Staunton Bike-Ped Draft Plan - April 2018

STAUNTON BICYCLE & PEDESTRIAN PLAN
City of Staunton, Virginia

November 2017
ACKNOWLEDGEMENTS
PROJECT STEERING COMMITTEE
>> Brad Arrowood (Planning Commission)
>> Travis Cason (Recreation Commission)
>> Michael Keatts (Recreation Commission)
>> Sophie Lambert (Staunton Bicycle Pedestrian Advisory Committee (BPAC))
>> Jessica Robinson (Planning Commission)
>> Mark Russell (BPAC)
STAUNTON CITY COUNCIL
CITY OF STAUNTON PROJECT STAFF

>> Rodney Rhodes (Senior Planner)
>> Timothy Hartless (City Planner)
CONSULTANT
>> Rhodeside & Harwell, Inc.
TABLE OF CONTENTS
1 INTRODUCTION.............5
EXISTING
2 CONDITIONS...................9
COMMUNITY
3 VISIONING.......................19
4 PEDESTRIAN
INFRASTRUCTURE.......25
BICYCLE
5 INFRASTRUCTURE.......41
6 IMPLEMENTATION.......77
- Page Intentionally Left Blank -
1 INTRODUCTION
5
INTRODUCTION
The City of Staunton is a desirable place to live, work, and visit, attracting
entrepreneurs and families with its quality schools, beautiful parks and
recreation amenities, low cost of living, low crime rates, and high quality of
life. The Staunton Comprehensive Plan and Zoning Code reflect Staunton’s
commitment to maintaining its unique historic setting with Traditional
Neighborhood Design and Historic Overlay zoning districts.
To meet the principles of traditional neighborhood design, as well as

providing safe, convenient, attractive facilities for residents and visitors is the
creation of a plan for future bicycle and pedestrian connectivity in the City. At
present, the City has a complete sidewalk network in its historic Downtown
and adjacent residential neighborhoods, yet some pedestrian infrastructure
in Downtown needs safety improvements, such as crosswalks and signalized
pedestrian crossings. Further, pedestrian connectivity quickly deteriorates
outside of this roughly 0.75-mile Dowtown radius. Staunton has not installed
any bicycle facilities yet, but has formed the Bicycle and Pedestrian Advisory
Committee (BPAC), whose members are collaborating with City staff to begin
this process. City staff and the BPAC have agreed that a plan should be in
place before existing streetscapes are altered to add new non-motorized
facilities.
The City supports the development of multimodal infrastructure generally

in its Comprehensive Plan and unadopted Greenways Master Plan, but this
is the City’s first Pedestrian and Bicycle Plan. The City recognizes the need Staunton’s Urban Development Area encompasses the entire City limits
to integrate walking and bicycling facilities into the Comprehensive Plan to
support the preservation of existing traditional neighborhoods, as well as the the purposes of coordinating land use and transportation Citywide. The City of
development of new ones. Complete streets will make Staunton even more Staunton received the grant in the form of a direct on-call consultant services
attractive to visitors and the “creative class” that the City seeks to attract to contract with Rhodeside and Harwell, Inc.
grow its economy and workforce. This plan will also supplement the City’s
existing Greenways Master Plan.
PROCESS
The master planning process began with an understanding of needs and
Completion of this bicycle and pedestrian plan was made possible through an
opportunities based on data analysis, observation, and public input meetings
Urban Development Area technical assistance grant provided by the Office of
and a survey. It evolved into a set of goals, and a draft network of important
Intermodal Planning and Investment. In accordance with § 15.2-2223.1 of the
corridors to facilitate walking and bicycling in the City- “the strategic corridors”.
Code of Virginia, this Plan promotes the development of urban development
A Toolkit was provided to compile a range of strategies for providing facilities,
areas in a way that is consistent with Traditional Neighborhood Design. In
routes, and other amenities. Once the Toolkit was developed, preliminary
2015, Staunton City Council voted to designate the entire City as a UDA for
recommendations were made to each identified corridor within the City.
6 STAUNTON BICYCLE & PEDESTRIAN PLAN

INTRODUCTION
THE PLAN
PROJECT GOALS
The overall plan is developed into the following chapters:
The following goals were developed based on existing plans and policies
1. INTRODUCTION (e.g., from the Comprehensive Plan), input from City staff and Commit-
tee members, and input received during the first community meeting. The
• Project overview, goals, and benefits for improving facilities for pedestrians goals that guided the overall vision for the plan include:
and bicyclists in Staunton.
1 Ensure that key corridors are able to accommodate a variety of
2. EXISTING CONDITIONS transportation modes (driving, walking, biking, transit).
• Review of existing challenges and opportunities related to pedestrian and 2 Support a range of users by considering variations in physical
bicycle connectivity. abilities, perceptions of safety, trip types, and trip purposes of
different users.
3. COMMUNITY VISIONING
• Overview of community outreach methods and feedback employed in this 3 Explore opportunities to connect parks, open spaces, shopping
destinations, and cultural amenities. Consider both existing and
planning process, including a summary of community survey results.
future neighborhoods and districts.
4. PEDESTRIAN INFRASTRUCTURE
4 Create safe and convenient bicycle and pedestrian networks that
• Identification of corridors that address needs and/or opportunities to connect people to neighborhoods, destinations, and transit.
improve and expand the City’s pedestrian network.
5 Explore opportunities to mediate steep topography for easier
5. BICYCLE INFRASTRUCTURE bicycling and walking
• Identification of corridors that address needs and/or opportunities to
improve and expand the City’s bicycle network.
6. IMPLEMENTATION
• Overview of considerations and strategies for implementing master plan

recommendations.
BENEFITS OF FOSTERING A MORE WALKABLE,

BIKEABLE STAUNTON
Between 2000 and 2013, the percentage of commutes made by bicycle in the
United States increased by 62% (League of American Bicyclists, 2015). Many
communities are making significant investments in infrastructure to support
bicycling and walking: adding bicycle lanes, improving sidewalks, installing
Steering Committee walking tour
STAUNTON BICYCLE & PEDESTRIAN PLAN 7

shared use paths, and providing related amenities. There are many benefits and bicycle networks, the City could see more day or overnight tourists, all of
to fostering a multimodal City: whom are likely to shop, eat, and/or sleep in Staunton.
HEALTH BENEFITS ENVIRONMENTAL BENEFITS

Increasing active transportation options can have an enormous positive A City’s air quality can be improved through increased bicycling and walking:
impact on the physical health of a community. Regular physical activity (such according to Transportation Alternatives, if 5% of New Yorker City residents
as walking and biking) reduces depression, and helps prevent heart disease, commuting by private car or taxi switched to commuting by bicycle to work, 150
obesity, diabetes, and other ailments (U.S. Department of Heath and Human million pounds of CO2 emissions per year could be reduced. This is equivalent
Services, 2015). Integrating physical activity, such as walking or riding a to the amount reduced by planting a forest 1.3 times the size of Manhattan
bicycle, into the lifestyle of a sedentary adult is three to four times less (Transportation Alternatives, 2008).
expensive than enrolling into a structured exercise program (Sevick, 2000).
ECONOMIC BENEFITS
Property Values
Investing in non-motorized infrastructure encourages economic development,
improves property values, and helps create new jobs and businesses. After
the City of San Francisco made a street more conducive to pedestrian
and bicycle travel, nearly 40% of the local merchants reported increased
sales and 60% reported more area residents shopping locally. Two-thirds of
merchants believed business improved with increased levels of bicycling and
walking (Drennan, 2003).
Virginia School for the Deaf and the Blind
Transportation Savings
Bicycling and walking are affordable forms of transportation, which is
particularly important for low-income or no-car communities. In 2015, the
American Automobile Association found that the average sedan costs about
$8,698 to own and operate per year (Stepp, 2015). By comparison, the Sierra
Club estimates that the average cost to operate a bicycle is about $308 per
year (Sierra Club, n.d.).
TOURISM BENEFITS
Trails don’t only draw local users. Bicycle tourism has been shown to create
significant positive impacts on local economies. For example, in the Central
Shenandoah Valley region, bicycle tourism is estimated to have generated
$8.6 million in sales activity in 2015 (Central Shenandoah Planning District
Commission, 2016). By providing connections to other regional pedestrian
The Historic Newtown Neighborhood

2 EXISTING
CONDITIONS

EXISTING CONDITIONS
In order to better understand existing pedestrian and bicycle infrastructure analyzed available data. This base of understanding was enhanced by a
conditions within Staunton, the design team toured the City, spoke with City community review at the first public meeting. The following are issues and
staff and residents to build more on-the-ground knowledge, reviewed existing challenges identified.
plans and policies to understand the current framework for development, and
HIGH TRAFFIC ROADWAYS LACK OF NETWORK NARROW ROADS

There are several high-capacity, high-traffic Currently, there are no bike lanes within the City Overall, Staunton has a good grid network of
roadways throughout the City. While they provide and there are major gaps regarding crosswalks, streets particularly in its historic core. However,
access to key destinations for people driving signalized pedestrian crossings, and sidewalk most streets are narrow with limited rights-of-ways
vehicles, they generally present a barrier to other connectivity between key destinations. to safely accommodate pedestrian and bicycle
modes of travel, particularly if there is a lack of infrastructure.
designated crosswalks, sidewalks, bike lanes or
sidepaths.
PHYSICAL HAZARDS LACK OF ADA COMPLIANCE LACK OF AMENITIES

Objects such as improperly located above-ground Some areas of the City include pedestrian Currently, the City generally lacks bike racks,
utilities and site furnishings can create hazards and infrastructure, but it may be in disrepair, lack benches, wayfinding systems and street trees that
obstructions for pedestrians and bicyclists. adequate safety features, or may not be ADA could encourage the use of pedestrian and bicycle
accessible. transportation options.

EXISTING FACILITIES
The City has a complete sidewalk network in
its historic Downtown and adjacent residential
neighborhoods, but pedestrian connectivity
quickly deteriorates outside of this roughly
0.75-mile radius. Staunton has not installed any
bicycle facilities to date.
its
y Lim
Gypsy
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Betsy State
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Hospital
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Bell
Park
A
UD
Frontier
Culture
Existing Sidewalks Museum
STAUNTON BICYCLE & PEDESTRIAN PLAN of Virginia 11
EXISTING CONDITIONS
its
UDA / City Lim
Legend
City boundary
Flood Zone
0.2% Annual Chance
1% Annual Chance
Trail
Regional Park
Park
Pond
Swamp
ELEVATION
1270 - 1405
1405 - 1495
1495 - 1565
1565 - 1630
1630 - 1745 GYPSY
HILL
PARK
DOWNTOWN
STAUNTON
Legend
City boundary
Flood Zone
0.2% Annual Chance
1% Annual Chance
Trail
BETSY Regional Park
BELL Park
PARK Pond
Swamp
ELEVATION
1270 - 1405
1405 - 1495
1495 - 1565
1565 - 1630
1630 - 1745
TOPOGRAPHY N
Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN,
´ Staunton Natural Resources

Staunton lies within the mountainous Shenandoah Valley Region of Virginia.
1 inch = 1,600 feet
0 2,750
for pedestrians and bicyclists to navigate steep hills. Wintry conditions can be
5,500 11,0
Due to its location, there are many areas of the City that are defined by rolling particularly challenging with snow and ice accumulations creating hazardous
topography. Dramatic changes in topographical elevations can make it difficult conditions.

EXISTING CONDITIONS
OPPORTUNITIES
its
The City’s master plan areas include a wide variety of UDA / City Lim
cultural, recreational, natural, and economic resources.
Maximizing active transportation connections to all of
the City’s resources will encourage visitors to explore
destinations such as parks and open spaces, cultural and
historic resources, and neighborhoods.
Gypsy
Hill
Park
Betsy Bell
Wilderness Park
Montgomery Hall
Park
Mary Baldwin University Existing Parks

N
PARKS & OPEN SPACE CONNECTIVITY

An essential component of any community’s quality of life is the opportunity
for recreation and experiencing the outdoors. Staunton has several
public parks and open spaces that provide opportunities for outdoor
enjoyment. These public spaces range in size from pocket parks to larger
community parks such as Montgomery Hall Park, Betsy Bell Wilderness
Park, and Gypsy Hill Park. Parks should be well connected to adjacent
neighborhoods and community destinations through safe and continuous
pedestrian and bicycle connections.
Gypsy Hill Park

EXISTING CONDITIONS
Historic Neighborhoods and New Development Locations
Low Density Residential
Medium Density Residential
High Density Residential
its
UDA / City Lim
Business/Industrial
Commercial
Open Space
Public/Semi-public
Stuart
Addition
Residential Residential
Newtown Gospel
Hill
Residential Beverley
The
Wharf
The
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Development Staunton
Crossing
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Frontier
Center
Existing land uses Development N
LAND USE CONNECTIVITY
Land use patterns are a key factor in determining where to

recommend bike and pedestrian facilities to best serve the
community. The strategic corridors defined in Sections 4 & 5 of
this plan aim to link mixed-use and commercial activity areas,
residential neighborhoods, historic/cultural resources, employment
centers, schools and other community assets.
Gospel Hill

EXISTING CONDITIONS
Major employment centers & populated areas Education facilities
its
553 UDA / City Lim
¯ Shelbourne
Middle School
Dixon
Education
Center
Industrial
553
¯ 1,054
926 Robert E. Lee
High School
323 Staunton
1,054 Public Library
926
Thomas C.
323
Western Mc Swain
State Mary Elementary
Hospital Baldwin School
Wal-Mart, Big University
Sky Apartments,
Frontier Ridge VA School
Apartments Woodrow for the
Wilson Deaf & Blind
Downtown Presidential
Library &
Jobs Bessie Weller Museum
Jobs
¯
Elementary Frontier
¯
Population
Population
School Culture
Census
Census Blocks
Blocks
Museum
of Virginia
N N
Downtown Staunton Staunton Public Library

EXISTING CONDITIONS
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Street network Existing transit routes

N
STREET NETWORK TRANSIT

Many roadways that provide direct access to destinations within There are several bus routes in Staunton, including a central
Staunton are often vehicle-oriented, have limited right-of-way transfer point in Downtown, where people can switch between
and are unsafe for pedestrian and bicycle uses. Improving bicycle local and regional routes. Currently, safe crosswalks are missing
and pedestrian infrastructure along major corridors, or providing near most bus stops. People who use public transportation need to
accessible alternative routes along neighborhood-scale streets, will get to and from transit access points. Sidewalks and bike facilities
increase and encourage non-vehicular transportation options. provide a way for passengers to get from origin points to the stops
at the beginning of their trip, and from bus stops to destinations at
Higher capaCity roadways such as Interstate 81 and Woodrow
the end. Safe and convenient connections make the overall transit
Wilson Parkway, together form a ‘loop’ around Staunton that system more usable.
creates physical and visual barriers between the City and the
surrounding Augusta County.

