COMPLETE STREETS DESIGN STATE OF THE PRACTICE

Transcription

1 COMPLETE STREETS DESIGN STATE OF THE PRACTICE Marshall Elizer, PE, PTOE, Senior Principal Michael Sewell, P.E., Senior Vice President Gresham, Smith and Partners (GS&P) SDITE, Monday, March 27, 2017

2 Acknowledgments 2

3 Why This Presentation? Increasing attention to pedestrians, bicycles and transit More desire to match street design with land use context Communities are demanding better multimodal street design Many rights-of-way are constrained but must still accommodate an increasing number of features

4 What will we cover today? What are complete streets Why do they matter What design guidance exists today Applying flexibility in using that design guidance Overview the Complete Streets Design Process

5 We ll Expose You to the Latest Techniques in Complete Streets Design

6 What is a Complete Street? A Complete Street is designed and operated to enable safe access and mobility for all users in the right-of-way, including pedestrians, bicyclists, motorists and transit riders of all ages and abilities.

7 A Complete Street provides. For legal users present or planned: a minimum level of accessibility a minimum level of service a minimum quality of service a minimum level of safety a minimum level of convenience 7

8 Why all this attention to complete streets?? Note: Complete Streets is also sometimes referred to as designing for all users or multimodal design.

9 Focus on Creating Livable Communities Livability Principles and the HUD-DOT-EPA Partnership for Sustainable Communities, 2009 The Partnership established six livability principles to act as a foundation for interagency coordination: Provide more transportation choices Promote equitable, affordable housing Enhance economic competitiveness Support existing communities Coordinate policies and leverage investment Value communities and neighborhood

10 More & More Walking & Bicycling

11 Safety, Safety, Safety 7.7 PERCENT INCREASE in U.S. traffic deaths from 2014 to From 32,675 in 2014 to an estimated 35,200 fatalities in 2015 (+2,525) All user types had significant increases in fatalities, but BICYCLE (13%) & PEDESTRIAN (10%) fatalities increased the most.

12 Improve Health in the Unites States Surgeon General Call to Action to Promote Walking and Walkable Communities (2015) Recognizes the importance of physical activity for people of all ages and abilities Encourages communities to be created or enhanced to make it safe and easy to walk.

13 Build Healthier Places 10 Principles from the Urban Land Institute (ULI) 1. Put People First 2. Recognize the Economic Value 3. Empower Champions for Health 4. Energize Shared Spaces 5. Make Healthy Choices Easy 6. Ensure Equitable Access 7. Mix It Up 8. Embrace Unique Character 9. Promote Access to Healthy Food 10. Make It Active

14 But.Complete Streets are NOT: One special street project A design prescription A mandate for immediate retrofit Only accomplished with special funding sources A silver bullet.other goals are also important

15 And there s No Magic Formula for CS Design Not every street has to have sidewalks, bike lanes and transit One size (design) doesn t fit all situations Goal? to fit context of the street, corridor & local community with the design of the street Land use and transportation needs are considered and designed to complement each other

16 National Design Policy & Guidance

17 USDOT Policy Statement 2010 Bicycle and Pedestrian Accommodation Regulations and Recommendations The DOT policy is to incorporate safe and convenient walking and bicycling facilities into transportation projects. Every transportation agency, including DOT, has the responsibility to improve conditions and opportunities for walking and bicycling and to integrate walking and bicycling into their transportation systems. transportation agencies are encouraged to go beyond minimum standards to provide safe and convenient facilities for these modes.

18 August 2013 FHWA Guidance Expresses FHWA s support for flexible approaches to design of bicycle & pedestrian facilities. Recognizes AASHTO s bicycle & pedestrian design guides as the primary national resources for bicycle and pedestrian facilities. Notes that NACTO s Urban Bikeway Design Guide and ITE s Designing Urban Walkable Thoroughfares guide build on flexibilities provided in the AASHTO guides.

19 Recent FHWA Guidance Memo Relationship between Design Speed and Posted Speed, October 7, 2015 In urban areas, the design of the street should generally be such that it limits the maximum speed at which drivers can operate comfortably, as needed to balance the needs of all users. October 2015

20 2015 FAST ACT Requirements DESIGN CONSIDERATIONS ON NATIONAL HIGHWAY SYSTEM The FAST Act now requires that designs shall consider: The constructed and natural environment of the area; Access for other modes of transportation

21 2015 FAST Act Requirements DEVELOPMENT OF CRITERIA FOR THE NHS The FAST Act adds two new resources that USDOT MUST consider in developing NHS design criteria: AASHTO Highway Safety Manual; and NACTO Urban Street Design Guide.

