Creating Livable Streets and Corridors (S526) Harrison Rue, ICF International APA Conference, Los Angeles April 16, 2012

Transcription

1 Creating Livable Streets and Corridors (S526) Harrison Rue, ICF International APA Conference, Los Angeles April 16, 2012

2 Overview What is livability in transportation? FHWA livability resources: a new approach to transportation planning Incorporating livability into the transportation planning and project development process Completing the streets and networks Multimodal corridor strategies Cost-effective management and operations strategies Design guides and policies Measuring performance icfi.com 2

3 HUD-DOT-EPA Livability Principles Provide more transportation choices Promote equitable, affordable housing Enhance economic competitiveness Support existing communities Coordinate and leverage Federal policies and investment Value communities and neighborhoods icfi.com 3

4 Livability in Transportation Guidebook Developed by FHWA & FTA Designed as a general practitioners resource For use by State DOTs, MPOs, and others in the advancement of livable communities Available on the FHWA Livability Website icfi.com 4

5 Why livability; why now? We have built one of the world s largest and best highway networks We have not yet put the same effort into completing a system that works as well for walking, wheeling, or taking transit Balanced approach can maximize the effectiveness of existing investments By targeting transportation funding to support reinvestment in existing communities, we can build more choice, convenience, and cost-effectiveness into the transportation system icfi.com 5

6 Livability in Transportation: Background Long practiced at local & regional level Many state policy efforts Variety of brand names livability, sustainability, smart growth, walkable communities, new urbanism, healthy neighborhoods, active living, transitoriented development, complete streets, etc. The common element is that transportation planning is no longer a stand-alone exercise In service to broader community goals icfi.com 6

7 What is livability in transportation? Livability in transportation is about using the quality, location, & type of transportation facilities & services available to help achieve broader community goals such as access to good jobs, affordable housing, quality schools, & safe streets. This includes: Addressing road safety & capacity issues through better planning & design Maximizing & expanding new technologies such as intelligent transportation systems & quiet pavements Using travel demand management approaches in system planning & operations Developing high quality public transportation to foster economic development Community design that offers residents & workers the full range of transportation choices Strategically connecting the modal pieces - bikeways, pedestrian facilities, transit services, & roadways-into a truly intermodal, interconnected system icfi.com 7

8 Creating Livable Communities An FHWA Primer Incorporating livability into each step of the transportation planning & decisionmaking process icfi.com 8

9 Benefits of Incorporating Livability Transportation and land use support compact, connected communities Small town center development guide growth to protect natural and working lands Environmental reduced footprint Reduced GHGs from increased walking/biking Compact development requires less land Health and social reduced obesity, improved sense of community Increased convenience for walking/biking to destination Public places created Economic efficiently use available resources and boost local economy Improve multimodal access to jobs; reinvent/reinvest in existing corridors icfi.com 9

10 Networks and connectivity Key strategy in urban, suburban, and rural areas icfi.com 10

11 11 Why complete the streets & networks? It s the best way to maximize capacity of existing roadways at affordable costs

12 Boulevard Design Characteristics People Friendly Streets Buildings brought to street for enclosure / interest Two-lane cross section Streetscape Landscaped medians provide crossing refuge On-street parking protects pedestrians Bus amenities include shelters and by-pass lanes 12 Four-lane cross section

13 The proximity of activities within communities promotes walking and transit Transportation Network Reduces Auto Travel and Congestion B A C 13 The proximity of communities to each other makes auto trips shorter The network makes travel more efficient by providing multiple travel choices

14 14 Hydraulic Road - Existing conditions

15 Hydraulic Road Complete Street 15 Extending & connecting the grid with complete streets, plus block-by-block redevelopment provides Transit Targets & mode choice

16 Hydraulic Road - Complete Street Completing the landscaping provides enhanced walking & wheeling choices and business environment 16

17 Small town revitalization - Lovingston, VA REDESIGNED INTERSECTIONS FUTURE IMPROVEMENTS 17 FUTURE PARALLEL ROAD AS DEVELOPMENT OCCURS REDESIGNED INTERSECTIONS

18 Route 50 Rural Traffic Calming, VA Community-Driven Goals: Increase quality of life improve conditions for pedestrians, create safe and attractive streets reduce the negative effects of automobiles on the environment. Objectives: slow traffic & reduce collisions reduce the need for police enforcement provide more greenery enhance historical, agriculture, & natural setting increase access to main street accommodate but not invite through traffic.

