More than 40 West Windsor residents of all ages walked up a narrow stretch of Cranbury Road during the afternoon of Friday, June 28, calling for sidewalks from Millstone Road to Princeton-Hightstown Road (County Road 571). Cranbury Road is a heavily traveled road that lacks a proper shoulder – often a shoulder of any sort. Yet the right of way for the roadway is at least 33 feet – leaving 11 feet or more for sidewalks without the taking of any private property. The West Windsor Bicycle and Pedestrian Alliance supports community efforts to implement a complete, family friendly, commuter friendly street for this important travel corridor in our community.
Residents of Cranbury Rd were joined by Mayor Shing-fu Hsueh as well as Council members Linda Geevers and Kristina Samonte for the walk. While some stayed at the gathering point, unwilling to walk with small children along the as-now unsafe road, most of the community members and officials walked the road single file, slowing rush-hour traffic. Some motorists stopped to voice support. In addition to the signs that residents carried as they walked, many also planted them in their yards, with messages such as “Let us walk without fear.”
Residents have been asking for sidewalks for at least 20 years and told local officials they want to be able to walk safely to downtown Princeton Junction and to the train station as well as to let their kids visit neighbors. They also called for better enforcement of the 25 mph speed limit, and several immediately volunteered their driveways when the mayor said the police would need a place to park.
The group walked from 109 Cranbury past Stobbe Lane, over Bear Brook and toward Sunnydale, stopping at the home of a mother and son who are in wheelchairs. There, the mayor made comments and took questions from residents. Mayor Hsueh said a grant application from the township last year to study a possible project was rejected by the state and that the county doesn’t have money either. He promised that if the state can’t provide funds, he would look at what the township could budget and approach the county for help. He also promised residents that he would arrange a group meeting with the township engineer to explain the township’s idea for the roadway, speak to the police chief about enforcement and to give residents regular updates. Councilwoman Geevers urged residents to remain organized.
Do you walk, bike or drive along Cranbury Road? Do you want safe streets for families, commuters, the elderly, and all other road users in West Windsor? Do you want your lawmakers to know that you support sidewalks on Cranbury Rd? Consider attending the West Windsor Township council meeting with other community members this Monday, July 22nd so representatives as well as members of the community can hear about these concerns. Public comment is available for those who wish to speak.
The Federal Highway Administration (FHWA) chose New Jersey as one of 13 states which “experienced pedestrian fatalities above 150 per year and above the national rate of 2.5 per 100,000 population.” These states receive extra attention in the effort to reduce pedestrian fatalities on our roadways. According to the article “Spotlight on Pedestrian Safety” in the current issue of Public Roads, “FHWA’s aggressive approach to reducing the fatality rate in 13 States and 5 municipalities is showing promising results.“
How can these proven safety features help West Windsor? The WWBPA recommends medians and/or pedestrian crossing islands for the new CR 571 design, along with a lower design speed and other measures, like a Pedestrian Hybrid Beacon (HAWK signal) at Sherbrooke Drive and 571.
A Rapid Flash Beacon, another type of pedestrian-activated signal, is planned for Sherbrooke and 571 – we hope it will greatly improve the safety of that crossing. Examples are at the trail crossing on South Mill and near the train station at Scott and Wallace. Studies of the Rapid Flash Beacon are promising, but of the 22 roadways in one study, only 1 had a posted speed limit as high as CR571’s 40mph, and only 2 had about the same volume (17K-18K average daily traffic), and only 1 had more volume. So we’ll hope for the best.
A Road Diet is when the road is reconfigured from 4 lanes down to 3, one travel lane in each direction and a center turn lane, plus bike lanes on each side. The WWBPA has long recommended road diets for Canal Pointe Boulevard and Alexander Road between Rt 1 and Vaughn Drive, and believes the treatment would be appropriate for Roszel Road and Carnegie Center Drive as well.
Why is the WWBPA for road diets in these areas but recommends medians and/or pedestrian crossing refuges for CR 571? The difference is in the number and density of driveways – our Rt 571 downtown area has too many compared to office park settings like Canal Pointe and Carnegie Center.
It’s not enough that the Transit Village will “make it possible for people to get out of their cars and walk, bike, and take the train to their destinations.” We must be able to safely walk and bike to and from the Transit Village.
It’s not enough to have compact development – we need a grocery store within walking distance, like the Acme that used to be in downtown West Windsor. Land use law and/or policies must require diverse uses – we need more than banks and real estate offices downtown, so that people have a variety of walkable destinations.
