Retrofitting for Complete Streets

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1 Retrofitting for Complete Streets Healthy Communities/Active Transportation Columbus March 30, 2010 John LaPlante, PE, PTOE Director of Traffic Engineering

2 What is a Complete Street? A Complete Street is comfortable, convenient & safe for travel via auto, foot, bicycle, & transit

3 Isn t this the same as Context- Sensitive Design? Context-sensitive design: Project-oriented Users adjoining the roadway Complete streets: Process-oriented Users of the rightof-way These approaches are complementary!

4 What s the difference with CSS? Bicyclists, pedestrians, and transit users are more than context Illustration: AARP

5 We know how to build good streets

6 Yet many roads are still built like this Recently completed roadway expansion with destinations on both sides of the road. Can you spot the pedestrian?

7 What is a Complete Streets policy? A complete streets policy ensures that the entire right-of-way is planned, designed & operated to provide safe access for all users.

8 Complete streets policies provide for: Pedestrians Bicyclists Transit Motorists Travelers of all ages and abilities US Access Board

9 Why have a complete streets policy? To create a complete network of streets that serve all users To change practice, integrating the needs of all street users into everyday transportation planning practices To ensure every transportation project becomes an opportunity to help create a complete street.

10 Why have a complete streets policy? To bring an overarching vision and consistency to disparate departmental approaches To improve departmental efficiency and streamlining

11 Complete Streets is NOT: A design prescription A mandate for immediate retrofit A silver bullet. Other initiatives, such as context sensitivity, are still needed!

12 CS changes intersection design

13 CS changes bicycling

14 CS changes bicycling

15 CS changes transit

16 Who benefits from Complete Streets? Everybody

17 Who wants Complete Streets? 55% of Americans would rather drive less & walk more Transit is growing faster than population or driving About one-third of Americans don t drive: 21% of Americans over 65. All children under 16. Many low income Americans cannot afford automobiles.

18 Benefits: Older Americans 21% of Americans over 65 do not drive More than 50% of nondrivers stay at home on a given day because they lack transportation options.

19 Benefits: Safety Medians reduced pedestrian crashes 40% Road diets reduce all crashes by at least 29% Countdown clocks reduce all crashes 25%

20 Benefits: People with disabilities Complete Streets improve mobility for disabled people and reduce the need for expensive paratransit service

21 Benefits: Better use of transit funds One year of paratransit service for a daily commuter: $38,500 Permanent improvements to make a transit stop accessible: $7,000 - $58,000 Source: Maryland Transit Administration

22 Benefits: Health Americans move without moving 60% of adults are at risk for diseases associated with inactivity: Obesity Diabetes High blood pressure Other chronic diseases

23 Benefits: Physical activity Residents are more likely to walk in a neighborhood with sidewalks. Cities with more bike lanes have higher levels of bicycle commuting

24 Benefits: The environment Less need for more or wider roads Less air/noise pollution/fuel consumption

25 Benefits: Reducing traffic Trips in metro areas: 50% under 3 miles 28% under 1 mile 65% of trips under 1 mile are taken by automobile

26 Benefits: Economic activity Well designed complete streets increase home values, help revitalize commercial areas and support the local economy

27 We know how to build right

28 ITE: Institute of Transportation Engineers AASHTO: American Association of State Highway and Transportation Officials

29 AASHTO Green Book Hierarchies of movement: Expressways Main travel movements High speeds Large traffic volumes Arterials Moderate speed Distribution Collectors Lower speeds Penetration of neighborhoods Local streets Local access FIGURE : Proportion of Service (1) Mobility to Land Use Continuum

30 Functional Class Consequences Arterials primarily to move traffic emphasizing: Operating speed Capacity Design requirements Wider lanes Increased turning radii Access management Traditionally has not addressed: Pedestrians Bicycles Transit FIGURE : Proportion of Service (1) Mobility to Land Use Continuum

31 Functional Class Consequences

32 Designing Walkable Urban Thoroughfares: A Context Sensitive Approach ITE New Recommended Practice

33 CSS Design Framework Context zones: Suburbs to downtowns

34 Thoroughfare Type in Design CSS Design criteria Physical configuration With surrounding context Dimensions for Roadside Traveled way Intersections Target speed (desirable operating speed)