19 Route 50 Rural Traffic Calming, VA Rt. 50 Design context zones transition from rural highway to towns

20 Route 50 & Route 15 A system of roundabouts at a rural highway intersection addresses increasing congestion & safety issues Addition of a new triangular cut-off road, with two new roundabouts, removes excess turning movements from the main roundabout Rural character is preserved, along with potential for compact growth Gilberts Corner Linked Roundabouts

21 Multimodal corridor strategy Key strategy in urban, suburban, and rural areas icfi.com 21

22 Multimodal Investment Strategy Integrated, multimodal T&LU planning Link cities & suburban corridors, growing rural counties, and small towns All-hands-on-deck public process Include business and developers Inter-agency collaboration & tech team Focus on implementing the vision Tie to local comprehensive plans & DOT project programming

23 Multimodal Investment Strategy Use projects to demonstrate state-of-the art practices and policy changes Voluntary participation using incentives, not mandates Target $$ toward strategic solutions Put new $$ to work in support of new ideas Leverage private investment Use public funds to connect the dots

24 US29 facing south toward Rio Road Typical suburban roadway with auto-oriented shopping 24

25 US29 facing south toward Rio Road 25 Urban grade separation (in distance) and multimodal boulevard 4 lanes each direction plus turn lanes (with median islands for safety)

26 US29 facing south toward Rio Road Mixed-use infill development on existing aging shopping centers 26

27 US29 facing south toward Rio Road Additional block-by-block redevelopment provides Transit Targets and enhanced walking and wheeling choices 27

28 US29 facing south toward Rio Road Additional block-by-block redevelopment provides Transit Targets and enhanced walking and wheeling choices 28

29 US29 facing south toward Rio Road Additional block-by-block redevelopment provides Transit Targets and enhanced walking and wheeling choices 29

30 US29 facing south toward Rio Road Landscaping matures over time 30

31 US29 facing south toward Rio Road Zoomed in toward grade-separated intersection 31

32 TDM and corridor operations icfi.com 32

33 TDM and corridor operations icfi.com 33

34 34 Transforming Gasoline Alley Becoming a Transit-Ready neighborhood center

35 35 Transforming Gasoline Alley Medians and pedestrian improvements

36 36 Transforming Gasoline Alley Continue public improvements

37 37 Transforming Gasoline Alley Mixed-use infill development on individual properties

38 38 Transforming Gasoline Alley Continue infill development

39 39 Transforming Gasoline Alley Landscape matures over time

40 40 Transforming Gasoline Alley Add transit service as market grows

41 Street design guidelines City of Charlotte, NC Urban Streets Design Guidelines focus on designing roadways for all users for different community context zones 41

42 Rural County design guidelines 42 Fluvanna County, VA

43 43 Nelson County Comp Plan rural area

44 Complete Streets in Practice There is no unified definition of a Complete Street. Each road segment should be planned and built within the context of its surroundings. Some common elements of Complete Street design include: Pedestrian infrastructure such as sidewalks or crosswalks. Bicycle infrastructure such as bicycle lanes or bicycle parking. Coordinated transit facilities such as bus pull-outs or transit right of way. Aesthetic and safety improvements, including landscaping, contrasting pavement colors, and signage.

45 Status of Complete Streets Legislation 15 states have enacted some form of Complete Streets legislation. 10 additional states have put statewide Complete Streets policies, design guidelines, or administrative procedures in place. Several hundred local governments have enacted Complete Streets policies.

