It has been recommended that bicycles therefore should not be mixed within the vehicular realm of the circle. Following this recommendation, the proposal places a bicycle path adjacent to the pedestrian path along the outer circle where it is clear of the dangers of vehicles. In this proposal, efficiency and bicycle speed must be compromised for the purpose of increased safety. Doing so does not suggest that bicycles are given lower priority, but rather are kept isolated due to the potential risks of integration with vehicular traffic. Figure 2 again shows the white line that represents the dual pedestrian / bicycle path. C.
Public Transit and Emergency Vehicles
The universal design principles of complete streets also apply to both public transportation and emergency vehicles as well. Because the future growth and development of the Town of Tonawanda and its public transportation system is fairly uncertain (although somewhat predictable) it is still necessary for the design of the proposed roundabout to be suitable for bus use in the future. Currently the NFTA-Metro system (which provides public transportation via bus and railway to Tonawanda)has no routes or stops that operate within the vicinity of Brighton and Eggert. The future usage of Brighton and Eggert should not be limited by a design that failed to consider the possibility of different uses in 2035. Therefore the proposal is designed such that the turning radii and lane widths can accommodate standard size buses, fire engines and ambulances both now and in the future. Cost and Funding There are numerous factors that influence the amount of economic investment justified for any type of intersection transformation.9 The costs of these roundabouts may be accrued by construction costs, design and engineering fees, additional land acquisition costs (which are necessary in the proposal) as well as the continual maintenance costs in the future. However these costs are offset over time by the aforementioned improvements in safety as well as the improved business climate which facilitates a sustainable business environment and reliable tax base into the future. Perhaps the most costly element of the redesign proposal is the acquisition of the piece of land at 882 Brighton Road. There is a piece of privately owned property at the northeast corner of Brighton and Eggert. Unfortunately, the entire proposal is contingent upon the use of this land as part of the traffic circle. It is imperative that the lot be re-zoned for transportation, and demolished accordingly. It is anticipated that this process will be both lengthy and costly. A thorough analysis of all aspects of the proposal must be carefully measured in terms of their benefit to the Town of Tonawanda and residents in order to determine if the traffic circle serves the greater good. If this is done successfully, the land can be acquired through eminent domain, and the landowner must be compensated fairly for their loss. It is not known at this time just exactly how long or expensive this procedure may be, however it is crucial.
26
Tonawanda Futures: 2035