Final Walkability Report 2014

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Walkability in Boonsboro, MD
A study completed for the Town of Boonsboro’s Public
Safety Commission
Amanda Kerr
August 21, 2014

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Table of Contents
Executive Summary ........................................................................................................ 3
Importance of Walkable Communities........................................................................... 4
Survey Findings and Discussion..................................................................................... 6
Conclusion .....................................................................................................................15
Sources ...........................................................................................................................18
Appendix ........................................................................................................................19
Appendix A: Zone and Neighborhood Information...............................................................20
Appendix B: Survey Data.........................................................................................................22
Appendix C: Contact and Misc. Information for Funding Opportunities..............................29

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Executive Summary
This report was completed in August 2014 for the Town of Boonsboro’s Public Safety
Commission to analyze the walkability and connectivity of streets in Boonsboro, Maryland as
pertaining to pedestrian safety.
Data and comments included in this assessment were compiled from surveys completed by
Boonsboro residents. The survey used was a collation of two questionnaires: one from the
organization Health by Design—referred to as “Metric One” in this report—and the other
from Partnership for a Walkable America—referred to as “Metric Two”. Together, the
questionnaires prompted analysis of sidewalk conditions, interaction between pedestrians and
traffic, pedestrian safety, as well as common destinations and their accessibility by foot.
Following each questionnaire was a rubric allowing volunteers to quantify their observations
and assign a walkability score to the area studied. Supportive statistics and research included
in this report have been gathered from reputable sources, and given proper credit.
On July 19th
, 2014, The Town of Boonsboro’s Public Safety Commission hosted its “Town
Walkabout”—a community event held to facilitate survey completion. At the event,
volunteers teamed and surveyed different zones of town. Their combined efforts produced a
walkability profile of the entire residential and public area in Boonsboro. This report discusses
and analyzes those findings.

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Importance of Walkable Communities
With greater awareness for personal health, consumer choices, and environmental impact in today’s modern times,
walkable neighborhoods are becoming increasingly desirable. Opportunely, the benefits of communities designed
for active transportation—walking and biking—are proving worth their investments.
Residents who live in walkable neighborhoods are more likely to walk more frequently, paving the way to healthier,
more active lifestyles, and reducing risk of heart disease, obesity, high blood pressure, type 2 diabetes, osteoporosis,
and other chronic diseases (Centers for Disease Control and Prevention).
In addition to lower health care costs, residents who walk and bike more often spend less on transportation.
According to AAA, the cost of operating a sedan for one year in 2013 was approximately $10,734. When compared
to the cost of operating a bicycle annually—about $308—and walking—free—the savings are considerable (League
of American Bicyclists). Additionally, there are many economically and socially disadvantaged individuals who rely
on walking and cycling as means of transportation, so improving active transport infrastructure can help attain not
only social equity, but also equal economic opportunity (Transportation Demand Management Encyclopedia).
More money in consumers’ pockets means people who walk and bike in their communities are likely to support
local businesses. Thus, ample pedestrian and bicycle infrastructure can be linked to a stimulated local economy.
Developing an infrastructure conducive to both walking and biking spurs not only job creation, but also greater
property value for homeowners. A study in Vermont concluded that homes located in walkable neighborhoods are
valued $6,500 more than those located in car-dependent areas (Vermont Agency of Transportation 5). Another
study conducted by the organization, CEOs for Cities, concluded that in 13 out of 15 housing markets studied, “an

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additional one point increase in Walk Score was associated with between a $700 and $3,000 increase in home
values” (Cortright). In fact, in a Charlotte, North Carolina case study, it was found that when all other factors
including size, number of bedrooms and bathrooms, age, neighborhood income levels, distance from Central
Business District and access to jobs, a house in Ashley Park—a neighborhood with a Walk Score of 54—if placed in
the more walkable Wilmore—Walk Score 71—would increase in value by $34,000 or 12% (Cortright).
Finally, walking and biking are environmentally sustainable sources of transportation, eliminating the purchase and
combustion of nonrenewable, pollutant oil.
It is important to understand the components of a walkable community. Typically, walkable neighborhoods have a
center, including but not limited to a main street or a public commons. They are designed for the pedestrian with
buildings close to the street, and schools and workplaces within walking distance from most homes. Moreover,
walkable communities are composed of complete streets—streets designed for motorists, bicyclists, and
pedestrians—and streets equipped for handicap accessibility (Walk Score). Ultimately, a walkable community is one
that, through its design, promotes and ensures pedestrian safety.

