focus more on how safe the commute is in the environment for children, youth pedestrians and bicyclists, since very little research is being conducted for this age group (Hagel et al., 2019). By drawing conclusions from results, the authors hope they can encourage evidence-based recommendations that will increase safe active transportation. The older adult age group is known to prefer walking to riding vehicles (Jancey et al., 2013). Car accidents involving pedestrians is an ongoing topic that policy makers and planners try to solve. The majority of the victims in these accidents are vulnerable older adults aged 65 and older and motorized mobility scooters. Encouraging people to go outdoors and not worry about getting hurt should be something that is immediately guaranteed. The UK Government recently confirmed a new track for bikes, scooters and skateboards in Weymouth (European Union News, 2018). The 40-metre-long pump track facility will provide a safer place for these users. This is the first time a council has provided an outdoor, free to use, standalone pump-track in the United Kingdom. Due to the demand for a facility where children can ride bikes, scooters and skateboards safely, this can also encourage people to be active and get outdoors. Canada, China, Japan, and Singapore for example, have been able to actively improve transportation in their cities allowing for more flow of movement, money, and people above all. A project in Canada will draw conclusions from a group of novice e-bike riders over a three-year period in Kitchener-Waterloo, Ontario to further find answers on how urban ebike usage will change the surrounding environment and what certain challenges will arise (Edge et al., 2018). Important themes include “types of trips e-bikes are typically used for, implications for physical activity, prospects for enabling a modal shift away from cars and encouraging multimodal transit, and limitations. Further research is needed to better understand how e-bikes influence physical activity, social determinants of health, and safety; how demographic and physical environment factors influence individual decisions around modal shift; and differences in use patterns between avid and novice cyclists.” Transportation in China greatly influenced the public health of its citizens (Jiang et al., 2017). As more roads are built and more cars are driven, injuries and fatalities have increased as well due to inadequate emergency response systems and trauma care. Air quality has seen an improvement in China but there are still carbon emissions being released on busy roads and gas fueled automobiles. Japan is among many countries for example the Netherlands and Denmark in terms of per capita bicycle ownership use (Steele, 15

2012). This study examines the timeline of prewar and postwar Japan, when the emergence of the distinctive bicycle culture that offered personal mobility to ordinary people slowly influenced the new found contribution of the bicycle to both social and economic development. The conclusion will explain how and why Japan was able to develop a long lasting and revolutionary bicycle culture. A study located in Singapore examines the usage of new dockless bike-sharing services (Shen, Zhang, & Zhao, 2018). After collecting GPS data on all dockless bikes from the largest bike sharing operators in Singapore for nine consecutive days, resulting in over 14 million records. The authors adopted spatial autoregressive models to analyze the spatiotemporal patterns of bike usage during the study period. Fleet size, surrounding built environment, access to public transportation, bicycle infrastructure, and weather conditions were accounted for. In conclusion, high land use mixtures, easy access, more supportive cycling facilities, and free-ride promotions positively impacted the usage of dockless bikes. The negatives were drawn from rainfall and high temperatures.

Instead of the idea of wasting money, by using bicycle and scooters there can be more efficient ways of travel for groups of people who cannot access personal vehicles. Parking issues like location and space are becoming more difficult to have open spots for everyone. New York Citi bikes require a docking station for storage and use. This concept applies to e-bikes and escooters, the city’s main problem is the loss of parking space and increase in road blocks once more docking stations are built (Deffenbaugh & Engquist, 2019). One solution is the dockless station where people can leave the e-bikes or e-scooters anywhere. Examples in Boston and Los Angeles show it can actually cause a mess. As more e-bikes and e-scooters are used for convenience in cities, more issues are found in terms of safety and placement. Parking violation cases show that compared to scooters and bikes, cars have the overwhelming majority of tickets collected (Thigpen, Klein, & Brown, 2020). In this case study of San Jose in California, research concluded only 2 percent of the 530 scooters they observed impeded pedestrian access. The COVID-19 pandemic greatly influenced how people travel in order to maintain their social distance. In order to reduce transmission risk, streets were opened for more people to travel by foot, bike or scooter. Cities for example San Francisco in California, Austin in Texas, and Brussels in Belgium agreed “micromobility” to be the recommended method of transportation.

Students traveling to school have seen an increase in safety and are seen either walking or biking to school. One thing that is not emphasized is how the safe routes to school initiatives and 16

programs influence pupil transportation costs. This study assesses the potential economic benefits of these programs in the U.S. by eliminating the annual costs of using motorized transport for short trips to school, examining real world examples, and evaluating land use impacts on school transportation costs using a simulation analysis of school bus routes (McDonald et al., 2016). There is a way to reduce money used by families and school districts by going to public sector investments in walking and biking infrastructure near schools. For schools with larger numbers of children who live within walking distance, this can create potentially high cost-effective investments. Big companies have also been seen taking an interest in incorporating the current rideshare technologies with bikes and scooters. Uber and Lime agree on an $170 million investment in hopes of combining Uber’s electric bike and scooter division into Lime (Hughes, 2020). Due to COVID-19 there has been an increased need of micro-mobility globally.

The demand is more profound in urban areas where social distancing is heavily encouraged in order to ensure each individual’s safety. This alternative way of transport can help encourage more support for the economy due to the sudden lockdown and rise in unemployment. While electric scooters are indeed reducing carbon emissions in the environment it is still heavily dependent on the economy. This proposition focuses on the physical links between design parameters and system performance costs (Fu, 2008). The preferred strategy is exchanging batteries at gas stations. The main issue is the battery’s limit and benefits of being environmentally friendly are not fully found at this time. By taking into account this criterion it can potentially provide more insights and evaluation results for scooter users, product engineers or policymakers to make their own decisions based on their preferences.

My bibliography is only touching on recent articles of bicycle and scooter planning in urban areas. Recent years there seems to be more academic journals in the library on bicycle and scooter planning specifically. Transportation problems in general were always a problem, the sources all agree there needs to be an update to planning in order to prevent further deaths or injuries. There is not enough information for a concrete answer on what needs to be improved or what are all the benefits. From experiments, to researching old data and media, there is more evidence being collected to advocate better placement of bike and scooter riding lanes. This will provide some exposure to the topic and take examples from other countries, possibly more cities in the U.S. can follow their examples in creating road space for more than just cars. Sources gathered in this paper were easy to understand but the specific ways in which data was conducted 17

was hard to read. The message is not hard to receive; the specific terms may be difficult but the goal is universal. Planners, policymakers, government officials in the transportation department must take note there is factual proof behind how bicycle and scooter planning should be built without major problems. Testing allows for mistakes to be found and for them to not be repeated.

Remembering some publications are older than others, certain details could have changed and can contain missing or unknown information.

Easy accessible transportation for all in different modes can create more ways of traveling than ever before. However, in order to ensure the best and safest way to execute the new world of travel, each city, each urban community must abide by the same rules and regulations therefore creating a healthier world for all (Zack, 2019). By learning from others and their examples there is a clearer view on the new type of mobility being developed today which included e-bikes, e-scooters, ride-sharing, and autonomous vehicles. Working together can be the answer to finally solving essential issues in the global transportation network.

Annotated Bibliography

Contify Automotive News. (2017). Okinawa Autotech Unveils Electric Scooter in India. Athena Information Solutions Pvt. Ltd. https://link-galecom.gate.lib.buffalo.edu/apps/doc/A519705680/ITOF?u=sunybuff_main&sid=ITOF&xid=c31c0 ea6 Deffenbaugh, R., & Engquist, E. (2019). Startup puts a Charge into e-scooter legalization; Company has deals to put docking stations in garages. New York, NY: Crain's New York Business, 35(16), 0003. https://link-galecom.gate.lib.buffalo.edu/apps/doc/A583529548/ITOF?u=sunybuff_main&sid=ITOF&xid=83be9 446 New York Citi bikes require a docking station for storage and use. This concept applies to ebikes and e-scooters, the city’s main problem is the loss of parking space and increase in road blocks once more docking stations are built. One solution is the dockless station where people can leave the e-bikes or e-scooters anywhere. Examples in Boston and Los Angeles show it can actually cause a mess. As more e-bikes and e-scooters are used for convenience in cities, more issues are found in terms of safety and placement.