35 Speed Matters High speeds lead to greater chance of serious injury & death

36 Child dart-out: speed is a factor! 150

37 First scenario: Speed 25 MPH 100 = distance covered in 2.5 sec. perception/reaction time Driver applies brakes

38 First scenario: Speed 25 MPH Driver applies brakes 50 stopping distance (wet pavement)

39 First scenario: Speed 25 MPH Result: Nothing happens beyond one scared child, driver & parent!

40 Second scenario: Speed 38MPH 140 = distance covered in 2.5 sec. perception/reaction time Driver applies brakes

41 Second scenario: Speed 38MPH Driver applies brakes

42 Second scenario: Speed 38MPH In the last 10 car slows to 36 MPH

43 Second scenario: Speed 38MPH Result: a high speed crash 150

44 Where do these two scenarios lie on the pedestrian fatality risk scale? Second scenario: Crash speed 36 MPH First scenario: no crash

45 Defining Mobility Typical experience: 45 mph speed 2 min wait at signal

46 Viable alternative: Defining Mobility 2-way progression set for 30 mph

47 Benefit/Cost Analysis Reducing speed from 45 mph to 30 mph For a 5-mile trip, a 3.33-minute delay Assume 30,000 ADT and $20/hr driver cost $ million in loss to economy, right? Wrong! Delay for each person is still 3.33 minutes Less time than their daily stop for Starbucks Community benefit Slower operating speeds Safer and more comfortable ped crossings

48 Roadway Capacity Analysis Design urban roadways to LOS D Designing to LOS C for peak hour means: Unnecessary pavement, waste of tax dollars Increased ped crossing times, thus reducing vehicular movement times Increased operating speeds for other 22 hours

49 Retrofitting urban arterials to Complete Streets Requires arterial traffic calming/taming: 1. Controlling operating speeds 2. Ped-friendly street crossings at unsignalized locations 3. Ped-friendly signalized intersections Requires facilities for nonmotorized users: 1. Pedestrians 2. Bicycles 3. Transit

50 Retrofitting urban arterials to Complete Streets Requires arterial traffic calming/taming: 1. Controlling operating speeds 2. Ped-friendly street crossings at unsignalized locations 3. Ped-friendly signalized intersections Requires facilities for nonmotorized users: 1. Pedestrians 2. Bicycles 3. Transit

51 Control Operating Speeds Signal progression Narrower travel lanes

52 Narrower Travel Lanes 70 mph lane widths not needed to handle 30 mph traffic

53 Narrower Travel Lanes News Flash! 10 and 11-foot lanes are just as safe as 12-foot lanes on urban arterials with posted speeds less than 45 mph

54 Control Operating Speeds Signal progression Narrower travel lanes Road diets

55 Effect of Converting 4-Lane Roads to 3-Lane and TWLTL Classic Road Diet 29% reduction in total crashes/mile

56 Three crash types can be reduced by going from 4 to 3 lanes X 1. Rear enders

57 Three crash types can be reduced by going from 4 to 3 lanes X 2. Side swipes

58 Three crash types can be reduced by going from 4 to 3 lanes X 3. Left turn/broadside

59 Handles 20,000 ADT Dolores Guerrero Valencia Mission S. Van Ness 1998 before Valencia Road Diet after Valencia Road Diet Mission District, San Francisco North-South ADT 59

60 Valencia Street Bicycle Volumes PM peak hour counts bikes/hr bikes/hr Valencia St before bike lanes after bike lanes

61 Control Operating Speeds Signal progression Narrower travel lanes Road diets Tighten corner curb radii

62 Effect of large radius on drivers They drive fast, ignoring pedestrians Tigard OR

63 Control Operating Speeds Signal progression Narrower travel lanes Road diets Tighten corner curb radii Eliminate free flow right turn lanes

64 Free Flow Right Turn Lanes Avoid free-flow flow movements Asheville NC they are difficult for pedestrians to cross Eliminate free flow turns across crosswalks/bikeways Designing Streets for Pedestrian Safety Interchanges & roundabouts 7-10