It’s not enough that compact development could be environmentally beneficial – we need specific open space preservation tied to specific dense developments like the Transit Village. It’s irrelevant that other space in New Jersey is already preserved.
It’s not enough that NJDOT and West Windsor Township adopted Complete Streets policies – Mercer County must also adopt the policy, which requires roadway improvements to support walking and biking. Otherwise major roads like CR 571 in downtown West Windsor are subject to expensive but counter-productive “improvements” that don’t meet the the township’s goal for “pedestrian-friendly, village scale development.” There’s nothing pedestrian-friendly about a wider road with 30% more cars going 45mph, with no place to safely wait in the middle when crossing.
The Rt 1 Regional Growth Strategy is not enough, since it doesn’t sufficiently support redevelopment in Trenton and New Brunswick, the two already-compact but underutilized “developments” anchoring the region. With the right policies, much of the region’s growth could fit into Trenton and New Brunswick with far less environmental and traffic impact. Without supporting our cities, the strategy’s Bus Rapid Transit system will effectively encourage sprawl in outlying areas, contrary to its stated goal.
Respectfully, it’s wrong to promise reduced congestion by implementing Smart Growth, even with Smart Transportation and the Bus Rapid Transit system. Like water, the transportation network balances itself as people choose to walk, bike, drive, or take the bus or train, depending on the cost and convenience of each. If there is less congestion, people will switch to driving until there is enough congestion to make it better to take another way.
The Transit Village is a good start, but doesn’t exist in a vacuum. We need complementary supporting policies to achieve the benefits of Smart Growth. If Smart Growth just means new and denser development, then it has already failed to achieve its goals.
WZBN reporter Rose Eiklor interviewed Mayor Shing-Fu Hsueh and WWBPA President Jerry Foster and 2nd Vice President Alison Miller. The broadcast was on December 6, 2011.
Jerry made the case for a revised plan: “While the new plans will allow pedestrians to walk along Route 571 much more easily due to the new sidewalks, they won’t be able to cross as easily. And it’s not enough, in our view, to be able to just walk along a road; we’ve got to be able to cross it safely as well. Any median or refuge island that goes in the middle would be a huge improvement to being able to cross the road safely. The other main thing that we’re looking for is less speed through this section of our ‘Main Street.'”
There also are many, many commuters who will cross right here [the intersection of Route 571 with Wallace/Cranbury], because this is the way to the train station, and it’s expensive to buy a parking space, especially when you can walk. And commuters are always in a hurry, and we’re very concerned about commuter safety.”
Mayor Hsueh worries that any changes in the design at this point will require the Township and County “to go back to square one again…I have reservations about [their design], because they didn’t know that we’d already discussed with County about those concerns. But County…also has certain kinds of ground rules regarding a county roadway, and we have to compromise with them.”
The mayor continued: “The speed limit is decided by the state DOT, so my feeling is, once we have this design done and once we have people riding bicycles around, [there will be] opportunities we can request for reevaluation of the speed limits, and there are technical standards–it’s not even political negotiations, it’s all based on statistical analysis.”
Commenting on the YouTube site, WWBPA trustee Chris Scherer notes, “It is not financially or socially responsible to implement a ‘ solution’ that requires rework to be considered safe and effective.”
The WWBPA responded to the county’s proposed CR 571 Main Street design recently, maintaining that it is unsafe for everyone: motorists, bicyclists and pedestrians alike. In the past 10 years, two pedestrians were killed on this stretch of roadway (2004 and 2005), while no motorists were killed. A 17-year-old motorist was killed in 2006, however, just west of downtown Princeton Junction, when she lost control of her car on the curve coming off the bridge over the train tracks.
The proposed wider-straighter-faster design does nothing to address these safety issues. Instead, it preserves the current 45mph design speed and 40mph posted speed limit. Drivers don’t respect crosswalks when they have to slow from high speed, and the proposed design does nothing to provide pedestrian refuges in the center of the roadway to promote safe crossing.
Rt 571 Concept Illustration
The design also features a new two-way center left turn lane (TWLTL) that studies have shown to be unsafe; AARP calls them “suicide lanes.” One study even showed that artificially lowering the posted speed limit, but not the design speed, caused an increase in crashes.