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Edge, S., Dean, J., Cuomo, M., & Keshav, S. (2018). Exploring e‐bikes as a mode of sustainable transport: A temporal qualitative study of the perspectives of a sample of novice riders in a Canadian city. The Canadian Geographer / Le Géographe Canadien, 62(3), 384–397. https://doi.org/10.1111/cag.12456 Compared to other countries like China and parts of Europe, North America is late to catch up to the user friendly sustainable e-bikes train. This case study will draw conclusions from a group of novice e-bike riders over a three-year period in Kitchener-Waterloo, Ontario to further find answers on how urban e-bike usage will change the surrounding environment and what certain challenges will arise. Since the implementation of e-bikes is fairly recent, this experiment can also touch upon how physical activity, health, safety, demographic and environmental factors influence each individual. Results in patterns of both avid and novice cyclists will be differentiated as well.

Ethan, D., Basch, C., Johnson, G., Hammond, R., Chow, C., & Varsos, V. (2016). An Analysis of Technology-Related Distracted Biking Behaviors and Helmet Use Among Cyclists in New York City. Journal of Community Health, 41(1), 138–145. https://doi.org/10.1007/s10900-015-0079-0 To get around a busy and bustling city like New York City, residents usually ride their bikes to avoid car related road congestion. While these riders can get around easier, their safety is still accounted for. This case study examines what types of technology-related distracted behaviors are among bicyclists in Manhattan and the rate of how many users wear their bicycle helmet.

Within 50 hours using a camera during summer months of 2014, results found riders were almost four times more likely not to wear a helmet on rental bikes as compared with non-rentals. Rates of technology-related distractions were low. Males were more likely to wear headphones/earbuds, as were cyclists on Citi Bikes relative to other rental bikes. With these findings policymakers and planners can create better safety precautions for bike riders in urban areas.

European Union News. (2018). New bike, scooter and skateboard track planned for Weymouth. Plus Media Solutions. https://link-galecom.gate.lib.buffalo.edu/apps/doc/A563201497/ITOF?u=sunybuff_main&sid=ITOF&xid=e4b7f c33 The UK Government has confirmed a new track for bikes, scooters and skateboards in Weymouth. The 40 metre long pump track facility will provide a safer place for these users. This 19

is the first time a council has provided an outdoor, free to use, standalone pump-track in the United Kingdom. Due to the demand for a facility where children can ride bikes, scooters and skateboards safely, this can also encourage people to be active and get outdoors.

Fu, T.-T. (2008). A multi-criteria parametric evaluation of the refueling strategies for scooters. Journal of Engineering Design, 19(3), 227–247. https://doi.org/10.1080/09544820701327830 While electric scooters are indeed reducing carbon emissions in the environment it is still heavily dependent on the economy. This proposition focuses on the physical links between design parameters and system performance costs. The preferred strategy is exchanging batteries at gas stations. The main issue is the battery’s limit and benefits of being environmentally friendly are not fully found at this time. By taking into account this criterion it can potentially provide more insights and evaluation results for scooter users, product engineers or policymakers to make their own decisions based on their preferences.

Hagel, B. E., Macpherson, A., Howard, A., Fuselli, P., Cloutier, M.-S., Winters, M., Richmond, S. A., Rothman, L., Belton, K., Buliung, R., Emery, C. A., Faulkner, G., Kennedy, J., Ma, T., Macarthur, C., McCormack, G. R., Morrow, G., Nettel-Aguirre, A., Owens, L., ...Hubka, T. (2019). The built environment and active transportation safety in children and youth: a study protocol. BMC Public Health, 19(1), NA. https://link-galecom.gate.lib.buffalo.edu/apps/doc/A590752041/AONE?u=sunybuff_main&sid=AONE&xid=cd 2968b6 Children today are encouraged to find healthier ways of traveling for example walking and biking. But their safety can be threatened in the process, many urban areas have tried different methods to ensure safety for adult pedestrians. This case study will focus more on how safe the commute is in the environment for children, youth pedestrians and bicyclists, since very little research has been conducted for this age group. By drawing conclusions from results, the authors hope they can encourage evidence-based recommendations that will increase safe active transportation.

Hamra, G. B., Schinasi, L. H., & Quistberg, D. A. (2020). Motor Vehicle Crashes Involving a Bicycle Before and After Introduction of a Bike Share Program in Philadelphia, Pennsylvania, 2010– 2018. American Journal of Public Health, 110(6), 863–867. https://doi.org/10.2105/AJPH.2020.305613

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A study conducted in Philadelphia, PA, determined whether the citywide bike share program had any influence on rates of motor vehicle collisions involving a biker. An interrupted time series analysis was conducted on crash reports from 2010-2018 in Philadelphia County. Results of the study concluded that the rate of events was 106% greater at the time bicycle share was implemented compared with January 2010. Before bike share was introduced the rate decreased 1% annually. After bike share started the rate of bicycle events decreased 13% annually.

Ultimately these programs are able to reduce rates of motor vehicle crashes involving a biker.

Hughes, C. Uber leads $170M investment into scooter company Lime. (2020). UPI Top US News, NA. https://link-galecom.gate.lib.buffalo.edu/apps/doc/A622917047/ITOF?u=sunybuff_main&sid=ITOF&xid=e5e8c 75a Uber and Lime agree on an $170 million investment in hopes of combining Uber’s electric bike and scooter division into Lime. Due to COVID-19 there has been an increased need of micromobility globally. The demand is more profound in urban areas where social distancing is heavily encouraged in order to ensure each individual’s safety. This alternative way of transport can help encourage more support for the economy due to the sudden lockdown and rise in unemployment.

Jancey, J., Cooper, L., Howat, P., Meuleners, L., Sleet, D., & Baldwin, G. (2013). Pedestrian and motorized mobility scooter safety of older people. Traffic Injury Prevention, 14(6), 647–653. https://doi.org/10.1080/15389588.2012.749465 Car accidents involving pedestrians is an ongoing topic that policy makers and planners try to solve. The majority of the victims in these accidents are vulnerable older adults aged 65 and older and motorized mobility scooters. Safety measures must be implemented in order to ensure the safety of every pedestrian especially older adults who have limited mobility. In order to create walkable streets and better road environments, we should increase pedestrian safety awareness and encourage every community to treat older adults as a priority.

Jiang, B., Liang, S., Peng, Z., Cong, H., Levy, M., Cheng, Q., Wang, T., & Remais, J. (2017). Transport and public health in China: the road to a healthy future. The Lancet (British Edition), 390(10104), 1781–1791. https://doi.org/10.1016/S0140-6736(17)31958-X

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Transportation in China greatly influenced the public health of its citizens. As more roads are built and more cars are driven, injuries and fatalities have increased as well due to inadequate emergency response systems and trauma care. Air quality has seen an improvement in China but there are still carbon emissions being released on busy roads and gas fueled automobiles.

Without a change to the urban infrastructure, long term health will be negatively impacted and the environment. While these challenges are ongoing, China is still a leader in sustainable, healthy transportation.

Lusk, A., Willett, W., Morris, V., Byner, C., & Li, Y. (2019). Bicycle Facilities Safest from Crime and Crashes: Perceptions of Residents Familiar with Higher Crime/Lower Income Neighborhoods in Boston. International Journal of Environmental Research and Public Health, 16(3), 484–. https://doi.org/10.3390/ijerph16030484 This study watches the behavior of lower-income predominantly-minority residents and what bicycle-route surface or context they think as crime-free and crash-free. By drawing conclusions from this study, the desired environment these residents vouch for can be constructed and their neighborhoods will be seen in better health and lower risk of exposure to crime or crashing. Two populations in Boston, one community-sense and the other street-sense. In the end wide two-way cycle tracks with freshly painted lines, stencils, and arrows were low risk for crime and a cycle track’s median, red color, stencils, and arrows low risk for crash. Another way of looking at it is clean signs, balconies, cafes, street lights, no cuts between buildings, and flowers were low risk for crime and witnesses, little traffic, and bike signals low risk for crash.