EXISTING CONDITIONS
GR
EE
NH
ILL
S
its
UDA / City Lim
IND
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MIL
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HILLS
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Crash Incidences
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Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and the
Central Shenandoah Valley Bicycle Plan for Augusta County Pedestrian and bicycle crashes in StauntonGIS
(2013-2016)
User Community
23 N
REGIONAL CONNECTIVITY SAFETY

The Central Shenandoah Valley Bicycle Plan provides a coordinated Available crash data (2013-2016) was analyzed to determine trends
and strategic approach to the development of a regional in bicycle and pedestrian-related crashes. Crashes were mapped
transportation system that accommodates and encourages to evaluate geographic trends and concentrations. The highest
bicycling throughout the Central Shenandoah Valley. The Plan concentration of crashes has occurred in Downtown, near major
meets the goals of the region to create a comprehensive network thoroughfares and in higher traffic areas of the City.
of cycling facilities connecting neighborhoods, communities, and
key destination points. Staunton has an opportunity to connect Bicycle, pedestrian and driver awareness programs should be
considered to reduce conflicts between these transportation
residents and draw in visitors from other areas, by providing
modes. Along with programs, the provision of adequate facilities
extensions or links to the future regional network.
such as intersection enhancements, driveway improvements, and
marked/ designated facilities should be implemented.

18
3 COMMUNITY
VISIONING

COMMUNITY VISIONING
Public engagement was essential in the development of this Master Plan. To Public Library. During the first open house, participants were provided
ensure that the voices of City residents were heard, the following community the opportunity to review existing conditions, identify project goals and to
engagement strategies were employed: express needs and concerns that could be addressed through the Plan. This
meeting allowed participants to identify cycling and walking destinations, as
• Formation of a project Steering Committee. Four Steering Committee well as challenging areas, and to share local knowledge about routes.
meetings were held throughout the master planning process.
• Initiation of public meetings, including two public open houses held at PUBLIC MEETING #2
critical thresholds as the plan was developed. A second Public Open House was held on August 9, 2017, at the Staunton
• An online community survey was available through the City’s project Public Library. During the second Open House, participants reviewed draft
website to provide a convenient method for all residents to provide input to project recommendations to engage the project team and provide additional
the plan. project ideas.
PROJECT STEERING COMMITTEE
A Steering Committee comprised of Staunton citizens and representatives of

its institutions and civic groups met four times throughout the planning process.
The purpose of the Committee was to identify project goals and framework,
discuss existing conditions, identify potential bicycle corridors and destinations,
review recommendations, and identify project priorities. The Steering
Committee was comprised of representatives from the following stakeholder
groups:
Public Meeting #1
• Planning Commission
• Recreation Advisory Commission
• Bicycle and Pedestrian Advisory Commission
• City of Staunton Planning, Engineering, Public Works, and Recreation
Departments
• Central Shenandoah Planning District Commission
PUBLIC MEETINGS
PUBLIC MEETING #1
The first Public Open House was held on March 22, 2017, at the Staunton
Public Meeting #2

COMMUNITY VISIONING
COMMUNITY SURVEY WHY DO YOU WALK?
A survey was open on the City of Staunton website from May 17, 2017 through
Exercise
Excercise
June 17, 2017. The goal of the survey was to:
Recreation
1. Gain insight into current bicycle and pedestrian conditions Errands / Shopping
2. Understand current perceptions of bicycle and pedestrian access for users
Social Activity
3. Understand what improvements can help facilitate more biking and walking
Commuting (Work / School)
There were 307 responses to the survey. The following graphs illustrate the
Getting To / From Transit
key findings:
Competition
ACCESS TO TRANSPORTATION Other
Own or Have Access to a Bike I don’t Walk

Own or Have Access to a Vehicle 0% 10% 20% 30% 40% 50% 60% 70%
0% 20% 40% 60% 80%
WHAT TRANSPORTATION MODES WHY DO YOU RIDE A BIKE?

HAVE YOU USED IN THE PAST YEAR?
Drove Car
Recreation
Walked / Ran Exercise
Excercise
Carpooled Social Activity
I don’t Walk
Rode a Bike
Errands / Shopping
Bus / Public Transit Commuting (Work / School)
Competition
Carshare / Rented a Car
Getting To / From Transit
Other (Train, Wheelchair /
Scooter, Motorcycle, & Plane) Other
0% 10% 20% 30% 40% 50% 60% 70% 0% 10% 20% 30% 40% 50%

COMMUNITY VISIONING250
TOP 5 FACTORS THAT MOST DISCOURAGE CITIZENS FROM WALKING:

200
1
150
Number of Respondents
A Major Reason Why I Don’t Walk

A Minor Reason Why I Don’t Walk
100
Not a Reason Why I Don’t Walk
50
0
250
No
Nosidewalks
sidewalks / (or
poor
in poor
sidewalks
condition
condition)
in UnsafeUnsafe
intersections
Intersections
2
Automobile
Automobile
baddriver
Not a reason
traffic
traffic
behavior
driver
&
& bad
behavior
Minor reason
TOP 5 FACTORS THAT MOST DISCOURAGE CITIZENS FROM BIKING:
Personal
Personal
Major reason
safetysafety
concerns
concerns Destinations are
Destinations are
faraway
away
tootoo
far
200
150
3
Number of Respondents
A Major Reason Why I Don’t Bike

A Minor Reason Why I Don’t Bike
100
Not a Reason Why I Don’t Bike
50
22
0
No
No bicycle
bicycle
lanes
bicycle lanes
parking
parking
poor
and/or
/ bicycle
(or in
(or in poor
condition)
condition)
UnsafeUnsafe
intersections
Intersections
Not a reason 4
Automobile
Automobile
baddriver
driver
traffic
traffic
behaviors
behaviors
Minor reason
&
& bad Personal
Personal
Major reason
safetysafety
concerns
concerns Hills/topography
Hills / topography
STAUNTON BICYCLE & PEDESTRIAN PLAN

COMMUNITY VISIONING
TOP 5 IMPROVEMENTS SUPPORTIVE TO IMPROVING BICYCLING AND WALKING IN STAUNTON:
180
4
160
140
120
100
80
60
5
40
20
0
Moresidewalks,
More sidewalks, bike
bikelanes Maintenance of
lanes, Maintenance of sidewalks,
sidewalks, Better intersections
Better intersections Education for
Education for motorists, Enforcement for
motorists, Enforcement for motorists,
motorists,
and multi-usepaths
& multi-use paths bike
bikelanes and
lanes, multi-use
& multi-use (pedestrian signals
(pedestrian signals// pedestrians and
pedestrians, andbicyclists
bicyclists pedestrians and
pedestrians, bicyclists
& bicyclists
paths
paths crosswalks)
crosswalks)

24
4 PEDESTRIAN
INFRASTRUCTURE

WALKING IN STAUNTON
PEDESTRIAN INFRASTRUCTURE OPPORTUNITIES
The City of Staunton Bicycle and Pedestrian Plan creates a framework for the
future of non-motorized travel. The Plan guides the City toward a multimodal
future and begins the process of creating a network of paths that provide
community members and visitors alike with better reasons and opportunities
to walk for pleasure and purpose within the City.
IMPROVING WALKING OPPORTUNITIES IN STAUNTON

Unlike the bicycle network in Staunton, the City has a well-established
network of pedestrian sidewalks. However, the quality and effectiveness of
the existing sidewalk infrastructure is not ideal. Based on results from an
existing conditions analysis and detailed input from City staff, the project
Steering Committee and community members, this plan recommends
focusing on pedestrian projects that promote sidewalk network improvement,
infill, repair and maintenance.
INFILL THE SIDEWALK

NETWORK
Staunton’s sidewalk network should

be continuous, well maintained,
and wide enough for anticipated
users. All sidewalks should meet
the Americans With Disabilities Act
(ADA) standards of width, slope, and
REPAIR & MAINTAIN

EXISTING SIDEWALKS
Existing pedestrian facilities should
be inventoried further in order to
assess current conditions. Inventory
information should be utilized to
prioritize repairs to existing pedestrian
facilities, as well as to define locations
for new sidewalks, crosswalks,
signalized crossings and shared use
paths.

PEDESTRIAN TOOLKIT INTRODUCTION
TOOLKIT OVERVIEW toolkit facilities are considered to supplement the existing pedestrian circulation
network and showcase some of the primary routes that could benefit from
This “Toolkit” provides examples of pedestrian best practices that can
enhanced pedestrian and infrastructure in Staunton. Other routes may also
be used to create a multimodal network in Staunton and to address the
emerge over time. This plan’s routes define where facilities should be located,
goals of this plan. The Toolkit takes into account the Virginia Department of
roadway conditions, and usage levels. These factors help to generally determine
Transportation (VDOT) Road Design Manual, as well as design guidelines
which type of facility is most appropriate along each route. Right-of-way and/or
developed by the American Association of State Highway and Transportation
easement availability are key. Pedestrian-focused or shared facilities should be
Officials (AASHTO), National Association of City Transportation Officials
ADA compliant.
(NACTO), the National Cooperative Highway Research Program (NCHRP),
and the Federal Highway Administration (FHWA), to suggest potential The table of Design Considerations in this section contains information about
facilities. the factors that need to be taken into account when planning for pedestrian
facilities. These are high-level, summarized design guidelines. Actual facility
APPLYING THE TOOLKIT TO STAUNTON placement and design depend on the context and conditions of the street or
available space, including available right-of-way.
The Toolkit provides a suite of options for addressing needs and
opportunities. When planning for pedestrian infrastructure in Staunton,
the tools in this section should be considered for implementation. These
TOOL TYPE POSTED SPEED ANNUAL AVERAGE FACILITY WIDTH

LIMITS* DAILY TRAFFIC (AADT)*
OFF-ROAD FACILITIES - PEDESTRIAN
Sidewalk Any Any 8’ minimum for VDOT roads (5’ sidewalk and 3’ buffer or 8’
sidewalk)
OFF-ROAD FACILITIES - SHARED BICYCLE AND PEDESTRIAN
Shared-use Path High (45 mph+) or where on-road Any 14’ minimum (10’ path, with 2’ buffer on both sides). 8’ minimum
Shared bicycle/pedestrian path facilities are not feasible path for constrained corridors.
not adjacent to a roadway.
Sidepath High (45 mph+) or where on-road Any 15-18’ (10’ path with 3-6’ buffer on street side and 2’ buffer on
Shared bicycle/pedestrian path facilities are not feasible inside). 8’ minimum for constrained corridors.
adjacent to a roadway.
OTHER MARKINGS OR DESIGNATIONS (NOT FACILITIES)
Yield Roadway / Shared Low (≤25 mph) Low (≤2,000) 12’-20’ of total travel width
Street

PEDESTRIAN TOOLKIT | DESIGN CONSIDERATIONS
TOOL TYPE POSTED SPEED ANNUAL FACILITY WIDTH USERS WHO MAY PREFER THIS
LIMITS* AVERAGE FACILITY (BICYCLE CLASSIFICATION ON
DAILY PREV. PAGE)
TRAFFIC
(AADT)*
Shared-use Path High (45 mph+) or Any 14’ minimum (10’ path, with 2’ buffer Pedestrians
Shared bicycle/pedestrian path not adjacent where on-road on both sides). 8’ minimum path for
to a roadway. facilities are not constrained corridors. A / B / C Bicyclists
feasible
Sidepath High (45 mph+) or Any 15-18’ (10’ path with 3-6’ buffer on Pedestrians
Shared bicycle/pedestrian path adjacent to a where on-road street side and 2’ buffer on inside).
roadway. facilities are not 8’ minimum for constrained A / B / C Bicyclists
feasible corridors.

