HomeMy WebLinkAbout2019 Complete StreetsComplete Street Prioritization Plan
Cohasset, Massachusetts
Prepared for
The Town of Cohasset, Massachusetts
Prepared by
Howard Stein Hudson
April 2019
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| i |
Table of Contents
Introduction ................................................................................................................................................. 1
MassDOT Complete Streets Funding Program .................................................................................... 2
The Town of Cohasset............................................................................................................................. 3
Methodology ................................................................................................................................................ 8
Tools to Determine Deficient Conditions .............................................................................................. 8
Tools to Assess Demand ...................................................................................................................... 20
Tools to Assess Equity Concerns ........................................................................................................ 25
Project Selection .................................................................................................................................... 28
Project Prioritization .............................................................................................................................. 28
The Prioritization Plan .............................................................................................................................. 31
Prioritization Plan .................................................................................................................................. 31
Project Descriptions .............................................................................................................................. 38
CD - Table of Contents ............................................................................................................................. 45
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
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List of Figures
Crashes in Cohasset, 2012-2016 ........................................................................................ 11
Four Types of Cyclists in Portland by Proportion of Population.................................... 15
Bicycle Level of Comfort ..................................................................................................... 16
Pedestrian Conditions ......................................................................................................... 19
Latent Demand Analysis ..................................................................................................... 21
Stakeholder Input Collected via WikiMap .......................................................................... 23
Persons with Disabilities..................................................................................................... 27
List of Tables
Table 1. MassDOT Prioritization Plan ............................................................................................... 32
Table 2. Complete Streets Eligible Project Worksheet ................................................................... 36
Table 3. Complete Streets Needs Comparison Table: MassDOT vs. HSH ................................... 37
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 1 |
Introduction
Encouraging walking
and biking is a priority
for the Town of
Cohasset. When
residents can replace
short driving trips
with active
transportation, it
helps lower traffic
congestion and
improves public health
and the livability of
the Town. This
Prioritization Plan enables the Town to access resources from the Commonwealth’s Complete Streets
Funding program that can help build sidewalks, bike paths, safer crossings, and many other
opportunities to improve daily lives.
A Complete Street is one that provides safe and accessible travel alternatives for all modes—
walking, biking, transit, and motorized vehicles. Complete Streets designs contribute towards
safety, health, and economic vitality that can be enjoyed by people of all ages and ability. Having
multi-modal options to travel between home, work, schools, recreation, and retail destinations are
essential in promoting more livable communities.
Complete Streets improvements may be large-scale – such as a corridor-wide improvement – or
focused on the needs of a single mode – such as a bus shelter for a highly used bus stop. Each
improvement must meet current Americans with Disabilities Act (ADA) and the Massachusetts
Architectural Access Board (AAB) guidelines.
The Massachusetts Department of Transportation (MassDOT) recognizes the importance of projects
that provide thorough, context-sensitive, multi-modal transportation options. To promote these
priorities, MassDOT issued the Healthy Transportation Policy Directive in 2013. This directive,
while focused on state and federally funded roadways, can be applied to local roads at the municipal
level. It was through the creation of the Complete Streets Funding Program that this goal was
realized.
A view of the water from Border Street. Photo: HSH
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
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MassDOT Complete Streets Funding Program
The MassDOT Complete Streets Funding Program was created by legislative authorization through
the 2014 Transportation Bond Bill. The intent of this program was to reward municipalities that
demonstrated a commitment to Complete Streets both in policy and in practice. This was also a
great opportunity to continue to build on the relationship between the Baker-Polito Administration
and municipalities which had started earlier through the Community Compact Cabinet.
The reward to municipalities that choose to participate includes funding for technical assistance in
the development of a Prioritization Plan and funding for construction of Complete Streets projects
selected from the Prioritization Plan.
The eligibility requirements are designed to demonstrate a municipality’s commitment to embedding
Complete Streets in policy (Complete Streets Policy) and plan (Complete Streets Prioritization Plan).
The Complete Streets Funding Program is structured with three Tiers:
Tier 1 – Complete Streets Training and Policy Development
Tier 2 – Complete Streets Prioritization Plan
Tier 3 – Project Construction Funding
The Town of Cohasset submitted a Letter of Intent (LOI) on June 1, 2018 to complete Tier 1 and Tier
2 simultaneously. The Town attended a series of Complete Streets training offered by MassDOT and
submitted their Complete Streets Policy, which was approved on April 1, 2019. This document
includes the Town’s Tier 2 document – also known as the Complete Streets Prioritization Plan – and
a discussion of the process that Howard Stein Hudson (HSH) followed to create the Complete Streets
Prioritization Plan.
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 3 |
The Town of Cohasset
The Town of Cohasset can be described
as both a suburb and summer vacation
destination with its picturesque
coastline lined with large and historic
single-family homes. It is in Norfolk
County and approximately 20 miles
southeast from Boston. The town is
bordered on the west by Hingham,
northwest by Hull, northeast by the
Massachusetts Bay, and on the east
and south by Scituate. People can
access the Town by driving and taking
transit. Route 3A is the major arterial
state-owned road that traverses
Cohasset from the Hingham line south
to Scituate. There are three main east-west roads, Beechwood Road, Pond Street, and Sohier Street,
which bring drivers from Route 3A to various parts of the Town. The Town also has an MBTA
Commuter Rail station that is served by the Greenbush Line.
Cohasset’s land use is mainly residential, occupying over half of the Town’s land area. The majority
of the housing units in Cohasset are owner-occupied single-family homes, mixed with some
condominium units along Route 3A. Out of 3,473 housing units in Cohasset, 2,829 (approximately
81%) are single-family homes, 531 (approximately 15%) are apartment homes, and 113
(approximately 4%) are condominiums or townhouses.1 Additionally, out of 3,046 units that are
occupied2, 2,358 (approximately 77%) are owner-occupied and 688 (approximately 23%) are renter-
occupied.3 A handful of apartment buildings are owned and managed by the Cohasset Housing
Authority, a majority of which represents the Town’s current inventory of state-recognized
permanently affordable units for low-income families, persons with special needs, and the elderly. To
1 Selected Housing Characteristic, 2013-2017 American Community Survey 5-Year Estimates. https://factfinder.census.gov/faces/tableservices/jsf/pages/productview.xhtml?src=CF
2 Approximately 427 units are vacant housing units. A housing unit is considered vacant if no one is living in it at the time of interview. Additionally, occupied units at the time of interview by persons who are staying two months or less and who have a more permanent resident elsewhere are temporarily occupied and are classified as “vacant.” (ACS and Puerto Rico Community Survey 2017 Subject Definitions)
3 Ibid.
View of the harbor from Margin Street. Photo: HSH
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
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complement the Town’s housing and provide residents with places to congregate, shop, and eat, three
main commercial zones exist in Cohasset: Village Center, the Harbor, and Route 3A.
Cohasset’s Village Center is a mixed-use district located between Cohasset’s Town Common (to the
north), Elm Street (to the east), Brook Street (to the south), and commuter rail tracks (to the west).
The district has a mix of specialty
stores and services that include Mr.
Dooley’s Olde Irish Village Pub,
Red Lion Inn, Seabird Coffee &
Company, Ports & Company, bia
Bistro, Hajj Auto Care, Dependable
Cleaners, Fleming’s of Cohasset
Village, and Rebas Hair Salon. The
Harbor, located approximately a
quarter mile east of Village Center,
hosts recreational and commercial
marinas, resort lodging, and
restaurants. Destinations that are
popular within the Harbor include
Cohasset Yacht Club, Cohasset Maritime Institute, Cohasset Sailing Club, and Cohasset Harbor Inn.
Unlike Village Center and the Harbor, commercial development along Route 3A mainly consists of
two shopping centers with supermarkets, gas stations, car sales and repair shops, and multifamily
housing developments.
The remainder of land that makes up
Cohasset consists of protected open
space and wetlands that have been
protected from future development. The
Town’s physical coastal and inland
characteristics consist of beaches, rocky
shores, coves, and protected harbors to
the east, as well as the Wompatuck
State Park, Whitney and Thayer
Woods, and the Aaron River and Lily
Pond watersheds shared with Hingham
and Scituate to the west. The Town’s
access to water and inland resources
lend itself to various recreational
A view of Highland Avenue, the main corridor that contains most
of Village Center’s businesses. Photo: HSH
Entrance to Whitney and Thayer Woods. Photo: HSH
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 5 |
activities that include: water activities,
such as boating, kayaking, sailing,
fishing; and inland activities, such as
baseball, horseback riding, trail running,
and golf. These recreational activities,
along with the Town’s proximity to
Boston and diverse mix of local
businesses, are highly valued by Cohasset
residents and are what draws many
people to visit and settle in the town.
EXISTING ROADWAY NETWORK
Cohasset has approximately 86 miles of accepted roadway that include a mix of arterial, collector,
local, and private roads. Route 3A is the major arterial state-owned road that traverses the Town
from the Hingham line south to Scituate. It is a heavily traveled road that is approximately 24 feet
in width and includes a posted speed limit of 45 miles per hour (mph) and an annual average daily
traffic (AADT) of 13,191
(2016).4 Complete Streets
improvements along Route
3A are needed to improve the
area’s pedestrian and bicycle
connections to the rest of the
Town; however, construction
funding needs to come from
another source since the
Complete Streets Funding
Program does not fund
projects along state-owned
roads.
The Town has three main town-owned east-west roads, Beechwood Road, Pond Street, and Sohier
Street, which bring drivers from Route 3A to various parts of the Town. Beechwood Road and Pond
Street are urban collectors that provide direct access and traffic circulation from local streets near
Village Center and southeast Cohasset onto Route 3A. Beechwood Road has approximately 26 feet in
roadway width, an AADT of 3,638 (2016), two feet of shoulder on the southern side of the street, and
a narrow sidewalk on the northern side of the road up to Norman Todd Road. Pond Street has
4 MassDOT Road Inventory. https://gis.massdot.state.ma.us/roadinventory/
A view of Route 3A from Sohier Street. Photo: HSH
Sandy Beach in Cohasset. Photo: HSH
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 6 |
approximately 20 feet in roadway width, an AADT of 3,593 (2016), three feet of shoulder on the
southern side of the street, and a narrow sidewalk on the northern side of the road throughout the
entire corridor that is east of Route 3A. Sohier Street is an urban minor arterial that also provides
connections between local and
principal arterial roads in northeast
Cohasset. It has approximately 26
feet in roadway width, an AADT of
9,773 (2016), two feet of shoulder on
the southern side of the road, and a
sidewalk on the northern side of the
road for a significant portion of the
corridor.5 Other highly traveled
corridors that provide access to
commercial districts and adjacent
municipalities are North Main
Street, South Main Street, Forest
Avenue, Jerusalem Road, Atlantic
Avenue, and Border Street.
EXISTING TRANSIT NETWORK
Public transportation is available in the Town through MBTA’s Greenbush Commuter Rail Line. The
Greenbush Commuter Rail Line runs seven days a week, between Boston’s South Station and the
Town of Scituate. Trains run inbound from
5:40 a.m. to 9:07 p.m. and outbound from 6:54
a.m. to 10:57 p.m. from Monday to Friday. The
Saturday inbound schedule is from 7:15 a.m. to
10:26 p.m. and 8:05 a.m. to 11:54 p.m.
(outbound). The Sunday inbound schedule is
from 7:15 a.m. to 10:26 p.m. and 8:05 a.m. to
11:54 p.m. (outbound).
EXISTING BICYCLE AND
PEDESTRIAN NETWORK
Cohasset’s landscape is partially characterized
by its narrow roads that are located along
scenic routes. Despite the narrow configuration
5 Ibid.
The platform at the Cohasset Commuter Rail Station.