McDonald, N., Steiner, R., Palmer, W., Bullock, A., Sisiopiku, V., & Lytle, B. (2016). Costs of school transportation: quantifying the fiscal impacts of encouraging walking and bicycling for school travel. Transportation, 43(1), 159–175. https://doi.org/10.1007/s11116-014-9569-7 Students traveling to school have seen an increase in safety and are seen either walking or biking to school. One thing that is not emphasized is how the safe routes to school initiatives and programs influence pupil transportation costs. This study assesses the potential economic benefits of these programs in the U.S. by eliminating the annual costs of using motorized transport for short trips to school, examining real world examples, and evaluating land use impacts on school transportation costs using a simulation analysis of school bus routes. There is a way to reduce money used by families and school districts by going to public sector investments in walking and biking infrastructure near schools. For schools with larger numbers 22

of children who live within walking distance, this can create potentially high cost-effective investments.

Riggs, W., & Gilderbloom, J. I. “Hans.” (2017). How multi-lane, one-way street design shapes neighborhood life: collisions, crime and community. Local Environment, 22(8), 917–933. https://doi.org/10.1080/13549839.2017.1303666 This study focuses on how road arrangements create unsafe urban neighborhoods. Safety issues are tied to multi-lane, one-way streets, often housed by poor and minority residents. For a 5-year period in a mid-sized city an evaluation will be made on the number of collisions, crime data, counts of trees, housing valuation data, foreclosure and vacant and abandoned structures on a 13 block street with both one- and two-way streets. Photography will aid in the process of finding visual distress on one-way versus two-way segments. Results came to the conclusion that higher incidence of collisions and injuries on multi-lane streets than on their two-way counterparts- for motorists, bikes, and pedestrians. Neighborhoods with one-way multi-lane streets experience greater abandonment, lower housing values and slower increases in property values.

Seymour, E.,P.E.PhD.(M.), Kuhn, B.,P.E.PhD.(F.), & Turnbull, K., PhD. (2019). Smart Communities: From Vision to Reality. Institute of Transportation Engineers.ITE Journal, 89(8), 31-37. https://search-proquest-com.gate.lib.buffalo.edu/docview/2275867267?accountid=14169 Shen, Y., Zhang, X., & Zhao, J. (2018). Understanding the usage of dockless bike sharing in Singapore.

International Journal of Sustainable Transportation, 12(9), 686–700. https://doi.org/10.1080/15568318.2018.1429696 This study located in Singapore examines the usage of new dockless bike-sharing services. After collecting GPS data on all dockless bikes from the largest bike sharing operators in Singapore for nine consecutive days, resulting in over 14 million records. The authors adopted spatial autoregressive models to analyze the spatiotemporal patterns of bike usage during the study period. Fleet size, surrounding built environment, access to public transportation, bicycle infrastructure, and weather conditions were accounted for. In conclusion, high land use mixtures, easy access, more supportive cycling facilities, and free-ride promotions positively impacted the usage of dockless bikes. The negatives were drawn from rainfall and high temperatures.

Steele, M. W. (2012). The making of a bicycle nation: Japan. Transfers: Interdisciplinary Journal of Mobility Studies, 2(2), 70+. https://link-gale-

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com.gate.lib.buffalo.edu/apps/doc/A397265530/AONE?u=sunybuff_main&sid=AONE&xid=1b c834bd Japan is among many countries for example the Netherlands and Denmark in terms of per capita bicycle ownership use. This study examines the timeline of prewar and postwar Japan, when the emergence of the distinctive bicycle culture that offered personal mobility to ordinary people slowly influenced the new found contribution of the bicycle to both social and economic development. The conclusion will explain how and why Japan was able to develop a long lasting and revolutionary bicycle culture.

Thigpen, C., Klein, N., & Brown, A. (2020). Parking Problems: Motor Vehicle Parking Violations Vastly Surpass Scooters and Bikes. Institute of Transportation Engineers.ITE Journal, 90(6), 4549. https://search-proquest-com.gate.lib.buffalo.edu/docview/2410838175?accountid=14169 Parking violation cases show that compared to scooters and bikes, cars have the overwhelming majority of tickets collected. In this case study of San Jose in California, research concluded only 2 percent of the 530 scooters they observed impeded pedestrian access. The COVID-19 pandemic greatly influenced how people travel in order to maintain their social distance. In order to reduce transmission risk, streets were opened for more people to travel by foot, bike or scooter. Cities for example San Francisco in California, Austin in Texas, and Brussels in Belgium agreed “micromobility” to be the recommended method of transportation.

Vogel, P. (2018). Are You Ready For The Self-Repairing Electric Scooter? Mondaq Business Briefing. https://link-galecom.gate.lib.buffalo.edu/apps/doc/A565157058/ITOF?u=sunybuff_main&sid=ITOF&xid=1778 99d3 Zack, R. (2019). A Data Standard for New Mobility. Institute of Transportation Engineers.ITE Journal, 89(6), 26-28. https://search-proquestcom.gate.lib.buffalo.edu/docview/2251989071?accountid=14169 Easy accessible transportation for all in different modes can create more ways of traveling than ever before. However, in order to ensure the best and safest way to execute the new world of travel, each city, each urban community must abide by the same rules and regulations therefore creating a healthier world for all. By learning from others and their examples there is a clearer view on the new type of mobility being developed today which included e-bikes, e-scooters,

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ride-sharing, and autonomous vehicles. Working together can be the answer to finally solving essential issues in the global transportation network.

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Data Analysis Assignment Comparison of growth related trends between Rochester City and Boston City Appendix and Bibliography Included

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Comparison of Population and Location Related Trends Between Two U.S. Eastern Cities

Caitlin Chan END350 Data Analysis Report 10/5/20 27

Introduction: Cities rely heavily on its citizens to create a stable and sustainable environment. If the location of the city is beneficial for transport of goods and services, the people and the economy would be able to flourish for generations of its residents. Observing trends of age and gender of the population, race, educational attainment, unemployment rate, and means of transportation to work, will help planners understand how important these factors are in the development of urban areas. This analysis will be based on the comparison of a no growth city and a high growth city. I choose Rochester City, NY as my no growth city and Boston City, MA as my high growth city.

Results of the comparison between these two cities will provide a conclusion as to how cities are managed and improved and why certain cities perform better than others.

Location “Matters”: What comes to mind when mentioning location? First is how to get to the destination and an estimate of the amount of time it will take. Between Rochester City and Boston City, both are urban areas that operate and run the same. However, comparing these two cities and their relationship with location, answers will be found as to why one outperforms the other. Rochester City is located in NY, between 2010 and 2017, the population has seen a decrease in overall growth rate. This proves Rochester City to be a no growth city. Boston City on the other hand has seen an increased growth rate between 2010 and 2017. Therefore, Boston City is considered to be a high growth city. ______________________________________________________________________________

Figure 1 Data Source: U.S. Census Bureau

Figure 2 Data Source: U.S. Census Bureau

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______________________________________________________________________________ But what are the reasons for the change in both cities’ populations? One of the reasons why some choose to move is because they are not able to make a living for themselves and their families. People in cities must be able to afford a sustainable lifestyle which entails having stable jobs for income. Living in a city usually includes being able to have convenience for goods and services. Without being able to support the economy the city cannot run properly because money is needed to improve and maintain the livelihood of all its citizens. As long as there are jobs, the overall health of the city will be able to run for many years into the future. At the beginning of 2010 Rochester City had an average unemployment rate of 10.8% and by 2017 it decreased to 6.8%. This proves over the 7-year period; more jobs were created to provide more opportunities which resulted in less people without jobs. Similar to what happened in Rochester City, Boston City had a 7.5% average unemployment rate in 2010, it decreased to 3.4% in 2017 which indicated that people were able to find jobs. Rochester City’s population is less than half of the population in Boston City. Knowing in 2017 Rochester City’s average unemployment rate is still higher than Boston City’s concludes that job opportunities can actually be found more often in places with high population density. Cities with small populations and high unemployment rates show signs of lack of development and loss of stability. Rochester City is still operating and home to its citizens, however if there are no plans of restructuring the process of how people can make a living, the population will continue to slowly decline until there is no one left. Average unemployment rates seem to have decreased over the years but 2017 indicates the next year it may increase in Rochester City. Boston City is an example of how improvement to city structure and redevelopment allows for more people to move in and settle down for generations. If population and job growth are both seen to increase, their relationship will benefit city culture and can give access to land expansion for all people who live or come to visit. For example, a family decides to settle down in Boston City, the parents relocate to Boston City because of job opportunities, they are able to make money to care for their family and household. This level of comfort is what all families try to achieve because home is where you can relax, if the city is able to provide this feeling then people are more willing to stay in one place.