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Boonsboro’s Walkability: Survey Findings and Discussion
Walk Score, the large-scale, public access walkability index referenced in the previous section, measures the number
of typical consumer destinations within walking distance of any address within the United States, Canada, Australia,
and New Zealand.
“Points are awarded based on the distance to amenities in each category. Amenities within a 5-minute walk (.25 miles) are given
maximum points. A decay function is used to give points to more distant amenities, with no points given after a 30 minute walk.”
A location’s score ranges from 0 (car dependent) to 100 (most walkable) and this data is used by leading researchers
in the fields of urban planning, real estate, and public health. According to the database, Boonsboro’s Walk Score is
57 out of 100 making it “somewhat walkable”, meaning only some errands can be accomplished by foot (Walk
Score).
The results of the surveys collected reveal Boonsboro’s overall average walkability is 56% by Metric One, and by
Metric Two, 68%.

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Figure 1.1 Comparison of Walkability Scores for Boonsboro, MD.
These scores prove that the current state of Boonsboro’s pedestrian infrastructure is below average. They do not
reflect the specific needs and areas of improvement within the community. For instance, the supermarket was listed
as the destination to which residents would most want to walk but cannot in present infrastructure, 89% feeling
disconnected altogether (See Figure B.2). Following is a detailed list of the five most common concerns
documented by the volunteers who surveyed the town on July 19th
, 2014 in conjunction with the Town Walkabout.
The list is prioritized from mild to critical concerns:
68%
56%
57%
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Metric 2
Metric 1
Walk Score

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1. Impeded Walkways. Obstacles such as plant overgrowth, low
hanging limbs, parked cars, and garbage become safety hazards
when they obstruct sidewalks or shoulders and lead pedestrians
onto the road with motorists. Areas of concern:
• South Main Street
• School House Court
• Grove Lane
• Route 34
2. Speed of Motorists. Volunteers recorded many instances of motorists both driving too fast and not slowing
for pedestrians. This was documented in several neighborhoods, however is particularly disconcerting in the
area immediately surrounding the school entrance on Maple Avenue where the speed limit is 40 MPH and
no shoulders exist. Areas of concern:
Figure 1.2 Overgrowth
on South Main Street.
Figure 1.4 Overgrowth
overhead on South Main
Street poses potential
harm.
Figure 1.1 Low hanging limbs on
School House Court.

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• Maple Avenue
• Route 34
• Shafer Park Drive
• North Main Street
• Kinsey Heights neighborhood
• Fletcher’s Grove neighborhood
3. Lack of crosswalks or crossing signals. Only three
intersections in Boonsboro contain crosswalks: the three
traffic lights on Main Street. Pedestrians must navigate between
unyielding motorists when crossing all other streets. Areas of
concern:
• Four way intersection at Warrior Boulevard, Route 34, and
Monroe Road
• Intersection at Potomac Street and Park Drive
• School entrances at Campus Avenue and Maple Avenue
• Entrance to Weis parking lot at Chase 6 Boulevard
• Fletcher’s Grove neighborhood
Figure 1.5 Speed limit 40 mph outside
school entrance on Maple Avenue.
Figure 1.6 No crosswalks at
intersection of Route 34 and Warrior
Blvd.

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4. Sidewalk disrepair. Many existing sidewalks in town show minor cracks, and others, major decay.
Immediate concern is with sidewalks in such a state of neglect that they pose safety issues for pedestrians
and handicapped residents as many prove to be inaccessible by
wheelchair. Areas of concern:
• Lakin Avenue
• Young Avenue
• Boonsboro Middle School
Figure 1.7 No crosswalk at two-way stop on Potomac Street.
Figure 1.8 "Treacherous" path on
Lakin Avenue.

