Consultants urge lower target speeds, mid-block crossings and pop-up tests to improve safety on Main Street

Consultants leading a multi-night review told the East Aurora Planning Commission on Monday that a shift away from vehicle-focused engineering and toward “target speeds” and people-centered design could improve safety, support local businesses and make the village easier to walk and bike.

Dan Burton, the visiting presenter, and Connor of Kittleson framed the presentation around speed as “the number one factor” in crash likelihood and severity, saying officials should design streets to achieve a lower target speed rather than simply lowering posted limits. “We measure cars, we measure car delay, and that’s what we design for,” Connor said, arguing the village should instead use a 24-hour performance view that values pedestrian safety and mode choice.

The presenters gave examples from other communities — including a pedestrianized bridge in Rimini, Italy, and lane reductions in Lancaster, California — to show how narrowing streets and reallocating right-of-way can increase foot traffic and spur downtown investment. “You can take a five‑lane road to two lanes and people come downtown,” Burton said, describing large redevelopment and lower travel speeds after lane reductions.

On parking and development, the team recommended rethinking minimum parking requirements and using development-review conditions to secure sidewalks, narrower crossings and building entrances close to sidewalks. Connor said minimum parking rules add cost and asphalt and that some small towns that eliminated parking minimums have seen downtown growth.

Residents pressed the presenters during a lengthy Q&A and public-comment period. Louis Deguano, who lives near Bar Bill, urged removing about 20 parking spaces on a stretch of Main Street to reduce late‑night, mid‑block crossings by intoxicated patrons. “Most of them are drunk, and they’re coming across the street,” Deguano said, calling the block a safety “nightmare.” The team recommended two raised mid‑block crossings with a median island to shorten crossing distances and increase driver yielding.

Other residents asked about freight access, diversion onto parallel neighborhood streets and snow‑country design constraints. Responding to concerns about trucks, Burton said the team uses truck‑turn templates and, for constrained places, suggested edge‑lane configurations that accommodate deliveries while slowing general traffic. On winter maintenance, Burton said raised crossings can be designed with grades compatible with plows.

The consultants also advocated quick‑build, pop‑up demonstrations — temporary, low‑cost installations using paint and plastic posts that let residents experience changes before investing in permanent construction. The team said pop-ups have produced quick behavioral changes elsewhere and are effective tools for community engagement and evaluation.

The presenters said they would conduct a walk audit the next day and provide a printed, more detailed recommendation for the village and that they will include specific countermeasure options for intersections, striping and potential developer conditions. Chelsea Rue, who identified herself as deputy mayor, asked whether any immediate fixes could be recommended before paving begins on Gerard; the team said intersections would be prioritized and that simple striping and demonstrations could be used as low‑cost interim measures.

The meeting closed after the commission made a motion to adjourn. The consultants invited follow‑up conversations and small‑group sessions to refine site‑specific designs and funding approaches.

The planning commission did not adopt any ordinance or binding change at the meeting; the session was described as an informational workshop and public comment opportunity. The consultants repeatedly noted that Main Street is a state route and that implementing changes there will require coordination with the New York State Department of Transportation and adherence to applicable traffic‑control guidance.