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______________________________________________________________________________

Figure 9 Data Source: U.S. Bureau of Labor Statistics

Figure 10 Data Source: U.S. Bureau of Labor Statistics 30

______________________________________________________________________________ Having a place to call home is always priority, having a job is important and essential to living in a crowded city. But traveling to work can be either quick and fast or slow and full of delays. Taking our two cities as examples we can understand what methods of transportation are most prevalent in cities with high growth rates and high stability compared to low growth rates and low stability. Rochester City in 2017 shows personal vehicles dominate roads compared to for example public transportation and carpool. Workers over 16 use their own cars to drive to work. Boston City in 2017 shows personal vehicles are a primary source of transportation but public transit is a close second. 39% of workers over 16 use their own cars to drive to work, 34% use public transportation to travel to work. Observing this data draws the conclusion that because jobs are close to home people in Boston City can find other ways of transportation instead of driving their cars. About 15% of the people in Boston City prefer to walk, that is double the amount of people who prefer to walk in Rochester City. The farther apart services and amenities are, the need for car travel is stronger. By figuring out how to bring convenience closer to the homes of the residents, this can influence people to choose other methods of transportation. ______________________________________________________________________________

Figure 11 Data source: U.S. Census Bureau 31

Figure 12 Data source: U.S. Census Bureau

______________________________________________________________________________ Power of Demographic Information: Location is half the problem for building a great city, the other half depends on the demography of the people who inhabit the city. Demographic information studies a population based on factors such as age, race, sex, and education. By finding this information we can understand the residents more in depth and figure out what specific needs each individual must have and how to be able to provide to each person regardless of their background. Both Rochester City and Boston City seem to have an equal ratio of male to female citizens. Both cities in 2017 also have the most number of people aged 25 to 29. The work force is great in number; this age group is most common to be seen working in cities. For the age group of under 5 years old, Boston City has roughly 35,000 and Rochester City only has 14,000. This data indicates that the population in Boston City is flourishing better than Rochester City, with more children means more families are growing and in the future these children will take over and continue to support the city’s infrastructure. Thus the city will be able to survive as long as there are enough workers, without them the city will slowly fall. ____________________________________________________________________________ 32

Figure 3 Data source: U.S. Census Bureau

Figure 4 Data source: U.S. Census Bureau 33

____________________________________________________________________________

Not only is age an important aspect of what makes a sustainable city, race and education level can also produce the same effect. Rochester City is heavily populated by white and black or African American citizens. Boston City is also heavily white and black or African American, however in terms of number, white can be seen to be dominant over black or African American.

Races can shape the culture of the people, depending on living conditions this can either benefit or worsen people’s lifestyles. Sanitation is always an important quality of life, how each race reacts toward personal hygiene can impact decisions on how one prefers to live in their chosen city. Especially now that the U.S. is currently in a pandemic, urban areas are hit the hardest due to many congested and overcrowded areas. Particular goods and services can be limited or found in surpluses, for example, types of medicine or cultural specific items. Types of restaurants, supermarkets, and even hospitals and banks can operate differently depending on the ethnicities of its employers and employees. Specific jobs may be more appealing to certain races than others. For example, the number of hours working or time of the day, you can see who is willing to work those hours. People could take days off due to reasons which include religious holidays, special events, and other important activities that pertain to those races. The city would have to work its way around these factors to have maximum production with its limited workforce.

While equity and equal opportunity is encouraged for all, there can potentially be bias or unfair treatment. The majority rule wins so if the rules of the society are tolerable, residents can choose to stay or if not they can relocate to find a suitable environment that they can easily adjust to.

Residents in both Rochester City and Boston City seem to live in conditions that benefit people with a racial background of white and black or African American.

Looking at educational attainment, Rochester City is home to the majority of high school graduates. Compared to Boston City, a majority of the population are recipients of bachelor’s degrees and high school graduates are a close second. The link between race and education can prove information into why there are higher average unemployment rates in Rochester City.

Today most job opportunities require a college degree in order to find people who better match the job description. Boston City is seen to have a large number of college graduates; therefore, job opportunities are seen more often than in Rochester City. The level of education each person receives can contribute to work conditions and can draw the attention of companies who want more workers with those assets.

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____________________________________________________________________________

Figure 5 Data source: U.S. Census Bureau

Figure 6 Data source: U.S. Census Bureau

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____________________________________________________________________________ Restrictions on certain jobs will force people who do not have college degrees to look for jobs elsewhere. In order for a city to grow and improve as time moves forward, people with higher education can allow more jobs like technology related, architecture/engineering or medical professions to further upgrade. Without these advanced skills the city cannot move forward it will become stuck at the same position or it can eventually revert back to a small town. Focus on the high school graduate education level, Boston City actually has a similar percentage of its population who are high school graduates just like what is shown in Rochester City. 21% of the population in Boston City are high school graduates, 28% of the population in Rochester City are also high school graduates. Regardless of education, job opportunities can be created to allow every individual use their skills to make a living. In order to allow the money to circulate and support the economy, workers should be able to receive a wage that can help pay for house bills and be able to provide meals for each person. One way Rochester City can convince people to move into the city, is to provide affordable housing and create stable jobs.

This can help increase population and keep the city from losing its inner strength. Stimulate growth and further development is key to success. ______________________________________________________________________________

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Figure 7 Data source: U.S. Census Bureau

Figure 8 Data source: U.S. Census Bureau ____________________________________________________________________________

Conclusion: The success of a city relies on factors such as age, sex, race, education, transportation, and unemployment rates. This will decide if a city will have high growth or no growth for years into the future. By using two eastern cities in the U.S., the comparison allows for an evidence based conclusion that with low average unemployment rates people are provided with ways of making income. Having a way to receive pay for many years allows people to provide their families and the process repeats itself for generations. Each individual’s ability to find a good job depends on their educational background. Citizens race, age, sex can influence how the society runs in terms of which goods are preferred, what services are needed and how everyone should have equity to be able to live a comfortable life. In order to keep life going round, transportation of everyone and everything must be efficient and easily accessible. Rochester City is a good example of a city that has lots of potential to evolve into a better performing city. Boston City is

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a good example of a city that was able to improve and provide more for its citizens, their survival is more stable and it can still get better.

Appendix:

Figure 1 Data Source: U.S. Census Bureau

Figure 2 Data Source: U.S. Census Bureau

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Figure 3 Data source: U.S. Census Bureau

Figure 4 Data source: U.S. Census Bureau 39

Figure 5 Data source: U.S. Census Bureau

Figure 6 Data source: U.S. Census Bureau 40

Figure 7 Data source: U.S. Census Bureau

Figure 8 Data source: U.S. Census Bureau 41

Figure 9 Data Source: U.S. Bureau of Labor Statistics

Figure 10 Data Source: U.S. Bureau of Labor Statistics 42

Figure 11 Data source: U.S. Census Bureau

Figure 12 Data source: U.S. Census Bureau 43

Bibliography List of Figures

Figure 1: Rochester City, NY-Growth Rate 2010-2017

U.S. Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table DP05 2017, ACS Demographic and Housing Estimates, Generated by Caitlin Chan using; http://data.census.gov; (data retrieved on September 23,2020).

Figure 2: Boston City, MA-Growth Rate 2010-2017

U.S. Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table DP05 2017, ACS Demographic and Housing Estimates, Generated by Caitlin Chan using; http://data.census.gov; (data retrieved on September 23,2020).

Figure 3: Rochester City, NY-Sex by age in 2017

U.S. Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table S0101 2017, ACS Estimates Subject Tables, Generated by Caitlin Chan using; http://data.census.gov; (data retrieved on September 23,2020).

Figure 4: Boston City, MA-Sex by age in 2017

U.S. Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table S0101 2017, ACS Estimates Subject Tables, Generated by Caitlin Chan using; http://data.census.gov; (data retrieved on September 23,2020).

Figure 5: Rochester City, NY 2017 population race

U.S. Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table DP05 2017, ACS Estimates Data Profiles, Generated by Caitlin Chan using; http://data.census.gov; (data retrieved on September 23,2020).