PEDESTRIAN TOOLKIT | DESIGN CONSIDERATIONS
TOOL TYPE POSTED SPEED ANNUAL FACILITY WIDTH USERS WHO MAY PREFER THIS
LIMITS* AVERAGE FACILITY (BICYCLE CLASSIFICATION ON
DAILY PREV. PAGE)
TRAFFIC
(AADT)*
Paved Shoulders Medium-high (30- Moderate-high 6.5’ minimum each side of the road All users
45 mph) (>2,000) (5’ lane with 1.5’ buffer); more space
where speeds or AADT are higher
Yield Roadway / Shared Street Low (≤25 mph) Low (≤2,000) 12’-20’ of total travel width All can use; likely most comfortable for A / B
Bicyclists

PEDESTRIAN TOOLKIT | PATHS & CROSSINGS
CONTINUOUS SIDEWALKS SIDEPATHS
>> Sidewalks should >> Road-adjacent path shared by people walking and
be well-maintained riding bicycles
and wide enough for >> Path is separated from the road by a curb and ideally
anticipated use includes a planted buffer strip between the path and
>> Should meet the roadway
American Disability >> Center line may be used to divide users by their
Act standards of direction of travel
width, slope, and
surface condition >> Signage should be used to warn users of constrained
conditions, obstacles, or other conflict zones
Sidewalk Roadway Sidewalk Roadway Sidepath

>> Include street trees between sidewalk and roadway
where possible Buffer
MARKED CROSSWALKS ACCESSIBLE PEDESTRIAN

SIGNALS AND SIGNALIZED CROSSINGS
>> Include High- >> Include non-visual components (tactile
visibility striped and audible signals) to provide access
or textured for visually impaired users in key areas
crosswalks such as downtown & along high traffic
to increase thoroughfares.
visibility for
motorists >> Signalized crossings should be
prioritized at high traffic roadway
>> Enhance intersections in Downtown, near parks
existing brick and around new development projects.
sidewalks with
high-visibility >> New signage and lighting needs to be
markings designed and scaled for pedestrians.

PEDESTRIAN TOOLKIT | PATHS & CROSSINGS
MEDIAN REFUGES CROSSING SIGNAGE AND/OR RAPID-FLASHING BEACONS
>> Provide waiting areas in

medians to reduce crossing
distances for pedestrians
>> Appropriate for multi-lane
roadways with higher traffic
volumes
>> The Code of Virginia states that people driving vehicles must stop for any
pedestrian at a crosswalk, regular crossing (including ends of sidewalks),
or intersection where the legal maximum speed doesn’t exceed 35 mph
CURB BUMP-OUTS
>> Pedestrian crossing warning signs alert drivers to the potential presence of
>> Extend sidewalks at people walking (and riding bicycles) at crossings
intersections to reduce >> Rapid-flashing beacons may be used for increased visibility
crossing distances and to make
pedestrians more visible to
drivers ADVANCED STOP OR YIELD MARKINGS
>> Appropriate for higher-density,
lower-speed areas with on-
street parking lanes
CURB RAMPS
>> Place at driveway and roadway

crossings to allow for safe and
convenient wheelchair access >> Advanced yield or stop lines (places 20-50 feet ahead of a crossing)
increase pedestrian visibility and reduce the likelihood of pedestrian/vehicle
>> Curb ramps should be placed
crashes at unsignalized mid-block crossings
along all sidewalk segments
>> Crossings for trails/shared-use paths may warrant higher-visibility
treatments - for example, VDOT has piloted programs that use zigzag
striping to give advanced warning to motorists

PEDESTRIAN TOOLKIT | FURNISHINGS
Furnishings along pathways can encourage use by a wide range of travellers. By providing amenities such as trash bins and pet stations, users are also
encouraged to share in the task of keeping the paths clean.
SEATING WATER FOUNTAINS PET STATIONS AND TRASH BINS
>> Furnishings such as benches and/or picnic >> Drinking fountains keep people - and pets -
tables may be appropriate for higher-use hydrated
areas, and/or longer stretches of pathways
TRAIL HEADS SHADE TREES
>> Amenities such as parking, route maps, and >> Trees can provide shade along sidewalks, >> These amenities encourage pet walkers to
rest rooms are all valued at trailheads paths, and bicycle lanes, but care needs to be keep the pedestrian ways clean.
taken to ensure that they do not impede sight
lines

PEDESTRIAN TOOLKIT | LIGHTING AND WAYFINDING
Lighting improves visibility and should be considered in the design of all facilities. Where facilities are on-road or road-adjacent, pedestrian-scale lighting could be
considered to supplement vehicle-scale lighting. As appropriate, off-road facilities may also be lit for safety and visibility. Signs help to clarify pedestrian and bicycle
movements, and can serve important cultural/historic education and economic development functions.
PATH LIGHTING UNDERPASS LIGHTING TRAIL SIGNAGE
>> In areas where lighting is appropriate and >> Lighting at underpass routes should be used
desired, human-scale, directed lighting should to ensure safety and visibility
be used to illuminate bicycle facilities, shared
use paths, and sidewalks
WAYFINDING
>> Wayfinding signage can direct both non- >> Signs can clarify when and how paths are
motorized and motorized travelers meant to be shared, and provide information
>> Displaying distance information may about path obstacles, opening hours, etc.
encourage people to leave their car parked
and walk to selected destinations

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PROPOSED PEDESTRIAN NETWORK ST ERLING
STA
WO
OAK VIEW
VE
O
H
DS
PRIORITY INTERSECTIONS
BARTERBR
K
OOK
OA
RED
E
V IL L
EN

G RE
D
OL
LL E
VE
U
I
OP
O RID
N
M
GE
SE L M
VI E
DO
W
ED L
DOWNTOWN INSET MAP | PROPOSED PEDESTRIAN NETWORK
CLE M
ED TY
GE GE
W
O
LE
R HA
RR
L SID
E O
W
S
D IS
OR
M
HIL GR O
O
A
N
Downtown is Staunton’s ER
N
DS
A
LI
C activity hub. DEAV
DO
S
O
ST
SO
IL
M
IN
Y VE SP
A
D
A
W
R OT
AD
M
E
primary T
ST
PU
RO
SW
RV
RD
BY
AR OO
N
HA N CO IA
O
L C K N D
PH
Pedestrian infrastucture
BA
IN
M
CE
A
G
OL
TO
ST
N
CH
ND
VI
HO
already exists in this area; FRA ZIE
RG
US
RA
R
EL
T ON
GU
U
IN
RO
RW
although it currently does
I
RC
RE
A
SE
BU
WARW ICK
AU
EM
T
HV D
IS
not adequately address OO
AK
E
PT
ON
ID
KW
HIG H
BL
NO
BA
R
YS
CA TA
S
NO
PA
L
I LLE
MA
HIL
RO M
current pedestrian needs
N
S
RF
N
E
LI W
AVEK
RL
SU
N IN
K
O
E
RF
R C
OA
A
LK
TE H
and is not ADA
CIR compliant.
EM
E
AS ST
AL
B
CL N ER
AL
OL
E
L
LA
EG
Plan recommendations for
TUL LI D GE
OR
B
HA
NT W
O AV
IL F
N
K
P ER
E
the Downtown, therefore, DU

Y
LE
GU
Y
AV
AV
AL
E
NT
deal mostly with repairs and

IV
CEN TR
DE
PO
OL
OD
POIN TS
MI
DU
T
SE
upgrades.
O
EC
RK
N
E
W
G
RK
SP
PUM P NC
E
YO
ON
ER
IN STITUT
O
A
E
PA
RO
TR
PR
SH
K
E
YT
MA RK ET
LA
OS
EN
PE
The early
SE
COinfrastructure
NR
ND KA
AVE
B
RN
OR
LE
upgrades should focus on
TH
A
O
PL
removing utility poles and EA
NE W
LO CUST AC AD EM Y S AN
TH
T
CENTRAL
T
KIN G
LEWIS ST
RD
EL M
other barriers from narrow SY CAMO RE
NEW ST
S
E
VIN
MA DISO N
HUNT
FILL MO
HOPE
EY
sidewalks, and providing clear
ERL NEW
E
OSA G
JE FFERSO
RE
crosswalk markings, signals
EV
IN
BALD W
IN
B
and ramps at high traffic
C
ST
VSD
J Y
FRED ERIC
K BERK LE
ST
N
FREDERICK
intersections.
ON
PS
OM
ST
WA
BEVERLEY
K
L
TH
NU
RIC
SA IN T CL
T
E
MA DISO
AV
M
MA RK ET
COALTER
SON ST
HA
FO
Y
RE TR
AI R
AN D ERSO
N
ST M
ST
O TEABO
JOHNSON
N
ER
U
T
KALO
OM
FO
RE
RA
ST
M
WASHING
R S
RS
R ER
CHURCH
COCHRAN
MA
A ST
TG
ER
RICH ARD SON
BY
I
FA YE TTE
KE
O
N
ST AFFORD
O
N SO
VIC
ST
TW
JO H FEDERA
L
FF
N
Y
ES
EN
SE
TON
MO
E
JE
GR
JE
D
RD
RES
UG H
ILL
Y LU SHBA
SU M
ERV
B
ASH
FA
HA NS
CA LL AG LL
LE
HI
H
YE
ME
OIR
RS
OW
E
T ST RS
T
LAG
A
RSO
SE
TE
CR
N
R
H
O
CK S
A A
VIL
GO OC
N
P
GRE
STU
JA
SE
HRO
D C& O
A RT ILR OA
RT ST U RA
WINT
RE
HU VIL
LA
UIS
R GE
BOW
TIMO
HA IL
EN
MA RQ
K
BRID
L IN G
BAL
BA N
KEY: MA P
L E QU AR
R Y RIC
GE
ST
BUR
ER
TL HAM
TA
PROPOSED PEDESTRIANBUNETWORK P TON

N
N
N
ST
ER
EH
HA
M
VE
IL
V
PEA B PT
L
ON
SE
T
O DY
W
A
BURN ET
H
EA
K
T
STAUNTON BICYCLE & PEDESTRIAN PLAN OO

LI BER
TY
35
Y
LIBER
PERR
TY
N
BR
K
RT SO
AC
Y LIBERTY
RT
ST
BE BIL TM
NS
ME
W
RE
OO
CR
D
ES
T
T
ON
IAN
W
OO
IG M
D
R
MA
RO
CR A
NORTH STAUNTON | PROPOSED PEDESTRIAN NETWORK
YA
L
GR
E EN
W OO
WOODLEE
D
O OD
LE W
D DR
EN G
Northern Staunton’s LA N
CE
LO
T
HULL
NG
O
pedestrian network and TO IL
FO
O
MID
PSID W
E PEACH
W
VA
prioritized intersections cater
LE
E
LE
ON
GT
IN
ENG
DD
appropriately to providing safe CR
E EK BO ELM
D
LL
PINEHURST
BE
ILL R
G LEN
VINSON
and convenient pedestrian
NO TTI NG H AM
ORCH ARD
PIN E
ALPINE
connections between
INGH
residential neighborhoods,
ROBIN HOOD
WH
NORWOO D
ID
RE
SPR
GIB
IT
NORTH
AR
T
parks and schools. Some
E HA
ES
S
M
SKY MO NT
ON
IN
ST
CR
EL LE ND
LL
RO
E
L
R
HIL
NG
additional key routes that HA
MO
N AL
RID GEWAY
NA DIN
H
CA R
BEL
FIELDING
CHURC
SH
CHESLE
Y
EP
this plan identifies as priority WE STOVER
HE
WRE
AUDUBON
RD
CRAIG
N
routes are:
TERRACE
IN
ROB FAIRVIEW
YO UN T
DE NN ISO
CHE RRY HILL
WH IT
AIKEN
HVILLE
LE
HU
Y
MARSHAL L NLE ORIO
BUR
DS
E
N
YE
HA L
ON
S AIN TREE
LL
• Churchville Avenue (near
E
O N KE FA RRIER
EST
ST
LY L
L
OC
WN
K
ER
LI N
Gypsy Hill Park)
A
BU
H IL L CK CO
SH
PIN E
E
ING LN
AVE
V
H
E
AM
R
R
G
O
SH
M
A
N
RL
• Coalter Street (near
EL
R
AIN
S TO
IEW
B
O
E
YL
PRE
EX
NT V
DA L
BA
E
HEN D ERSO N
SH
D
ESS
A PIN
OO
Robert Lee High School) RL E
A SA
MA S AIN CE
AN THO
W
E DA
LL
N
WE
PL E
R ROCKWAY
RD
W
KN
IE
• Edgewood Road (at
EA
HV
FO
HIG
ND
EL M
V
LE
E
ST E AL
CO
BLA
R
A
B
RN
ND
R
S
Coalter and Augusta LA
PO
O
TU
R PL
O
GA
K
A
XE NT
R
EX DO ME
SS NU
Streets) SU MO
SP R
UCE
LAMBER
ST
HIC N
BEN SO
GE
KO
G
OR
D
• Englewood Drive RY
LD IN
C
ARCH
G
ER CA R
E
TER H
CH
SP A U
N
N
F
PA RK LY
• Beverley Street (west of FOX HILL
UR VIE W
CH
T
FO CO
U NS GLEN
ES
RT TI T
VIL
H
H UT
Hays Avenue) 5T G 4T IO
N
LE OK
A
HIC GY P SY OVERLO
H H
GH
KO T
AV
Y
RY O
Y LI
BERR
SU
R RE
ST ST E T
EL
NA
N
IE
U
OP
O
A
M
SE LM
DO
F CLEM
S
ST
N DE R E
SA U SID
S
L
M
HIL GR
T
L IA
BER
C ER
IL
AY
AV
W
U
DE
GR
BY
GR
S
AR HA NCOC
G
L K
BA
IN
A
G
TO
ST
N
CH
VIR
A
FRAZIE
VIL L
L
R
EL
G IN
GU
U
N
RW
A
IA
RC
RE
Y
NA
BU
MO RR
O
LE
M
AU
CA
HV
R
KE
OR
VE
PT
A
RD
A
NG
HIG H
IS
NO
BL
BA
WA
CA
NO
I LLE
HA
M IL L
RO
RF
E
C
L IN
AVEK
RL
OR
O
E
RF
FIRS ER
A
LK
VA
T T
EM
N
YD E AS
IN E
CIR
AL
N
CR O NC
B
Y
CL
FO
AL
L
OL
L
LA
GRA
WESTSIDE
EG
SK Y
RD
SS
OR
OA
HA
A NT
EN
FO
NG
D
O
TL
K
P
E
N
CHE
IL
DU
Y
R
T
LA
GU
EY S
MY
AV
AV
L
H
RRY
CENTRA
HIG
E RL
NT
IV
FIR
ST
PO
OL
BEV BE
E
POI NTS
DU
RO
SE
KEY: VE
RK
K
WE
PUM P
E
YO
RL
ON
INSTITUT
E
PA
RO
T
US
EY
K
E
YT
ON
MA RK ET
LO C
HO
LA
OS
NO
EXISTING SIDEWALK
SH
PE
ST SE
OV
NR
C
EE
ON
AVE
D
MU
RN
OR
ER
T
TH
S
BA H
L
TH
IRC
BE
PROPOSED PEDESTRIAN NETWORK

