Chapter 257

Chapter 257

STREETS AND SIDEWALKS

[HISTORY: Adopted by the Board of Trustees of the Village of Fredonia as indicated in article histories. Amendments noted where applicable.]  

GENERAL REFERENCES

 Sidewalks — See Ch. 240.

 Skateboards — See Ch. 243.

 Vehicles and traffic — See Ch. 277.

 Fees — See Ch. A312.

  

ARTICLE I

Use of Streets and Sidewalks

[Adopted 6-13-1879]

  • 257-1. Disturbing or removing pavement. [Amended 5-9-1910]

No person shall tear, dig up, remove or in any manner disturb the pavement in any of the streets, avenues or highways in the Village of Fredonia without written permission having been first obtained therefor from the Clerk upon the recommendation of the Street Committee. 

  • 257-2. Roller-skating. [Amended 5-9-1910]

No roller-skating will be hereafter permitted on the sidewalk in the Village, and the Chief of Police is instructed to see to the proper enforcement of this section. 

  • 257-3. Obstruction of sidewalks. [Amended 11-1-1895]

No person shall place any boxes, barrels, awnings, signs or any other projections or suspend or display any goods or merchandise upon or over any sidewalk of the village so as to interfere with, obstruct or in any way impede the free passage along the sidewalks in their entire width. 

  • 257-4. (Reserved) [1]
  • 257-5. Penalties for offenses. [Amended 12-9-1996 by L.L. No. 8-1996]

Whoever violates any of the provisions of this article shall be fined in any amount not more than $250 or be imprisoned for not more than 15 days, or both, for each offense. Each day that such violation occurs or continues shall be considered a separate offense.  

ARTICLE II

Complete Streets Policy

[Adopted 10-20-2014]

  • 257-6. Policy.

     A. The Village of Fredonia will seek to enhance the safety, access, convenience and comfort of all users of all ages and abilities, including pedestrians (including people requiring mobility aids), bicyclists, transit users, motorists and freight drivers, through the design, operation and maintenance of the transportation network so as to create a connected network of facilities accommodating each mode of travel that is consistent with and supportive of the local community, recognizing that all streets are different and that the needs of various users will need to be balanced in a flexible manner.

     B. Transportation improvements will include facilities and amenities that are recognized as contributing to complete streets, which may include street and sidewalk lighting; sidewalks and pedestrian safety improvements such as median refuges or crosswalk improvements; improvements that provide ADA (Americans with Disabilities Act) compliant accessibility; transit accommodations (safe, accessible bus stops), bicycle accommodations, shared-use lanes, wide travel lanes or bike lanes as appropriate; and street trees, boulevard landscaping, street furniture and adequate and environmentally friendly drainage facilities.

     C. Early consideration of all modes for all users will be important to the success of this policy. Those planning and designing street projects will give due consideration to bicyclists and pedestrians from the very start of planning and design work. This will apply to all roadway projects, including those involving new construction, reconstruction, or changes in the allocation of pavement space on an existing roadway (such as the reduction in the number of travel lanes or removal of on-street parking).

     D. The needs of bicyclists and pedestrians shall be included in street construction, reconstruction, repaving, and rehabilitation projects, except under one or more of the following conditions:

          (1)    A project involves only basic maintenance designed to keep assets in serviceable condition, such as mowing, cleaning, sweeping, spot repair, concrete joint repair, or pothole filling. 

          (2)    There is insufficient space in the right-of-way to safely accommodate new facilities. 

          (3)    The Village Board, after review by the Planning Board, exempts a project due to the excessive and disproportionate cost related to current or projected need. 

          (4)    Board of Trustees determines that the construction is not practically feasible or cost effective because of significant or adverse environmental impacts to streams, floodplains, remnants of native vegetation, wetlands, steep slopes or other critical areas, or due to impacts on neighboring land uses, including impact from right-of-way acquisition.   

     E. It will be important to the success of the Complete Streets Policy to ensure that the project development process includes early consideration of the land use and transportation context of the project, the identification of gaps or deficiencies in the network for various user groups that could be addressed by the project, and an assessment of the tradeoffs to balance the needs of all users. The context factors that should be given high priority include the following:

          (1)    Whether the corridor provides a primary access to a significant destination such as a park or recreational area, a school, a shopping/commercial area, or an employment center; 

          (2)    Whether the corridor provides access across or under a natural or man-made barrier such as a river, creek or multilane highway; 

          (3)    Whether the corridor is in an area where a relatively high number of users of nonmotorized transportation modes can be anticipated; 

          (4)    Whether a road corridor provides important continuity or connectivity links for an existing trail or path network; or 

          (5)    Whether nearby routes providing a similar level of safety and connectivity already exist.   

     F. The design of new or reconstructed facilities should anticipate likely future demand for bicycling and walking and should not preclude the provision of future improvements. [For example, under most circumstances bridges (which last for 75 years or more) should be built with sufficient width for safe vehicle, bicycle and pedestrian use in anticipation of a future need for such facilities.]

     G. The Village will maintain a comprehensive inventory of the pedestrian and bicycling facility infrastructure (as identified in its draft comprehensive plan) and will carry out projects to eliminate gaps in the sidewalk and trail networks.

     H. Complete streets may be achieved through single projects or incrementally through a series of smaller improvements or maintenance activities over time.

     I. The Village will generally follow accepted or adopted design standards such as those provided by FHWA (Federal Highway Administration), NYSDOT (New York State Department of Transportation), and AASHTO (American Association of State Highway and Transportation Officials) when implementing improvements intended to fulfill this Complete Streets Policy, but will consider innovative or nontraditional design options where a comparable level of safety for users is present.

     J. The Village will develop implementation strategies that may include developing and adopting network plans, identifying goals and targets, and tracking measures such as safety and modal shifts to gauge success.

  • 257-7. Implementation.

The Complete Streets Policy will become effective upon adoption of this article by the Village Board of Trustees and will be implemented through the following practices: 

     A. Streets Superintendent and Village Planning Board to determine appropriate level of complete streets implementation.

     B. The Village will work with governmental agencies such as Chautauqua County and New York State Department of Transportation to encourage incorporation of the Village’s Complete Street Policy into street and road projects under their jurisdiction.

     C. Department of Public Works staff and Village Planning Board members will continuously educate themselves about best practices and cost-effective measures to design and construct complete streets, and seek out funding opportunities to develop complete streets and make recommendations to the Board of Trustees.

     D. Review from time to time the performance and success of Complete Streets Policy and institute changes that may be consistent with this policy.

[1].  Editor’s Note: Former § 257-4, Repair of sidewalks; reimbursement, as amended 12-9-1996 by L.L. No. 8-1996, was superseded 6-14-1999 by L.L. No. 5-1999. See now Ch. 240, Sidewalks.