Figure 6: Boston City, MA 2017 population race

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U.S. Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table DP05 2017, ACS Estimates Data Profiles, Generated by Caitlin Chan using; http://data.census.gov; (data retrieved on September 23,2020).

Figure 7: Rochester City, NY - Educational Attainment in 2017

U.S. Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table S1501 2017, ACS Estimates Subject Tables, Generated by Caitlin Chan using; http://data.census.gov; (data retrieved on September 23,2020).

Figure 8: Boston City, NY - Educational Attainment in 2017

U.S. Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table S1501 2017, ACS Estimates Subject Tables, Generated by Caitlin Chan using; http://data.census.gov; (data retrieved on September 23,2020).

Figure 9: Rochester City, NY - Unemployment Rate 2010-2017

U.S. Bureau of Labor Statistics, 2010-2017, Local Area Unemployment Statistics, Series ID LAUCT366300000000003 Generated by Caitlin Chan using; https://www.bls.gov/; (data retrieved on September 23,2020).

Figure 10: Boston City, MA - Unemployment Rate 2010-2017

U.S. Bureau of Labor Statistics, 2010-2017, Local Area Unemployment Statistics, Series ID LAUCT250700000000003 Generated by Caitlin Chan using; https://www.bls.gov/; (data retrieved on September 23,2020).

Figure 11: Rochester City, NY - Means of Transportation to Work in 2017

U.S. Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table S0801 2017, ACS Estimates Subject Tables, Generated by Caitlin Chan using; http://data.census.gov; (data retrieved on September 24,2020).

Figure 12: Boston City, MA - Means of Transportation to Work in 2017

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U.S. Census Bureau, 2013-2017 American Community Survey 5-year estimates, Table S0801 2017, ACS Estimates Subject Tables, Generated by Caitlin Chan using; http://data.census.gov; (data retrieved on September 24,2020).

List of sources

Business Wire. (2012, July 25). Fitch Rates Rochester, NY GOs ‘A+’; Outlook Stable. Gale General OneFile. https://link.gale.com/apps/doc/A297543722/ITOF?u=sunybuff_main&sid+ITOF&xid=dc2d5ced

Contify Retail News. (2018, September 19). Tops Markets Launches Free Gas And Groceries Campaign In Rochester, Ny, Gale OneFile: Business. https://link.gale.com/apps/doc/A555432004/ITBC?u=sunybuff_main&sid=ITBC&xid=e2eafdf8

McGloin, C. (2018, Oct 18). Wealth gap widens as Boston booms. The Boston Banner. https://search-proquestcom.gate.lib.buffalo.edu/docview/2124699973?accountid=14169

PR Newswire. (2020, August 4). Boston Named "Career Catalyst City" for Tech Job Growth and Career Mobility.

Gale Academic OneFile. https://link.gale.com/apps/doc/A631484603/AONE?u=sunybuff_main&sid=AONE&xid=93ced5f6

U.S. Census Bureau. (2013-2017). 2013-2017 American Community Survey 5-year estimates. U.S. Census Bureau. https://data.census.gov/cedsci/

U.S. Bureau of Labor Statistics. (2010-2017). 2010-2017, Local Area Unemployment Statistics. U.S. Bureau of Labor Statistics. https://www.bls.gov/

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Data Collection Assignment Results of comparing traffic patterns between a signalized intersection to a rotary in New York City Memorandum to Mayor De Blasio List of Figures, Appendix and Reference List included PowerPoint presentation included

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Memo To:

Mayor De Blasio

Authors:

Caitlin Chan, Frankie Zhou

CC:

Alexander Kunes, Andrew Schaefer

Date:

10/19/20

Subject:

Comparison of a Signalized Intersection and a Rotary in New York City

_____________________________________________________________________________

Executive Summary: A study is conducted to determine if a signalized intersection or roundabout/traffic circle/rotary intersection is best for New York City residents. Both sites in different boroughs generate unique data that can reveal valuable insight into the future of transportation. Research support drawn from online resources like Google Maps, academic journals, Department of Transportation’s website and information guide along with in person recorded data. Safety and efficiency were the deciding factors to conclude that signalized intersections provide a better way of travel for city residents. Allowing for numerous different modes of transport to exist and with more signs and signals to warn and guide incoming traffic, people are more aware of each other especially non-motorized vehicles and pedestrians. To effectively reduce traffic congestion and the number of crashes or car related deaths, New York City Mayor De Blasio should advise planners and policymakers to create more signalized intersections in order to efficiently control the diverse transport patterns of the millions of residents in one of the largest U.S. cities.

Introduction: With a population of roughly 19 million people in New York City, transportation and the flow of traffic are important for life to run smoothly. In order to increase functionality and reduce congestion, a comparison will be made between a rotary and a signalized intersection.

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The importance of the rotary and the signalized intersection, and the preference for one over the other, comes down to safety and efficiency. The varying factors noted in the fieldwork, analyzes the behavior of individuals who interact with the site including pedestrians, bikers, and drivers and how their tendencies within the site indicate whether one is a superior form of traffic control.

The rotary, or roundabout, is an oval shaped traffic circle located between 188th St and 64th Avenue in Queens, NY. Half of the oval is surrounded by residential areas and the other half is mainly commercial. The oval is rather significant to the area as it was built and named in honor of Edgar G. Holmes Jr., who was the first New Yorker to be killed in action in the Korean War. The signalized intersection is located between East Houston Street and Allen Street/1st Avenue on the Lower East Side of Manhattan. It is the beginning of Manhattan’s first avenue and it is also the connecting point between two major downtown streets. E Houston St separates lower Manhattan in that, north of it, begins 1st street. Getting through this intersection would take one in a direct path to whichever direction they intend to move, whether that be the east side, the west side or north towards midtown. The two traffic sites yielded both similarities and differences that might provide an answer to whether one is a safer and more effective approach.

Results from this project will provide insight for policymakers, city planners, and the mayor to develop a plan that will improve road conditions citywide. Necessary changes will allow for better living environments for people today and into the future.

Data Sources and Methods of Analysis: Both assessments of the signalized intersection and rotary were conducted in person.

Both assessments were also conducted on the same day, October 10, 2020. The signalized intersection was observed from 11:30 am to 12:30 pm. The rotary was observed from 3:05 pm to 4:00 pm. Pedestrian, vehicle, bicycle, skateboard, wheelchair, and other methods of transport are recorded with how it interacts with the site and what conditions are in the relationship. Results may vary due to differences in location and time. Due to certain circumstances due to COVID19, research lacks data and conclusions will be different compared to recording during normal living conditions. With a smaller amount of people and cars being observed, this study will provide insight into what life was when it was simpler and during a time where cities were not as populated. Possible answers can be found in solving questions regarding how to accommodate 49

millions of people in cities and what improvements can be made to further improve our current state of livelihood. Google Maps allowed a bird’s eye view of each site to help us develop a precise sketch for each site. The New York City Department of Transportation website consists of current plans of city transit. This includes travel regulations for pedestrians, bicycles, buses, motorists, and etc. There are options to look up and learn more about safer streets and street design for pedestrians. Bicyclists can check out the bike map, bike share station locations, parking, lanes that are being built, along with ridership statistics and reports. Bus riders can check on current services, possible improvements, and safety information. Motorists can check traffic advisories, parking maps, speed limit locations, information on trucks and commercial vehicles, current and upcoming projects, safety and much more. Ferretronix.com gave background information about the significance of the Edgar G. Holmes, Jr. Oval. Arkansas Business found the City of Conway to be increasing the amount of roundabouts, this created better traffic conditions in a small city. The effects on Conway can provide important information for what big cities should do. The Journal of Transport Literature shared an example of a developing city in Nigeria also trying to implement rotary intersections. Enhance understanding for better traffic management, results can apply to other developing cities and developed cities. As for the observed signalized intersection, the NYCStreets blog gives insight into the protected lanes of traffic in dense downtown areas and the visuals show how they tend to collide with one another especially during times of construction. One thing that was noted during the observation was the varying waiting times for pedestrians and vehicles. The FHWA website defines the integrations of leading pedestrian intervals and how they benefit certain urban areas where heavy traffic occurs at intersections.