SH
E B
AK
EA
RR
PE
O
EE
SA
MIL
HOWARD
S
NE W
E
T
CH LO CUST ACADEM Y
T
ER
S
TH
LE
CENTRAL
OV
GU Y
KING
N
LEWIS ST
EL M
HA
R
NEW ST
E
AK IL L R AIT
PE H ST
MA DISON
HUNT
FIL LMOR
L ER
NE
E SA P A RK
CH
Y
A IR
BL E
IL
WA
PA OSAG
HM
CK
JEFFERS
AR
E
RID
D IN
BALD W
ABE

IN
GE
E
S
C
S
ST
BU
Y
EL IZ
WE
IC K
HA
AV
ON
J
FRED ERICK
ST
BAR
E
FREDERICK
N
SO
PA
WA
K EF
DIEL
LI
O
V
TI
NORTH STAUNTON | PROPOSED PEDESTRIAN NETWORK
C E
ER
MM
A
CO
W
RI
I LL
TO
OU
IN
GH
VIC
DW
BY
BAL
L
EL
X W
MA
RA
IN
BO
W
D
N
Y LA ME
RE
SK DE
WIN
LA
L
M
H IL
PL
SE
IG
RO
HT
OA K
ER
CARRIAG E
GS
KI N
FR
A
SE LAKETREE
R
OAK
C
O
LL
EG
E
W
I LS
OA K GUSTA ST
GRE EN W AY
ON
C
R
AU
BEL
O
SS
WO OD L A N D
MO
N
GE
T
RID
E
ON
COLLEG
K
NN
OA
A
FA LL O N
TRACE
SH
KIN G T A
O
G US A
AU K
RI
D
G
LE E
ME
E
LY
TA N
MA C W IE
A
BO
DO
W
BR
HA
ST
OO
R
K
PE R
PA RT
R
TE
ON
TE
RR
LO W
E ST
L
Y
A D
W
CO
OR
IE
C
V
HA K
O
IN
RD
HO
TA
LDEN
UN
O
M
TA
YL
O
R
RT ST
TA
JO
LAMBERT RD
YL
A
N
WO
EN M OD
O
V RO
HA W
R
RID
ST
GE FO
W R
OO E
ST
D R
ID
G
E
T
ON
M
GE
RID
RID
GE
VIE
W
ED L
ED TY
GE
W
O
GE LE
R HA
W
O RR
D IS
OR
O
RA
O N
DS
ST DO
O
S
SO
M
IN
Y VE SP
A
D
A
W
R OT
AD
M
T
ST
PU
RO
SW
RV
RD OO
N
IA
O
N D
PH
CE
OL
LA M M
ND
HO ERM O
US OR
RA
T ON
RO
SE
WARW ICK
T
TIS
O D
E
ON
WO
ID
RK
YS
TA
S
PA
L
MA
M
HIL
N
S
N
W
SU
IN
K
C
OA
N
H
E BRAE BUR
ST
ER
TUL LI D GE
B
W
AV
E
G
ER
D
LE
RI
Y
E
U
BL
DE
OD
MI
T
O
EC
E
W
G
SP
NC
ER
O
A
TR
PR
SH
EN
KA
B LE
A
PL
EA NE
S AN W
T
T HO
PE
RD
E
SYC AM OR
E
S
VIN
T
PE
EY
ERL NE W HO
EV
K
STAUNTON BICYCLE & PEDESTRIAN PLAN RC
R EE
37
B
VE
B
VSD
Y SIL
BERK LE
ST ON
D
ET
MU
ER
TS
TH
O
BA CH
AV
L
TH
R
BE
BIR
SH
K E
EA
EA
RR
O
EE
AP
MIL
HOWARD
ES
NE W
T
CH LO CUST ACADEM Y
T
ER
TH
LE
CENTRAL
OV
GU Y
KING
N
LEWIS ST
EL M
HA
R
H
NEW ST
E
AK AIT
SOUTH STAUNTON INSET MAP | PROPOSED PEDESTRIAN NETWORK

PE H IL L ST
R
MA DISON
HUNT
FIL LMOR
L ER
NE
E SA P A RK
CH
Y
A IR
BL E
IL
WA
PA OSAG
HM
CK
JEFFERS
AR
E
RID
T
D IN
BALD W
ABE
IN
GE
E
S
C
ST
BU
Y
EL IZ
WE
IC K
HA
AV
ON
South Staunton’s pedestrian ST
J
FRED ERICK
BAR
E
FREDERICK
ON
PA
YS
PS
IG E
network and prioritized
OM
ST
WA
BEVERLEY
PIE
K
HA
L
TH
RC NU
RIC
SA INT CL
E T
E
MA DISON
IS
intersections also cater to DA V
AV
MA RK ET
SON ST
HA
FO
Y
RE TR
AIR
CH ST AN DERS M
ST
DA VIS
O ON
providing safe and convenient RY TEABO
JOHNSON
ER
U
SL T
ER
OM
FO
pedestrian connections RE
ST
WA SH ING
R S
RS
R ER
CHURCH
COCH RAN
MA
TG
ER
RICHARDSO N
I BY
FA YE TTE
KE
O
N
ST AFFORD
between residential
O
N SO
PE
VIC
TW
JO H FEDERA
L
CK
FF
Y
ES
EN
BUTT
SE
TON
ER
MO
M ILK
E
SPRI N
JE
GR
neighborhoods, parks and
JE
G
D
RD
RES
UG H
LL
Y LU SHBA
SU M
B
ERV
ASH AN S
HI
FA
CA LLA GH
schools. However, this part L
LE
IL
YE
SH
ME
OIR
OW
B
R
ST S
T
A
RSO
TE
SE
ART AR
CR
N
H
K SO
of Staunton is also home JA C
GO OC
N
RO P
GRE
MC
AR STU ST U
T
A R AILR O
AD C& O
SE
WINTH
T R
HU
RE
to large retail centers and
S
R
BOW
UI
TIMO
HA IL
EN
MA RQ
W
YT
BRID
L IN G
E
HE
BAL
large vehicular roadways.
Y
L E QUARR
MA P
ER
Y
GE
ST
OM
ER
TL HAM
TG
TA
Enhancing pedestrian BU
P TON
N
N
N
MO
ST
EH
HA
M
VE
IL
PEA BO PT
L
O
T
DY
W
A
BURN ET
infrastructure here is key to
H
EA
K
T
OO
LI BERT
Y
Y
LI BERT
providing safer routes for LA
PERR
T SON
LA Y
R
K
C Y
AC
B
KIN
CY B T Y LIBERTY
ST
ER
NE LSO N
BILTM
ROBER
G LI B ORE
E
existing and new walkers.
T
B
ER
DL
KI
LV
N
CA
GAY
Some key routes that this plan
AMES
G GAY ST
MI
WAY
identifies as priorities are:
• Richmond Avenue (from M

I
G
W
OO
Greenville Avenue to DR
OW
W
PA
UL
N
IL S
UR
H
ON
T
Frontier Drive)
KB
SE
AC
BL
M
IN
• Greenville Avenue (from
EO
LA
GA
GR
A
A
RID
M
YS
Richmond Avenue to
O
O
O
O
N
R
FL
H
E
IL
L TO
PH
Sterling Street) P
DA
ILL
M
Y I
IN
ON
ER
V
F
EO
OF
ID
RD
GE
LA
GO
• Middlebrook Avenue (from
CA
Hampton Street to Lacy B
RA
NN
ALEXTINE
King Way)
GLORIA
• Montgomery Avenue
(from Beverley Street to
Montgomery Hall Park)
KEY:
EXISTING SIDEWALK
LE
PROPOSED PEDESTRIAN NETWORK GR
EE
N VIL
D
OL

AB
LE
A
PL
EA NE
S AN W
T
T HO
PE
RD
E
SYC AM OR
S
VIN
SOUTH STAUNTON | PROPOSED PEDESTRIAN NETWORK
T
PE
EY
ERL NE W HO
EV
K
R EE
RC
B
VE
B
VS D
Y SIL
BERK LE
COALTER
FO
X
C
R
E
ST
KALO
RA
M
A ST
D
ON
WE XFOR
WA TE RT
ST
ERL
AT
E
ST
LAG
VIL
VIL
LA
GE K
BA N
RIC JO N
ES
H
BUR
MO
G
N
YO U
ND
N
ON VER AV
SE
E
VA LL
EY C
DE EN TER
J AR
NE
TT
E
ON
N YT
KE
HU
NT
ER
HAM PTO N
L
EL
B
AVE
AY
I LLE
W
Y
CH IT
N
Y
AMH ERST
U
M
EENV
IT
M
NT
O
C
UN
MO
AY
1426
M
L D GR
FIS EL
HE SH ARON
CO
R LE
N
P LL
DRISCO
POW HA
O
RAMSEY
CO
MO RRIS
TAN
MM
OD BELL
OR
E BETSY
ELL RD
26
ER
POC AH O NTA S
BETSY B
TI
N
O
RI
JOA N
FR
T 14
CH
M
GRA NDON
O
N
D
VA R
LINC OLN
CAMPBELL
GREENVIL
LI ND
EN MARY GRAY
STERLING ST
AU G
L
UST
E AV
ST ERLING
A
WO
W
OA K VIE
H
DS
E
BARTE RB
ROOK
O AK
RED

ILL E
EN V
GRE
40
5 BICYCLE
INFRASTRUCTURE
CYCLING IN STAUNTON
BICYCLE USERS infrastructure recommendations in the Plan focus on infilling and upgrading,
People ride bicycles for a variety of reasons, including recreational and the recommendations for bicycle infrastructure is more extensive in order to
transportation needs. A connected network of bicycle infrastructure will encourage the development of a bicycle network that can begin to match its
facilitate movement for all purposes. Different types of cyclists have pedestrian equivalent.
different levels of experience and comfort when riding. One way of looking
at different types of bicycle users is to separate them into four categories
based on experience, interest, and level of comfort with riding bicycles. By
better understanding these user groups, and their presence in Staunton,
facilities can be designed to meet their needs and allow riders to feel safe
and comfortable across a range of road conditions.
TRANSPORTATION RECREATION
Unlike Staunton’s existing pedestrian network of sidewalks and trails,
>> Alternate Mode of Transportation >> Enjoyment
the City has yet to develop any dedicated bicycle infrastructure.
>> Primary Mode of Transportation >> Health
This forces all cyclists, regardless of experience, to ride exclusively
within vehicular lanes and rights of way. While much of the pedestrian >> Environmental Stewardship
BICYCLE USER CLASSIFICATION
A. Strong & Fearless (Advanced B. Enthused & Confident (Moderately C. Interested but Concerned / Children D. No Way, No How! (Not at all
experience) experienced) (Beginner) interested in riding a bicycle)
>> Willing to ride a bicycle in most >> Confident riding on streets with >> Curious but concerned about >> Not interested, not able to ride a
conditions, whether or not a vehicular traffic but prefers riding near vehicular traffic bicycle, or not comfortable riding
bicycle facility is present riding in dedicated bicycle lanes a bicycle in any condition
>> Prefers riding on trails
separated from the roadway