65 Free Flow Right Turn Lanes Eliminate free flow turns across crosswalks/bikeways

66 Control Operating Speeds Signal progression Narrower travel lanes Road diets Tighten corner curb radii Eliminate free flow right turn lanes Raised medians

67 Raised Medians Continuous raised median 40% reduction in pedestrian crashes

68 Raised Medians Flush median is not a refuge

69 Raised Medians Add a raised island

70 Control Operating Speeds Signal progression Narrower travel lanes Road diets Tighten corner curb radii Eliminate free flow right turn lanes Raised medians Median and parkway landscaping

71 Median/Parkway Landscaping

72 Control Operating Speeds Signal progression Narrower travel lanes Road diets Tighten corner curb radii Eliminate free flow right turn lanes Raised medians Median and parkway landscaping Retain curb parking

73 Retain Curb Parking Eliminating on-street parking encourages cars to go faster and discourages neighborhood business

74 Control Operating Speeds Signal progression Narrower travel lanes Road diets Tighten corner curb radii Eliminate free flow right turn lanes Raised medians Median and parkway landscaping Retain curb parking Curb bulb-outs

75 Curb Bulb-outs Sight distance and sight lines Rather than eliminate parking on approaches Add curb bulb-outs and retain parking

76 Retrofitting urban arterials to Complete Streets Requires arterial traffic calming/taming: 1. Controlling operating speeds 2. Ped-friendly street crossings at unsignalized locations 3. Ped-friendly signalized intersections Requires facilities for nonmotorized users: 1. Pedestrians 2. Bicycles 3. Transit

77 Pedestrian Crossings Narrower travel lanes Road diets

78 Road Diets Old centerline Reclaiming road space creates room for islands

79 Pedestrian Crossings Narrower travel lanes Road diets Tighten corner curb radii

80 Tighten Corner Curb Radii Intersection geometry: Large radii increase crossing distance, and affect crosswalk & ramp placement

81 Tighten Corner Curb Radii Actual curb radius (R1) Effective radius (R2)

82 Pedestrian Crossings Narrower travel lanes Road diets Tighten corner curb radii Corner pork chop islands

83 Corner Pork Chop Islands Benefits: Separate conflicts & decision points Reduce crossing distance Improve signal timing Reduce crashes

84 Pedestrian Crossings Narrower travel lanes Road diets Tighten corner curb radii Corner pork chop islands Visible crosswalks and ped warning signs

85 Visible Crosswalks What the pedestrian sees What the driver sees

86 Visible Crosswalks Continental Markings What the pedestrian sees What the driver sees

87 Pedestrian Crossings Narrower travel lanes Road diets Tighten corner curb radii Corner pork chop islands Visible crosswalks and ped warning signs Raised medians

88 Significant findings 1. Median reduces crashes by 40% 2. Pedestrians over 65 are overrepresented in crosswalk crashes 3. Pedestrians are not less vigilant in marked crosswalks: Looking behavior increased after crosswalks installed

89 Pedestrian Crossings Narrower travel lanes Road diets Tighten corner curb radii Corner pork chop islands Visible crosswalks and ped warning signs Raised medians Curb bulb-outs

90 Reduce crossing distance Improve sight distance and sight lines Prevent encroachment by parked cars Create space for curb ramps and landings Curb Bulb-outs

91 Retrofitting urban arterials to Complete Streets Requires arterial traffic calming/taming: 1. Controlling operating speeds 2. Ped-friendly street crossings at unsignalized locations 3. Ped-friendly signalized intersections Requires facilities for nonmotorized users: 1. Pedestrians 2. Bicycles 3. Transit

92 Signalized Intersections 3.5 fps walking speed for FDW and 3.0 fps for W + FDW

93 Pedestrian signal timing Recent studies found that previous 4.0 fps walking speed based on average walking speeds (not 15 th percentile) 2009 MUTCD now recommends using a pedestrian walking speed of 3.5 fps for FDW and 3.0 fps for overall WALK phase