Findings: Rotary Edgar G. Holmes, Jr. rotary in Fresh Meadows has significantly less traffic compared to the signalized intersection in Manhattan. Queens is outside of the main center of New York City, therefore traffic flow was smooth and no congestion was found. Cars pass through rotary slow and have clear sight of incoming traffic as well as pedestrians and anyone who is not in a car.

Cars stop at stop signs and yield to pedestrians. No walk signs or traffic lights are at this intersection. Given the amount of cars driving through is low, there are no bike lanes and 50

everyone can walk or ride on any sidewalk or designated path. Public transportation lanes are shown on the outer edge of the rotary; bus stops are located next to residential areas. One stop on each side of 188th st to allow busses to come and go on opposite sides of the rotary. On the commercial side of the rotary, cars can enter and leave malls as they need while following stop signs and yielding for right of way. Pedestrians in the area are calm and cars respond when they need to walk on a crosswalk. Cars are not allowed to speed and must follow the flow of traffic.

Figure 1 Photograph by Caitlin Chan

Area Conditions Car speeds are significantly slower than signalized intersections but it is due to lack of crosswalk lights. Cars are obligated to watch for any incoming traffic and pedestrians or persons who need to cross the street. Lack of walk signals can be dangerous for pedestrians and non-motorized vehicles, this can lead to accidents and collisions. Edgar G. Holmes, Jr. rotary is small compared to other traffic circles but the system follows the same principles. To allow flow in the rotary, each car must not only look out for itself but also for everyone else traveling within the vicinity of the circle. If there was a higher volume of traffic, there would be much more action in the rotary that persons with little to no experience with a rotary could inevitably cause an incident.

Figure 2 Photograph by Caitlin Chan

Figure 3 Photograph by Caitlin Chan

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Safety is a top priority for allowing the relationship between motorized vehicles, non-motorized vehicles, and pedestrians to be peaceful. Although a rotary is not the safest intersection it does however allow connections between the area in the circle and outside of the circle. Signalized intersections only allow pedestrians and non-motorized vehicles to be traveling on the sidewalks and not always necessarily between besides for crossing. A rotary however allows travelers to walk between the circle for easier access to cross from opposite sides of the circle. The center can range to be either a park or green area to a plaza or square with a statue or fountain. It can provide visual aesthetic to the intersection besides crosswalks and traffic lights. It can also be relaxing and give life to the neighborhoods surrounded by roads and buildings.

Figure 4 Photograph by Caitlin Chan

Figure 5 Photograph by Caitlin Chan

Convenience allows for neighborhoods regardless of population to flourish. The land used around the rotary is split between residential and commercial. People can for example buy goods easily by crossing through the rotary. There are banks, a pharmacy, a hotel, and a block down is a dentist office. In a way all sections have an importance in the daily agendas of residents and visitors. Remember this oval is tiny compared to Columbus circle in Manhattan, this location in Queens has less action but encompasses the same factors in how it influences the neighborhood.

Figure 6

Figure 7

Figure 8 Photos by Caitlin Chan

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Signalized Intersection At the signalized intersection, feasibility of pedestrian movement within the intersection was one of many priorities. Compared to the time at which vehicles were given to enter and exit the intersection, pedestrians had longer intervals, giving them the advantage when crossing. This is because of the Leading Pedestrian Intervals or LPI present at this intersection. LPIs give pedestrians the opportunity to enter the intersection a few seconds before vehicles do, preventing them from interfering with one another (FHWA, 2013). Although this may add to the overall time it takes for one traffic cycle to complete, it improves the safety of pedestrians tremendously.

A crash analysis conducted in several locations in New York City revealed that LPIs are even more effective in terms of enhancing safety, in areas where there are high percentages of vehicles performing turns. This traffic control method is one that has shown to reduce pedestrian crashes by as much as 50 percent in some intersections and in a concentrated area like downtown Manhattan, it tends to perform very well. This is one of the ways signalized intersections contribute to safety overall. The observed vehicle speeds at the intersection were generally slow but the volume of vehicles were considerably high, taking into account the lower movement rates due to the current pandemic. It was the same for pedestrians except those on bikes and/or skateboards moved rather quick. This was another advantage the intersection had over the roundabout. Not only does it account for numerous forms of transportation, it also has clear signs and lanes for each one, directing all forms of traffic efficiently.

Figure 9 Photograph by Frankie Zhou

Figure 10 Photograph by Frankie Zhou

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Area Conditions Communication between pedestrians and vehicles are essential to maintaining a flow of traffic in intersections. The observed area covers 4 straight lanes and 4 turning lanes of traffic, along with 4 bike lanes and 4 sidewalks. Not to mention the bus lane that intertwines with the far right lanes of Houston and Allen, which are also in contact with the bike lanes. There is a lot going on and without the numerous signals and painted lanes, it would be very difficult for this intersection to function. However, the separation of lanes is clear to see for both vehicles and pedestrians here.

With such high volumes of people and vehicles meeting and interacting at one point during regular times, having complete clarity and visibility of specified lanes is very important. This intersection excels to that end and the emphasis placed on the protected bike lane that crosses the intersection diagonally, demonstrates the importance of separating it from other traffic (Meyer, 2016). This way, bikers are protected from other traffic and are prevented from interfering with vehicles, which again improves the overall safety.

Figure 11 Photograph by Frankie Zhou

Figure 12 Photograph by Frankie Zhou

The observed traffic lights are the main source of indication for when pedestrians should enter the crosswalk and for when vehicles are to accelerate, either going straight or performing a turn.

The crosswalk lights that are present inside the intersection are absent in the rotary. When taking the convenience for pedestrians, bikers, skateboarders and/or those in wheelchairs in account, the signalized intersection is much more efficient. With the protected lanes and crosswalk lights, they are included to safely navigate this heavily concentrated area and the protected bike lanes allow for bikers to easily cross the intersection. In the rotary however, it would be extremely difficult for pedestrians or bikers to cross directly. Instead of being provided a way to cross, they 54

would have to cross through the streets separate from the rotary itself. There is no way for pedestrians and bikers to enter the rotary because they are not included in the purpose for one. In terms of functionality, the signalized intersection undeniably performs better for those not in vehicles. Arguably, there are certain times where the inclusion of pedestrian crossing in intersections harms efficiency and that is when they interfere with vehicles that are turning.

There were many instances observed at the intersection where many quick stops often occurred for vehicles turning left. They were forced to impulsively use their brakes because pedestrians were rushing to cross in time. In these cases, accidents and collisions are more likely to occur.

Although there were none during the observation period, the fact that it occurred numerous times within one hour was very telling of how often this happens. However, this downside is mainly at the fault of pedestrian behavior rather than the intersection itself.

Conclusion: The observations of the rotary and signalized intersections provided findings that, in the case of New York City, a signalized intersection would benefit traffic flow and overall safety of both pedestrians and vehicles more than a rotary. Mayor De Blasio should collaborate with New York City’s Department of Transportation to implement these suggestions found in this memorandum. The current system in place at this intersection is not perfect and is nowhere near that but there is no doubt that when it comes to safety and efficiency for everyone, it excels compared to the rotary. The inclusion of bike lanes, bus lanes painted crosswalk lanes, crosswalk lights, and separated turning lanes allows for the intersection to provide for quite a few modes of transportation. However, the rotary would be safer in the sense that, since it excludes pedestrian traffic and bikes/buses from personal vehicle traffic, there would be a lot less accidents and collisions occurring. When taking a look at vehicular congestion, the rotary would perform better at relieving traffic. Again, New York City is very densely populated. Rotaries in this city would not work like they do in other cities because of this. The fact that they do not integrate other forms of transportation within the traffic system, would mean the system is not efficient enough for wider implementation. Essentially, the signalized intersection would be safer and more efficient for all and the rotary itself would be safer and more efficient for cars specifically. There is a reason why rotaries are rarely seen in denser areas like Manhattan because functionality wise, the rotary works better in places that are less populated. Even in Queens, rotaries are not 55

ideal. The performance of the observed intersection is a defining example of how many forms of traffic can coincide at one point and work. Signalized intersections should be widely implemented throughout the entire city for the reason that they accommodate all and have safe ways of doing so. The issue mentioned earlier with the intersection, where pedestrians tend to get in the way of turning vehicles traffic can be addressed by raising awareness of following proper road rules. Since this can be inferred to be a possible cause for the majority of accidents, it is important to remedy the tendency of pedestrians to do so. The signals to cross and when to cross can be enhanced by implementing more countdown traffic lights for both pedestrians and vehicles. Since intersections already make up the majority of traffic areas in the city, modifying many existing ones by including the mentioned methods can possibly increase safety and efficiency of New York traffic dramatically. Possible funding opportunities can be found from the government, especially since this concerns driver and pedestrian safety, and apply to every signalized intersection in the country. Another source is handing out tickets to people who run red lights and endanger lives in the intersection. As those people continuously disrupt the conditions in the intersection, they must pay more and ultimately can have their vehicle taken away. Testing will be conducted after this plan is set in order to fully understand that all the potential benefits are reached, if there are any issues we can then improve and tweak the plan as needed.