BICYCLE TOOLKIT | DESIGN CONSIDERATIONS
TOOL TYPE POSTED SPEED AADT* FACILITY WIDTH USERS WHO MAY
LIMITS* PREFER THIS FACILITY
Shared-use Path High (45 mph+) or Any 14’ minimum (10’ path, with 2’ buffer on both sides). 8’ Pedestrians
Shared bicycle/pedestrian path not adjacent where on-road facilities minimum path for constrained corridors.
to a roadway. are not feasible A / B / C Bicyclists
Sidepath High (45 mph+) or Any 15-18’ (10’ path with 3-6’ buffer on street side and 2’ Pedestrians
Shared bicycle/pedestrian path adjacent to a where on-road facilities buffer on inside). 8’ minimum for constrained corridors.
roadway. are not feasible A / B / C Bicyclists
ON-ROAD FACILITIES - BICYCLE
Separated Bicycle Lane High (35+ mph) Moderate- One-way: 7’ minimum each side of the road (5’ lane A / B / C Bicyclists
Bicycle lane with vertical, physical buffer high with 2’ buffer) Two-way: 15’ (two 6’ lanes with 3’ buffer)
between bicycle and motor vehicles. (>2,000)
Buffered Bicycle Lane Medium-high (30-45 High 7’ minimum each side (5’ lane with 2’ buffer) A / B / C Bicyclists
Bicycle lane with buffer between bicycle and mph) (>10,000)
motor vehicles.
Shared Lane Marking (Sharrows) Low (≤25 mph) Low 0’ additional A / B Bicyclists
(≤2,000)
Signed Bicycle Route Wide range depending Low 4’ paved shoulder where space allows A / B Bicyclists
Designated by bicycle route signs, and on roadway (≤2,000)
sometimes including a paved shoulder. characteristics
Serve either to provide continuity to other
bicycle facilities or designate preferred routes
through high-demand corridors.
Paved Shoulders Medium-high (30-45 Moderate- 6.5’ minimum each side of the road (5’ lane with 1.5’ All users
mph) high buffer); more space where speeds or AADT are higher
(>2,000)
Yield Roadway / Shared Street Low (≤25 mph) Low 12’-20’ of total travel width All can use; likely most
(≤2,000) comfortable for A / B
Bicyclists
Bicycle Lane Low-medium (25-35 Low- 5’ minimum each side A / B Bicyclists
Intended to delineate the right of way mph) moderate
assigned to bicyclists and motorists and to (≤10,000)
provide for more predictable movements by
each.

BICYCLE TOOLKIT | ON-ROAD FACILITIES
On-road facilities provide varying levels of separation between bicycles and vehicles. The faster the traffic is moving, and
the higher the volume, the more separation that should be considered.
BICYCLE LANES
>> Striping separates marked bicycle
lane from vehicular traffic
>> Appropriate for streets with posted
traffic speeds of 25-35 mph
Sidewalk Roadway Bicycle

Lane
BUFFERED BICYCLE LANES

>> Striped buffer zone separates
bicycle lane from vehicular traffic
>> Appropriate for streets with high-
speed or high-volume traffic
Sidewalk Roadway Bicycle

Buffer Lane
SIDEPATHS
>> Road-adjacent path shared by

people walking and riding bicycles
>> Path is separated from the road
by a curb and ideally includes a
planted buffer strip between the
path and the roadway
>> Center line may be used to divide Sidewalk Roadway Sidepath
users by their direction of travel
>> Signage should be used to warn Buffer
users of constrained conditions,
obstacles, or other conflict zones

BICYCLE TOOLKIT | SHARED FACILITIES
PAVED SHOULDERS
>> On-road markings designate that the roadway is shared by people
riding bicycles and driving
>> Appropriate for streets with low-speed and low-volume traffic
>> Can be used where limited road width cannot accommodate other
bicycle facilities
Roadway Paved
Shoulder
YIELD ROADWAYS / SHARED STREETS

>> Serves people driving, walking, and riding bicycles in the same
area
>> There are no lane markings
>> There may be signage indicating that the space is shared
>> Appropriate for streets with very low-speed and low-volume traffic
>> Used for local residential streets, not for areas with through traffic Roadway
SHARED LANE MARKINGS (“SHARROWS”) SIGNED BICYCLE ROUTES

>> On-road markings reinforce that the roadway is >> Serve either to provide
shared by people riding bicycles and driving continuity between bicycle
facilities or to designate
>> Can be used to advise people riding bicycles
preferred routes through
on the best place to ride in the road (e.g.,
high-demand corridors
central for more narrow roads, or further to the
outside on wider roads) >> Can be used with bike
lanes, sharrows, or
>> Appropriate for streets with low-speed and low-
with no on-road bicycle
volume traffic
markings
>> Utilizing a bicycle boulevard or greenway
>> Bike route signs can be
concept with sharrows creates a more pleasant
used to caution drivers
riding experience
that bikes are “sharing the
road” particularly along
routes with blind spots

BICYCLE TOOLKIT | INTERSECTIONS
COLORED/FILLED BICYCLE LANES INTERSECTION FACILITIES FOR RAISED BICYCLE LANES
>> Bicycle lanes can be painted for higher visibility at potential conflict points
(such as driveways and intersections)
>> Solid paint indicates bicycle-only spaces, while hatched paint indicates >> Where a raised bicycle lane crosses an intersection, one way to make the
shared bicycle/vehicle spaces bicyclist more visible is to move the bike lane toward the travel lanes just
>> On-ramps, turn lanes, and driveways are a few example of high-conflict before the intersection
points >> Protected intersection designs provide an extra barrier for bicyclists and
>> Combined bicycle/turn lanes can also be used pedestrians at intersections
BIKE BOXES SIGNAL TIMING / PEDESTRIAN AND BICYCLE SIGNAL HEADS
>> Signal timing may be adjusted to allow all users to safely cross roadways
>> Pedestrian countdown signals help to ensure that people know when they
have enough time to cross before the light changes
>> Bicycle signals are timed to prevent conflicts with vehicles at road
>> Bicycle boxes provide safe areas for riders to stop and make turns at intersections - for example, a bicycle may have the signal before a vehicle is
intersections given a turn signal, rather than giving both vehicle and bicycle a green light
simultaneously

BICYCLE TOOLKIT | STORAGE
BICYCLE RACKS SHELTERS BICYCLE CORRALS ROUTE MAPS & BRANDING
>> If sidewalk space is limited, a

>> Bicycle racks may be simple
bicycle corral (which takes the
or decorative, but should
place of one vehicle street parking
accommodate a range of bicycle
space) could be used to hold up to
designs and sizes. The City
12 bicycles
standard bike rack should be an
inverted ‘U’ with flat top.
>> Should be provided at recreation BICYCLE SHARING STATIONS
areas and near building entrances
in retail zones and medium- and >> Sheltered bicycle racks protect
high-density residential buildings parked bicycles in inclement
weather
>> Users should be able to intuitively
secure their frame and one wheel >> Should be placed near areas with
using a U-lock. high bicycle traffic
BUS BICYCLE RACKS
>> Stations can be located >> The bicycle network identified in

strategically at transit points or keythis plan is color-coded for legibly
destinations and as a method to establish a
>> Programs can be large or small, hierarchy of routes through the
and are often completed as public- City. These color-coded routes can
private partnerships be used to develop supplemental
bike route maps which can
>> Some cities have provided reduced be available via hardcopy or
cost memberships for low income integrate technology that will allow
populations, enhancing access interactive features.

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SPECIFIC ENHANCEMENTS AND

TREATMENTS WILL BE ASSIGNED PARK
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Nearly all labeled bicycle routes are designed collectively as “spoke-hub networks”. A spoke-hub
TAM
SK
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LA TIV
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S
I
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D
AN
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bicycle network consists of routes (spokes) that traverse Staunton through its Downtown (hub). The
RED DEER
OA K
ORCH AR
ICK
RW
blue route is a north-south route. Its path runs north along Middlebrook Avenue into Downtown via M
B
NC A
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A
RA
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PA EL
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Central Avenue. From Downtown, the route continues north along Central Avenue, Churchville Avenue
BO
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FR A
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BALD WIN
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MA
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and Springhill Road before it reaching the City limits at Woodrow Wilson Parkway. Along its path,
EWO
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it unites southern and northern residential communities with Downtown, the Staunton Library, and
RL EY
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Gypsy Hill Park.
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CURB
ROUTE ROADWAY WIDTH & SPEED
STREET TO CURB
SEGMENT LANE CONFIGURATION LIMIT
WIDTH
- 30’ min - three 11’-6” travel lanes + 7’ shoulder
1 Middlebrook Ave. Woodrow Wilson Pkwy. to Lacy B. King Wy. 30’ - 84’ 35 - 45 mph
- 84’ max - six 11-6” travel lanes + 14-15’ median
- 30’ min - two 11’-6” travel lanes + 7’ shoulder

2 Middlebrook Ave. Lacy B. King Wy. to Bridge St. 30’ - 50’ 35 mph
- 50’ max - four 12’-6” travel lanes
- 25’ min - two 12’-6” travel lanes

3 Middlebrook Ave Bridge St. to Lewis St. 30’ - 50’ 25 - 35 mph
4 Central Ave. Frederick St. to Churchville Ave. 30’ - 35’ - See streetscape project dimensions 25 mph
- 38’ min - three 12’6” travel lanes

5 Churchville Ave. Central Ave. to Albemarle Ave. 38’ - 46’ 25 mph
- 32’ min - two 16’ travel lanes

6 Churchville Ave. Albemarle Ave. to Springhill Rd. 32’ - 52’ - 38’ - three 12’6 travel lanes 25 mph
- 52’ max - three 17’ travel lanes

7 Springhill Rd. Churchville Ave. to Pine St. 32’ - 40’ - 46’ max - two 16’ travel lanes + on street 25 mph
parking on both sides of the street

8 Springhill Rd. Pine st. to Donaghe St. 25’ - 30’ - 30’ max - two 12’-6” trave lanes + parking on 25 mph
west side of the street
- 20’ - two 10’ travel lanes + parking on west
9 Springhill Rd. Donaghe St. to Hull St. 20’ - 30’ 25 mph
side of the street
10 Springhill Rd. Hull St. to City limits 20’ - 20’ - two 10’ travel lanes 35 mph

AVERAGE CURRENT PLANNED
MAJOR
DAILY BIKE BIKE RECOMMENDATIONS
CHALLENGES
TRAFFIC FACILITIES FACILITIES
- Higher speeds - Widen roadway and reduce median width to
3,000 vpd None None - Highway interchange accommodate bike lanes
- Widen shoulder to accommodate bike lanes
- Blind hills - A road diet to reduce the number of travel lanes to
3,000 vpd None None - Intersection at Bridge St. accommodate buffered bike lanes (at 4 lane cross
section)
- A road diet to reduce the number of travel lanes to
accommodate buffered bike lanes (at 4 lane cross
2,600 vpd None None - Roadway overpass section)
- Sharrows (at two lane cross section)
- On street parking / limited row
Streetscape
2,600 vpd None - Multiple commercial driveway - Sharrows
underway curb cuts
- Blind spots / curved roadway
9,800 vpd None None - Lane configuration changes - Sharrows
- Turn lanes
- Retaining walls along street
- Sequential intersections
8,300 vpd None None - A road diet to accommodate bike lanes
- Unclear paving markings
- Blind turns / obstructed sight lines
- Hilly - Sharrows on both sides of the street
- Multiple residential driveways - Narrow travel lanes and add bike lanes at uphill slopes
2,300 vpd None None - Several residential parcels do not (climbing lanes) & sharrows downhill in constrained
have driveway street access areas
- Hilly
2,300 vpd None None - Narrow roadway - Sharrows on both sides
- Retaining walls along roadway
- Narrow roadway
2,400 vpd None None - Multiple curb cuts - Narrow travel lanes to accommodate bike lanes uphill
- Increasing vehicle travel speeds
- Narrow roadway
2,400 vpd None None - Hilly topography adjacent roadway - Bike route signage
- Increasing vehicle speed limits

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GREEN ROUTE RECOMMENDATIONS
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TREATMENTS WILL BE ASSIGNED LIBER
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GYPSY HILL
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WOODROW WILSON
INSTITUTIONS: SO F E GLO
ER
VI
NE
A VSDB
BU
AD
B MARY BALDWIN UNIVERSITY
S
C STUART HALL
D ROBERT LEE HIGH/

THOMAS MCSWAIN ELEM.
F WARE ELEM.
H C. F. RICHARDS
LE
I BOOKER T. WASHINGTON N VIL
EE
GR
COMMUNITY CENTER OL
D
J DOWNTOWN POST OFFICE
K STAUNTON YMCA
6 4, 5 5 1, 2, 3
L NORTH STAUNTON
POST OFFI CE
M CITY HALL

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BARTERBRO
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The green route is an east-west route that runs along Buttermilk

RED O
AK
Springs Road, Straith Street and Beverley Street into Downtown.
OK
It then connects Downtown via Richmond Avenue to new eastern

developments near Interstate 81. This route connects more
established residential areas in the west to Downtown and new
ILL E
mixed-use developments in the east.