Photo: HSH
Village Center has a network of sidewalks,
specifically along Highland Above (example shown
above). Photo: HSH
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 7 |
of most of its roadways, the Town does
have a small network of sidewalks
along roads that connect to Village
Center (e.g., North/South Main Street,
Ripley Road, Cushing Road, Pond
Street, Elm Street, and Sohier Street).
The Town’s goal is to close the gaps in
the existing sidewalk network to
provide better pedestrian connectivity
to various destinations in the area and
eliminate the physical barrier for
residents to be able to use roads for
other purposes than just driving.
There is currently no on-road bicycle
infrastructure in Cohasset. The lack of
bicycle infrastructure restricts cycling within the Town to residents who do not mind bicycling
adjacent to vehicles traveling at varied speeds. Fortunately, some of the Town’s roadways that have
shoulders can be used as an informal facility and provide some protection for cyclists. One of the
Town’s assets is their 1.5-mile
multi-use trail called the
Whitney Spur Rail Trail that
provides pedestrian and bicycle
access to the Whitney and
Thayer Woods nature reserve
from the Cohasset Commuter
Rail Station.
COMMUTERS
Using the American
Community Survey’s (ACS) 5-
Year Estimate, employees in Cohasset have a longer than average commute time (37 minutes) than
Norfolk County (34 minutes). The most common method of travel for workers in Cohasset was
“Drove Alone” (68%), followed by those who took public transit (20%), worked from home (7%), and
carpooled (3.9%). Approximately 0.6% of resident workers walk to work, while there are no residents
who bike to work.6
6 2013-2017 American Community Survey 5-Year Estimates
A cyclist seen riding along Atlantic Avenue. Photo: HSH
A portion of the Whitney Spur Rail Trail in Cohasset. Photo: HSH
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 8 |
Methodology
At Howard Stein Hudson (HSH), we believe that the Complete Streets Prioritization process is an
opportunity for a comprehensive and holistic look at the unique needs of each community. We utilize
several innovate tools to better understand existing conditions and the effect proposed projects will
have. Together, these tools allow us to answer three key planning questions: Where are existing
conditions deficient? What are the community’s priorities? And finally, where is the demand?
With a focus on pedestrians and bicyclists, our data collection and analysis develop a complex
understanding of where conditions are unsafe, uncomfortable, or inaccessible, as well as where safe
and comfortable routes can be best utilized to expand the pedestrian and bicycle networks.
Community and municipal input contributes local expertise to the project identification and selection
processes and informs an understanding of the community’s values. Equity assessments home in on
the neighborhoods most in need of transportation network and facility improvements. Finally,
measures of network latent demand provide an understanding of project opportunities and are
another important factor for consideration within the prioritization process.
Each set of analysis used to select and prioritize the project list is data driven, transparent, and
easily communicated through visual tools. These tools are designed to be living documents that can
assist in the Complete Streets Prioritization process today and other planning initiatives moving
forward. In this section, we describe each tool and the existing conditions found in Cohasset.
Tools to Determine Deficient Conditions
To determine the locations where Complete Streets improvements are desirable and necessary, HSH
uses a series of data. The following tools show where there may be gaps in connectivity that deter
people from walking and bicycling.
SAFETY
The safety of all road users is a top concern for the Complete Street Prioritization process. Bicycle
and pedestrian crashes are taken from MassDOT crash reports from the five most recent complete
years of data; at the time of this report, the most recent data available is from 2012 – 2016. Five
years of data are used to get a larger set of data points and a better sense of patterns in crashes.
Location of crashes indicate where intersection or corridor projects could best improve safety
condition. Identified projects that address crash locations hold a high level of priority within our
project rankings. Providing dedicated bicycle facilities, such as consistent shoulders or dedicated
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 9 |
bicycle lanes, as well as clearly marked wayfinding signage to direct cyclists to safer, residential
streets, can help reduce crashes involving bicyclists.
EXISTING CONDITIONS – BICYCLE CRASHES
Figure 1 reflects locations of crashes involving cyclists and vehicles in Cohasset between 2012 and
2016. Within the span of five years, 11 nonfatal bicycle and pedestrian crashes were reported in
Cohasset and located in various parts of the Town. Seven bicycle crashes occurred at the following
locations 7:
Near 713 Jerusalem Road,
Cushing Road and Norfolk Road intersection,
Jerusalem Road and North Main Street intersection,
Hull Street and Lamberts Lane intersection,
Border Street and Otis Ave intersection,
Pond Street and Lantern Lane intersection, and
near Hull Street.
The causes of these crashes involved either vehicles sideswiping cyclists traveling in the same
direction, vehicles colliding with left-turning cyclists, or vehicles colliding with cyclists while
entering or leaving their travel lanes.
EXISTING CONDITIONS – PEDESTRIAN CRASHES
Pedestrian-vehicle crashes also serve an important factor within HSH’s project identification and
prioritization. In addition to bicycle-vehicle crashes, Figure 1 reflects locations of crashes involving
pedestrians and vehicles from 2012 – 2016. Although two pedestrian-vehicle crashes occurred in
Cohasset, one crash did not have X-and-Y coordinates, so it not shown on Figure 1. The one
pedestrian-vehicle crash that is spatially known was located near the intersection of Beechwood
Street and Route 3A during the day. The cause of this crash involved a vehicle turning left while the
pedestrian was attempting to cross the street. The crash severity was minor, and no one was injured.
EXISTING CONDITIONS – VEHICULAR CRASHES
The vehicular crash map (Figure 1) reflects 710 vehicular accidents that occurred in Cohasset
between 2012 and 2016. Most traffic crashes occurred in the Town Village, Forest Street, Jerusalem
Road, and Route 3A. The most common types of crashes were angle, rear-end, and single-vehicle. Out
of the total crashes, two were fatal. One of the two occurred in February 2012 on Beechwood Street.
7 Two bicycle crashes are not shown on Figure 1 because they had missing X-and-Y coordinates, therefore were not included on the graphic.
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 10 |
The driver had lost control of his car on Beechwood Street and crashed into a tree and a utility pole.8
The second fatal crash occurred in November 2016 and on Forest Avenue where the driver also
collided with a utility pole and a large tree.9
8 Cohasset man, 86, dies in crash on Beechwood Street, Wicked Local. https://www.patriotledger.com/x183257566/Cohasset-man-86-dies-in-crash-on-Beechwood-Street
9 Cohasset police release name of man killed in Forest Avenue crash, Wicked Local. https://cohasset.wickedlocal.com/news/20161117/cohasset-police-release-name-of-man-killed-in-forest-ave-crash
HOWARD STEIN HUDSON
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
Not to
scale.
Bicycle and Pedestrian Crashes All Vehicle Crashes
Figure 1. Crashes in Cohasset, 2012-2016
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Manner of Collision
Bicycle-Vehicle Crashes
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Pedestrian-Vehicle Crashes
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Manner of Collision
Single vehicle crash!
Angle!
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Not to
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Data Source: MassDOT Crash Portal
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 12 |
LEVEL OF COMFORT
To improve and create excellent active transportation environments, we assess both bicycle and
pedestrian level of comfort. Level of comfort addresses not only whether a sidewalk or bicycle
accommodation is provided, but also other factors, such as the speed of traffic, proximity to green
space, separation from the roadway, and the presence of an on-street parking lane. These factors
contribute not only to the physical safety of vulnerable road users, but also to the overall comfort of
the roadway, which is a major factor of whether pedestrians and bicyclists will use it.
Areas with low comfort are targeted for project selection. During the prioritization process, projects
with low bicycle or pedestrian comfort receive greater priority as well as projects that would increase
the level of comfort most. Fixing a short, low-comfort segment can often bridge two neighborhoods’
high-comfort streets, substantially expanding the bicycling network in both neighborhoods.
For both bicycle and pedestrian analyses, we use the road edge as the basis for geographic
information systems (GIS) analysis rather than the centerline. This allows us to have directionality
for each segment and add subtleties such as one-sided on-street parking, one-way routes, or
intersection crossings for each direction.
MassGIS roadway data is used to assign road speed, average daily traffic (ADT), number of adjacent
lanes, the presence and width of a median, and roadway surface width values to each segment, as
well as the roadway characteristics for intersection crossings. Manual data entry for each segment
recorded the type and width of sidewalks or bicycle facilities, the presence of a centerline, right-turn
lane characteristics at signalized intersections, and the presence of on-street parking, including
whether the parking is long-term (generally residential) or short-term (commercial zones), to
determine the frequency of bike lane blockage. In certain cases, adjustments were made to reflect
local knowledge of conditions not captured by the analysis, such as the impact of sharp curves on
level of comfort.
BICYCLE LEVEL OF COMFORT
The Bicycle Level of Comfort (BLOC) methodology is based on analysis originally carried out by
Professor Peter Furth of Northeastern University. His team developed a set of criteria to determine
the level of traffic stress for road segments, which correspond to the type or ability of bicyclist who
would be willing to ride on that segment. The types of riders relate to categorizations first presented
by Roger Geller, Bicycle Coordinator at the Portland Bureau of Transportation in Oregon, which
classified cyclists into four categories: “No Way No How,” encompassing 33% of the population of
Portland, Oregon who are not interested in bicycling at all; the “Interested but Concerned” group,
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 13 |
which makes up 60% of the population; “Enthused and Confident” riders who make up about 7% of
the population; and “Strong and Fearless” riders who make up less than 1% of the population.10
We have based our analysis for the Town of Cohasset on the same methodology with minor
adjustments to produce a town-wide map of Bicycle Level of Comfort, ranging from high to low. In
general, those in the 60% population range who are interested but concerned would likely be willing
to ride only on the most comfortable routes, thus falling into the “High” and “Medium-High Comfort”
categories in our analysis. These routes typically include physically separated bicycle facilities, off-
street trails, and low-speed residential roads that are often without centerlines. Confident and
enthused riders would likely be willing to ride on road segments that fall into the “Medium-Low”
Comfort category, and strong and fearless bicyclists would fall into the “Low” Comfort category. A
low-stress cycling network is one where most of the population would feel comfortable riding; as
such, we consider high and medium-high comfort routes to dictate the usable cycling network.
Existing Conditions- Bicycle Level of Comfort
The Bicycle Level of Comfort map (Figure 3) shows locations where people would and would not feel
safe riding, as well as helps identify projects that would most benefit modal shift towards cycling.
Roadways that see high vehicular volumes and speeds will have the lowest levels of comfort such as
Route 3A and a portion of North Main Street. Since Route 3A serves as Cohasset’s main corridor that
provides the highest mobility to adjacent municipalities, roadway conditions will often be less
accommodating to pedestrian and bicyclists due to high vehicular speeds and volumes. Although
projects proposed along Route 3A cannot be funded through this program since it is under state
jurisdiction, there is potential to still include interventions through other funding programs that
could improve the safety and comfort of cyclists and pedestrians that use these corridors to get
around.
Overall, Figure 3 shows that most streets in Cohasset would theoretically be comfortable for cycling.
Residential sections with fewer conflict areas (e.g., commercial driveways) are more comfortable for
bicyclists, while sections with many turning movements and higher traffic volumes feel less safe,
such as Forest Avenue, South Main Street, and Sohier Street. The area adjacent to Village Center
and the Town Common saw segments that resulted in medium comfort due to on-street parking.
Although both areas are relatively walkable and have low speed limits, on-street parking can create
a “dooring”11 collision and become a potential threat to bicyclists riding along Highland Avenue.
Additionally, Jerusalem Avenue and Atlantic Avenue resulted in a high comfort scores because of
10 Four Types of Transportation Cyclists, www.portlandoregon.gov
11 Dooring is a type of traffic collision between bicyclists and drivers. This type of collision occurs when a bicyclist is struck by a car door that was opened without checking for a cyclist through a proper shoulder check or the use of the side mirror.
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 14 |
their narrow configuration, roadway classification, and relatively low AADT; however, residents
have stated that their experience bicycling along those roadways is far from comfortable. Due to
those corridors’ circuitous configuration paired with the actual speeds people drive, the comfort level
that was felt by residents who used those roadways as bicyclists was low.
