Village of Spencerport Eastern Village Corridor Concept Study

II. Inventory and Analysis
The highest number of accidents within the study area occurred at the Canal-Big Ridge
intersection. Based on the summary information provided for this intersection, a majority of
the accidents were “Property Damage Only” and not injury type accidents. The Lyell
Avenue / Union Street intersection has the second highest number of accidents within the
study area.
PEDESTRIAN AND BICYCLE CONDITIONS
Providing safe routes of travel for cars, bicycles, and pedestrians is a responsibility and
priority for all communities. The safety of the Pedestrian Realm is appraised based on factors
such as sidewalk width and quality, and the presence of a buffer zone, sometimes called the
tree-lawn or the furnishings and edge zones. Pedestrian safety factors present in the
travelway include crosswalk length and quality and the presence (or absence) of medians as
well as the type of median. Bicycle safety is judged on the presence or absence of a
dedicated bicycle facility, shared lane widths including the on-street parking lane, and the
Example of pedestrian realm along
Union Street
amount of space a cyclist needs to safely maneuver. Other considerations which affect bicycle safety are speed limit, average annual daily
traffic (AADT) volumes, percent of heavy vehicles, number of driveways, and any obstructions to the public realm, including overgrown
landscaping and road grates. Table 2 provides an overview of these features in the Village of Spencerport.
Highways can also be evaluated to determine their user friendliness as it relates to bicycle or pedestrian users as opposed to the traditional
motor vehicle. As mentioned earlier in this section, the most common measure of effectiveness used for vehicular traffic, level of service
(LOS), is based on capacity of the roadway and delay incurred by motorists. Levels of service can also be calculated for bicyclists and
pedestrians using the same highway by considering the users’ comfort level with the highway as it relates to buffer areas, sidewalk widths,
vehicular volumes and speeds, landscaping, obstructions, conflicts, crossing opportunities, etc. These features are some of the factors that are
used in evaluating the bicycle and pedestrian levels of service and compatibility levels. Levels of service for bicyclists can be compared to
those used to describe intersection operating conditions where LOS A and B generally describe above average conditions, C and D describe
acceptable roadway performance, and E and F describe deficient facilities. For the pedestrian levels of service, it is important to note how the
ranking differs from traditional motor vehicle levels of service. For example, the motor vehicle LOS ranking would consider LOS C to be
acceptable and average. However, the pedestrian levels of service rankings consider LOS C and below to be inadequate due to a number
pedestrian realm characteristics that negatively impact the safety and comfort of the pedestrian. It is important to note that not all roadways
in a community should be expected to rate LOS A or B which indicates a performance level well above average. LOS A or B may be
expected in locations such as college campuses, downtowns, tourist centers, and activity centers. LOS ratings of E and F describe degrees of
unacceptable performance.
The Level of Service/Compatibility analysis, summarized in Table 3, indicates that East and Slayton provide acceptable bicycle LOS; while
Union Street has moderately low compatibility for bicyclists. The analytical results for pedestrians indicate that all roads analyzed have LOS C
Page 24 FINAL REPORT
Village of Spencerport, New York