EN V
GRE

CURB
STREET TO CURB
WIDTH

1 Straith St. Hoover St. to Beverley St. 25’ - 30’ 25 mph
- 30’ max - two 15’ travel lanes
- 28’ min - two 9’ travel lanes & one 9’ turn lane

2 Beverley St. Straith St. to Montgomery Ave. 28’ - 40’ 25 mph
- 40’ max - four 10’ travel lanes
- 30’ min - two 11’ travel lanes + one parking lane

3 Beverley St. Montgomery Ave. to Jefferson St. 30’ - 40’ 25 mph
- 40’ max- two 16’ travel lanes + one parking lane
Richmond
4 Greenville Ave. Statler Blvd. 56’ - 67’ - 56’ min - four 11’ travel lanes + 12’ median /turn lane 25 - 35 mph
Ave.
- 65’ min - four 12’ travel lanes; one 12’ turn lane + 4’ median
Richmond
5 Statler Blvd. to Frontier Dr. 65’ - 105’ - 105’ max - four 13’-6” travel lanes, two 13’- 35 mph
Ave. 6” turn lanes + 24’ median
- 105’ min - four 12’-6” travel lanes; two 12’6

Richmond turn lanes + 30’ median
6 Frontier Dr. to I-81 105’ - 130’ 45 mph
Ave. - 130’ max - four 12’6 travel lanes; two 12’6
turn lanes; 4’ median + paved shoulders

CURRENT
AVERAGE PLANNED
BIKE MAJOR
DAILY BIKE RECOMMENDATIONS
FACILI- CHALLENGES
TRAFFIC FACILITIES
TIES
830 vpd None None - Narrow travel lane - Advisory shoulder
- Buffered bike lanes

(Montgomery Ave. to
5,400 - - Narrow travel lanes
None None Thornrose Ave.)
7,900 vpd - Steep slopes adjacent to roadway - sharrows (Thornrose Ave.
to Straith St.)
- Narrow travel lanes in areas
- Buildings close to street
4,900 vpd None None - Utility poles at edge of right-of-way - Sharrows
- Retaining walls along the roadway
- Intersections (Montgomery Ave.)
A road diet & roundabout is planned - Steep topography adjacent to
at the Richmond Rd. + Greenville Ave. roadway - Sidepath on the north side
10,000 vpd None intersection along with a shared use - Narrow travel lanes of the street
path on the north side of Richmond - Intersections
Rd. - Utility poles close to roadway
- Narrow lanes - Sidepath on the north side

24,000 vpd None None - Curb cuts of the street
- Utility poles close to roadway
- Connect future side path side

paths at Frontier Crossing &
- Higher vehicle speeds Staunton Crossing
27,000 - - Interstate interchange
None None - Consider future regional
35,000 vpd - Higher traffic volumes connection with bike route
- Multiple curb cuts signage & widened shoulder
along Richmond Rd.

LA
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ORANGE ROUTE RECOMMENDATIONS
TA
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BU E RIC
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The orange route is another north-south route that runs along
TEA
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BO
ST A
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F FER AL
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YS
FOR
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Greenville Avenue, Johnson Street, Frederick Street, Coalter Street,
MI
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Taylor Street, Augusta Street, Woodlee Road and Springhill Road.
A
BUR
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FLO WE
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BIKE CORRIDORS
LL A
BR ISO D
MI
ID FA N
YE
This route connects residential areas to Betsy Weller Elementary
N
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School, Downtown, Mary Baldwin University, the YMCA, Robert Lee GO
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KA B
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BE
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CONSOLIDATED ROUTES
RK
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3
CALVERT VIN E
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TREATMENTS WILL BE ASSIGNED
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INSTITUTIONS:
DE JA
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CA M
LIN G
NEW HOP
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YOUNG
PBEL
RN ET
A VSDB
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AH O NTA
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KE NY TO
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N
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SI
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ROBERT LEE HIGH/
R
HUNTER
CR
EE
K
W
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F WARE ELEM.

RE
H C. F. RICHARDS
DO
BE
AK
LL
COMMUNITY CENTER CO
MM
UN
IT Y
K STAUNTON YMCA
L NORTH STAUNTON
POST OFFI CE
M CITY HALL
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1

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SEGMENTS: 7, 8
ID G
6 1 2, 3, 5
SE
AE
E
H
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IL
BU
L
LAMM ERMO OR
VIC
RN
T OR
IA
ING LAN E PATH

MB SID
BO
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LA
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SEGMENTS:
BEAUREGARD
ST ONEWAL
L JACKSON
CURB
STREET TO CURB
WIDTH
Greenville
1 Barterbrook Rd. to Statler Blvd. 65’ - 65’ - four 13’ travel lanes + one 13’ turn lane 35 mph
Ave.
2 Frederick St. Market St. to Coalter St. 30’ - 30’ - two 11’ travel lanes + parking on one side of the street 25 mph
- 30’ min - two 11’ travel lanes with intermittent on-street

3 Coalter St. Frederick St. to Statler Blvd. 30’ - 40’ parking 25 mph
- 40’ max - two 13’ travel lanes + one 13’ turn lane
- 35’ min - 2 lanes, 1 turn lanes

4 Coalter St. Statler Blvd. to Taylor St. 35’ - 50’ 25 mph
- 50’ max - two 12’-6” travel lanes + two 12’-6” turn lanes
5 Taylor St. Coalter St. to Augusta St. 24’ - 24’ - two 12’ travel lanes 25 mph
- 35’ - two 11’-6” travel lanes + one 11’-6” turn lanes

6 Augusta St. Taylor St. to Woodlee Rd. 35’ - 35’ - two 11’ travel lanes + two 6-’6”(+/-) shoulders on each 35 mph
side of the street (shoulder width fluctuates)

7 Woodlee Rd. Augusta St. to Springhill Rd. 20’ - 25’ 25 mph
- 25’ max - two 12’-6” travel lanes
Bike route signage; refer to

8 Springhill Rd. blue route- segment 10

CURRENT
AVERAGE PLANNED
BIKE MAJOR
FACILI- CHALLENGES
TRAFFIC FACILITIES
TIES
- Frequent curb cuts

11,000 - - A road diet to reduce travel lanes
None None - Few signalized intersections
16,000 vpd widths. add bike lanes.
- Several unsignalized intersections
- Hilly
2,700 vpd None None - Sharrows
- Utility poles close to roadway
3,700 vpd None None - Hilly - Sharrows
- Limited right-of-way - Side path: west side from

3,400 vpd None None - Commercial area (higher traffic) Statler Blvd. to Jordan/Mason St.;
- Vehicular turning movements east side from Jordan/Mason St.
- Topography adjacent to roadway

n/a None None - Sharrows
- Blind spots / curving roadway
- Higher vehicle speeds - Paved shoulder (widen)

- Utilities close to the road - Study signalization of the
- Narrow shoulder in areas Augusta Rd. & Woodlee Rd.
5,000 vpd None None - Narrow travel lanes intersection
- Challenging topography - Study reducing speed limit to 25
- Blind spots mph.
- bike route signage +

n/a None None - Blind spots / tight turns traffic calming

R
REID
G
NG
PI
YOUNT
LC
CARDINAL FO
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WIL
AM
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PIN
CR
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M
I NG H
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MA RS EL M
HALL
RO
T
WREN
AL P
WHITEHALL
NO T
NG
IN E
BO N
FIELD ING
VINS O
ARD
N
HUDSON
RED ROUTE RECOMMENDATIONS
W
ROBIN
A
BURNLEY
ORCH
OO D
SH
N
SK Y
IN H
M ON
T
ORIOLE NO
ROB
R
DENNIS ON
WO
E
OD
OR
TH
ROADW D SHOULDE
LM
CH
R
AY
ES
The red route runs west to northeast along Beverley Street,
BE
LD
NO
LE Y
EX
EW
ESTON
S
E
ES
E AY
RID G
PINEHILL
YI AV
AN N
Taylor Street and Augusta Street. Along its path, the route connects R
WE
SH E
ST OV
E ER
SY
P HE
LL
THOMAS KE
CE
SH
residential communities to Downtown, the Virginia School for the Deaf
ST O
RD
RA
A
P
EN
EX RL CHE
EA RL
SS RRY
TER
CK
SU AI
AIK
D N H IL
BIKE CORRIDORS O E L
ER
O SH VE
OV
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and the Blind, Robert Lee High School, Thomas McSwain Elementary LL A
RL GR AIN
ER
TUXE
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AN D AI E REE VI EW
GA RL KN OR
BR
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LM
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School and employment areas to the north in Verona.
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CORRIDOR LINKS SAUNDE RS
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SP
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NAVY - ROUTE CONNECTIONS B U
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BENSON
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N
W
CA
NAVY - DOWNTOWN RT
RT
ER
BE
CONSOLIDATED ROUTES
U
GR
GY GL LA M
Y
P SY EN BERT
RR
VA
SEGMENTS:
EN
5 1, 2 AV
BE
NH
N
A
N
LY
FO
L
VIL
SPECIFIC ENHANCEMENTS AND M
MORRIS MILL
SS
W
EN
TREATMENTS WILL BE ASSIGNED OO

LATER IN THE BIKE/PED PLAN C OVERLO
OK
DR
MA
PROCESS.
L
OR T
SE
WE ST IO
CROYDEN
E
A L
SID E EL
PI
NG
N
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1
AV UN
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WOODROW WILSON A
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INSTITUTIONS: ER
N
ST HUN T SY CAMO EA
RE
P
SA
N
T
A VSDB
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J
VIN
A
TR
3
FO
MARY BALDWIN UNIVERSITY
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B R AN FREDERIC
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ST D ERS K
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BOWLIN G
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COMMUNITY CENTER C& O RS H

IL L
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BU
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BRO
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RO
W
TA
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JO
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N
N
T AI
RID
UN
MO
GE
W
FO
O
4
O
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D
ST
RID
GE
LS
T
ON
EL
M
GE
B
RID
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R
HA
SP N
SO
RR
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IS
SW M
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LP
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D
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N
N
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U
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O
N
N
SO
4
A
LA
M
M ME
W
RM
L
IN
OO
HIL
CH
R
K
ES
A
O
ARROWS E L A NE S BIKE
TE
RED
R
BRAE BU
RN
SH BIK E LA
E
RID
G
E
FF N
U
BL
BU
ES
A
NE
W
HO
PE
CREEK
SIL VER
SEGMENTS: 6, 7 1, 3, 8, 9 7
R
E
TL
A
ST

K
AN
RB
CURB
STREET TO CURB
WIDTH
- 32’ min. - two 16’ travel lanes

1 Beverley St. Sheets St. to Straith St. 32’ - 40’ 25 mph
- 40’ max. - three 13’ travel lanes
2 Beverley St. Sharrows & buffered bike lanes; refer to green route segments 4 & 5
3 Frederick St. Sharrows; refer to orange route segment 2
4 Coalter St. Side path; refer to orange route segment 6
5 Taylor St. Sharrows; refer to orange route segment 5
- 25’ min. - two 12’-6” travel lanes

6 Augusta St. Taylor St. Coalter St. 25’ - 45’ 35 mph
- 45’ max. - four 11’ travel lanes
- 30’ min - two 11’ travel lanes + shoulder

Commerce St./Augusta St. Coalter St. to Woodrow - 45’ - four 11’ travel lanes
7 30’ - 87’ 35 mph
Wilson Pkwy. - 87’ max. - four 14’-6” travel lanes + two 14’-6”
turn lanes
- 45’ min. - four 11’ travel lanes

Woodrow Wilson Pkwy. to
8 Commerce St. 45’ - 87’ - 87’ max - four 14’-6” travel lanes + two 14’-6” 35 mph
Green Hills Dr. turn lanes

CURRENT
AVERAGE PLANNED
BIKE MAJOR
FACILI- CHALLENGES
TRAFFIC FACILITIES
TIES
- Multiple curb cuts
- Speed limit signs needed
7,900 - None None - Not many signalized intersections - Bike lanes
8000 vpd - Utilities close to the right-of-way - Paved shoulder at narrow cross section
- Lane configuration changes often
- Interchange at woodrow wilson parkway
- A road diet to reduce the number of

travel lanes to
5,000 - - Narrow road
None None accommodate bike lanes
7,200 vpd - Narrow vehicle lanes - Widen paved shoulder at two-lane
cross section
2,600 - None None - Intersection at Augusta St. - Paved shoulder

12,000 vpd
- A road diet to reduce the number of

- Primarily industrial land uses travel lanes to
- Major intersection at woodrow wilson pkwy.
14,000 vpd None None Accommodate bike lanes
- Narrow travel lanes - Widen paved shoulder at two-lane
- Frequent curb cuts cross section