Here’s a picture of Hamilton’s SR 33 that most resembles what is planned. The 45mph design speed is simply not appropriate for the pedestrian friendly Main Street that our Redevelopment Plan envisions. A survey of other Mercer County towns shows that Princeton, Lawrenceville, Hightstown, Hopewell and Pennington all have 25 – 30mph speed limits on their Main Streets. Why not in West Windsor?
The current design shows why Mercer County should adopt a Complete Streets policy to complement the state and West Windsor township policies – our transportation network needs jurisdictions with consistent policies to benefit our taxpayers.
Thanks to everyone who has gotten involved to support our position! We appreciate all of you who have signed our petition at the Farmers’ Market, or who have contacted the Delaware Valley Regional Planning Commission, which recently conducted public outreach on this and other federally-funded projects.
More help is needed. Please contact our public officials to support our position. With a lower design speed and pedestrian refuges, our senior residents can cross Route 571 safely to the new Rite Aid, and our children can cross Route 571 safely to the new ex-Acme shopping center, as well as to the high school. And our teenage drivers should be able to keep control of their vehicles when going more slowly. Everyone benefits.
Plainsboro’s township committee voted last month to lower the speed limit on Edgemere Avenue, in a residential area in the center of town and next to a school, from 35 mph to 25 mph. The change will take effect later this summer.
Getting a speed limit reduced is no easy feat, but it has become easier because of a change in the law in 2008. As the Princeton Packet noted, township engineers now can change speed limits without DOT approval. They just need approval from their engineering department and governing bodies. This should encourage all of us who want speed limits reduced on other roads.
Edgemere Avenue is getting roadway improvements, including repaving, and new speed limit signs will be installed followed by the police conducting an educational enforcement campaign.
East Aurora, NY is a pleasant town outside Buffalo with a Main Street that might offer West Windsor a few pointers. See the photos and color commentary, and let us know if you think these design elements might work for our Route 571 Main Street!
Main Street, also US 20A, is a busy road on a Friday just past 5pm, but the roundabout seems to keep the cars moving. From this western end, Main Street extends east a little over a mile, similar to West Windsor’s Rt 571 from the tracks to about South Mill Rd. The roundabout has stores and driveways, including fast food outlets.
Looking east from the roundabout, notice the center two-way left turn lane, a key feature of the Route 571 design. Also notice that the bike lanes are maroon-colored pavement, to make them stand out, and that there is on-street parking on both sides. A new Rite Aid is on the left (familiar?) and just off camera on the right is the Sunoco station (might feel like home already!), below.
Note the nice street sign for the Sunoco station. East Aurora is known for a number of things, including being the home town of Millard Fillmore (he was a U.S. President, if you were wondering), the birthplace of Fisher-Price toys and a center of the 19th-century Arts and Crafts design movement. They take their signage pretty seriously as a result, though they apparently couldn’t get Sunoco to redesign their sign to fit the Arts and Crafts style font that graces many other signs around town, as well as their town’s web site.
Moving east, notice this building, currently a bistro (it’s been a number of other things in the 7 years we’ve been visiting regularly – our daughter’s camp is nearby). They have taken away parking spaces in front of their building to put in an outside dining area. Nice! There are also a number of bikes parked in front of the dining area. I noticed a lot of bicyclists around town, including a spandex-clad road warrior in the bike lane and more casual bicyclists riding on the sidewalks.
Moving east, the road narrows to 2 lanes, but still includes colorized bike lanes and on-street parking. This shot is in front of the post office, so you’ll notice the drive-up mailbox, but also the attractive sidewalk and lamppost planters. Hidden behind the sidewalk planter is an artsy bike rack and a bench is just visible behind. Perhaps the road sign gives us an indication of what it takes to get a main street like this?
Still moving east, this picture shows the railroad underpass. Notice the bicyclist on the sidewalk, and the people in the car waving to him; people are very friendly in East Aurora. The bicyclist and I had a nice chat, since he was very interested in why I was taking so many pictures. He alluded to some of the controversies that the town went through to get their main street, including a big debate about the number of on-street parking spaces (the snide comment about the street signs wasn’t just my editorializing). He couldn’t entirely grasp why I liked it so much. Please leave a comment below with your opinion!