46 Roles of State, Regional, and Local Government in Complete Streets States can take the lead role in delivering Complete Streets: Adopt statewide legislation. Select Complete Streets projects for state funding. Organize and train planning, engineering, and design staff. Create design manuals and guidance. Local governments can play an important role: Pass ordinances supportive of Complete Streets. Select Complete Streets projects for municipal or county funding. Adopt design manuals and/or guidance documents. MPOs and transit agencies can also influence the delivery of Complete Streets. Adopt regional or agency-wide policies and design guidance, incorporate complete streets principles in project funding.

47 Measuring performance EXAMPLE PERFORMANCE MEASURES Transit Accessibility. How usable is the transit network in terms of getting people to the top community destinations? Vehicle Miles Traveled (VMT). How much are people driving on a daily basis? Bicycle and Pedestrian Mode Share. How many daily trips are made by walking or biking? icfi.com 47

48 Focused investment strategies Review available funds/projects across all partners (inc private) Re-purpose $$ accruing into multimodal corridor target areas Target short-term action: TDM, operational & access, transit & walk-bike improvements, connect-the-dots links to private investment Complete the Networks icfi.com 48

49 Focused investment strategies Complete the networks & build transit-oriented & transit-ready corridors Align major facility design with the surrounding network & community context Link land use & redevelopment decisions with transportation investments icfi.com 49

50 Questions? Harrison Rue (479)

51 Freeways to Boulevards: Lessons from San Francisco and other cities Jeff Tumlin, Nelson\Nygaard Consulting Associates April 16, 2012 APA Seminar

52 Los Angeles Freeway Network Same Scale

53 Vancouver Freeway Network Same Scale

54 San Francisco Freeway Network Same Scale

55 New Orleans Sam Scale

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58 San Francisco Planned Freeways, 1940s Source: Amit Ghosh, San Francisco Planning Department

59 San Francisco Freeway Revolt, 1950s and 1960s Source: Amit Ghosh, San Francisco Planning Department

60 The Ferry Building and the Embarcadero Freeway, pre 1980 Source: Amit Ghosh, San Francisco Planning Department

61 The Embarcadero Freeway Source: Amit Ghosh, San Francisco Planning Department

62 Source: Amit Ghosh, San Francisco Planning Department

63 San Francisco Earthquake, 1989 Source: Flickr user: California Watch

64 Source: Amit Ghosh, San Francisco Planning Department

65 Embarcadero ramps removal, 1991 Source: Amit Ghosh, San Francisco Planning Department

66 Source: Amit Ghosh, San Francisco Planning Department

67 Alternative Concept for Embarcadero Tunnel Source: Amit Ghosh, San Francisco Planning Department

68 Source: Amit Ghosh, San Francisco Planning Department

69 Source: Amit Ghosh, San Francisco Planning Department

70 Source: Amit Ghosh, San Francisco Planning Department

71 Source: Amit Ghosh, San Francisco Planning Department

72 San Francisco waterfront

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76 Housing units up 54%, (a 74% increase above Results nearby control areas) Jobs up 23%, (a 318% increase above nearby control areas) 75% increase in transit commute trips Freeway reduced home values by average of $118,000 From Elevated Freeways to Surface Boulevards: Neighborhood, Traffic, and Housing Price Impacts in San Francisco, by Robert Cervero, Junhee Kang, and Kevin Shively. Department of City and Regional Planning University of California, Berkeley, December 2007.

77 Central Freeway removal Source: Amit Ghosh, San Francisco Planning Department

78 Octavia Boulevard, Before Source: Amit Ghosh, San Francisco Planning Department

79 Octavia Boulevard, After Octavia Boulevard Redesign Steve Boland, Nelson\Nygaard

80 Octavia Boulevard Freeway built 1959 Damaged 1989 Upper deck removed 1996 Third vote for boulevard, 1999 Final demolition, 2003 Boulevard open 2005 Before replacement, carried 90,000 cars per day Octavia: 45,000 cars per day September headline of the San Francisco Chronicle : Traffic Planners Baffled by Success: No Central Freeway, No Gridlock, and No Explanation. From Elevated Freeways to Surface Boulevards: Neighborhood, Traffic, and Housing Price Impacts in San Francisco, by Robert Cervero, Junhee Kang, and Kevin Shively. Department of City and Regional Planning University of California, Berkeley, December 2007.