YORK
ALBEMA RLE L
EL
BURW
FORE
WILLIA MS
HA
MC AR
M ERY
ST
N
FR
NTGO OO D HIL
CO
M
WYT
MO WESTW
AZ
L SID
TH UR
CK
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IE
TROUT
YELLOW ROUTE RECOMMENDATIONS
H
EY
R
JE RS E
E
MA
UT
LA CY
R
WO
M
GRA STY
R IT BAG BY
VIRG
H
EL LO ST HIG
IN
OD
CU
ORE
B KING
IN IA
JO ST BLA KEM
R
HN
JE
OW
K
S ON
M
F
AS
AN
FE
A
H
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BY
ED GE WO
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PURVIA NC
D
IS
DO VER
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L
O
BA
GE V
O
RA
N
SA
N
LD
The yellow route runs north-south and bypasses Downtown.
CAROLIN E
NT
ROSE
O
W G
E CE OR
IEW
JA IN WINDS
LI
C KS BAP TIST
OD
TE
ON
SE
PU
FIL
E
SU
A
I
MP
LM
The route runs along Greenville Avenue and Commerce Road and
O
N
ME
R
SUN NYSIDE
O
IC
PO
RE
H
RS
IN
A
RE
C
R
TS
O
K
ST
D
E
SE
N
SO
M
functions as an express route that links Staunton Mall in Augusta
BO
RV
A
N
FO
D
ST E
SA
H
RID GEW
W
S
OIR
TANN EHILL
IS
G
R
UA S
R
KE R
D
ID
O
L IN
IN
A
R
TAM S
VIC
BIKE CORRIDORS
T
LL
M
N
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G
TU
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BUTLER RA
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HA
LA
ILR
County to the Virginia School for the Deaf and Blind, as well as
WHEAT
M
GREEN
NE
ET
OA
IR
L
IL
OO D
J
D
W
PROSPECT
FA
AC
DE MI
YE
AD
KI
A
K
ORANGE
N
CA EM
IC
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employment centers in Verona.
NG
T Y
W
LL
ET
R
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RN
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W
BU HA D
W
GREEN STAC K
MA ER HU KW
A
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& AM RAN
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PINK SE TH SH
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NAVY - ROUTE CONNECTIONS MA
OR
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LI
N E
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SO OR
B
RT
ER
A
NAVY - DOWNTOWN TIM
MOO RE
BE L
T
RO BA
Y
CONSOLIDATED ROUTES
MINEOLA
LA
N
M
LI
O
ME
B
BR
LS
A
VIL
ER
M
R
AE
NE
TY
E
LA
S
BU
ON
HA
SPECIFIC ENHANCEMENTS AND GO RD
GE
RN
M
TREATMENTS WILL BE ASSIGNED BLUE RIDGE
PTO
PA U
L
N
PROCESS. GE
LA
VIL
T
ER
LV
HILLTOP CA
G
GE
OF
F ER
Y
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ID
NE
W
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ON T
PE
M
GA Y
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HA
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STRUCTURES RB SIL
BU VE
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ROADS LE R
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RAILROADS
PARKS: A
M
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CO
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A BETSY BELL GR
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MM
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WOODROW WILSON
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INSTITUTIONS: ON
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THOMAS MCSWAIN ELEM. BE
TS
Y
BE
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F WARE ELEM.
CA
BELL
S
M
TA
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BESSIE WELLER ELEM. N

RT
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C
BR
H C. F. RICHARDS PO
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K
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I BOOKER T. WASHINGTON V
G
EN
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GR
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COMMUNITY CENTER
Y
H
K STAUNTON YMCA
L NORTH STAUNTON
POST OFFI CE W
VIE
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LE W
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NL
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JA
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FOREST RIDGE
LA MP
GR
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LIG HT
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HIL
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LA
L
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BO
W GE
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OA K
3
ME
RID GE
MONT CE
A
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COM
DO
BRO W
OK
TE
CH
MOUNTAI N VIEW NO
IN D
L OG
Y
OAK RIDGE
US
CROSS
RY T
2
RM
OO
R
ED SHOULDE BIK
E L A NE S
SID
E PATH
AV R
P
LS
BEL
SEGMENTS: 1 1, 3 2

CURB
STREET TO CURB
WIDTH
1 Add bike lanes; refer to orange route- segment 1
Add sidepath along east side of roadway; refer to pink

2
route- segment 2
Widen paved shoulder and add bike lanes; refer to red

3
route- segments 1 & 2

CURRENT
AVERAGE PLANNED
BIKE MAJOR
FACILI- CHALLENGES
TRAFFIC FACILITIES
TIES

G
KIN G
E
L
TIV
BA
IL L
EH
ROS
LL
E
WE
R
O
ME
X
MA
PINK ROUTE RECOMMENDATIONS
DE
RA
IN
IN B
W
OW
E
RIDG
OA K
The pink route runs northwest to east and functions primarily as a recreation route ME
A DO
W BR
ND
OO
outside of Downtown. The route runs along Shutterlee Mill Road, Englewood Drive, K
SK Y LA
COLLEGE
IE
BE
LM
W
FRASER
Churchville Avenue, Central Avenue, Commerce Road and New Hope Road. This route ON
BO
T
MOUNTAIN VIEW
BIKE CORRIDORS OA
K
WIL
connects Downtown to Gypsy Hill Park, Thomas Dixon Elementary School, the Virginia SO
N
A
ORANGE
T
School for the Deaf and Blind, and preserved natural areas near National Avenue.
G US
AU
GREEN
K
A
O
YELLOW
NO N
OA
SH AN
PINK
D
E
LE
D
RED
D
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N
W
LY
LA
AY
N
D
A
BLUE REA
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PER RR
O
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W
G
A
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GR
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HA
PURPLE R
B TR
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WIL
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BUL R
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CR A
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NE
HO OK
CORRIDOR LINKS
E
KI
LE
ST O
PA
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N
RT
HU
O
LO
LL
NAVY - ROUTE CONNECTIONS W
FA
NAVY - DOWNTOWN
NT
H
AC
PE
E MO
CONSOLIDATED ROUTES
LL
RL EE MI
TR
D
ORCH AR
RID G
M
EL
AC
IAN
E
JORDAN
SH UT TE
R
MA
SPECIFIC ENHANCEMENTS AND D
VIN
W OO
1
TREATMENTS WILL BE ASSIGNED GRE
EN
SO
N
FOREST RID
GE
PROCESS. OT
RD
CEL
LA N
A
H
RC
RIDGEWOOD
O
OO D
CRESTW LA
E
IN
N
P
AL D EW
G TO
OO VI
RW IR HARRISON
ROYA L FA
D IN
NO
IER
RR
H
BOD OW
RT
FA
MONROE
R
OD
N
WO
NO
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ADAMS
HIL
TO
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ER
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PH
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W
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LY L
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GL
NT R RY
GE
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ER
EN
PH
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O MO
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AC
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SK
RAND OL
CITY AREA AM
BEL
N HA
RR
E GH W
K IN EVIE
HILL
RE
TE
N T BUC RIDG
LYN
LE
Y AI
STRUCTURES ES
OA K
EN
CH
SO N
AI
ROADS E S
PIN
MA
A RN
ST E EDGEWOOD
RAILROADS WINC HEST ER
R
WINDSO
N
SO
D
ELL IOT
O
O
N
LO
PARKS:
BE
WO
EL M
R
E
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K
SID
RK
O
TOP RT
IC
DOVER
MO UN T
A BETSY BELL CA
FOR
RW
W PA
GI
A
B
ND
WA VERLEY
IEW
SO
N GRASTY PURVIANCE
MONTGOMERY HALL
E
B
K
BLA
MID
SID
E
TV
EE
UC
VA SP R
L
CR
LE
OPI E
N
AN
SY E
ST O EN
HIL
ID
S TO
GYPSY HILL ARM CK E GL

C
EM
LL
S
RE
R
BEL MORE
O S TR O
KE LL
EA
WILLIAMS
BE
NG
CL
BAGBY
PRE
TAMS
SHERWOOD
A
PL
WOODROW WILSON
B
GRO VE
SUNNYSIDE
ROSE
L E VIE W
BAPTIST
DA RK
INSTITUTIONS: IN
G
PA CK VIR
G IN
LD N CO IA
FIE HA
IN G
T
BLAKEMORE
MA
A VSDB
RES
CE
D
E SY
D
N P
EN TRAN
UL
GE
N GY IER
SE
HIL LC
IS CAROLINE
AZ
ID
A
O
B MARY BALDWIN UNIVERSITY FR
LL
SP
TU
DE M
IN
Y
G
RR
C STUART HALL
BURW ELL
H
BE
PROSP ECT
HIG
2
NT
KA BLE PL EA SA
AL
ARLINGTON K
IN
D ROBERT LEE HIGH/
B
E
RD
VSD
CEDAR
VIN
N
THOMAS MCSWAIN ELEM. W AI N E

E
O
CA
RE RL
OL
SH A
ES
N
TS
N
I
OR
BI
ON
TI TUTI IN
RO
IN
E THOMAS DIXON ELEM. CONS PO E
P
POPLAR
ND
M
E
AI N E
A
O
LE
R
M
SH A RL
K
A
L
EL
ET
SE MA
C
RA
F WARE ELEM. SY
ALBEMARLE
NT
AU
Y
MP
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IL
W
D
EM
Y
PU
KNO LLW OOD
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W
BESSIE WELLER ELEM.

ITE D
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A
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PIN
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COL
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AL C
ER
N
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N
C. F. RICHARDS
HIG
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RN
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BU
ER
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A
I BOOKER T. WASHINGTON ON
D
DE AV
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GU ILFOR
COMMUNITY CENTER
LI
W NO
H R
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N AH
K
IT FO L
IC
HA N EH HICKORY K
ITU
ER
HICKORY
J DOWNTOWN POST OFFICE AL
ED
ST
TER
FR
IN
M
CA S
NT
A
K STAUNTON YMCA
R
K
S
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LA N
YORK
DU P
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C
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U LM
TH
A AL L
L NORTH STAUNTON N OVERBR
F
SH
B
T OO K EG H O
R A R J
ST
NY
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POST OFFI CE A EA E
U
M
DUPONT
C
L
LO
UM
E
M
ND
G
M
N
CITY HALL A
SA
MO
D
LA
M
C
FOURTH IS
O
EL
O
R
IN
AN N
GA
W
N TU
LD
XE LE
EX
DO CIRC
M
WN
A
JE
B
ESS
ER FF
G
SH A
S
CH ER
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E
LE
LAG
BY
N IN
D T VIL
CROW
H M C
A LA
D IR
IS
SE
O C
N H
N RO
GE W U
EY
RD
O A R
E
C
E
OAK RIDGE
81
TE
E SI G N A
TA S
UT
ER
IN T
SEGMENTS:
G
O
E
R
FOXCRE
ST
1
N
TO
R
TE
A
W
RD
FO
EX
W
BI
R ED KE LA
E
NE
BUF
5
S
R
OO
RM
ME
4
AM
N
R
U
B
E ER
A NT
B
R CE
EY
LL
VA
BLUE RIDGE
PE
DE PATH
HO
K
EE
NE W
CR
I
R
VE
S
SIL
2, 3
6
142
R
ST ATLE
N ES
JO
ARROWS
3 SH
G
UN
YO
TON
BEL L
Y
E RN
KE N
TE TE R
R N ET HUN
DE JA
SE V
K
AN
RICH
MO ND
RB
BU
COMM UNITY
FRON TIER
5
AU
GE
G US
LA
T A
VIL
W
O
O
DS

CURB
STREET TO CURB
WIDTH
Englewood Dr. to Shutter- City limits to Churchville

1 25’ - 25’ - two 12’-6” travel lanes 25 mph
lee Mill Rd. Ave.
35 mph
- 40’ min - four 10’ travel lanes + one - 10’ turn lane
Englewood Dr. to Spring- (25 at
2 Churchville Ave. 40’ - 50’ - 50’ max - two 10’ travel lanes + median / one-two 10’
hill Rd. Gypsy Hill
turn lanes
Park)
Greenville Ave. to Slater

3 Commerce Rd. 55’ - 55’ - four 13’-6” travel lanes 35 mph
Blvd.
New Hope Rd. to

4 Statler Blvd. 72’ - 72’ - four 15’ travel lanes + median/turn lane 35 mph
Commerce Rd.
5 New Hope Rd. Slater Blvd.. to City limits 23’ - 23’ - two 11’-6” travel lanes 35 mph

CURRENT
AVERAGE PLANNED
BIKE MAJOR
FACILI- CHALLENGES
TRAFFIC FACILITIES
TIES
- Narrow
1,400 vpd None None - Sharrows
- Topography adjacent to roadway
- Englewood dr. intersection

- A road diet along Churchville Rd. to reduce
8,300 vpd None None - Retaining walls & significant topography
travel lanes. Add buffered bike lanes
adjacent to roadway
- Wide thoroughfare
2,600 vpd None None - Blind spots - Sidepath along east side of Commerce Rd.
- Topography adjacent to the roadway
13,000 vpd None None - Higher capaCity / higher traffic thoroughfare - Sidepath along south side of Statler Rd.
- Hilly
- Blind spots - Study speed reduction from 35 to 25 mph
1,200 vpd None None
- Speeding vehicles - Bike route signage
- Numerous driveway entrances