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Reference List: Cottingham, J. (2018, July 2). Street Roundabouts Gaining Acceptance, Converts in State: With Conway leading the way, more cities adopting the design. Arkansas Business, 35(27), 10. https://link.gale.com/apps/doc/A547694363/ITOF?u=sunybuff_main&sid=ITOF&xid=34 3626ab

Federal Highway Administration. (2013, July). Signalized Intersections Informational Guide Second Edition. U.S. Department of Transportation. https://safety.fhwa.dot.gov/intersection/conventional/signalized/fhwasa13027/fhwasa130 27.pdf

Google Maps. (2020). Google Maps. https://www.google.com/maps

Holmes, John B. (2000, July 13). Fresh Meadows History. Ferretronix. http://ferretronix.com/fresh_meadows/

Meyer, David. (2016, October 3). Eyes on the Street: The New East Houston Street. Streetsblog New York City. https://nyc.streetsblog.org/2016/10/03/eyes-on-the-street-the-new-easthouston-street/

New York City DOT. (2020). New York City DOT. https://www1.nyc.gov/html/dot/html/home/home.shtml

Owolabi, Adebayo Oladipo, Oyedepo, Olugbenga Joseph, & Okoko, Enobong Etim. (2015).

Predictive modeling of entry flow at rotary intersections in Akure, a developing city and capital of Ondo state, Nigeria. Journal of Transport Literature, 9(2), 10-14. Epub April 00, 2015. https://doi.org/10.1590/2238-1031.jtl.v9n2a2

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List of Figures:

Figure 1: Edgar G. Holmes Jr. Oval Sketch - Photograph by Caitlin Chan

Figure 2: Edgar G. Holmes Jr. Oval - Photograph by Caitlin Chan

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Figure 3: Edgar G. Holmes Jr. Oval - Photograph by Caitlin Chan

Figure 4: Edgar G. Holmes Jr. Oval - Photograph by Caitlin Chan

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Figure 5: Edgar G. Holmes Jr. Oval - Photograph by Caitlin Chan

Figure 6: Edgar G. Holmes Jr. Oval - Photograph by Caitlin Chan

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Figure 7: Edgar G. Holmes Jr. Oval - Photograph by Caitlin Chan

Figure 8: Edgar G. Holmes Jr. Oval - Photograph by Caitlin Chan

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Figure 9: East Houston Street and Allen Street/1st Avenue - Photograph by Frankie Zhou

Figure 10: East Houston Street and Allen Street/1st Avenue - Photograph by Frankie Zhou

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Figure 11: East Houston Street and Allen Street/1st Avenue Sketch - Photograph by Frankie Zhou

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Figure 12: East Houston Street and Allen Street/1st Avenue - Photograph by Frankie Zhou

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Case Study Assignment Mini Master Plan for Shoshone Park One Page Handout and Script included PowerPoint presentation included Final Report provided List of Figures, Appendix, and Reference list included

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Shoshone Park Mini Master Plan Presented by: Frankie Zhou, James Metzger, Kaitlyn Fernandez, Caitlin Chan INTRODUCTION ● ● ● ● ● ●

Located in 1978 Hertel Ave, Buffalo, NY 14214 Shoshone Park was built between 1930s-1940s Roughly the size of 16.5 acres and surrounded by mostly residential buildings Home to HNPYBL (Hertel North park Youth Baseball League) since 1957 New York State Senator Chris Jacobs announce that they secured $1,000,00 in state funding for construction of a new multipurpose indoor athletic complex Proposed plans for land redevelopment behind the park include possible housing or another proposal from The Greenway Group

STATE OF AFFAIRS ●

Contains various types of sporting area ○ 5 baseball diamonds, 2 softball diamonds, 1 tee ball diamond ○ Batting cages, poorly maintained though ○ Basketball court, Street Hockey area

● ● ●

Field house: Contains snack shack, equipment storage, bathrooms Pool taken out in 2019 to make space for new addition of the indoor sports Great access to public transportation and parking lot ○ Short walk to LaSalle station and bus stops of Hertel and Main ○ Park itself has a parking lot and ample street parking on the other side of the park

● ●

Budget concerns: Buffalo’s shrinking tax base makes it a hard sell to invest and maintain parks Safety has been a concern in the park: The park has a reputation for not being safe

PEOPLE o

Population Density ○ The average population density in 2018 between the 3 census tracts was 5,046 people ○ 49% were females, while 51% were males; almost as many females as males when combined ○ Most are between the ages of 20-39 years old

o

Racial Makeup ○ Majority of the population within the 3 census tracts are white, which account for 54% ○ The second largest group is African American with 33% of the population

o

Disabilities o Within census tracts 45 and 46.01, majority are White females between the ages of 35-64 years old ○ While the majority of those in census tract 47 are African American females between the ages of 3564 years old

o

User Survey/Observation ○ 8 question survey, 12 individuals surveyed (November 23, 2020 - November 26, 2020) RECOMMENDATIONS ● ● ●

Improved Lighting, Stormwater Filtering Improve current entrances and implement new entrances Enhancements to Park Safety/Security

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Shoshone Park Mini Master Plan University at Buffalo [Script] {Speaker CC}

ACKNOWLEDGEMENTS Presenters: Frankie Zhou, James Metzger, Kaitlyn Fernandez, Caitlin Chan Special Thanks to: Shoshone Park Management Facilitated by: Andrew P. Schaefer

INTRODUCTION ● History ○ Located in 1978 Hertel Ave, Buffalo, NY 14214 ○ Shoshone Park was built between 1930s-1940s ○ Roughly the size of 16.5 acres and surrounded by mostly residential buildings ○ Relatively close to McCarthy Park, this smaller and older park shows as much of an importance to the community as every other park in the Buffalo Park System ● Background

○ Home to HNPYBL (Hertel North park Youth Baseball League) since 1957 ○ Roughly 1,000 athletes use the baseball/softball fields per season ○ To combat rough weather and exposure to being outside New York State Senator

Chris

Jacobs joined with Buffalo Mayor Byron W. Brown and Common Council members Joel Feroleto and Rasheed Wyatt to announce that they secured $1,000,00 in state funding for construction of a new multipurpose indoor athletic complex ○ Proposed plans for land redevelopment behind the park include possible housing or another proposal from The Greenway Group; made up of north Buffalo and University Heights residents is trying to convince the City to acquire the land from the N-F-T-A so $1.4 million in federal funds, allocated for the rail tracks, can be used for a bike path. ○ Improper maintenance has become an urgent issue due to old fixtures that could possibly cause harm to park visitors, safety while is enforced needs to be reevaluated

● Context ○ Neighborhood park for local residents besides those who travel for baseball and softball games ○ Easy access to Public Transit can be a major factor for encouraging people to travel to the park willingly 82

○ Prevalent Deterioration {Speaker JM}

STATE OF AFFAIRS ● Contains various types of sporting areas and a playground  5 baseball diamonds, 2 softball diamonds, 1 tee ball diamond ○ Batting cages, poorly maintained though ○ Basketball court ○ Street Hockey area ○ Basic playground, decent size, nothing special 

Field house ○ In good shape/ relatively new ○ Contains snack shack, equipment storage, bathrooms o o o

Pool taken out in 2019 to make space for new addition of the indoor sports Currently empty lot Seating an issue