Just under the railroad tracks and past an intersection, a two-block traditional downtown area has stamped pavement colored to look like bricks. This space includes the center left-turn lane even though there are no driveways to turn into, and maintains the bike lane (nary a bike symbol, sigh). But what is really interesting is the ADA compliant on-street parking on the right and across the street, where the sidewalk is ramped up at the two ends to meet the curbed sidewalk area. There were several of these facilities along the roadway. Of course West Windsor’s main street is not planned to have on-street parking, so this type of ADA parking would not be applicable. What is significant is how they solved the issue of making an extremely wide roadway pedestrian-friendly by using the stamped pavement. It’s not exactly the same, but a little similar to using these sorts of treatments in the shared spaces of West Windsor’s transit village: The message of pedestrian-priority space is conveyed.
Just past the bricked area, the roadway changes back to two lanes plus on-street parking again, and the CVS pharmacy anchors the eastern end of Main Street. Note the speed limit sign: 30mph, much more pedestrian-friendly than the proposed 40mph in West Windsor’s design.
What might be improved in this design? There is a lack of tree canopy, but that’s likely because the trees are all newly planted. It would be interesting to know the history of why the two-block bricked section is so wide. Google Street View shows it with asphalt still during construction, but perhaps there used to be angle parking, or way back perhaps even a trolley line from Buffalo.
Another issue is the bike lanes. No casual bicyclists seemed to be using them: The group of teenagers, the dad pulling a kid-trailer, the various others were all bicycling on the sidewalk. This is likely because the bike lanes aren’t very wide, and place bicyclists between the heavy traffic and the parked cars, right in the way of opening doors (the “door zone”), which is dangerous.
Hope you enjoyed the tour. Let us know what you think!
Bicycle and pedestrian friendliness doesn’t have to be a win-lose battle between competing interests, but can be a win-win for everyone. The right design balances safety, capacity and livability for motorists, bicyclists and pedestrians in a way that makes all groups comfortable sharing the space.
Notably, the roadway design should make motorists comfortable traveling at the posted speed limit, which should be 35mph or less so drivers will stop for pedestrians in a crosswalk.
One nearby example of pedestrian friendliness sometimes discussed is Mercer County Rt 526 in Robbinsville, where recent development included all the design items to make a pedestrian friendly area.
Does it work? Check these pictures – they apparently need a lighted sign board to remind drivers re: the speed limit, and to watch for pedestrians. Why might the roadway design not support the speed limit?
Check out the innovative pedestrian crossing in New Brunswick: Not only does it blink when a pedestrian is crossing, it shows the speed of approaching traffic. It’s even solar-powered. A possible solution for Sherbrooke and Route 571?
According to a study of the economic impact of traffic calming measures in San Francisco, “Sixty-six percent of the merchants believe that the bike lanes have had a generally positive impact on their business.”
Volkswagen would like to encourage creative thinking to change people’s behavior. Its website TheFunTheory.com “is dedicated to the thought that something as simple as fun is the easiest way to change people’s behaviour for the better.”
This year’s winner of the Fun Theory Award is Kevin Richardson for The Speed Camera Lottery, which turns a gadget aimed at catching speeders into one that rewards those who follow the rules. Here’s the premise:
Can we get more people to obey the speed limit by making it fun to do? The idea here is capture on camera the people who keep to the speed limit. They would have their photos taken and registration numbers recorded and entered into a lottery. Winners would receive cash prizes and be notified by post. Better still, the winning pot would come from the people who were caught speeding.
A revolution is underway in how towns are being redesigned for livability, and it’s playing out right here in West Windsor. The late Hans Monderman launched a movement for better safety without signs and signals, while in the Confessions of a Recovering Engineer, another engineer realizes that “Wider, faster, treeless roads not only ruin our public places, they kill people.”
Tom Vanderbilt, author of Traffic: Why We Drive the Way We Do (and What It Says About Us), recounts the work of the late Hans Monderman, a Dutch traffic engineer who held to a maxim: “When you treat people like idiots, they’ll behave like idiots.” In appropriate settings, he removed the signs and signals that tell drivers what to do. His goal? “I don’t want traffic behavior, I want social behavior.” His work underlies the design for the promenade in the new transit village west of the train tracks.
In Confessions of a Recovering Engineer, Charles Marohn relates his professional experience “convincing people that, when it came to their road, I knew more than they did.” Why? “I had books and books of standards to follow.” Finally, “In retrospect I understand that this was utter insanity. Wider, faster, treeless roads not only ruin our public places, they kill people.”
Please help the county engineers learn from the transit village engineers by supporting the WWBPA’s recommendations for Rt 571 Main Street – slower speed, medians with pedestrian refuges and a pedestrian-activated signal that stops traffic at the crossing at Sherbrooke Drive.