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5. Narrow to nonexistent walkways. The issue of “no
sidewalks, paths, or shoulders” was the most prevalently
noted response under Question 1, Metric Two (See Figure
B.5). The absence of ample walking space poses tremendous
safety hazards, forcing pedestrians to walk either in the street
with motorists or on private property to avoid traffic.
Another common issue is sidewalks ending arbitrarily along a
path, disconnecting the pedestrian from his/her route and the
remainder of town. These issues are widespread throughout
the town of Boonsboro in areas including:
Figure 1.9 Damaged sidewalks and ramps (from left to right) at Zachary Court, School House Court, and Main Street square.
Figure 1.10 Absence of sidewalks on Monroe
Road.

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• King Road
• Monroe Road
• Route 34
• Sinnesin Drive
• Gantz Alley
• South Main Street near Boonsboro Bible Church
• Della Lane
• Orchard Drive
• Saint Paul Street
• Ford Avenue
• Maple Avenue (School Zone)
• Kinsey Heights community
• Knode Drive and Knode Circle
• Tiger Way
Figure 1.11 Sidewalk ends on Chase 6
Boulevard.
Figure 1.12 Sidewalk ends on Campus Avenue.

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Figure 1.13 Narrow shoulder on King Road.
Figure 1.14 Sidewalk from Campus Avenue ends at Maple
Avenue.
Figure 1.15 Absence of sidewalks intermittently on
North Main Street.
Figure 1.16 Absence of shoulders and sidewalks on
Maple Avenue.

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Other concerns noted:
• Lack of street lighting beyond downtown
• Lack of lowered curb ramps for wheelchairs in Crestview development
• Height of SHA drains above sidewalks in Fletcher’s Grove
• Uncompleted junction at Chase 6 Boulevard and Maple Avenue
This data is only representative of a small sample of Boonsboro residents. Ten surveys were collected amongst
approximately twenty volunteers—0.58% of Boonsboro’s total population.1
1 The total population of Boonsboro, MD was 3,455 as of 2012 (United States Census Bureau).

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Conclusion
In addressing these concerns, it is important to weigh both capital and civic responsibility. Most of the conditions
discovered pose considerable safety hazards for anyone attempting to walk the aforementioned areas in Boonsboro.
Though resolving most walkability concerns comes at a sizeable cost, one may see the future value as an investment
in citizen wellbeing, a growing local economy, increased residential property value, etc. There are also organizations
and government agencies designed to provide or lend capital for active transportation projects. Ample options exist
for the town of Boonsboro to renew its walkability.
Public outreach and education programs can be exceptionally valuable in garnering community support and
involvement in prospective development. Hosting information sessions about the benefits of walkable
neighborhoods, importance of pedestrian safety, and ways to maintain a pedestrian-friendly property is one way to
engage community members in Boonsboro’s walkability efforts. Communication with town residents is vital in both
fostering awareness of pedestrian safety and, in turn, resolving some of the walkability concerns within the
community such as impeded walkways and sidewalk disrepair. Volunteers who participated in the Town Walkabout
may even become community ambassadors with larger-scale infrastructure projects.
Projects such as sidewalk improvement and expansion, crosswalk, ADA ramp and pedestrian signal installations,
shared-use path creation and traffic calming measures can be approached through the use of public funds in capital
improvement projects, public-private partnerships, and grant resources. State funding may be available for
improving walkability conditions on Maryland Route 66—where the addition of shoulder and sidewalk space is
needed—and Maryland Route 34—where sidewalks with barriers could be installed. Grant opportunities include

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Safe Routes to School, the Community Development Block Grant Program under the U.S. Department of Housing
and Urban Development, Transportation Alternatives Projects, and more (See Appendix C).
The most widespread issue within the town of Boonsboro is the absence of sidewalks or pedestrian paths where
they are critically needed. Generally, most of the existing sidewalks are in acceptable condition, though troublesome
areas undoubtedly exist. The absence of sidewalks not only isolates the pedestrian—limiting the distance and the
destinations to which he or she may travel—but also endangers the pedestrian’s safety. The Town of Boonsboro
should consider pursuing efforts to mend the sidewalks that are in significant disrepair, (i.e. Lakin Avenue, Young
Avenue, School House Court, Main Street) then expanding sidewalk presence to complete connectivity. Addition of
sidewalks are a priority among the locations: Maple Avenue/Route 66 where the addition of shoulders and speed
limit reduction are also needed bearing in mind its part of the school zone; St. Paul Street beyond the intersection at
Lakin Avenue where the street is narrow and traffic unforgiving; North Main Street beyond its intersection with
Knode Circle; Della Lane and the residential streets it encompasses where no sidewalks currently exist; the Kinsey
Heights community where sidewalks neither exist nor connect to downtown; Ford Avenue and Orchard Drive
where sidewalks exist only immediately surrounding their intersections at Main Street; and Route 34 to connect the
Crestview community to Potomac Street. The Town of Boonsboro might also consider creating a shared-use path
between Maple Avenue and Chase 6 Boulevard to not only connect the Fletcher’s Grove community to the school
campus but also connect pedestrians from the east section of town to the Weis supermarket from which they feel
isolated.
The survey results show, in its current state, Boonsboro’s infrastructure is not conducive to safe pedestrian or
bicyclist travel beyond its Main Street, and poses major safety hazards for those who choose to walk and bike