HOWARD STEIN HUDSON
SPEED
LIMIT25 SEPARATEDBIKE LANEMIXEDTRAFFICResidential streets and those without a center lane
have higher comfort
Separated bike lane is high comfort regardless of
vehicle speed
SPEED
LIMIT30 BIKE LANESADJACENTTO PARKING BIKE LANESADJACENTTO CURBWide buer limits risk of dooring
Buer adds separation from moving trac
High Level of Comfort
SPEED
LIMIT25
SPEED
LIMIT30
Residential streets and those without a center lane
have higher comfort
SPEED
LIMIT30
SPEED
LIMIT30
SPEED
LIMIT30
SPEED
LIMIT30
Low risk of bike lane blockage
Medium-High Level of Comfort
Interested, but Concerned
60% OF THE POPULATION
SPEED
LIMIT25
SPEED
LIMIT30
Number of lanes and vehicle speeds reduce comfort
SPEED
LIMIT35
Risk of dooring and bike lane blockage
Low-Medium Level of Comfort
Enthused and Confident
7% OF THE POPULATION
SPEED
LIMIT35MIXEDTRAFFICMIXEDTRAFFIC
Number of lanes and vehicle speeds reduce comfort
SPEED
LIMIT40BIKE LANESADJACENTTO PARKING BIKE LANESADJACENTTO CURBRisk of dooring and bike lane blockage
Low Level of Comfort
Strong and Fearless
<1% OF THE POPULATION
Data Source: Portland Bureau of Transportation
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
Figure 2. Four Types of Cyclists in Portland by Proportion of Population
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C U S H I NHigh Comfort
Medium to High Comfort
Low to Medium Comfort
Low Comfort Not to
scale.
Data Source: Howard Stein Hudson; MassDOT; Peter Furth
HOWARD STEIN HUDSON
COMPLETE STREETS PRIORITIZATION PLAN
April 2019Town of Cohasset
Figure 3. Existing Bicycle Level of Comfort
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 17 |
PEDESTRIAN LEVEL OF COMFORT
HSH developed a similar measure of Pedestrian Level of Comfort (PLOC) to complement the Bicycle
Level of Comfort analysis. Variables included are intended to reflect the pedestrian experience in
terms of safety and amenity. Typically, our analysis is divided into Facilities Level of Comfort and
Surroundings Level of Comfort. The Facilities Level of Comfort analysis includes measures such as
the width of each sidewalk, as well as the narrowest point, including blockage by utility poles or
other obstacles that may inhibit the passage of persons with disabilities. The criteria used to
evaluate the Level of Comfort resulting from the surroundings include adjacent roadway conditions
such as speed or average daily traffic, whether the sidewalk is near a high-volume corridor, the
primary land use, and the diversity of commercial or downtown areas. The Facilities and
Surroundings level of comfort analyses were applied to the existing sidewalk network provided by
MAPC.
We supplemented that analysis by looking at the Town’s pedestrian network, identifying corridors
that have sidewalks and determining the condition of the identified sidewalks as excellent (very
smooth/new), good (smooth with few bumps and depressions), fair (comfortable with intermittent
bumps and depressions), and poor (uncomfortable with frequent bumps and depressions).
Existing Conditions- Pedestrian Network
Figure 4 shows locations where sidewalks are present and their conditions relating to their existing
infrastructure quality and surrounding environment. The PLOC – Facilities Analysis reflects the
pedestrian experience in relation to infrastructure conditions. The results of the PLOC – Facilities
Analysis (Figure 4) varied. Factors that would have made an impact on the Level of Comfort scores
for the Facilities Analysis include: narrow widths, inadequate sidewalk condition, discontinuous
(thus creating sidewalk gaps in the network), and lack of buffers that would provide some protection
for pedestrians from incoming vehicles, driveways, and lack of grade separation and roadway
shoulders. Sidewalks along Summer Street, Pond Street, Sohier Street, Beechwood Street, and
Village Center scored high due to lack of obstructions, wider sidewalk widths, or good pavement
quality. Comfort levels decrease as sidewalks become narrower leaving Village Center. Sidewalks
that scored low could have been because they were not grade-separated or lacked adequate vertical
and lateral buffers.
The result of the PLOC – Surroundings Analysis shows that most sidewalks in the two
neighborhoods are medium to low comfort. Figure 4 reflects the pedestrian experience along
existing sidewalks, in relation to the adjacent surroundings. Factors that influence the level of
comfort scores for the Surroundings Analysis include: roadway conditions (e.g., number of lanes,
ADT, and road speed), whether the segment is in 1/10th of a mile from a highway, and the level of
diversity within the land uses that are adjacent to the sidewalk segments. Segments that are
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 18 |
adjacent to roadways with high numbers of lanes, AADT value, and posted speed limits score lower.
Streets that are adjacent to low-diversity commercial uses, like parking lots, score low in the
Surroundings Analysis. This includes portions of North and South Main Streets that are not near
Village Center. Streets that scored high-to-medium under the Surroundings Analysis include
roadways that are within Village Center, which are attributable to Highland Avenue’s diversity of
services and two-lane and relatively low-speed conditions. Through the Surroundings Analysis, we
can identify areas where people may be more or less inclined to walk, independent of sidewalk
quality.
Not to
scale.
HOWARD STEIN HUDSON
Presence of Sidewalk Pedestrian Level of Comfort - Facilities Analysis
Pedestrian Level of Comfort - Surrounding Analysis
Figure 4. Pedestrian Conditions
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
Chief Justic
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oute 3A
M endel RdSchofie l RdK
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Beechwood StBrew s te r R dForest AveC ed a r St
L a m b erts LnS urry Dr
Red Gate L n
Ripley Rd
N or t h M a i n St
Pleasant StNorfolk R dPond StC
u
s
hin
g Rd
S u m mer StSout
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N o rm a n T odd RdElm StBeach StA
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erusal
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Existing Sidewalk Network
Sidewalk Present
No Sidewalk Present
Scituate
Hingham Ch
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3A Pond StSohier StN o rt h M ai n St
Elm St
Sout
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Norm a n T o d d RdBeechwood StDoane S
t
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Low Comfort
Medium Comfort
High Comfort
Highest Comfort
S u m mer StCh
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f
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3A Pond StSohier StN o rt h Main S t
Elm St
Sout
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n StRipley Rd
No rm a n T o d d RdBeechwood StDoane S
t
K
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n
g
S
t Pleasant StNorfolk C
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h
ing Rd
Lowest Comfort
Low Comfort
Medium Comfort
High Comfort
Highest Comfort
S u m mer StNot to
scale.Not to
scale.
Not to
scale.
Data Source: Howard Stein Hudson
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 20 |
Tools to Assess Demand
POINTS OF INTEREST
HSH considers the proximity of
points of interest such as health
care services, schools, including
public schools and pre-schools, as
well as public services, such as a
town hall, library, or police station.
Cohasset’s Village Center hosts
many destinations, attracting
pedestrians and cyclists. The
proximity to points of interest
analysis demonstrates which areas
of the roadway network could best
serve pedestrians and cyclists trying to reach these important destinations.
EXISTING CONDITIONS – BICYCLE LATENT DEMAND
A convenient cycling distance of one mile is used as a buffer for the bicycle latent demand analysis.
The Bicycle Latent Demand (Figure 5) shows that the area around Village Center holds the
greatest number of destinations and would greatly benefit from having bicycle infrastructure that
would separate cyclists from traffic, such as a conventional bicycle lane. Creating safe bicycle
infrastructure in this area would also improve multimodal connections from Village Center to the
Harbor and waterfront.
EXISTING CONDITIONS – PEDESTRIAN LATENT DEMAND
Using a reasonable walking distance, a half mile buffer around the points of interest is used as the
distance for the pedestrian latent demand analysis. Similar to the Bicycle Latent Demand map, the
Pedestrian Latent Demand map (Figure 5) shows high latent demand near Village Center,
specifically along Highland Avenue. Highland Avenue has a relatively high concentration of mixed
commercial uses, restaurants, and retail. Providing adequate pedestrian infrastructure in residential
neighborhoods that connect to Highland Avenue (e.g., Pleasant Street and Sohier Street) would
provide a great number of benefits to the Town and residents living in those areas.
Seabird Café & Co., a well-visited coffee shop in Village Center.
Photo: HSH
Not to
scale.
HOWARD STEIN HUDSON
Points of Interest Pedestrian Latent Demand
Bicycle Latent Demand
Figure 5. Latent Demand Analysis
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
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Health services!
Parks/open spaces!
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Civic services!Schools!
Senior destinations!
MBTA Commuter Rail Stop!
Scituate
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1 39
Not to
scale.Not to
scale.
Not to
scale.
Data Source: Howard Stein Hudson
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 22 |
STAKEHOLDER INPUT
The Prioritization Plan seeks to incorporate as many ideas and visions of community members. In
the beginning of the project process, HSH staff met with the Town of Cohasset to initiate the project
and discuss potential projects to be included in the Prioritization Project List. After the kick-off
meeting, a community public meeting was held to inform the residents of the Complete Streets
Funding Program and to solicit comments and project ideas on problematic areas for pedestrians,
cyclists, and those with disabilities. To accommodate community members who were unable to
attend the meetings in person or who preferred to leave comments following the meetings, a
WikiMap was created to allow community members to contribute to the process online. The WikiMap
was posted on Cohasset’s public website with the purpose of gathering input from a broad range of
stakeholders.
WIKIMAP
The WikiMap was created to allow community members to contribute their comments, concerns, and
project ideas. It proved to be successful in capturing comments that addressed issues throughout the
Town of Cohasset. The website allowed users to provide comments by user type (e.g. Accessibility
(ADA), Bicycle, Driver, Pedestrian, and Transit). HSH collected 74 comments through the WikiMap
(Figure 6). From the five user types, residents provided the most feedback for the Town’s
pedestrian infrastructure with 50 comments (68% of the total comments). The remainder were
comments regarding bicycling (12), ADA accessibility (9), and transit-related (3). Many of the
comments were located in Village Center and along North Main Street and King Street. The top
concerns that all user types expressed were high vehicular speeds along specific corridors, missing
and/or obstructed sidewalks, and difficult and/or dangerous crossings.
HOWARD STEIN HUDSON
Data Source: Howard Stein Hudson; WikiMap
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
Figure 6. Stakeholder Input Collected via WikiMap
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 24 |
FIRST PUBLIC INFORMATION MEETING
A comprehensive public process was executed to gauge community input and experience. The Public
Meeting was held on January 31, 2019 at the Pratt Memorial Library, in which HSH staff met with
Town staff and residents to present about the Complete Streets Funding Program and collect
feedback from the residents. A presentation was given by HSH staff that included information on the
Compete Streets Funding Program and Cohasset’s existing conditions findings. After the
presentation was given, HSH staff, residents, and Town officials sat together to discuss
transportation issues and opportunities within Cohasset. The main areas of concern that were
discussed during the Public Meeting were:
Pedestrian connections to the Cohasset Commuter Rail Station,
Route 3A connections,
Access and flow to the Harbor and Sandy Beach, and
Village Center,
A major concern for residents was pedestrian access to the Cohasset Commuter Rail Station. Given
many narrow configurations along North Main Street, which is the main road that connects the
Station to the southeastern portion of the Town, it is difficult to implement any physical
improvements that would improve walking conditions through this corridor. An alternative that was
explored was improving walking and bicycling conditions along King Street and Route 3A so that
residents can use these two corridors to access the Whitney Spur Rail Trail, which would then
provide a direct connection to the Station. Improvements along Route 3A were also briefly discussed,
particularly sidewalk projects that are
planned to occur in the upcoming years.
Problematic intersections such as
Sohier Street and Route 3A, Forest
Avenue and Route 3A, and North Main
Street and Route 3A, were also
highlighted.