This redesign is our chance to make drivers comfortable with the slower speed – just posting a lower speed limit will not effectively slow traffic. Our tale of two West Windsors might have the happy ending of a pedestrian-friendly Main Street and transit village promenade, leading to higher property values for us all.
“Desired operating speed is best explained by its relationship to three other concepts of speed: operating speed, posted speed, and design speed.
Operating speed is the speed at which a typical vehicle operates, commonly measured as the 85th percentile speed of all vehicles.
Posted speed is the legal speed limit on a roadway. It is often set without any means of self enforcement, and drivers tend to travel at what they perceive as a safe speed regardless of the posted speed. Fewer than a third of drivers go the speed limit on urban and suburban arterials.
Design speed (as defined in the AASHTO Green Book) is the speed used to determine various geometric design features, including horizontal curvature, gradient, superelevation, stopping sight distance, and, for rural highways only, lane width.
Historically, New Jersey has required the design speed to be 5 mph above posted speed for existing roadways, and 10 mph for new roads.
The greatest drawback to the existing design speed approach is that drivers usually drive as fast as they believe the road can safely accommodate.
Existing policy may thus encourage operating speeds higher than the posted speed limit and/or selected design speed in an area.
In the interest of highway safety, it is desirable to have a stronger relationship between the posted speed limit, design speed, and operating speed. Therefore, this guidebook recommends that the desired operating speed for most roadway types be the same as the design speed, and also the same as the posted speed.”
According to the Rt 571 Concept Design reviewed by county engineers in December 2009, the Main Street Princeton Junction design speed is 45mph, posted speed is 40mph, keeping the same values as exist currently.
Vehicle speed affects pedestrians’ safety in a number of different ways.
The WWBPA has requested the township to work with the county to follow the new NJDOT approach (called Context Sensitive Design) to choosing a desired operating speed, to support our emerging Main Street. NJDOT guidelines for a Community Arterial in a Suburban Center or Town Center context call for a desired operating speed of 25 – 30mph. Please support the WWBPA by contacting our officials, or write us an email at email@example.com.
Residents around Wicoff School in Plainsboro want police to strictly enforce the 35 mph speed limit and the 25 mph limit during school hours or that the speed limits be reduced, and both the police chief and mayor say they understand. Police have issued 59 tickets in the area over the past year, or a bit more than one a week.
But here’s some insight into how hard it can be to change a speed limit and how much we tolerate breaking the speed limit: According to an an article in The Packet, a police traffic survey done this summer found that about 90% of cars were traveling at 40 mph, with the remainder traveling above 40 mph. Under New Jersey Department of Transportation’s regulations, this isn’t a problem because at least 85% of cars are traveling within 5 mph of the speed limit.
A West Windsor resident describes her recent experience trying to cross at a crosswalk this way:
“My daughter and I were walking at about 3:30 pm and crossed the road at the crosswalk on Clarksville and Norchester – sure enough, no drivers stopped, as though they were completely oblivious to the pedestrian crossing. It’s even worse at the crossing at 571 and Sherbrooke .”
She noted a Packet Publications article, Police to Watch Pushy Drivers, about a state grant to Hillsborough police for extra patrols to counter aggressive drivers and a stalker radar.
“I’d love to see stepped-up enforcement of drivers neglecting to stop at designated pedestrian crossings here in West Windsor,” she adds.
What do you think? Attend the WWBPA’s annual meeting on April 8 if you want to talk about ways to improve motorists’ awareness of pedestrians. None of us want to have a brake-squealing “oh no” moment.
The annual meeting begins at 7 p.m. at the West Windsor Municipal Center, 271 Clarksville Road.
A video from Ridgewood, NJ students on why you should drive 25 in residential areas:
Street Smart, a pedestrian and bicyclist safety program begun in the greater Washington, D.C. area in 2002, has produced TV spots as part of its Spring 2010 Campaign to create public awareness and law enforcement.
“The goals of the campaign are to change motorist and pedestrian behavior, and reduce pedestrian and bicyclist deaths and injuries, by:
Increasing awareness of the consequences of pedestrian and bicycle crashes
Recommending actions to reduce risks, such as:
Stop for Pedestrians
Increasing awareness of law enforcement action against unsafe and illegal behavior”
For more information, including Pedestrian and Cycling Tips, go to bestreetsmart.net.