AL
E ON
E
GT
IN
DD
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72 STAUNTON BICYCLE & PEDESTRIAN PLAN GLORIA
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CURB
STREET TO CURB
WIDTH
- 40’ - two 13’ travel lanes +
one 13’ turn lane
1 Grubert St. Churchville Ave. to Beverley St. 40’ 25 mph
two parking lanes
- 30’ -two 15’ travel lanes
Thornrose Ave / 30’ - 35’ - two 13’-6” travel lanes +
2 Park Blvd. / Churchville Ave. to Beverley St. 35’ on-street parking (one side of street) 25 mph
Circle Dr. 42’ - 42’ - two 13’ travel lanes + on street parking
(both sides of street)
- 35’ - two 11’-6” travel lanes + one 11’-6”
35’ turn lanes
3 Hays Ave. Beverley St. to Stuart St. 25 mph
38’ - 38’ - two 11’ travel lanes + on-street parking
(both sides of street)

4 Montgomery Ave. Stuart St. to Lacy B. King Wy. 30’ 25 mph
on-street parking
- 20’ - two 10’ travel lanes

5 Montgomery Ave. Stuart St. to Beverley St. 20’ - 30’ n/a
- 30’ - two 11’ travel lanes + on-street parking
6 Stuart St. Montgomery Ave. to Bridge St. 32’ - 30’ - two 15’ travel lanes 25 mph
7 Bridge St. Middlebrook Ave. to Stuart St. 32’ - 32’ - two 16’ travel lanes 25 mph
- 32’ - two 12’ travel lanes + on-street parking

8 Augusta St. Edgewood St. to Churchville Ave. 32’ - 48’ (one side of the street) 25-35 mph
- 48’ - four 12’ travel lanes
9 Coalter St. Taylor St. to Oakridge Cir. 30’-38’ - two 12’ travel lanes + shoulder 35 mph
10 Bells Ln. Commerce Rd. to City limits 20’ - two 10’ travel lanes 25 mph
11 Betsy Bell Rd. Greenville Ave. to Betsy Bell Park 23’ - two 11’-6” travel lanes 25 mph
12 Barterbrook Rd. Greenville Ave. to Frontier Dr. 20’ - two 10’ travel lanes 35 mph
Prospect St./
13 Augusta St., to Coalter St. 25’ - two 12’-6” travel lanes 25 mph
Tams St.

AVERAGE CURRENT PLANNED
MAJOR
DAILY BIKE BIKE RECOMMENDATIONS
CHALLENGES
TRAFFIC FACILITIES FACILITIES
Safe routes
4,600 vpd None - Hilly - Sharrows
to school
- Bike lanes + parking on one

1,300- - Residential street, multiple side of the street (Thornrose Ave. / Circle Dr.)
4,400 vpd driveway curb cuts
None None - Sharrows (Park Blvd.)
(Thornrose - On-street parking / - Study removing parking beside Thornrose
ave) blind spots Cemetery
- Residential street, multiple

3,200 vpd None None - Bike lane (uphill) + sharrows (downhill)
driveway curb cuts
- On-street parking - Study removal of on-street parking

n/a None None - Narrow travel lanes - Add bike lanes
- Multiple residential
n/a None None - Sharrows
Driveway curb cuts
- Curved roadway / blind

4,000 vpd None None - Sharrows + traffic calming
spots
- Railroad overpass - Narrow travel lanes

5,400 vpd None None - Multiple commercial/
Residential driveways - Sharrows
- Higher traffic / speed thoroughfare - Study a road diet to reduce travel lanes
8,100 vpd None None - Multiple unsignalized street intersections - Sharrows downhill and climbing lane uphill
3,400 vpd None None - Open road / speeding vehicles - Widen shoulder
- Hilly - Add bike lanes
- Curved roadway / blind spots - Bike route signage

n/a None None - Potential vehicular - Traffic calming
speeding
n/a None None - Multiple residential - Sharrows

driveways
- Bike route signage
3,200 - None None - Open roadway / potential - Greenway connection from frontier museum
3,400 vpd speeding traffic
to frontier crossing
- Narrow
740 vpd None None - Hilly - Sharrows + traffic calming
- Blind spots

76
6 IMPLEMENTATION

IMPLEMENTATION & “THE 5 E’S”
Implementing a successful bicycle and pedestrian plan will help Staunton >> Educational programs can increase safety for all travelers - people
become a more equitable and accessible City for both its residents and driving, walking, running, riding bicycles, using mobility devices, etc.
visitors. The majority of this plan’s recommendations for new and improved >> They can also provide education about proper use of facilities
facilities are bold and are not expected to be constructed all at once. That >> The City of Staunton could adopt police-led, bicycle-focused education
being the case, the City must continue to work internally with the Department programs in schools
of Public Works and externally with community stakeholders like the Staunton >> Other programs could focus on adult bicycle user awareness, driver
Bicycle Pedestrian Advisory Committee (BPAC) to determine an appropriate awareness, pedestrian safety, or other issues
phasing approach.
THE 5 E’S
This plan does not recommend which facility installations should be
implemented first. However, best practices advise that a work plan for project
phasing and selection should be coordinated based on the League of
American Bicyclists’ “5 E’s Program”:
1. ENGINEERING
• The City should focus on developing a well-connected bicycle and

pedestrian network that creates a physical environment whose design
facilitates walking and biking as an easy and safe alternative to driving
• Complimenting locally developed and managed education programs are
an automobile. Working with stakeholders, the City should implement the
state and federal education programs:
projects that maximize this outcome while remaining financially viable.
>> Safe Routes to School (SRTS) is a federal program that is administered
• The City should adopt a ‘Complete Streets’ policy as part of it’s at the state-level
Comprehensive Plan. Complete Streets polocies are designed and
>> Its purpose is to ensure that children have safe, non-motorized routes
operated to enable safe access for all users, including pedestrians, to schools
bicyclists, motorists and transit riders of all ages and abilities. Complete
>> VDOT provides several types of grants to help communities develop
Streets make it easy to cross the street, walk to shops, and bicycle to work. programs and infrastructure related to SRTS
2. EDUCATION
• As mentioned in previous sections of this plan, a wide range of bikers and

walkers have varying comfort and ability levels in terms of the ways they
utilize the City’s bike/ped infrastructure. Additionally, there are many people
whose transporation preference will continue to be driving. Optimizing
a safe environment for Staunton’s transporation network and its varying
users requires holistic education to inform all users of local and national
driving laws and best practices.

IMPLEMENTATION & “THE 5 E’S”
3. ENCOURAGEMENT FUNDING & PRIORITIZATION
• Staunton is home to a wide array of small businesses and institutions that • This Plan represents a comprehensive vision for Staunton’s pedestrian and
help emphasize the City’s unique character and essence. Additionally, bicycle network that includes several recommended projects that range
these businesses and institutions play a critical role in encourage more in scale and cost. As a result, first phase projects should be prioritized
biking and walking among Staunton’s residents and visitors. Continuing to maximize available funding resources. As BPAC begin to take steps
to promote events like National Bike Month, Bike to Work Day, and local toward project implementation, the following criteria should be considered-
events such as weekly farmers markets located near high quality bicyle
and pedestrian facilties or incentive programs for employees who bike and • Cost and available funding- identify other planned projects in the City
walk, can help to increase biking and walking in Staunton. (such as streetscapes, roadway repaving/reconstruction, utility projects,
and private development/redevelopment projects) that can incorporate
4. ENFORCEMENT bicycle and pedestrian facilities. Identify opportunities to supplement the
City’s Capital Improvement Projects (CIP) budget budget by seeking other
• Developing high quality bicycle and pedestrian facilities, educating the funding resources such as-
public about best practices, and encouraging people to bike and walk
rather than drive are fundamental to creating true Bicycle Friendly >> SMART Scales- a VDOT/Federally funded program that utilizes
enhanced, region-specific criteria to rank projects against one another
Communities. However, the safety and equitable treatment of all travelers
across the state for funding
in Staunton can only be secured by enforcing strong laws and regulations.
>> Revenue Sharing - a Virginia program that provides additional funding
The City must commit to working in tandem with local police and other
for use by a county, City, or town to construct or improve highway
related agencies to enforce new laws and regulations once new bicycle systems. As part of this program, locality funds are matched with state
and pedestrian infrastructure is constructed. funds for qualifying projects.
>> Transportation Alternatives Program (TAP)- a federal funding resource
5. EVALUATION & PLANNING that includes the former Safe Routes to School program.
>> Community Development Block Grant (CDBG)- can provide funding to
• Understanding that implementing new bicycle and pedestrian infrastructure the City through the Department of Housing and Urban Development
will occur incrementally, the City and its stakeholders must be dedicated
• Safety- consider improvements to corridors that are unsafe for pedestrians
to utilizing metrics and providing adequate funding to programs in the
and bicyclists particularly those that have higher crash rates.
development of effective and well-maintained infrastructure. Additionally,
some new projects might work best as pilot projects that can be evaluated • Connecting existing facilities- currently, Staunton has no bicycle lanes
and assessed over time. The BPAC and the community play a critical role or paths within the City. However, it does have a network of sidewalks that
in working with the City to realize the goals of this plan, and we encourage can be infilled, extended and enhanced.
their continued commitment to the long-term program
• Connect destinations- provide pedestrian and bicycle facilities that link
critical destinations such as transit stops, schools, parks and commercial
destinations.


Staunton Bike-Ped Draft Plan - April 2018

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Staunton Bike-Ped Draft Plan - April 2018

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STAUNTON BICYCLE & PEDESTRIAN PLAN

City of Staunton, Virginia

STAUNTON CITY COUNCIL

CITY OF STAUNTON PROJECT STAFF

To meet the principles of traditional neighborhood design, as well as

The City supports the development of multimodal infrastructure generally

6 STAUNTON BICYCLE & PEDESTRIAN PLAN

• Overview of considerations and strategies for implementing master plan

BENEFITS OF FOSTERING A MORE WALKABLE,

STAUNTON BICYCLE & PEDESTRIAN PLAN 7

HEALTH BENEFITS ENVIRONMENTAL BENEFITS

8 STAUNTON BICYCLE & PEDESTRIAN PLAN

STAUNTON BICYCLE & PEDESTRIAN PLAN 9

HIGH TRAFFIC ROADWAYS LACK OF NETWORK NARROW ROADS

PHYSICAL HAZARDS LACK OF ADA COMPLIANCE LACK OF AMENITIES

10 STAUNTON BICYCLE & PEDESTRIAN PLAN

´ Staunton Natural Resources

12 STAUNTON BICYCLE & PEDESTRIAN PLAN

Mary Baldwin University Existing Parks

PARKS & OPEN SPACE CONNECTIVITY

Gypsy Hill Park

STAUNTON BICYCLE & PEDESTRIAN PLAN 13

LAND USE CONNECTIVITY

Land use patterns are a key factor in determining where to

14 STAUNTON BICYCLE & PEDESTRIAN PLAN

Downtown Staunton Staunton Public Library

STAUNTON BICYCLE & PEDESTRIAN PLAN 15

BOD ELM AN ELA

Stuart St LAG RIC ONY

LIND MARY GRAY

Street network Existing transit routes

STREET NETWORK TRANSIT

16 STAUNTON BICYCLE & PEDESTRIAN PLAN

REGIONAL CONNECTIVITY SAFETY

STAUNTON BICYCLE & PEDESTRIAN PLAN 17

STAUNTON BICYCLE & PEDESTRIAN PLAN 19

PROJECT STEERING COMMITTEE

A Steering Committee comprised of Staunton citizens and representatives of

20 STAUNTON BICYCLE & PEDESTRIAN PLAN

COMMUNITY SURVEY WHY DO YOU WALK?

ACCESS TO TRANSPORTATION Other

Own or Have Access to a Bike I don’t Walk

0% 20% 40% 60% 80%

WHAT TRANSPORTATION MODES WHY DO YOU RIDE A BIKE?

STAUNTON BICYCLE & PEDESTRIAN PLAN 21

TOP 5 FACTORS THAT MOST DISCOURAGE CITIZENS FROM WALKING:

A Major Reason Why I Don’t Walk

A Major Reason Why I Don’t Bike

STAUNTON BICYCLE & PEDESTRIAN PLAN

STAUNTON BICYCLE & PEDESTRIAN PLAN 23

STAUNTON BICYCLE & PEDESTRIAN PLAN 25

IMPROVING WALKING OPPORTUNITIES IN STAUNTON

INFILL THE SIDEWALK

Staunton’s sidewalk network should

REPAIR & MAINTAIN

26 STAUNTON BICYCLE & PEDESTRIAN PLAN

TOOL TYPE POSTED SPEED ANNUAL AVERAGE FACILITY WIDTH

STAUNTON BICYCLE & PEDESTRIAN PLAN 27

28 STAUNTON BICYCLE & PEDESTRIAN PLAN

STAUNTON BICYCLE & PEDESTRIAN PLAN 29

Sidewalk Roadway Sidewalk Roadway Sidepath

MARKED CROSSWALKS ACCESSIBLE PEDESTRIAN

30 STAUNTON BICYCLE & PEDESTRIAN PLAN