Residents wanted to see better
sidewalks to improve the pedestrian
flow between the Sailing Club and
Village Center. The sidewalks that are
currently along Border Street are not
grade-separated so drivers tend to park
on sidewalks since it is difficult to
differentiate between the sidewalk and
Vehicles parking on sidewalk along Highland Avenue. Photo:
HSH
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 25 |
the roadway. Additionally, access to Sandy Beach is a problem from a walking standpoint. Walking
conditions along Beach Street and Nichols Road, the two main roads that people use to get to Sandy
Beach, are extremely dangerous without sidewalks present because of their narrow configuration
and high vehicular speeds (even though both roads have a speed limit of 15 mph). Since the two
roads are too narrow to have sidewalks, residents suggested clear signage and possibly designating
both roads as scenic roads.12
Village Center was another area of concern that was heavily discussed at the meeting. Residents
expressed the need for better lighting along roadways approaching Village Center, particularly along
Sohier Street where the South Shore Music Circus venue is located. During warmer months, many
visitors and residents tend to park at the Music Circus parking lot and walk over to Village Center
before performances and concerts; however, many have said it becomes unsafe to walk during the
evening time because of the lack of lighting along both destinations.
Tools to Assess Equity Concerns
To ensure an equitable distribution of resources for those who may greatly benefit from improved
street conditions, we consider environmental justice neighborhoods and populations with disabilities
in this plan. Data from the 2010 U.S. Census and the American Community Survey (ACS) 2007-
2016 5-Year Estimates were used to determine Census 2010 block groups that exceed environmental
justice thresholds for limited English households, low income households, and/or high minority
populations.13 Using the ACS 5-Year estimates, the percentage of persons with disabilities was
calculated for each census tract. ACS is a continuous data collection effort led by the U.S. Census
Bureau to measure the dynamic social and economic characteristics of the U.S. population. Since
ACS replaced the decennial Census long-form, there is no disability data in the 2010 Census. Unlike
the U.S. Census, ACS only provides self-reported information and so represents a sample of the total
population.
ENVIRONMENTAL JUSTICE COMMUNITIES
According to the 2010 U.S. Census data, Cohasset has no census block groups that exceed
environmental justice thresholds for high minority populations, low-income households, or limited
English households. Cohasset’s population is primarily residents who identify themselves as White
(98.3%). Approximately 0.7% of the population identify themselves as Asian, 0.5% as two or more
12 Cohasset adopted a law in May 2017 called “Scenic Roads.” This byway is intended to protect the natural beauty that exists along the rights-of-way of specific roadways designated as scenic roads by the Town. When a corridor is designated as a scenic road, road work is heavily restricted and regulates utility and road work, cutting or removal of trees, tearing down or destruction of stone walls, and sidewalk construction.
13 MassGIS Data: 2010 U.S. Census Environmental Justice Populations
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 26 |
races, 0.3% as Black or African American, and 0.1% as American Indian and Alaska Native.14 To
exceed the environmental justice threshold, the total population must include 25% minority. The
Town does not meet Massachusetts’s environmental justice threshold for the “low-income household”
variable; the Town’s estimated median household income is $140,000 whereas the estimated County-
wide median income is $95,668 and $74,167 for the State-wide median income.15
PERSONS WITH DISABILITIES
ACS respondents that self-report any of the following six disability types are considered to have a
disability and are counted in the estimates: hearing difficulty, vision difficulty, cognitive difficulty,
ambulatory difficulty, self-care difficulty, and independent living difficulty.16 Each census block
within Cohasset has between 1% and 6% of the population living with some form of disability. As
shown on Figure 7, the census blocks with the highest percentage of disabled persons are located
along Route 3A and the eastern end of the Town. Located along Route 3A, Sunset of Cohasset and
the Cohasset Knoll Nursing Rehabilitation Facility both provide housing and nursing care to seniors.
The location of these two centers likely contribute to the census block that shows to have one of the
two highest percentages of disabled persons.
14 Community Facts, 2013-2017 American Community Survey 5-Year Estimates. https://factfinder.census.gov/faces/tableservices/jsf/pages/productview.xhtml?src=CF
15 Ibid.
16 How Disability Data are Collected from the American Community Survey, Census.gov
HOWARD STEIN HUDSON
3%2.3%3%2 %1.7%
5.2%5 2%2%%%5.2%2%%
4.3%4.%4.3%
RIVER RDTOWER LN
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1.2%
2.5%
Not to
scale.
Data Source: ACS 5-Year Estimates
COMPLETE STREETS PRIORITIZATION PLAN
April 2019Town of Cohasset
Figure 7. Persons with Disabilities
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 28 |
Project Selection
HSH looks at Cohasset comprehensively and proposed projects that reflect the needs and priorities of
the Town, as well as the results of our tools. Each tool for measuring existing conditions and
pedestrian and bicycle demand contributes to an understanding of the existing conditions in
Cohasset. Using these tools to determine potential project locations, we use aerial imagery, field
observations, and discussions with Town officials to create a list of potential projects for
consideration. Projects range from low-cost, low-design projects like installing ADA-compliant curb
ramps on existing crosswalks to projects that may require more design, such as construction of new
sidewalks and roundabouts. These projects were discussed with the Town and refined.
Project Prioritization
The prioritization process was completed by assessing each project based on the extent to which it
addresses a range of concerns to help with the ranking of projects found in Cohasset’s Prioritization
Plan. HSH’s analysis mirrors MassDOT’s prioritization requirements while adding an additional
layer of nuance to the prioritization of projects. The remainder of the projects will remain as options
for future Complete Streets funding cycles.
For each proposed project site, values reflecting existing and, where appropriate, proposed conditions
are recorded to generate a ranked list of projects. To normalize the values, each variable is scaled
between zero and ten such that a higher scaled score relates to higher priority. Weights are used to
reflect the desired influence of each variable in the prioritization process. Notes explaining the
methodology for assigning values to each category are listed below.
NETWORK CONNECTION
Each project is assessed on whether it creates a new connection within the existing pedestrian or
bicycle networks, categorized as “Full,” “Partial,” or “None.” A full connection either connects
existing acceptable pedestrian or bicycle conditions or extends to usable network. A partial network
connection is one that does not connect to existing acceptable pedestrian or bicycle conditions or only
closes a network gap in conjunction with other proposed projects. Projects that require phasing over
multiple years are considered to provide partial network connections. A categorization of “None”
would be used for a project that does not create a new facility, such as sidewalk reconstruction, or
one that creates a new link unconnected to the existing sidewalk.
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 29 |
POINTS OF INTEREST
Points of interest including healthcare services, schools, libraries and public services within a
convenient walking distance (half mile) and bicycling distance (one mile) were considered and
weighted for each project. For example, projects around Village Center and the Harbor that
proposed to increase safety through crosswalk improvements were weighted higher than bicycle
route signage along Atlantic Avenue since Village Center and the Harbor are areas of the Town that
have the largest number of destinations relative to other areas of Cohasset.
NUMBER OF PEDESTRIAN AND BICYCLE CRASHES ADJACENT TO
PROJECT
Crash locations taken from MassDOT’s 2012-2016 crash reports were considered and analyzed with
an upmost priority in influencing recommendations for projects to increase safety at key crash
locations around Cohasset.
EXISTING BICYCLE LEVEL OF COMFORT AND EXISTING PEDESTRIAN
NETWORK/LEVEL OF COMFORT
Using HSH’s Bicycle Level of Comfort and Pedestrian Network/Level of Comfort maps, the different
projects were assigned either a typical bicycle and pedestrian level of comfort value for corridors to
account for corridor length, or, in the case of projects at intersections, the worst condition present is
chosen.
PROPOSED CHANGE IN BICYCLE LEVEL OF COMFORT AND PROPOSED
CHANGE IN PEDESTRIAN NETWORK/LEVEL OF COMFORT
Projects are assigned a proposed level of change in level of comfort, ranging from no improvement to
high. If the project improvements are minor or the existing level of comfort is already high, the
project is considered to have a “low” impact. If project improvements for bicycle and pedestrian
comfort are anticipated to be significant, they are considered to have “medium” or “high” impact. For
example, a sidewalk construction project where none existed before would generally have a high
impact on pedestrian comfort than a sidewalk reconstruction project.
CROSSING IMPROVEMENT
Projects that improved the safety or accessibility of a crossing for pedestrians or cyclists were
weighted higher than projects that did not. Examples of crossing improvement projects that can be
found in Cohasset’s Prioritization Plan are ADA-compliant curb ramps at the Sohier Street and
Ripley Road intersection and Depot Court/Ripley Road and Pleasant Street intersection and
crosswalk improvements on Elm Street (adjacent to Summer Street), near Pratt Memorial Library,
and within the Town Common.
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 30 |
PERCENT OF PERSONS WITH A DISABILITY
Using ACS’s 5-Year Estimates, the percentages of persons with a disability within a one-quarter
mile distance from a project site were calculated and used to prioritize projects. Areas of the Town
that had high proportions of disabled residents were weighted higher than areas of the Town that
had fewer disabled residents.
NUMBER OF ACTIVE ADULT NEIGHBORHOODS OR ASSISTED LIVING
FACILITIES
The number of active adult neighborhoods or assisted living facilities within a quarter mile of each
project corridor or intersection were counted in the prioritization of each project in the Prioritization
Plan. The following facilities were identified and considered in the prioritization: Sunrise of
Cohasset, Cohasset Knoll Nursing Rehabilitation Facility, and Cohasset Senior Center.
SCHOOL WALK ZONE
The number of schools within a half mile of a project was considered in the prioritization process. A
one-half mile buffer was used to capture areas where residents could potentially walk to school if
appropriate facilities were available. The following schools were identified and considered in the
prioritization: Cohasset High School, Cohasset Middle School, Deer Hill Elementary School, Joseph
Osgood Elementary School, Carriage House Nursery School, and Brown Bear Children’s Center.
STAKEHOLDER INPUT
Input from the Public Meeting, WikiMap, and any email communications with community members
were incorporated into the list of proposed projects. To prioritize projects with the most support,
projects that received the most attention from the Town (i.e. residents and Town government) and
that were located within WikiMap pinpoint clusters were weighted higher compared to areas with
less attention or WikiMap activity.
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 31 |
The Prioritization Plan
The prioritization process resulted in a list of project proposals that aim to both improve the Town’s
existing infrastructure and further the Town’s goal of achieving a comprehensive active
transportation network that would fully support Complete Streets principles in the future.
Prioritization Plan
The final project list is outlined in the MassDOT Tier 2 document, which will be used by the Town to
schedule the construction of Complete Streets for the coming years (Table 1). Project types are
defined in Table 2, the Eligible Project Worksheet, provided by MassDOT. HSH’s analysis mirrors
MassDOT’s prioritization criteria of Environmental Justice, Safety, ADA Accessibility, Pedestrian
Mobility, Bicycle Mobility, Transit Operations and Access, Vehicular Operations, and Freight
Operations, while adding an additional layer of nuance to the prioritization of projects, as outlined in
Table 3. Additionally, estimates that are completed for the top 18 projects are completed to the best
of the firm’s ability at the concept level. While some projects may require low levels of design and can
be pursued at the Town’s discretion, HSH recommends revisiting all estimates as detailed design is
available. HSH also strongly suggests that full design for intersection reconstruction projects be
completed before applying for Tier 3 funding to ensure the correct level to MassDOT and additional
funding sources are identified and granted.
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
MassDOT Complete Streets Funding Program Project Prioritization Plan
Municipality Cohasset Date 4/1/2019
MassDOT District 5 Name/Title Peter Matchak/Director of Planning
EJ
Rank Project Name Project Description
Environmental
Justice
Population
Project Limits
Project Start
Location: X,Y
Coordinates
(MA State Plane
meter)
Project End
Location: X,Y
Coordinates
(MA State Plane
meter)
Complete Streets Project
Origin
(planning documentation or
supporting analysis)
Complete Streets
Project Type
(refer to the
Eligible Projects
Worksheet)SafetyADA AccessibilityPedestrian MobilityBicycle MobilityTransit Operations and AccessVehicular OperationsFreight OperationsWill this project be
in Coordination
with other
Communities?