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regardless. Ultimately, the town has a responsibility to not only provide but also encourage walkability for its
residents. If plans to improve walkability are executed, Boonsboro has every opportunity to become a better-
connected, safe, and prosperous community.

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Sources
Aleshin-Guendel, Serge. Figure 1.6, 1.10, 1.13. N.d. N.p.
"Boonsboro,+MD+21713 - Google Maps." Boonsboro,+MD+21713 - Google Maps. N.p., n.d. Web. 21 Aug. 2014.
<https://www.google.com/maps/place/Boonsboro%2C%2BMD%2B21713/%4039.511817%2C-
77.6575155%2C14z/data%3D%213m1%214b1%214m2%213m1%211s0x89c9ef343146ef9d%3A0xd0ad40919a20d0ef>.
City of Hagerstown, MD. "CITY ADMINISTRATOR’S PROPOSED BUDGET Fiscal Year 2013 - 2014 July 1, 2013 - June 30, 2014." N.p., n.d. Web.
<http%3A%2F%2Fwww.hagerstownmd.org%2FDocumentCenter%2FView%2F1835>.
Cortright/ Impresa, Inc., Joe. "How Walkability Raises Home Values in U.S. Cities." Walking the Walk (n.d.): n. pag. CEOs for Cities, Aug. 2009. Web.
<http://www.ceosforcities.org/pagefiles/WalkingtheWalk_Summary.pdf>.
"Crosswalks." SF Better Streets. City and County of San Francisco, 2012. Web. <http%3A%2F%2Fwww.sfbetterstreets.org%2Ffind-project-
types%2Fpedestrian-safety-and-traffic-calming%2Fcrosswalks%2F>.
"Economic Benefits of Walking and Bicycling." Pedestrian & Bicycle Information Center. U.S. Department of Transportation Federal Highway Administration,
n.d. Web. 4 Aug. 2014. <http://www.pedbikeinfo.org/data/factsheet_economic.cfm>.
"FAQs." FHWA Office of Innovative Program Delivery: Public Private Partnerships. N.p., n.d. Web. 21 Aug. 2014. <http://www.fhwa.dot.gov/ipd/p3/faqs/#1>.
"Funding." Pedestrian & Bicycle Information Center. U.S. Department of Transportation Federal Highway Administration, Pedestrian and Bicycle Information
Center within the University of North Carolina Highway Safety Research Center, n.d. Web. 16 Aug. 2014.
<http://www.pedbikeinfo.org/planning/funding.cfm>.
"How walkable is your community?". Partnership for a Walkable America. Survey.
"How Walkable is Your Neighborhood?". Health by Design. Survey.
James, Rosemary. Figure 1.2, 1.8, 1.9. N.d. N.p.
Kerr, Amanda. Figure 1.1, 1.5, 1.7, 1.9, 1.12, 1.14, 1.15, 1.16. 2014. N.p.
Maryland Bicycle and Pedestrian Advisory Committee, and Maryland Department of Transportation. Maryland Safe Routes to School Guidebook. Washington,
D.C.: U.S. Dept. of Transportation, National Highway Traffic Safety Administration, 2002. Web.
<http://www.mdot.maryland.gov/Office_of_Planning_and_Capital_Programming/Bicycle/SafeRoutesToSchool/SafeRoutesToSchoolGuidebook.pdf>.