● Most of the seating in the park is broken and in need of heavy repairing or replacement ■ Some new benches but not enough ● Spots of graffiti ○ Mostly on the batting cages ■ Nothing profane but an eye sore ● Patchy grass ○ Areas that are heavily traversed worn through, also where the pool used to be

OPPORTUNITIES ● “Good Bones” 

Everything need and coming to become the little league hub of Buffalo ■ From the diamonds to the new sports complex

○ Just in need of some love to get there 

New additions of the indoor sports complex ○ Scheduled to be done by 2021 but may be delayed because of COVID ○ For indoor soccer, lacrosse, and baseball 83

● Great access to public transportation and parking lot  Short walk to LaSalle station and bus stops of Hertel and Main ○ Park itself has a parking lot and ample street parking on the other side of the park

● End of the rails to trails  The end of the rails to trails connects this park to a larger network of bike trails ● Location 

North Buffalo has many amenities in the area such as restaurants and ice cream shops ○ Neighborhood is walkable

○ Lots of children in the area ~13% of the people in the immediate area are under 14 years of age

CHALLENGES 

Budget concerns



Buffalo’s shrinking tax base makes it a hard sell to invest and maintain parks ● Safety has been a concern in the park ○ The park has a reputation for not being safe ■ User survey average response was a 1.9, 1 being unsafe 5 being extremely safe ● Buffalo winters ○ Having equipment that can survive many harsh long winters is a must ○ Usability in some form during winter

●

Accessibility ○ Despite close proximity to various methods of transportation some of them are not safely connected or obviously marked ■ LaSalle station would have to walk across busy park and ride parking lot or down Main and Hertel ■ Parking lot not noted on Hertel ○ In the park there are not a lot of handicapped accessible options ■ Park is relatively flat though ■ Mostly for children on the playground ● Competition from other parks



For funding ■ Other parks are bigger and draw more people thus get more funding



For traveling to 84

■ With other parks offering more and perceived safety they are more likely to be used more

● COVID-19  Public spaces have been not so attractive ■ Especially parks that are not seen as too clean ○ There is signage to educate how to properly socially distance and wear a mask ○ Removal of things like basketball hoop rims and hockey nets to prevent large gatherings {Speaker KF}

PEOPLE Demographics ○ Data was taken from the U.S. Census 2018 American Community Survey 5-year estimates and OpenData Buffalo ○ Contains census tract 45, 46.01, and 47, which Shoshone Park is either in or the surrounding area around the park ○ The characteristics of the data collected are population density (age and gender), racial makeup, disabilities, means of transportation and crime rates Population Density ○ The average population density in 2018 between the 3 census tracts was 5,046 people ○ 49% were females, while 51% were males; almost as many females as males when combined ○ Most are between the ages of 20-39 years old ○ Majority of the population is younger ● Racial Makeup ○ Majority of the population within the 3 census tracts are white, which account for 54% ○ The second largest group is African American with 33% of the population ○ Asians make up a small amount of 11% of the population ● Disabilities ○ Can range from physical, intellectual, cognitive, emotional, or psychiatric ○ Within census tracts 45 and 46.01, majority are White females between the ages of 35-64 years old ○ While the majority of those in census tract 47 are African American females between the ages of 35-64 years old ● Means of Transportation to Work

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○ 76% of residents between the three census tracts either own or have access to a car; which means that majority of people are able to get to the park ○ There is a lack of public transportation in these areas and only accounts for about 13.2% of the population ○ On the other hand, only about 1% of the population bicycle Crime Rates ○ Taken from OpenData Buffalo, crimes rates from 2018 that include property crimes and violent crimes ○ In 2018, there were reported an average of 884 violent crimes in the three census tracts; whereas 2,342 were property crimes, all per 1,000 residents ○ Census tract 47 had the most property and violent crimes that the City of Buffalo alone

{Speaker CC}

USER SURVEY/OBSERVATION ● ● ● ● ● ●

8 question survey 12 individuals surveyed November 23, 2020 - November 26, 2020 Each taken at a different timestamp Overall partially the reason for little visitors is because of the pandemic and lack of interest Lack of enjoyment draws people away from the park, if there is nothing to do besides walking around then individuals are most likely to stay home

● New features that is inclusive for all types of people will cause an increase in visitors without a doubt {Speaker FZ}

RECOMMENDATIONS Improve Lighting ● The average rating for feeling of safety among participants was considerably low. ● Park goers of Shoshone are generally hesitant to go at night or when it is dark out and this can be tied to the area’s reputation of crime.

● So the first recommendation will be to improve lighting.

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● These new lamps would consist of sensory lights that only turn on when there are people in its proximity which would also benefit the environment by keeping its carbon footprint low.

● a study by Crime Labs also revealed that not only can environmental design affect crime rate, but that investments in changes to the physical environment such as new street lights can “augment the city’s efforts to promote public safety”

● These sensory lights should be installed near every entrance to the park, making each entrance more visually appealing.

● New lights should be implemented along the entire path as well as the places that would be accessed the most at night, which are the ones concentrated in the highlighted circles.

● These areas include the areas close to the entrances and parking lots, the playground, and the basketball courts.

Enhancements to Park Safety/Security ● On the topic of safety, the next recommendation would be to enhance park security. ● One method could be to implement an enhanced park safety security unit who would monitor Shoshone a lot more often.

● There is currently no park patrol present on site and only the buffalo police are present to monitor the area from time to time

● So park patrol would definitely boost the safety levels dramatically. ● In addition to that, another recommendation is to add emergency poles similar to the ones on UB’s campus, allowing for people in need of help to call.

Stormwater Filtering ● Because of its location, Shoshone park experiences heavy rainfall and snowfall many times year round.

● The drainage problems that occur in these events render the majority of the park rather unusable for long periods of time.

● Which is why the next recommendation is to runoff and filter excess stormwater. ● Taking a page from Houston’s Gene Green Beltway Park. A large percentage of this park’s plant life combat flooding and drainage issues.

● The park’s design consists of filtering systems bioswale channels that filter stormwater. ● There is also a meandering stream that runs through the park that also aids in removing water from the park’s facilities.

● Therefore, the first step for this recommendation consists of adding bioswales around the parking lots.

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● The other step is to construct runoff streams near the perimeters of the diamonds that would collect and transport water in a storm off the site and into storage units.

● The collected water could then be reused to irrigate the vegetation.

Improve Current Entrances and Implement New Entrances ● The specific changes that are recommended will take inspiration from one of many entrances to New York City’s Central Park.

● Firstly, adding and centralizing a decorative sculpture of some sort would definitely add to the welcoming experience.

● A possible choice could be a statue of a famous baseball player as it would seem fitting. ● Second, it would be very beneficial to expand the size of the sidewalk and paths at the entrance.

● The fact that Shoshone is surrounded by residential areas means there is a good amount of people who walk as the main method of traveling to the park. z

● A wider, more open area can allow more people to come and go while increasing overall activity.

● As for the lot renovation, there are talks of changing the use of the parking lot. In fact, the NFTA have already held discussions over changing ownership of the land with the city of Buffalo.

● It is suggested that the fastest way to get to the baseball diamonds for vehicle commuters would be from the LaSalle parking lot.

● If there was a way for those who park here to cut directly to the diamonds without walking all the way around, it would make movement within Shoshone a lot easier.

● Making this the entrance would allow for that. ● It could relieve traffic on Main and Hertel because people would no longer need to circle around Shoshone to park when coming from LaSalle.

Additional Indoor Facilities ● Like Caitlin and James mentioned earlier, plans to develop a “game changing” indoor facility is currently underway.

● More indoor spaces would also tackle the drainage issues that occur after rain or snowfall by allowing for more activity inside when the weather is bad.

● Which is why additional facilities would be very beneficial for, not only the livelihood of the park but the overall functionality as well.

● The most practical implementation method would be to turn most of the unused space into sites for construction for the new buildings.

● The first would be to expand beyond the existing grounds that Shoshone covers.

Removal of certain land could allow for this, like section C. 88

● Turning this space, section B, into sites for indoor facilities would make the most sense in terms of additional facilities because it would be in close proximity to the current one that is planned which is section A. {Speaker CC}

CONCLUSION ● Keep in mind the handout has all the important information regarding Shoshone Park ● Thank you for your time and cooperation ● Please stay warm and be careful when traveling outside

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