(list, if applicable)
Total
Estimated
Project Cost
Complete
Streets
Funding
Requested
Other
Funding
Source(s) and
Amount
(if applicable)
Anticipated
Construction
Duration
(number of months)
Desired
Construction Start
Date
(month/year)
13
Town Common Pedestrian
Improvements: Crosswalks,
Curb Tightening, and
Sidewalk Reconstruction
Within walking distance to shops and restaurants, Cohasset's Town
Common is a heavily visited destination that can be improved on
through Complete Streets improvements. Improvements at this
destination will include: seven (7) crosswalks with ADA-compliant curb
ramps; curb tightening on the left side of William B. Long Junior Rd;
sidewalk reconstruction of the Town Common, bounded by Highland
Avenue, Robert E. Jason Road, William B. Long Jr. Road, and South
Main Street (approximately 1,308 ft); repaving the diagonal walkway
on the Town Common that connects South Main Street and Highland
Avenue (approximately 300 ft).
No Town Common 257490, 888223 CS Needs Assessment S6, P2, P3, P5,
P9 x x x No 257,000$ 257,000$ N/A 6 months September 2019
15 Crossing Improvements near
Cohasset Harbor Inn
A new crosswalk with ADA-compliant curb ramps along Margin Street
(adjacent to 3 Margin Street) will be constructed. The curb on the
south side of Margin Street will also be extended to form a bulb-out.
The existing crosswalk across Summer Street (adjacent to 98 Summer
Street) will be reconstructed with ADA-compliant curb ramps.
No Margin Street and Summer Street
Intersection 258145, 888011 258169, 887932 CS Needs Assessment P2, P3, P8, P9 x x x No 50,000$ 50,000$ N/A 6 months September 2019
14 Highland Avenue at Elm Street
Intersection Improvements
The crosswalk at the intersection of Highland Avenue and Elm Street
(adjacent to Stevens Lane) will be reconstructed and include ADA-
compliant curb ramps. This will provide access for nearby residents,
including residents living in the Cohasset Housing Authority complex,
to the Town Village.
No Highland Avenue at Elm Street
(adjacent to Stevens Lane)257771, 888013 CS Needs Assessment P2, P3, P9 x x x No 11,000$ 11,000$ N/A 3 months September 2019
26
Sidewalk Construction along
Bancroft Way (Cohasset High
School)
To complete the sidewalk network along Bancroft Way that runs along
the Cohasset High School football field to Pond Street, a new sidewalk
will be constructed (approximately 162 ft). This new sidewalk may
have to be constructed on the west side (parking lot side) due to
existing poles and constraints on the east side. A crosswalk with ADA-
compliant curb ramps will be installed across Bancroft Way.
No Bancroft Way (Cohasset High School
entrance)257114, 887132 257143, 887093 CS Needs Assessment P2, P3, P9, P5 x x No 55,000$ 55,000$ N/A 6 months September 2019
20
Sidewalk Reconstruction
along Margin Street (from
Stockbridge Street to Summer
Street)
Margin Street is a heavily traveled corridor by residents and visitors
traveling to/from the Cohasset Yacht Club and Cohasset Sailing Club.
To improve the walking conditions to/from both destinations, the
existing sidewalk on the westbound side will be widened, repaired, and
reconstructed to raise the sidewalk to provide better separation
between vehicles and pedestrians (approximately 0.2 mile). The
reconstructed sidewalk will be supplemented with pedestrian scale
lighting at key points along this portion of Margin Street. Crosswalks
and ADA-compliant curb ramps are not required for this portion of
Margin Street. Current roadway conditions for Beach Street include:
No Parking On Either Side signage on Margin Street adjacent to
Atlantic Avenue/Howard Gleason Road, and 4 ft sidewalk from
Stockbridge Street to Summer Street)
No Margin Street, from Stockbridge Street
to Summer Street 258406, 999244 258063, 888015 CS Needs Assessment P1, P10 x No 679,000$ 400,000$
$279,000;
Funding
Source:
TBD
9 months September 2020
1 Crosswalk Reconstruction
near Pratt Memorial Library
To provide safe pedestrian movement between the Cohasset Senior
Center and Pratt Memorial Library, the crosswalk adjacent to 87
Sohier Street will be reconstructed to include ADA-compliant curb
ramps.
No 87 Sohier Street 256856, 888172 CS Needs Assessment P2, P3, P9 x x x No 41,000$ 41,000$ N/A 3 months September 2021
8
ADA-Compliant Curb Ramps
on the Sohier Street and
Ripley Road Intersection
To bring the 4 crosswalks at the intersection of Ripley Road and
Sohier Street into ADA-compliance, the 4 crosswalks at the Ripley
Road and Sohier Street intersection will be reconstructed to include
ADA-compliant curb ramps.
No Ripley Road and Sohier Street
Intersection 256953, 888250 CS Needs Assessment P2, P3, P9 x x x No 136,000$ 136,000$ N/A 3 months September 2021
12
ADA-Compliant Curb Ramps
on the Depot Court/Ripley
Road and Pleasant Street
Intersection
To bring the 2 crosswalks at the intersection of Depot Court/Ripley
Road and Pleasant Street into ADA-compliance, the crosswalk
landings will be reconstructed to include ADA-compliant curb ramps.
No Depot Court/Ripley Road and Pleasant
Street Intersection 257436, 888057 CS Needs Assessment P2, P3 x x No 29,640$ 29,640$ N/A 3 months September 2021
Project Details Complete Streets Funding Request Construction ScheduleComplete Streets NeedsComplete Streets Location Project Origin and Type
Table 1. MassDOT Prioritization Plan
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
MassDOT Complete Streets Funding Program Project Prioritization Plan
Municipality Cohasset Date 4/1/2019
MassDOT District 5 Name/Title Peter Matchak/Director of Planning
EJ
Rank Project Name Project Description
Environmental
Justice
Population
Project Limits
Project Start
Location: X,Y
Coordinates
(MA State Plane
meter)
Project End
Location: X,Y
Coordinates
(MA State Plane
meter)
Complete Streets Project
Origin
(planning documentation or
supporting analysis)
Complete Streets
Project Type
(refer to the
Eligible Projects
Worksheet)SafetyADA AccessibilityPedestrian MobilityBicycle MobilityTransit Operations and AccessVehicular OperationsFreight OperationsWill this project be
in Coordination
with other
Communities?
(list, if applicable)
Total
Estimated
Project Cost
Complete
Streets
Funding
Requested
Other
Funding
Source(s) and
Amount
(if applicable)
Anticipated
Construction
Duration
(number of months)
Desired
Construction Start
Date
(month/year)
Project Details Complete Streets Funding Request Construction ScheduleComplete Streets NeedsComplete Streets Location Project Origin and Type
9
Beach Street (from Highland
Avenue to Atlantic Avenue)
Shared Road Environment
To create a safe and shared environment along Beach Street (from
Highland Avenue to Atlantic Avenue), Share the Road (W16-1P)
signage will be installed at key points (approximately 0.7 mile). The
W16-1P signs will be supplemented with posted speed limit signs and
pedestrian scale lighting at key points to increase driver awareness of
other road users, the corridor's speed limit, and the shared
environment along the corridor. Current roadway conditions for Beach
Street include: 3,558 AADT, 20 ft roadway width, extremely narrow
sidewalk from 16 Beach Street to Highland Avenue.
No Beach Street Corridor 258170, 889189 257422, 888403 CS Needs Assessment S7, S9 x x No 151,000$ 151,000$ N/A 6 months September 2021
4
Elm Street (adjacent to
Summer Street) Crosswalks
with ADA-Compliant Curb
Ramps
To improve crossing conditions at the intersection of Elm Street and
Summer Street, 2 crosswalks with ADA-compliant curb ramps will be
constructed at the following locations: adjacent to 83 Elm Street and
104 Elm Street. To connect these 2 proposed crosswalks, a
pedestrian path will be constructed on the triangle open space
(bounded by Elm Street on one side and Summer Street on two sides)
(approximately 46 ft).
No Elm Street and Summer Street
Intersection 258130, 888007 258125, 888027 CS Needs Assessment P2, P3, P9 x x x No 30,000$ 30,000$ N/A 6 months September 2021
24
Curb Tightening at the
Jerusalem Road and Forest
Avenue Intersection
Curbs will be tightened and a new STOP line and sign will be installed
on Forest Avenue (south side of the intersection). The existing
crosswalk and STOP line and sign on Jerusalem Road (east side of
intersection) will be moved: (a) crosswalk will be moved approximately
50 ft to the left and will include ADA-compliant curb ramps and (2)
STOP line and sign will be moved to the right to accommodate the
new crosswalk location.
No Jerusalem Road and Forest Avenue
Intersection 255615, 890569 CS Needs Assessment P2, P3, P9, S6 x x x No 54,000$ 54,000$ N/A 6 months September 2022
3
Pedestrian Scale Lighting
along Sohier Street, from
South Shore Music Circus to
Ripley Road
To make this portion of Sohier Street safer to walk and bike in the
evening time, pedestrian scale lighting at key points between the
South Shore Music Circus to Ripley Road (approximately 1,542 ft).
Residents and visitors park in the South Shore Music Circus parking
lot and walk along Sohier Street to get to Cohasset's Town Center.
Residents from the Cohasset Swim Center and Cohasset Senior
Center also like to walk along this corridor. Public feedback suggested
that the lack of pedestrian scale lighting makes the corridor unsafe to
walk and bike along in the evening.
No Sohier Street, between South Shore
Music Circus to Ripley Road 256578, 887952 256950, 888245 CS Needs Assessment S9 x x x No 251,000$ 251,000$ N/A 6 months September 2022
21
Sidewalk Reconstruction
along Pleasant Street, from
Cushing Road to Reservoir
Road/Old Pasture Road (A)
Since Pleasant Street provides a direct connection to the southern
portion of Cohasset's downtown, there is existing walking demand for
this corridor. To make walking safer along Pleasant Street, the
sidewalk on the westbound side (between Cushing Road and
Reservoir Road/Old Pasture Road) will be widened, repaired, and
reconstructed to raise the sidewalk to provide better separation
between vehicles and pedestrians (approximately 1,910 ft).
Crosswalks and ADA-compliant curb ramps are not required for this
portion of Pleasant Street. Current roadway conditions for this portion
of Pleasant Street include: 30 MPH posted speed limit, 19-ft roadway
width, 3-ft shoulders (right side), 3-ft sidewalk (westbound side)
No Pleasant Street, from Cushing Road to
Reservoir Road/Old Pasture Road 257272, 887871 256803, 887512 CS Needs Assessment P1, P10 x No 220,000$ 220,000$ N/A 9 months September 2023
19
Sidewalk Reconstruction
along Pleasant Street, from
Cushing Road to 13 Pleasant
Street (B)
Since Pleasant Street provides a direct connection to the southern
portion of Cohasset's downtown, there is existing walking demand for
this corridor. To make walking safer along Pleasant Street, the
sidewalk on the westbound side (between Cushing Road and 13
Pleasant Street) will be widened, repaired, and reconstructed to raise
the sidewalk to provide better separation between vehicles and
pedestrians (approximately 430 ft). At 13 Pleasant Street, the existing
sidewalk will need to be reconstructed to include a curb cut. Current
roadway conditions for this portion of Pleasant Street include: 30
MPH posted speed limit, 19-ft roadway width, 3-ft shoulders (right
side), 3-ft sidewalk (westbound side).