22 2015 FAST Act Requirements ACCOMMODATION OF NON-MOTORIZED USERS Requires USDOT to encourage States and MPOs to adopt design standards for Federally-funded projects that provide for the safe and adequate accommodation (as determined by the State) of all users of the surface transportation network

23 2015 FAST Act Requirements DESIGN STANDARD FLEXIBILITY FOR LOCALITIES Under the FAST Act, a locality may use a different roadway design publication than the State s (with State approval and if certain conditions are met) What publication will your agency choose to use?

24 What about AASHTO? STANDING COMMITTEE ON HIGHWAYS (SCOH) RESOLUTION: Direction on Flexibility in Design Standards, May 2016 Increases in bicycle and pedestrian volumes have been recorded nationwide in large cities, suburbs, and small towns, along with corresponding increases in collisions and fatalities AASHTO should provide guidance to state DOTs and other users of the Green Book regarding design flexibility This guidance should educate engineers and designers on the flexibility inherent in the Green Book and other sources This guidance should address designing in and for a multi-modal transportation system

25 Existing Design Guidance

26 The Foundation: AASHTO Green Book Foundation of US geometric design policy State (and some local) street/highway design manuals often derive from, and explicitly reference, the AASHTO Green Book Must be used for NHS (National Highway System) projects

27 GB is NOT a Detailed Design Manual The intent of this policy is to provide guidance to the designer by referencing a recommended range of values for critical dimensions. It is not intended to be a detailed design manual that could supersede the need for the application of sound principles by the knowledgeable design professional. Green Book Foreword, 2011

28 Significant Design Guidance Exists Many national guidelines & best practices State DOT standards & guidelines Local agency standards and guidelines

29 And new evolving guidance

30 And even more

31 But whatever design guidance you choose, use of design flexibility is usually the key to creating Complete Streets for all users!

32 The Green Book IS Flexible Design Policy Unique combinations of design requirements that are often conflicting result in unique solutions to the design problems...sufficient flexibility is permitted to encourage independent designs tailored to particular situations. Source: 2011 Green Book, Foreword

33 What Flexibility is in the Green Book? Solutions or concepts not specifically included are not precluded Most dimensions are ranges Specific solutions are not mandated Designer judgment is implied or explicitly suggested It s typical for state and local design manuals & standards to allow the same level of flexibility although many struggle to allow it..

34 Complete Streets Requires a Flexible Design Philosophy Recognizes that flexibility is a necessary and desired aspect of the geometric design process. Uses a risk assessment and risk management approach for all aspects of the design for each mode. Use of engineering judgment is required!

35 Bottom Line on Design Flexibility? Lots of discussion about design flexibility but there s no single source of national guidance on how to actually do it Designing outside the box is often necessary

36 Bottom Line on Design Flexibility? Upcoming project reports that will help: NCHRP 15-52: Developing a Context-Sensitive Functional Classification System for More Flexibility in Geometric Design (2017) NCHRP 15-48: Guidelines for Designing Low and Intermediate Speed Roadways That Serve All Users (2017)

37 What About Liability in Flexible Design?

38 Key Guidance Exists Tort Liability Defense Practices for Design Flexibility Create and file internal documentation that includes the rationale for your design decisions and any available facts/evidence to support those decisions.

39 Thoughts on Liability Shouldn t let liability concerns get in the way of innovative and creative design responding to context. Understanding of applicable design guidance and standards is required, but unique approaches are almost always allowed and encouraged. Designers have the skills, experience and judgment to learn how to do this in an effective and responsible way.

40 What are Today s Best Practice Design Guidelines for Complete Streets?

41 The New AASHTO Bike & Ped Guides Pedestrian Facility design guide update scheduled for 2017 release Bicycle Facility design guide update scheduled for 2017/2018 release Expect new and more advanced design guidance Will be available thru the AASHTO Bookstore

42 Achieving Multimodal Networks A resource for practitioners to build multimodal transportation networks Highlights ways to apply design flexibility found in national design guidance Focuses on reducing multimodal conflicts and achieving connected networks. Includes 24 design topics: 12 design topics on design flexibility 12 topics on measures to reduce conflicts between modes. Includes relevant case studies and references to appropriate design guidelines. August 2016 Free Download

43 Small Town and Rural Multimodal Networks Resource and idea book intended to help small towns and rural communities support safe, accessible, comfortable, and active travel for people of all ages and abilities Provides a bridge between existing guidance on bicycle and pedestrian design and rural practice Encourages innovation in the development of safe and appealing networks for bicycling and walking in small towns and rural areas Shows examples of peer communities and project implementation that is appropriate for rural communities December 2016 Free Download

44 Multimodal LOS/QOS Guidance Guidebook for Developing Pedestrian and Bicycle Performance Measures, Federal Highway Administration, US Department of Transportation, FHWA-HEP , March Evaluating Complete Streets Projects: A Guide for Practitioners, AARP/Smart Growth America, April Both are free downloads