81 Octavia Boulevard Freeway reduced home values an average of $116,000 With freeway: Housing prices 66% of median; after: 91% of median. Nearly 1,000 new housing units, of which half are permanently affordable. From Elevated Freeways to Surface Boulevards: Neighborhood, Traffic, and Housing Price Impacts in San Francisco, by Robert Cervero, Junhee Kang, and Kevin Shively. Department of City and Regional Planning University of California, Berkeley, December 2007.

82 Caution: Social Equity After boulevard, 12% increase in whites, and 33% decrease in African American residents in neighborhood. To minimize displacement and provide advantages for existing residents: Capture property value increase and invest in existing businesses, cultural institutions, neighborhood stabilization. Limit gentrification by zoning for smaller units, less parking. Invest in permanently affordable housing. Form neighborhood nonprofits and direct resources to them. Ensure that impetus for change arises from within the neighborhood.

83 What happened to Central Freeway traffic? Traffic on alternate routes increased by no more than 10% San Francisco Department of Park and Traffic, 2006

84 Image: sfcityscape

85 Image: sfcityscape

86 Image: sfcityscape

87 Image: sfcityscape

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89 Image: sfcityscape

90 Freeway Challenges: Traffic Impacts Major Advantage: Speed, Especially for Long Distance Travel Major Disadvantage: Local Access Constraint Freeway capacity limited by capacity of ramps where freeway meets city grid. Freeways don t always increase network capacity they may simply move the traffic bottleneck from one place to another. If freeways interrupt the city street grid, they may remove as much network capacity as they create

91 Abu Dhabi: Low Connectivity 18 lanes of through traffic Up to 2,000 vehicles per lane hour Abu Dhabi: Limited Up Connectivity to 36,000 vehicles per hour

92 Vancouver: High Connectivity 100 lanes of through traffic Up to 700 vehicles per lane hour Up to 70,000 vehicles per hour No freeways = twice the capacity!

93 Freeway Challenges: Economic Impacts Major Advantage: Real Estate Value Freeways create real estate value for auto dependent, far away places by providing speedy access to jobs and services Major Disadvantage: Real Estate Value Freeways reduce real estate value around them by eliminating direct access and increasing noise Typically, urban freeways may cut adjacent real estate value by half; removing freeways doubles adjacent real estate value (Milwaukee, San Francisco data);

94 Freeway Challenges: Social Impacts Major Advantage: Convenience for Cars High speed, simple connections for cars Major Disadvantage: All other Modes Urban freeways make walking uncomfortable, dangerous and/or impossible If passengers can t cross the street, transit does not work By excluding other modes, freeways increase the auto trip generation rate, meaning new capacity may be filled because more people must drive.

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96 Jeff Tumlin 116 New Montgomery Street, Suite 500 San Francisco, CA NELSON\NYGAARD CONSULTING ASSOCIATES 2012

97 Creating Livable Streets and Corridors (S526) Washington State s Experience Paula Reeves Manager, Community Design WSDOT s Highways & Local Programs Division American Planning Association Conference Los Angeles, CA April 16, 2012

98 Key Topics Creating livable streets Washington example Working with State DOT s Recent projects success stories

99 What steps are we taking? Developing new policies and guides (planning, design, construction and maintenance) Restructuring procedures to accommodate all users Offering workshops and other trainings Instituting better ways to measure performance Developing a project funding mechanism