No Pleasant Street, from Cushing Road to
13 Pleasant Street 257275, 887874 257398, 887974 CS Needs Assessment P1, P10, P2, P3 x x No 71,000$ 71,000$ N/A 9 months September 2023
Table 1. MassDOT Prioritization Plan Continued...
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
MassDOT Complete Streets Funding Program Project Prioritization Plan
Municipality Cohasset Date 4/1/2019
MassDOT District 5 Name/Title Peter Matchak/Director of Planning
EJ
Rank Project Name Project Description
Environmental
Justice
Population
Project Limits
Project Start
Location: X,Y
Coordinates
(MA State Plane
meter)
Project End
Location: X,Y
Coordinates
(MA State Plane
meter)
Complete Streets Project
Origin
(planning documentation or
supporting analysis)
Complete Streets
Project Type
(refer to the
Eligible Projects
Worksheet)SafetyADA AccessibilityPedestrian MobilityBicycle MobilityTransit Operations and AccessVehicular OperationsFreight OperationsWill this project be
in Coordination
with other
Communities?
(list, if applicable)
Total
Estimated
Project Cost
Complete
Streets
Funding
Requested
Other
Funding
Source(s) and
Amount
(if applicable)
Anticipated
Construction
Duration
(number of months)
Desired
Construction Start
Date
(month/year)
Project Details Complete Streets Funding Request Construction ScheduleComplete Streets NeedsComplete Streets Location Project Origin and Type
11
Sidewalk Reconstruction
along Sohier Street, from 220
Sohier Street to 115 Sohier
Street
To improve pedestrian experience and walkability, the sidewalk on the
westbound side of Sohier Street (between 220 Sohier Street and 115
Sohier Street) will be widened, repaired, and reconstructed to raise the
sidewalk to provide better separation between vehicles and
pedestrians (approximately 0.4 mile). Crosswalks and ADA-compliant
curb ramps are not required for this portion of Sohier Street. Current
roadway conditions for this portion of Sohier Street include: 20/30
MPH posted speed limit, 26-ft roadway width, 2-ft shoulders (both
sides), 4-ft sidewalk (westbound side).
No 115 Sohier Street to 220 Sohier Street 256670, 888032 256213, 887667 CS Needs Assessment P1, P10 x No 567,000$ 400,000$
167000;
Funding
Source:
TBD
9 months September 2024
18
Share the Road and Radar
Speed Display Signs along
Forest Avenue
Share the Road (W16-1P) signage will be installed at key points along
Forest Avenue, from North Main Street to Jerusalem Road
(approximately 1.37 miles). The W16-1P signs will be supplemented
with radar speed display signs at key points along this segment.
No Forest Avenue Corridor 255613, 890562 255368, 888363 CS Needs Assessment S5, S7 x x No
22
Sidewalk Construction along
King Street, (adjacent to
Route 3A)
To provide safer pedestrian access to the Cohasset MBTA Commuter
Rail Station along, a sidewalk will be constructed on King Street
(adjacent to Route 3A) to connect to the existing sidewalk on the
northbound side (approximately 49 ft). The existing median island will
be reconstructed to become a pedestrian refuge island. A crosswalk
with ADA-compliant curb ramps across King Street will be constructed
adjacent to the proposed pedestrian refuge island. There is currently
no safe pedestrian route to get to the Cohasset Commuter Rail
Station. The most straightforward way to get to the station is through
North Main Street; however, North Main Street is surrounded by
wetlands on both sides of the street and too narrow between King
Street and the entrance to the station.
No King Street Corridor 255406, 887993 255402, 887984 CS Needs Assessment P5, P7, P2, P3, P9 x x x No
23
Sidewalk Reconstruction
along Norfolk Road Sidewalk,
from Cushing Road to
Bancroft Road
Norfolk Road is heavily used by residents that live adjacent to the area
because the corridor provides direct access to Milliken Field, a
recreation area that includes tennis and baseball fields. To improve
the safety of pedestrians that are walking along Norfolk Road, the
sidewalk on the westbound side (between Cushing Road and Bancroft
Road) will be widened, repaired, and reconstructed to raise the
sidewalk to provide better separation between vehicles and
pedestrians (approximately 1,073 ft). Crosswalks and ADA-compliant
curb ramps are not required for this portion of Norfolk Road. Current
roadway conditions for this Norfolk Road include: 24-ft roadway width,
and 4-ft sidewalk (right side, not curb separated)).
No Norfolk Road, from Cushing Road to
Bancroft Road 257350, 887769 257079, 887570 CS Needs Assessment P1, P10 x x No
5
Curb Tightening and
Crosswalk on the Cushing
Street and Norfolk Road
Intersection
Curb radius will be tightened on Norfolk Road (adjacent to Cushing
Road) to encourage drivers to slow their turning vehicle speeds. A new
crosswalk with ADA-compliant curb ramps will be constructed across
Cushing Road to connect the sidewalk on Norfolk Road to the
sidewalk on Cushing Road.
No Cushing Street and Norfolk Road
Intersection 257352, 887768 CS Needs Assessment S6, P2, P3, P9 x x x No
10
Sidewalk Reconstruction
along Ripley Road, from
Tower Lane to the United
States Postal Service
Entrance
The existing crosswalk along Ripley Road, from Tower Lane to Pratt
Court, does not meet ADA-compliance (existing width ranges between
3 ft and 3.5 ft). To bring the sidewalk into compliance, it will be
reconstructed and widened to be approximately 5 ft (approximately
620 ft). To make this portion of Ripley Road safer to walk in the
evening, pedestrian scale lighting at key points will be installed.
Crosswalks and ADA-compliant curb ramps are not required for this
portion of Ripley Road. Current roadway conditions for this portion of
Ripley Road include: approximately 28-ft of roadway width and 3.5-ft
of sidewalk width on one side.
No Ripley Road, from Tower Lane to the
United States Postal Service Entrance 257161, 888170 257340, 888092 CS Needs Assessment P1, P10, S9 x x x No
Table 1. MassDOT Prioritization Plan Continued...
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
MassDOT Complete Streets Funding Program Project Prioritization Plan
Municipality Cohasset Date 4/1/2019
MassDOT District 5 Name/Title Peter Matchak/Director of Planning
EJ
Rank Project Name Project Description
Environmental
Justice
Population
Project Limits
Project Start
Location: X,Y
Coordinates
(MA State Plane
meter)
Project End
Location: X,Y
Coordinates
(MA State Plane
meter)
Complete Streets Project
Origin
(planning documentation or
supporting analysis)
Complete Streets
Project Type
(refer to the
Eligible Projects
Worksheet)SafetyADA AccessibilityPedestrian MobilityBicycle MobilityTransit Operations and AccessVehicular OperationsFreight OperationsWill this project be
in Coordination
with other
Communities?
(list, if applicable)
Total
Estimated
Project Cost
Complete
Streets
Funding
Requested
Other
Funding
Source(s) and
Amount
(if applicable)
Anticipated
Construction
Duration
(number of months)
Desired
Construction Start
Date
(month/year)
Project Details Complete Streets Funding Request Construction ScheduleComplete Streets NeedsComplete Streets Location Project Origin and Type
17
Transform Atlantic Avenue
(from Beach Street to
Jerusalem Road) into a
Shared Road Environment
To improve the bicycle and pedestrian environment along an existing
narrow roadway, Share the Road (W16-1P) signage will be installed
at key points along Atlantic Avenue, from Beach Street to Jerusalem
Road (approximately 1.2 miles). The W16-1P signs will be
supplemented with posted speed limit signs and pedestrian scale
lighting at key points along this segment of Atlantic Avenue to increase
driver awareness of other road users, the corridor's speed limit, and
the shared environment along the corridor.
No Atlantic Avenue, from Beach Street to
Jerusalem Road 258214, 889203 256859, 890166 CS Needs Assessment S7, S9 x x No
2
Transform Jerusalem Road
(from Atlantic Avenue to North
Main Street) into a Shared
Road Environment (A)
Jerusalem Road will be transformed into a shared road environment to
provide a safe way for residents to walk to/from Cohasset's downtown
and Sandy Beach. To create a safe and shared environment along
Jerusalem Road (from Atlantic Avenue to North Main Street), Share
the Road (W16-1P) signage will be installed at key points
(approximately 1.2 miles). The W16-1P signs will be supplemented
with posted speed limit signs at key points to increase driver
awareness of the corridor's speed limit and the shared environment
along the corridor.
No Jerusalem Road, from Atlantic Avenue
to North Main Street 257061, 888468 256818, 890152 CS Needs Assessment S7, S9 x x No
16
Transform Jerusalem Road
(from Atlantic Avenue to Town
Line (i.e., Corner Stop Eatery)
into a Shared Road
Environment (B)
This segment of Jerusalem Road is heavily traveled by bicyclists
during warmer months and pedestrians that live nearby. To create a
safe and shared environment along Atlantic Avenue (from Atlantic
Avenue to the Cohasset/Hingham Town Line), Share the Road (W16-
1P) signage will be installed at key points (approximately 2 miles). The
W16-1P signs will be supplemented with posted speed limit signs and
pedestrian scale lighting at key points along this segment of Atlantic
Avenue to increase driver awareness of other road users, the
corridor's speed limit, and the shared environment along the corridor.
No Jerusalem Road, from Atlantic Avenue
to Cohasset/Hingham Town Line 256859, 890166 254066, 890127 CS Needs Assessment S7, S9 x x No
32
Sidewalk Construction on
Norman Todd Road, from 50
Norman Todd Road to
Talarico Lane
To address the sidewalk gap on Norman Todd Road, located between
50 Norman Todd Road and Talarico Lane, a new sidewalk will be
constructed on the northeast bound side of Norman Todd Road
between 50 Norman Todd Road and Talarico Lane (approximately
1,000 ft). The northeast bound side is preferred because the overhead
utilities on the southwest bound side may present complications. Two
crosswalks with ADA-compliant curb ramps will be constructed across
Beechwood Street (adjacent to Norman Todd Road) and across
Norman Todd Road (adjacent to Talarico Lane).
No Norman Todd Road, from 50 Norman
Todd Road to Talarico Lane 257696, 886310 257936, 886516 CS Needs Assessment P2, P3, P9, P5 x x No
6
Radar Speed Feedback Signs
within the Deer Hill
Elementary School Zone
New radar speed feedback signs at approximately 175 Sohier Street
and 225 Sohier Street to provide awareness to driver speed in the
Deer Hill Elementary School (School Zone).
No 175 Sohier Street and 225 Sohier
Street 256167, 887626 256730, 888069 CS Needs Assessment S5 x x No
7
Curb Tightening and ADA-
Compliant Curb Ramps on the
North Main Street, King Street,
and Forest Avenue
Intersection
Curb radiuses adjacent to King Street will be tightened. The STOP line
and crosswalk on North Main Street will be moved approximately 20 ft
to the right. The 2 crosswalks at this intersection will be upgraded to
include ADA-compliant curb ramps on all landings.
No North Main Street, King Street, and
Forest Avenue Intersection 255367, 888360 CS Needs Assessment S6, P2, P3, P9 x x x No
30
Sidewalk Construction along
Sohier Street, from 220 Sohier
Street to Route 3A (King
Street)
To connect to the existing sidewalk network along Sohier Street, a
sidewalk on the westbound side will be constructed between 220
Sohier Street and Route 3A (approximately 1,397 ft). Crosswalks and
ADA-compliant curb ramps are not required for this portion of Sohier
Street. Current roadway conditions for this portion of Sohier Street
include: 30 MPH posted speed limit, 26-ft roadway width, sewer gutter
on the eastbound side/adjacent to 243 Sohier Street, 2-ft shoulders
(both sides).
No 220 Sohier Street to Route 3A 256212, 887666 255808, 887361 CS Needs Assessment P5 x No
Table 1. MassDOT Prioritization Plan Continued...