45 ITE Traffic Engineering Handbook CHAPTER 5: Level of Service Concepts in Multimodal Environments CHAPTER 9: Planning, Design, and Operations of Road Segments and Interchanges in Urban Areas CHAPTER 11: Design and Operation of Complete Streets and Intersections CHAPTER 14: Traffic Calming Available for purchase in hard or e-copy. 2016

46 New ITE Bike/Ped Design Guidelines Recommended Design Guidelines to Accommodate Pedestrians and Bicycles at Interchanges (2016) Available for purchase in hard copy

47 Institute of Transportation Engineers Designing Walkable Urban Thoroughfares: A Context Sensitive Approach (2010) Covers a wide range of issues and challenges in urban complete streets design Provides specific guidance on many design features, techniques and tools for 35mph and below Relates guidance to AASHTO policy! Free download from ITE

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49 Designing Walkable Urban Thoroughfares Toolbox of Active Speed Management Measures Roundabouts Road diets Lateral shifts or narrowing Smaller curb-return radii Elimination of free-flow right-turn lanes Provision of on-street parking where appropriate Speed humps and speed tables Speed cushions or speed platforms Narrowed travel lanes Raised crosswalks Speed actuated traffic signals

50 Designing Walkable Urban Thoroughfares Toolbox of Passive Speed Management Measures Synchronized signals Radar trailers/speed feedback signs Visual narrowing using pavement markings Visually enclosing street with buildings & trees Variable speed limits Speed enforcement corridors Flashing beacons on intersection approaches Speed limit markings on pavement Mountable medians for visual narrowing Shared streets Automated speed and red-light enforcement

51 National Association of City Transportation Officials (NACTO) 2013 urban-focused guidance Guidance for urban streets where people can safely walk, bicycle, drive, take transit, and socialize. Provides a toolbox and concepts that cities can use to make streets safer, more livable, more economically vibrant Available for purchase in hard or e-copy

52 Urban Street Design Guide

53 Urban Street Design Guide Discusses Results of PASSIVE (or forgiving) Design: Standard highway design practice Allows drivers to travel unpredictably at high speeds Results in urban areas: Wide lanes Wide buffers Removal or prohibition of street trees Suburban-style clear zones Tends to encourage operating speeds that are too high

54 Urban Street Design Guide PROACTIVE Design a street designed for the fastest and worst driver may very well create more drivers who feel comfortable at faster and more unsafe speeds. A proactive approach uses design to affect desired outcomes, guiding user behavior through physical and environmental cues.

55 Urban Street Design Guide Measures to achieve target speeds: Medians Pinch points Chicanes Lane shifts Speed humps Two-way streets Roundabouts Diverters Signal progression Building lines Street trees On-street parking

56 Urban Bikeway Design Guide, NACTO Based on approaches used in leading cycling cities in the world. Most treatments not directly referenced in current AASHTO Bike guide although they are virtually all (with two exceptions) permitted under the MUTCD. FHWA has posted information regarding MUTCD approval of treatments and in 2013 issued a memo officially supporting use of the document. Available for purchase in hard or e-copy

57 Transit Street Design Guide, NACTO Provides guidance for how cities can maximize transit potential on neighborhood and downtown streets Provides tools to actively prioritize transit on the street Chapters on Station Stops, Transit Lanes/Transitways, Intersections, Transit System Strategies Available for purchase in hard or e-copy New guidance from ITE

58 Guide for Geometric Design of Transit Facilities on Highways and Streets, AASHTO AASHTO Guide for Geometric Design of Transit Facilities on Highways and Streets (2014) Significant new guidance on integration of highway & transit modes and geometric design considerations Chapters on: Design Parameters & Controls Guidelines for Bus Facilities Light Rail & Streetcar Facilities Pedestrian & Bicycle Access Available in hard copy from AASHTO

59 Road Diets (Lane Reductions) Encourage appropriate operating speeds Reclaims ROW for other features: New/wider sidewalks Bicycle lanes Pedestrian buffers/landscaping On-street parking Wider medians/turn lane FHWA Case Studies: Evaluation of Lane Reduction "Road Diet" Measures and Their Effects on Crashes and Injuries, FHWA-HRT FHWA Road Diet Informational Guide, 2014 Free download available

60 Roundabout Design Guidance FHWA Roundabout Technical Summary NCHRP Report Roundabouts Free downloads available

61 Mini-Roundabouts, FHWA Mini roundabouts and neighborhood traffic circles lower speeds at minor intersection crossings and are an ideal treatment for uncontrolled intersections. Careful attention should be paid to the available lane width and turning radius used with traffic circles. Free download available 61