Murphy, Daniel. Figure 1.8, 1.11. 2014. N.p.
PEDESTRIAN AND BICYCLE INFRASTRUCTURE: A NATIONAL STUDY OF EMPLOYMENT IMPACTS. Rep. Political Economy Research
Institute University of Massachusetts, Amherst, June 2011. Web.
<ftp://ftp.kingcounty.gov/parks/REGIONALTRAILS/PLANS%20%26%20STUDIES/PERI_PedBikeEmployment%20Study_June2011.pdf>.
"Physical Activity." Centers for Disease Control and Prevention. Centers for Disease Control and Prevention, n.d. Web. 4 Aug. 2014.
<http://www.cdc.gov/healthyplaces/healthtopics/physactivity.htm>.
Resource Systems Group, Inc, Economic and Policy Resources, Inc., and Local Motion. "Economic Impact of Bicycling and Walking in Vermont." (n.d.):
n. pag. Vermont Agency of Transportation, 6 July 2012. Web. 10 Aug. 2014.
<http://vtransengineering.vermont.gov/sites/aot_program_development/files/documents/ltf/BikePedFinal%20Report%20Econ%20Impact%20Walkin
g%20and%20Biking2012.pdf>.
"Search Results." Project Search Results. National Center for Safe Routes to School, n.d. Web.
<http%3A%2F%2Fapps.saferoutesinfo.org%2Fproject_list%2Fresults.cfm>.
"Somewhat Walkable, Boonsboro." Walk Score. N.p., n.d. Web. 10 Aug. 2014. <http://www.walkscore.com/score/boonsboro-maryland>.
"State Administered CDBG." State Administered CDBG/U.S. Department of Housing and Urban Development (HUD). U.S. Department of Housing and Urban
Development (HUD), n.d. Web. 21 Aug. 2014.
<http://portal.hud.gov/hudportal/HUD?src=/program_offices/comm_planning/communitydevelopment/programs/stateadmin>.
Swope, John. Figure 1.3, 1.4. 2014. N.p.
"Walk Score Methodology." Walk Score Methodology. N.p., n.d. Web. 21 Aug. 2014. <http://www.walkscore.com/methodology.shtml>.
"Walkability Improvements Strategies to Make Walking Convenient, Safe and Pleasant." Online TDM Encyclopedia - Pedestrian Improvements. Victoria
Transport Policy Institute, 15 May 2014. Web. 19 Aug. 2014. <http://www.vtpi.org/tdm/tdm92.htm>.
"Walkable Neighborhoods." What Makes a Neighborhood Walkable. N.p., n.d. Web. 14 July 2014. <http://www.walkscore.com/walkable-
neighborhoods.shtml>.
"What Are Transportation Alternatives?" What Are Transportation Alternatives? Rails-to-Trails, Federal Highway Administration through the Office of
Planning, Environment, and Realty's Surface Transportation Environment and Planning Cooperative Research Program (STEP), n.d. Web. 21 Aug. 2014.
<http://trade.railstotrails.org/index>.
"Why Walk? The Benefits of Walkable Neighborhoods." Sightline Institute. N.p., n.d. Web. 21 Aug. 2014. <http://www.sightline.org/research/walkable-
facts/>.