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
MassDOT Complete Streets Funding Program Project Prioritization Plan
Municipality Cohasset Date 4/1/2019
MassDOT District 5 Name/Title Peter Matchak/Director of Planning
EJ
Rank Project Name Project Description
Environmental
Justice
Population
Project Limits
Project Start
Location: X,Y
Coordinates
(MA State Plane
meter)
Project End
Location: X,Y
Coordinates
(MA State Plane
meter)
Complete Streets Project
Origin
(planning documentation or
supporting analysis)
Complete Streets
Project Type
(refer to the
Eligible Projects
Worksheet)SafetyADA AccessibilityPedestrian MobilityBicycle MobilityTransit Operations and AccessVehicular OperationsFreight OperationsWill this project be
in Coordination
with other
Communities?
(list, if applicable)
Total
Estimated
Project Cost
Complete
Streets
Funding
Requested
Other
Funding
Source(s) and
Amount
(if applicable)
Anticipated
Construction
Duration
(number of months)
Desired
Construction Start
Date
(month/year)
Project Details Complete Streets Funding Request Construction ScheduleComplete Streets NeedsComplete Streets Location Project Origin and Type
29
Radar Speed Feedback Signs
approaching the Wheelright
Park/Barnes Wildlife
Sanctuary
New radar speed feedback signs approaching the Wheelright
Park/Barnes Wildlife Sanctuary will be installed entering the
destination (potentially 146 Forest Avenue and 141 Forest Avenue) to
provide awareness to driver speed approaching a well-visited
destination for Cohasset residents.
No 141 Forest Avenue and 146 Forest
Avenue 255508, 889119 255530, 889310 CS Needs Assessment S5 x x No
27
Nichols Road (from Atlantic
Avenue to Jerusalem Road)
Shared Road Environment
Nichols Road will be transformed into a shared road environment to
provide a safe way for residents to walk to/from Sandy Beach. To
create a safe and shared environment along Nichols Road (from
Atlantic Avenue to Jerusalem Road), Share the Road (W16-1P)
signage will be installed at key points (approximately 0.6 mile). The
W16-1P signs will be supplemented with posted speed limit signs and
pedestrian scale lighting at key points to increase driver awareness of
other road users, the corridor's speed limit, and the shared
environment along the corridor. Current roadway conditions for
Nichols Road: 1,154 AADT, 20 ft roadway width.
No Nichols Road Corridor 257526, 889849 256714, 889470 CS Needs Assessment S7, S9 x x No
28
Curb Tightening and
Crosswalk at the Forest
Avenue and Surry Drive/Old
Coach Road Intersection
Curb radiuses adjacent to Surry Drive will be tightened to improve
sight distances and slow turning vehicle speeds. A new crosswalk with
ADA-compliant curb ramps will be installed along Surry Drive.
No Forest Avenue and Surry Drive/Old
Coach Road Intersection 255526, 889589 CS Needs Assessment S6, P2, P3, P9 x x x No
25 Posted Speed Limit Signs
along Red Gate Lane
Posted signs of Red Gate Lane's existing speed limit (20 mph) will be
installed at key locations along this corridor to remind drivers that this
corridor is a residential road that is not meant for speeding
(approximately 1,797 ft). Current roadway conditions for Red Gate
Lane include: 20 MPH posted speed limit (Google maps), 24-ft/20-ft
roadway width,4-ft sidewalk (right side from Fernway to North Main
Street), 2-ft shoulder (right side from Fernway to Jerusalem Road),
and a yellow centerline.
No Red Gate Lane Corridor 256553, 888543 256633, 888720 CS Needs Assessment S7 x x No
31
ADA-Compliant Curb Ramps
on Forest Avenue (adjacent to
321 Forest Avenue)
The existing crosswalk adjacent to 321 Forest Avenue will be
supplemented with ADA-compliant curb ramps. No 321 Forest Avenue 255603, 890308 CS Needs Assessment P2, P3 x x No
Table 1. MassDOT Prioritization Plan Continued...
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
HOWARD STEIN HUDSON
Table 2. Complete Streets Eligible Project Worksheet
ELIGIBLE COMPLETE STREETS INFRASTRUCTURE Back to Prioritization Plan sheet
S - Traffic & Safety B - Bicycle Facilities P - Pedestrian Facilities T - Transit Facilities
S1. Pavement markings or signage that
provides a new separate accommodation for
bicycle, pedestrian or transit modes
B1. Improvement of shared use paths
(non-safety related)
P1. Sidewalk repairs (tree roots, uplifted panels,
etc.)
T1. Improving transit connections for
pedestrians, including: ramps, providing and/or
moving crosswalks, signingS2. Removal of protruding objects (pedestrian
path of travel, bicycle, vehicular or transit
facility)
B2. Designated bicycle lanes P2. Providing ADA/AAB compliant curb ramps
T2. Improving transit connections for bicyclists,
including: providing secure bicycle parking,
signing
S3. Pedestrian signal & timing (minor updates)B3. Bicycle parking fixtures and/or shelters at
transit and other locations P3. Detectable warning surfaces T3. Transit shelter
S4. Changing pedestrian signal timing (i.e., lead
pedestrian interval)B4. On-street bicycle parking P4. Pedestrian wayfinding signs T4. Transit signal prioritization
S5. Radar speed feedback (“Your Speed”) signs B5. Provide bicycle-safe drain grates and other
hardware P5. Providing new sidewalks T5. Bus pull-out areas
S6. Reducing corner radii to lower vehicle
speeds and/or decrease pedestrian crossing
distances
B6. Bicycle boulevards P6. Providing pedestrian buffer zones T6. Railroad grade crossings improvements
(signs, flange way fill, etc.)
S7. Additional regulatory signing (for existing
regulations)B7. Bicycle wayfinding signs P7. Pedestrian Refuge Islands T7. Transit contra-flow lanes
S8. Speed humps/speed tables B8. Shared lane markings (sharrows)P8. Curb extensions at pedestrian crossings T8. Park-n-ride facilities
S9. Street lighting B9. Bike route signs P9. Crosswalks T9. Transit-only lanes
S10. Road diets B10. New shared use paths P10. Widening existing sidewalks TO. Tansit Facilities - Other
S11. Speed attenuation devices B11. Designated Separated Bicycle Lane P11. Accessible pedestrian signals
S12. Roadway resurfacing or micro surfacing if
restriping for new bicycle lanes
B12. Elimination of hazardous conditions on
shared use paths
P12. New or improved crossing treatments at
intersections, midblock, etc. including RRFB’s
and HAWK signals
S13. Intersection reconstruction – reducing
complexity and crossing distance
B13. Intersection treatments (bicycle signals,
bicycle detection, bike lane extensions, turn
boxes)
P13. New pedestrian accommodations at
existing traffic signals
S14. New curbing or edging on uncurbed
streets.BO. Bicycle Facilities - Other P14. Interim public plazas
S15. Addition of or widening of shoulders P15. Traffic re-routing to create pedestrian
zones
S16. Intersection signalization (major
updates/upgrades & new Installation)
P16. Providing medians with
ADA/AAB-compliant design
S17. Traffic calming measures PO. Pedestrian Facilities - Other
S18. Roundabouts
SO. Traffic & Safety - Other
If a project or element does not appear in this list it may still be eligible for funding. The applicant should provide justification for the decision based upon the classification of comparable
projects.
Source: Accommodating Bicycle and Pedestrian Travel: A Recommended Approach; United States Department of Transportation Federal Highway Administration, May 7, 2012. Source: Accommodating Bicycle and Pedestrian Travel: A Recommended Approach; United States Department of Transportation Federal Highway Administration, May 7, 2012.
If a project or element does not appear in this list it may still be eligible for funding. The applicant should provide justification for the decision based upon the classification of comparable projects.
ELIGIBLE COMPLETE STREETS INFRASTRUCTURE Back to Prioritization Plan sheet
S - Traffic & Safety B - Bicycle Facilities P - Pedestrian Facilities T - Transit Facilities
S1. Pavement markings or signage that
provides a new separate accommodation for
bicycle, pedestrian or transit modes
B1. Improvement of shared use paths
(non-safety related)
P1. Sidewalk repairs (tree roots, uplifted panels,
etc.)
T1. Improving transit connections for
pedestrians, including: ramps, providing and/or
moving crosswalks, signingS2. Removal of protruding objects (pedestrian
path of travel, bicycle, vehicular or transit
facility)
B2. Designated bicycle lanes P2. Providing ADA/AAB compliant curb ramps
T2. Improving transit connections for bicyclists,
including: providing secure bicycle parking,
signing
S3. Pedestrian signal & timing (minor updates)B3. Bicycle parking fixtures and/or shelters at
transit and other locations P3. Detectable warning surfaces T3. Transit shelter
S4. Changing pedestrian signal timing (i.e., lead
pedestrian interval)B4. On-street bicycle parking P4. Pedestrian wayfinding signs T4. Transit signal prioritization
S5. Radar speed feedback (“Your Speed”) signs B5. Provide bicycle-safe drain grates and other
hardware P5. Providing new sidewalks T5. Bus pull-out areas
S6. Reducing corner radii to lower vehicle
speeds and/or decrease pedestrian crossing
distances
B6. Bicycle boulevards P6. Providing pedestrian buffer zones T6. Railroad grade crossings improvements
(signs, flange way fill, etc.)
S7. Additional regulatory signing (for existing
regulations)B7. Bicycle wayfinding signs P7. Pedestrian Refuge Islands T7. Transit contra-flow lanes
S8. Speed humps/speed tables B8. Shared lane markings (sharrows)P8. Curb extensions at pedestrian crossings T8. Park-n-ride facilities
S9. Street lighting B9. Bike route signs P9. Crosswalks T9. Transit-only lanes
S10. Road diets B10. New shared use paths P10. Widening existing sidewalks TO. Tansit Facilities - Other
S11. Speed attenuation devices B11. Designated Separated Bicycle Lane P11. Accessible pedestrian signals
S12. Roadway resurfacing or micro surfacing if
restriping for new bicycle lanes
B12. Elimination of hazardous conditions on
shared use paths
P12. New or improved crossing treatments at
intersections, midblock, etc. including RRFB’s
and HAWK signals
S13. Intersection reconstruction – reducing
complexity and crossing distance
B13. Intersection treatments (bicycle signals,
bicycle detection, bike lane extensions, turn
boxes)
P13. New pedestrian accommodations at
existing traffic signals
S14. New curbing or edging on uncurbed
streets.BO. Bicycle Facilities - Other P14. Interim public plazas
S15. Addition of or widening of shoulders P15. Traffic re-routing to create pedestrian
zones
S16. Intersection signalization (major
updates/upgrades & new Installation)
P16. Providing medians with
ADA/AAB-compliant design
S17. Traffic calming measures PO. Pedestrian Facilities - Other
S18. Roundabouts
SO. Traffic & Safety - Other
If a project or element does not appear in this list it may still be eligible for funding. The applicant should provide justification for the decision based upon the classification of comparable
projects.
Source: Accommodating Bicycle and Pedestrian Travel: A Recommended Approach; United States Department of Transportation Federal Highway Administration, May 7, 2012.
Table 2. Complete Streets Eligible Project Worksheet
Source: Accommodating Bicycle and Pedestrian Travel: A Recommended Approach; United States Department of Transportation Federal Highway Administration, May 7, 2012.
If a project or element does not appear in this list it may still be eligible for funding. The applicant should provide justification for the decision based upon the classification of comparable projects.
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 37 |
Table 3. Complete Streets Needs Comparison Table: MassDOT vs. HSH
MassDOT Howard Stein Hudson
Environmental Justice Populations Environmental Justice Factors
Persons with Disabilities
Safety Pedestrian and Bicycle Crashes
ADA Accessibility ADA Accessibility
Pedestrian Mobility
Pedestrian Latent Demand
Pedestrian Level of Comfort
Proposed Change in Pedestrian Level of Comfort
Bicycle Mobility
Bicycle Latent Demand
Bicycle Level of Comfort
Proposed Change in Bicycle Level of Comfort
The prioritization criteria outlined by MassDOT are expanded upon by Howard Stein Hudson to provide a more
nuanced analysis of proposed projects. Table 3 outlines the criteria assessed by Howard Stein Hudson as
compared to MassDOT.