62 Recommended Bicycle Lane Widths for Various Roadway Characteristics, NCHRP 766 Presents recommendations for bicycle lane widths for various roadway and traffic characteristics, including traffic volume, vehicle mix (i.e., % trucks), lane width and/or total roadway width, and presence/absence of on-street parking. Conclusions most applicable to urban and suburban roadways with level grade and a posted speed limit of 30 mph Should be used cautiously for the design of roadways with vehicle speeds outside of the 25 to 35 mph range. Free download available f

63 Separated Bike Lane Planning and Design Guide, FHWA, 2015 A separated bike lane is an exclusive facility for bicyclists that is located within or directly adjacent to the roadway and that is physically separated from motor vehicle traffic with a vertical element. Also sometimes called "cycle tracks" or "protected bike lanes. Free download available

64 Incorporating On-Road Bicycle Networks into Resurfacing Projects, FHWA 2016 The workbook provides: recommendations for how roadway agencies can integrate bicycle facilities into their resurfacing program. methods for fitting bicycle facilities onto existing roadways, cost considerations, and case studies. The workbook does not present detailed design guidance, but highlights existing guidance, justifications, and best practices for providing bikeways during resurfacing projects. Free download available

65 Design Guidance for High-Speed to Low- Speed Transition Zones for Rural Hwys Presents guidance for designing the transition from a high-speed rural highway to a lower-speed section, typically approaching a small town. Includes a methodology for assessing these highway sections and a catalog of potential treatments for addressing problems. Includes a Design Guidance document that a transportation agency can adapt to meet its own purposes and needs. Free download available Design Guidance for High-Speed to Low-Speed Transition Zones for Rural Highways (NCHRP 2012)

66 Complete Intersections, Caltrans Presents common issues faced by pedestrians and bicyclists at intersections and interchanges and best practices for addressing those through design and operational changes. Focus is on intersections and interchanges where mobility and safety issues are most challenging: offset, skewed and multi-leg intersections; bus stops; railroad crossings; roundabouts; and freeway interchanges. Design principles are listed along with appropriate treatments. Free download available

67 FHWA Speed Reduction Reference Engineering Countermeasures for Reducing Speeds A Desktop Reference of Potential Effectiveness, May 2014 Includes: Geometric Features, Surface Treatments & Markings, Signs, Narrowing, Access Controls, and Combination Measures. Supported by 54 references. Free download available

68 Safety Effects of Crosswalks at Unmarked & Uncontrolled Intersections (2005) On 2-lane roads, the presence of a marked crosswalk alone at an uncontrolled location was associated with no difference in pedestrian crash rate, compared to an unmarked crosswalk. On multilane roads with traffic volumes above about 12,000 vehicles per day, having a marked crosswalk alone (without other substantial improvements) was associated with a higher pedestrian crash rate compared to an unmarked crosswalk. Raised medians provided significantly lower pedestrian crash rates on multilane roads, compared to roads with no raised median. Free download available

69 Complete Streets Design Process

70 Six-Step Complete Streets Design Process EXISTING AND FUTURE CONDITIONS 1. Define land use context 2. Define transportation context GOALS AND OBJECTIVES 3. Identify deficiencies 4. Describe future objectives DECISION-MAKING 5. Define street type and initial cross-section 6. Describe trade-offs and select cross-section

71 Challenges to Expect in a Complete Streets Design Process

72 CS Design Challenges Fitting Design to Context Understanding the current & future land use and community goals Balancing Level and Quality of Service Balancing user needs and priorities based on context Managing Functional Classification & Traffic Projections Understanding FC and vehicle projections but realizing that they don t always control Meeting Non-vehicle Design Standards & Guidelines ADA, bicycle and pedestrian best design practices

73 CS Design Challenges Design, Operating and Target Speed Relationships Selecting a design speed appropriate to context and goals Design Vehicle Using control vehicle as opposed to design vehicle when volumes and speeds are low Allocating Cross-section Width Understanding impacts and trade-offs of options for all users

74 CS Design Challenges Intersections and Turn Lanes Don t let capacity drive the decisions understand impacts to all users Clear Zones & Lateral Offsets Forgiving highway approach does not work in low-speed, walkable areas Consider On-Street Parking Use is driven by land use context, but it can help control operating speeds and buffering of vulnerable users

75 CS Design Challenges Road-Narrowing/Curb Extensions When geometry alone does not yield desired target operating speeds, physical and psychological treatments may be needed Mid-Block Crossings Must understand pedestrian, bicycle and transit access movements and provide midblock options when access to controlled crossings is not realistic

76 A Good Complete Streets Design Process is: A focused approach to providing the most complete street for a given context and set of conditions A commitment to include all stakeholders from the beginning to the end A defined thought process for evaluating and balancing trade-offs A framework for applying new design/operation tools and techniques Accountability and transparency in the design process

77 Questions? Thank you!