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Appendix

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Appendix A: Zone and Neighborhood Information
Figure A.1 Map of areas surveyed at Town Walkabout event.

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Zone 1
• Potomac Street
• Maryland Route 34
• Crestview community
• King Road
• Monroe Road
Zone 2
• Potomac Street
• Monument Drive
• Young Avenue
• Sinnesin Drive
• Alley 10
• Gantz Alley
• Cemetery Lane
• Reeders Alley
Zone 3
• Park Drive
• Stouffer Avenue
• Della Lane
• David Drive
• Graystone Drive
• Winner Lane
• Thomas Lane
• Alley 1
Zone 4
• Center Street
• Grove Lane
• Orchard Drive
• St. Paul Street
• Ford Avenue
• Lakin Avenue
• Alley 15
• High Street
Zone 5
• Boonsboro High, Middle, and Elementary campus
• Maple Avenue/ Maryland Route 66
• Kinsey Heights community
• Knode Circle
Zone 6
• Lappans Road
• Chase 6 Boulevard
• Fletcher’s Grove community

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Appendix B: Survey Data
Figure B.1 Compiled survey data page one.

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Figure B.2 Compiled survey data page two.

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Figure B.3 Compiled survey data page three.

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Figure B.4 Compiled survey data page four.

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Figure B.5 Compiled survey data page five.

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Figure B.6 Compiled survey data page six.

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Table B.1 Number of surveys collected per zone
Zone 1 Zone 2 Zone 3 Zone 4 Zone 5 Zone 6
2 2 1 1 3 1
Total 10

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Appendix C : Contact and Supplemental Information for Funding Opportunities
Safe Routes to School
Jessica Silwick
Maryland Safe Routes to School Manager
Regional & Intermodal Planning Division State Highway Administration
707 N. Calvert Street Baltimore, MD 21202
Phone: (410) 545-5675
Fax: (410) 209-5025
Email: JSilwick@sha.state.md.us

Safe Routes to School (SRTS) programs are federally funded initiatives involving school administrations,
community members, and municipalities committed to enabling students to safely walk and bike to school.
Programs vary based on community need, but include projects such as sidewalk improvements, traffic calming,
pedestrian/bicycle access, planning, encouragement, enforcement, and evaluation.i
SRTS has funded eight programs
in Washington County since 2007, directly impacting over twelve schools in Boonsboro’s neighboring school
districts.ii
SRTS does not require applicants to provide a capital match, and Maryland is among the highest
categorized states with a more than 64% obligation rate.iii
U.S. Department of Housing and Urban Development
Charles E. Halm
Community Planning and Development Director
Region 3
Baltimore Field Office
Correspondence Code: 38D
10 South Howard Street
5th
Floor
Baltimore, MD 21201-2505
Phone: (410) 209-6541 ext. 3071
Fax: (410) 209-6672
Email: charles.e.halm@hud.gov

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Under Congress’ amendment of the Housing and Community Development Act of 1974 in 1981, each state is able
to allot Community Development Block Grant (CDBG) funds for local government development projects that do
not receive CDBG funds directly from HUD as part of the entitlement program. Eligible non-entitlement areas are
cities with populations of less than 50,000 that plan to pursue community development projects such as
“construction or reconstruction of streets, neighborhood centers, recreation facilities, and other public works”.
Funds may also be awarded for “assistance to nonprofit entities for community development activities, and
assistance to private, for profit entities to carry out economic development activities”.iv
States distribute all funds to
units of local government.
Transportation Alternatives
Keith Kucharek
Maryland Assistant Division Chief
Regional and Intermodal Planning Division
Maryland State Highway Administration
Mail Stop C-502
707 North Calvert Street
Baltimore, MD 21203-0717
Phone: (410)-545-8792
Fax: (410)-209-5014
Email: KKucharek@sha.state.md.us
Transportation Alternatives projects—those that "expand travel choices, strengthen the local economy, improve the
quality of life, and protect the environment” through the improvement of transportation infrastructure"—are
administered funds through the State Department of Transportation.v
Project sponsors are typically responsible for
20% of the project cost. Eligible entities to receive funds include local governments; regional transportation
authorities; transit agencies; natural resource or public land agencies; schools, school districts, and local education

31
agencies; tribal governments; and any other local or regional governmental entity that is responsible for
transportation oversight and is deemed eligible by the state DOT. vi
Eligible projects are extensive, and include
pedestrian and bicycle facilities, safe routes for non-drivers, and more.vii
Additional Funding Resources made available by the Pedestrian and Bicycle Information Center:
http://www.pedbikeinfo.org/planning/funding_resources.cfm
i Page 28 http://www.saferoutesinfo.org/sites/default/files/resources/progress%20report_FINAL_web.pdf
ii Project search results state of Maryland http://apps.saferoutesinfo.org/project_list/results.cfm
iii Page 31 http://www.saferoutesinfo.org/sites/default/files/resources/progress%20report_FINAL_web.pdf
iv http://portal.hud.gov/hudportal/HUD?src=/program_offices/comm_planning/communitydevelopment/programs/stateadmin#more
v http://trade.railstotrails.org//page.php?identifier=index
vi http://www.railstotrails.org/ourwork/trailbuilding/toolbox/informationsummaries/funding_financing.html#statelocal
vii http://trade.railstotrails.org//page.php?identifier=10_definitions

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