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 38 |
Project Descriptions
The following describes the major project types that are included in the Prioritization Plan, including
details on specific projects that are scheduled for the first year of the plan.
FIRST-YEAR PROJECT TYPES
Cohasset’s Prioritization Plan is comprehensive in terms of the types of installations that are
recommended under the Complete Streets Funding Program. All project types that are recommended
were carefully considered and evaluated for feasibility, adjacency to vulnerable populations it would
serve, deficient conditions in the locations that the project would serve, and resident and Town
stakeholder needs. The projects that are described in the next section are improvements that have
been planned for submission in the upcoming May 2019 Tier 3 deadline.
TOWN COMMON PEDESTRIAN IMPROVEMENTS: CROSSWALKS, CURB TIGHTENING,
SIDEWALK AND PATHWAY RECONSTRUCTION
Cohasset’s Town Common is a historical landmark and is bounded by Highland Avenue, Robert E.
Jason Road, William B. Long, Jr. Road, and South Main Street. The buildings that surround the
Area (highlighted in yellow) that will see pedestrian improvements. Photo: HSH
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 39 |
common include Town Hall, the Second
Congregational Church, and Saint
Stephen’s Episcopal Church. It is a
heavily-visited site that hosts the
Town’s Farmers Market (and many
other local events) and is within a one-
mile walking distance to residential
homes, businesses and services in
Village Center, and the waterfront,
thus bringing people from various
parts of the Town with different
interests and purposes, together.
Residents who live near the Town
Common arrive as pedestrians so
having a safe and complete pedestrian
network upon arrival to the area is
essential to reducing unnecessary driving trips and increasing walking trips. Improvements that will
help improve the pedestrian network at the Town Common include:
Curb tightening on the north side of Highland Avenue and Robert Jason Road to allow for
safe vehicle turning speeds and help drivers avoid any conflicts with pedestrians and cyclists,
seven crosswalks with ADA-compliant curb ramps that will be installed at several locations,
reconstruction of the sidewalk that wraps around the Town Common, which is currently in
disrepair with cracks that
make it difficult for anyone,
especially anyone with a
wheelchair or stroller, to walk
safely, and
repaving of the diagonal
pathway across the Town
Common that connects South
Main Street and Highland
Avenue.
The timing of this project’s construction schedule would align with the Town’s 250th anniversary in
the year 2020, in which the Town will celebrate its incorporation as Cohasset with local events and
tours that would mainly take place on the Town Common. The project will apply for Tier 3 funding
in 2019 and is estimated to cost $257,000.
The diagonal pathway across the Town Common that connects
Highland Avenue to North Main Street. Photo: HSH
Sidewalk along Highland Avenue (adjacent to the Town
Common). Photo: HSH
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 40 |
SIDEWALK CONSTRUCTION ALONG BANCROFT WAY (COHASSET HIGH SCHOOL)
Bancroft Way is a driveway
that leads to Cohasset High
School. The street has a
sidewalk that allows
students, faculty, and
parents to get to the school
by walking; however, the
sidewalk is incomplete and
does not connect to Pond
Street. This sidewalk
connection is critical in
providing a safe path and
would help alleviate the
pressure for students, faculty, and parents to walk on the street when traveling to Cohasset High
School. Schools should be accessible by walking, bicycling, and driving, thus implementing this
minor – but crucial – sidewalk connection from Pond Street to the existing sidewalk on Bancroft Way
will make it more attractive and safer
for people to get around the area. Since
ADA-compliant curb ramps and
crosswalks are also important elements
of an accessible and continuous
sidewalk network, they are included to
supplement the Bancroft Way
sidewalk. The sidewalk connection
project on along Bancroft Way aims to
provide a safe and accessible method
for students, faculty, and parents to
walk to the high school campus. It will apply for Tier 3 funding in 2019 and is estimated to cost
$55,000.
SECOND YEAR PROJECTS AND BEYOND
SIDEWALK CONSTRUCTION AND RECONSTRUCTION
Sidewalk construction projects are proposed in specific areas of the Town that have been prioritized
by residents and Town officials and have shown high pedestrian latent demand 17. Sections of the
Town where sidewalks are absent and would significantly benefit from the added infrastructure due
17 Refer to Figure 5
The sidewalk construction project would connect the existing
sidewalk (shown above) to Pond Street. Photo: HSH
The sidewalk construction project would connect the existing sidewalk
(shown above) to Pond Street. Photo: HSH
Cohasset
High
School
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 41 |
to important destinations (e.g. schools,
public service buildings, and high
commercial uses) are also considered.
Having safe and accessible sidewalk
facilities will increase pedestrian safety,
while increasing routing options to a
variety of destinations. Since ADA-
compliant curb ramps and crosswalks are
also important elements of an accessible
and continuous pedestrian network, they
are included to supplement new sidewalk
construction in Cohasset. Cohasset’s
Prioritization Plan includes sidewalk
improvement projects along specific
corridors, such as:
Margin Street (from Stockbridge Street to Summer Street),
Pleasant Street (from Reservoir Road/Old Pasture Road to Cushing Road and 13 Pleasant
Street to Cushing Road),
Sohier Street (from 115 Sohier Street to Route 3A/King Street),
King Street (adjacent to Route 3A),
Norfolk Road (from Cushing Road to Bancroft Road),
Ripley Road (from Tower Lane to the United States Postal Service entrance), and
Norman Todd Road (from 50 Norman Todd Road to Talarico Lane).
CROSSING IMPROVEMENTS
Crosswalks are markings on the roadway that
define the appropriate paths for pedestrians.
They also serve the purpose of informing
drivers of pedestrian movements. There are
two primary crosswalk marking styles:
standard marking in which there are two
parallel lines and continental style (also
known as high visibility) in which there are
two parallel lines with bars spaced in between
the parallel lines (shown on the image to the
right). Crosswalk locations should reflect
pedestrian desire lines while also considering
Pedestrians walking on Atlantic Avenue without
pedestrian accommodations. Photo: HSH
An example of a high visibility crosswalk in Boston’s
Longwood Medical Area neighborhood. Photo: HSH
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 42 |
the safest locations to cross (where there is the least conflict with other modes). Additionally, the
incorporation of high visibility materials into a pedestrian crossing established a clear pedestrian
path and reinforces the potential presence of pedestrians to drivers who otherwise may not be paying
full attention. All the crosswalk improvement projects in Cohasset’s Prioritization Plan are
supplemented with ADA-compliant curb ramps. ADA establishes guidelines for the construction of
ramps to accommodate the needs of individuals using mobility devices that the Town should consider
when constructing ramps. Cohasset’s Prioritization Plan includes crossing improvement projects at
specific locations, such as:
Near Pratt Memorial Library,
Near Cohasset Harbor Inn,
Highland Avenue and Elm Street
intersection,
Sohier Street and Ripley Road
intersection,
Depot Court/Ripley Road and
Pleasant Street intersection,
Elm Street (adjacent to Summer
Street),
Cushing Street and Norfolk Road
intersection,
North Main Street, King Street
and Forest Avenue intersection,
Forest Avenue and Surry
Drive/Old Coach Road intersection, and
321 Forest Avenue.
INTERSECTION IMPROVEMENTS: CURB TIGHTENING
Intersections can be particularly dangerous for pedestrians, persons with disabilities, and bicyclists
as they must enter the roadway and are exposed to turning vehicles. Intersections often allow
vehicles to make turns at undesirably high speeds, making it less likely for motorists to yield to
pedestrians waiting to cross an intersection. Intersection improvements such as curb radii reduction
can improve intersection safety for all users, particularly pedestrians, persons with disabilities, and
bicyclists. Curb radii reduction is when the size of the corner radius is minimized to 90 degrees or
less to create safer turning speeds for vehicles and safer crossing conditions for pedestrians.
Intersection improvement work typically includes (but is not limited to) reconstructing the
intersection with new asphalt pavement, new curbs, new curb ramps and crosswalk markings, utility
pole relocations, and new signage. Cohasset’s Prioritization Plan includes intersection projects that
Brick-paved crosswalks are seen throughout Village Center
(shown above). Photo: HSH
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 43 |
range in scale and cost. The Town’s list of Complete Streets intersection projects include curb
tightening at:
Jerusalem Road and Forest Avenue intersection,
Cushing Street and Norfolk Road intersection,
North Main Street, King Street and Forest Avenue intersection, and
Forest Avenue and Surry Drive/Old Coach Road intersection.
PEDESTRIAN-SCALE LIGHTING
Pedestrian-scale lighting in the public right-of-way is a key streetscape element that can define the
visual characteristic of a street corridor. It is considered a Complete Streets improvement because it
is a factor that contributes to a good environment for walking and biking and supports the use of the
street as a public space. Light poles should have consistent spacing with regard to trees and other
street poles and should also be coordinated with other street
elements, such as utility equipment (above and below ground)
and tree canopies. Cohasset’s Prioritization Plan includes
lighting improvement projects along specific corridors, such as:
Margin Street (from Stockbridge Street to Summer
Street),
Beach Street (from Highland Avenue to Atlantic
Avenue),
Sohier Street (from South Shore Music Circus to Ripley
Road),
Ripley Road (from Tower Lane to the United States
Postal Service entrance),
Atlantic Avenue (from Beach Street to Jerusalem
Road),
Nichols Road (from Atlantic Avenue to Jerusalem
Road), and
Jerusalem Road (from Atlantic Avenue to Cohasset
Town Line (e.g., Corner Stop Eatery)).
An example of pedestrian-scale
lighting in Boston. Photo: Word on
Street
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 44 |
TRAFFIC CALMING
Traffic calming is intended to slow vehicle traffic to make
roadway conditions safer for pedestrians and cyclists.
Although many traffic calming interventions include
high-design projects such as roundabouts, neighborhood
traffic circles, and chicanes, strategies can also range
from a few minor, comprehensive projects such as speed
radar and warning signage. Due to right-of-way
constraints along many of Cohasset’s roadways, minor
improvements, such as “Bicycles May Use Full Lane”
signs, pedestrian crossing signs, and speed radar signs
are explored. Specific locations in the Town that will see
some traffic calming improvements are:
Beach Street (from Highland Avenue to Atlantic
Avenue),
Forest Avenue corridor,
Atlantic Avenue (from Beach Street to Jerusalem
Road),
Jerusalem Road (from Atlantic Avenue to Cohasset Town Line (i.e., Corner Stop Eatery)),
near Deer Hill Elementary School zone,
Forest Avenue (approaching Wheelright Park/Barnes Wildlife Sanctuary), and
Nichols Road (from Atlantic Avenue to Jerusalem Road).
An example of a speed feedback sign.
Photo: OkSolar.com
COMPLETE STREETS PRIORITIZATION PLAN
Town of Cohasset
April 2019
| 45 |
CD - Table of Contents
1) Cohasset Complete Streets Prioritization Plan Report (pdf)
2) Cohasset Complete Streets Prioritization Plan Tier 2 Document (pdf)
3) Prioritization GIS Data and Dictionaries
a) Level of Comfort CSP Data Dictionary (excel)
b) Low Stress Bicycle Network Connectivity MTI Report (pdf)
c) Cohasset CSPP Data Package (gdb) and Map Package (mkp):
Bicycle Crashes (2012-2016)
Pedestrian Crashes (2012-2016)
Bicycle Level of Comfort
Pedestrian Network
Pedestrian Level of Comfort- Facilities
Pedestrian Level of Comfort- Surroundings
Points of Interest
Bicycle Latent Demand
Pedestrian Latent Demand
Percentage of Persons with Disabilities
Structures
Roads
Open Space
Hydrology
4) WikiMap Results (excel)