100 Milestones in State Policy WSDOT Livable Communities Policy, 2000 CSS Executive Order, 2003 Design Guidance and Training, 2005 Understanding Flexibility in Transportation, Washington State Funding for Pedestrian & Bicycle Safety, 2005 AASHTO Environmental Excellence Award, 2006 Best Organizational Integration of Context Sensitive Design State Bicycle and Pedestrian Plan adopted, 2008 Complete Streets Bill (ESHB 1071) passed, 2011 Flexible Design Bill (HB 1700) passed,

101 Recent Milestones in Federal Policy Federal Highway Administration Issues Livable Communities Policy, June USDOT Policy on Biking and Walking, March FHWA applies Livable Communities criteria to all discretionary grant programs: --Provide more transportation choices. --Promote equitable, affordable housing. --Enhance economic competitiveness. --Support existing communities. --Coordinate policies and leverage investment. --Value communities and neighborhoods.

102 WSDOT Community Design Developing Streets for Everyone

103 Typical Complete Street Elements Source: Association of Washington Cities

104 Study: State Highways as Main Streets The Issues City streets operate as state highways Design affects community livability and safety Scope, schedule and budget changes on these streets/highways

105 The Research 1. System Analysis 2. Case Studies Storefront Studio Program University of Washington College of Built Environments Department of Architecture

106 Variables What s a Main Street Highway? Step 1: Screening State Route within City Limits Y, N Highway of Statewide Significance Y, N National Highway System Y, N State Access Control Classification Y, N Federal Functional Classification Design Speed Posted Speed Year of Incorporation Freight Classification Collision History Units of Measure Principal arterials, Minor arterial streets, Collector streets, Local streets MPH MPH Year T-1 more than 10 million tons per year; T-2 4 million to 10 million tons per year; T-3 300,000 to 4 million tons per year; T-4 100,000 to 300,000 tons per year; T-5 at least 20,000 tons in 60 days Number of collisions involving bicyclists and pedestrians

107 Step 2 Defining Main Street Highways Variables Units of Measure Proportion of visible buildings that are commercial Percentage (25%, 50%, 75%, 100%) Proportion of street frontage with dead space Percentage (25%, 50%, 75%, 100%) Proportion of street frontage with parked cars Percentage (25%, 50%, 75%, 100%) Proportion of street frontage with tree canopy Percentage (25%, 50%, 75%, 100%) Number of travel lanes Number both directions Average travel lane width Feet Average shoulder width Feet Average median width Feet Average sidewalk width Feet Total curb to curb width Feet Total back of sidewalk to back of sidewalk width Feet Posted speed limit MPH Crosswalk spacing Feet Visible curb extensions (y, n) Y,N Average building setback Feet Average building height (stories) Stories Uniform building height (y, n)) Y,N Number of pedestrians visible Count Average daily traffic Volume Visible bicycle lane Y,N Visible buildings that are historic Y,N

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109 Findings Scope changes: -- More common on Main Street Highways -- 48% of all projects vs. 38% on other parts of the state system Retrospective review: projects or 20% of WSDOT s scope, schedule and budget changes could have directly benefited from additional community design Average estimated saving per project: -- Over $9 million dollars or 30% of project cost

110 Implementing the Research New Funding Program Complete Streets (2011 Washington Legislation ESHB 1071) New Design Approach (2012 Washington Legislation HB 1700) Example: State Route 14 Bingen

111 Working with State DOT s on joint projects Locate your advocate within the State DOT -Often the office administering federal aid Communicate early and often -Understand what is in plans and standards Anticipate a review process Involve the public in your project DO NOT give up -Where there is a will there is a way Clarify expectations, roles and responsibilities -Different goals? -Who is the general contractor? -Use a master contract for joint projects

112 Recent Success Stories Before Haxton Way, Whatcom County, WA After

113 Before State Route 99 - Des Moines, WA After

114 Before After Factoria Trail I Bellevue, WA

115 Before State Route Carnation, WA After

116 WSDOT Resources & Contacts WSDOT s Complete Streets website UW Storefront Studio website State Highways as Main Streets: A Study of Community Design and Visioning Paula Reeves Manager, Community Design Assistance Reevesp@wsdot.wa.gov,