Complete streets make economic sense. A balanced transportation system that includes complete streets can bolster economic growth and stability by providing accessible and efficient connections between residences, schools, parks, public transportation, offices, and retail destinations.
Complete streets improve safety by reducing crashes through safety improvements. One study found that designing for pedestrian travel by installing raised medians and redesigning intersections and sidewalks reduced pedestrian risk by 28%.
Complete streets encourage more walking and bicycling. Public health experts are encouraging walking and bicycling as a response to the obesity epidemic, and complete streets can help. One study found that 43 percent of people with safe places to walk within 10 minutes of home met recommended activity levels, while just 27% of those without safe places to walk were active enough.
Complete streets can help ease transportation woes. Streets that provide travel choices can give people the option to avoid traffic jams, and increase the overall capacity of the transportation network. Several smaller cities have adopted complete streets policies as one strategy to increase the overall capacity of their transportation network and reduce congestion.
Complete streets help children. Streets that provide room for bicycling and walking help children get physical activity and gain independence. More children walk to school where there are sidewalks, and children who have and use safe walking and bicycling routes have a more positive view of their neighborhood. Safe Routes to School programs, gaining in popularity across the country, will benefit from complete streets policies that help turn all routes into safe routes.
The WWBPA is saddened by the tragic death of a cyclist killed by an overtaking vehicle on Dutch Neck Road in East Windsor on February 16. According to local newspaper accounts, the East Windsor man, Edward Boye, relied on his bicycle to get around because he suffered from cerebral palsy. The driver, Margaret Corrigan, also of East Windsor, is reportedly facing vehicular homicide charges, among others.
This is the second serious accident on Dutch Neck Road this month involving a cyclist or pedestrian. Earlier this month, a cast member of ‘Sesame Street’ who lives in the area was hospitalized after being hit by a car while crossing Route 130 at Dutch Neck Road.
Please drive safely within the speed limit and give bicyclists plenty of room when passing – half a lane is a good rule of thumb. Under New Jersey law, bicyclists have the right to ride in the travel lane. Motorists, please share the road with bicyclists, pedestrians and other vulnerable users of the roadway, such as the disabled, crossing guards, police officers and maintenance workers.
Please join us in extending our condolences to the families of everyone involved in this collision.
Please take the time to read our lengthy comments aimed at making this busy stretch of roadway safer for bicyclists, pedestrians and motorists and making it more in keeping with the Main Street our town deserves. Leave a comment below to let us know your thoughts about what needs to be done.
The key points are:
Reduce speed to 25-30mph, per state guidelines;
Landscaped medians with left-turn cutouts and pedestrian refuges rather than a two-way left turn lane;
Pedestrian-activated signal that stops traffic at Sherbrooke Drive. This can be done as a first step, before the millions of dollars needed for the full concept plan is found.
Councilwoman Linda Geevers wants a formal response from the engineers and/or consultants to the recommendations and suggested that they may want to meet with us.
Resident Larry McGill wrote in a neighborhood forum: “The WWBPA is demonstrating once again what a tremendous asset it is to our town. The safety issues related to this stretch of 571 require exactly the kind of careful thought and analysis you’ve provided here.”
Former WWBPA officer Meg Chicco wrote:
“Many thanks to you and the WWBPA for your efforts to keep 571 at the top of the list. It has been a long process to get it this far and we have to keep pushing to make sure it doesn’t slip in the list of priorities.
I just want to comment on item #2. As you know the Mayors Task Force (bike/ped life before WWBPA) took an active role in working with the County and the Township to help design the plan that we have today. Some time during that process the idea of medians was proposed. The County was adamantly opposed to this idea for some very practical reasons.
The road would have to be significantly wider to accommodate medians. This would require more taking of property and a greater engineering cost.
Since the County is responsible for 571 maintenance they opposed medians due to upkeep and the difficulty they present for plowing.Landscaped medians (and ordinary ones as well) require maintenance.
Since the properties along 571 would eventually change (we hope) with some being consolidated (we hope) the placement of driveways and cross-overs are yet to be determined.
As for the change in speed-limit and a signal at Sherbooke, these are improvements that would not effect the current design.
If I recall correctly the Council passed a resolution with regard to the improvments on 571. If they didn’t back when the design was proposed they should now. If a resolution was passed, what is the effect of this resolution with regard to the obligations of the Township to press for these improvements?”
Once again, please leave a comment below to let us know your thoughts about how to improve this road. Thank you! To see comments already entered, please click on Comment here or below.