94 Signalized Intersections 3.5 fps walking speed for FDW and 3.0 fps for W + FDW Accessible ramp design

95 Accessible Ramp Design Eliminate movement barriers

96 Accessible Ramp Design

97 Accessible Ramp Design Important design consideration: crosswalks, ramps & sidewalks should line up

98 Signalized Intersections 3.5 fps walking speed for FDW and 3.0 fps for W + FDW Accessible ramp design Countdown clocks

99 Effective Communications 50% of pedestrians in the U.S. do not understand that Flashing Don t Walk really means it is OK to continue walking So we put signs like this to correct the problem

100 Countdown Clocks Pedestrian count-down signal tells pedestrians how much crossing time is left

101 Pedestrian count-down signal tells pedestrians how much crossing time is left Reno NV

102 Countdown Clocks Results from San Francisco: 25% Crash Reduction Factor after countdown signals installed

103 Countdown Clocks in 2009 MUTCD The existing option of using pedestrian countdown displays is now a requirement for all new ped installations

104 Signalized Intersections 3.5 fps walking speed for FDW and 3.0 fps for W + FDW Accessible ramp design Countdown clocks Ped actuated HAWK signals

105 HAWK Pedestrian Hybrid Signal HAWK (High Intensity Activated Crosswalk) Also in 2009 MUTCD

106 Drivers see Beacon Peds see Pedhead

107 Retrofitting urban arterials Requires facilities for nonmotorized users : 1. Pedestrians 2. Transit 3. Bicycles to Complete Streets Requires arterial traffic calming/taming: 1. Controlling operating speeds 2. Ped-friendly street crossings at unsignalized locations 3. Ped-friendly signalized intersections

108 AASHTO Ped Guide Safety is a key consideration Peds are the most vulnerable of all roadway users

109 Sidewalk Design Not after space for future sidewalks is all gone

110 Pedestrians can get by without sidewalks on quiet streets

111 Shoulders serve pedestrians in rural areas

112 Sidewalk Design Set triggers for future sidewalks Development densities Developer requirements Going from open to closed drainage

113 Sidewalks should not end midblock.. Fredericksburg VA Forcing pedestrian into street

114 Sidewalk Design Sidewalks on only one side of the street? Generally not recommended Lacks connectivity Weakens pedestrian safety by requiring unnecessary street crossings

115 Separated sidewalk is uncluttered, pleasant to walk on

116 Parkway separation makes it easy to meet ADA at driveways

117 Narrow curbside sidewalks are inadequate in commercial areas

118 Retrofitting urban arterials Requires facilities for nonmotorized users : 1. Pedestrians 2.Transit 3. Bicycles to Complete Streets Requires arterial traffic calming/taming: 1. Controlling operating speeds 2. Ped-friendly street crossings at unsignalized locations 3. Ped-friendly signalized intersections

119 Transit Objectives Ensure transit stops are convenient and accessible Ensure transit users can safely cross the street at every transit stop Address transit operators concerns Address other road users needs

120 Transit: Bus is most common mode

121 Transit: Only choice for many people

122 Narrow curbside sidewalk provides insufficient space for waiting

123 ... especially when bus comes & people board

124 Bus shelter placement should not obstruct sidewalk

125 Bus shelters must be accessible (Grass is not accessible)

126 Separated sidewalk allows bus shelter placement in planter strip

127 Every bus stop is a pedestrian crossing and all known crossing techniques apply to every bus stop

128 Why? 1. Peds can see traffic 2. Bus driver can move 3. Bus doesn t run over peds Place crosswalks behind bus stop!

129 Retrofitting urban arterials Requires facilities for nonmotorized users : 1. Pedestrians 2. Transit to Complete Streets Requires arterial traffic calming/taming: 1. Controlling operating speeds 2. Ped-friendly street crossings at unsignalized locations 3. Ped-friendly signalized intersections 3.Bicycles

130 Bicycle Facility Selection Shared Roadway Recognizes that most bicycle travel now occurs on streets and highways without bikeway designation

131 Bicycle Facility Selection Signed Shared Roadway Signing should indicate particular advantages to using the route over an alternative

132 Bike lanes most appropriate on urban thoroughfares They get you from one part of town to another efficiently Intersections stop or signal controlled the right way No point in striping local streets with bike lanes

133 Bicycle Facility Selection Bicycle Lanes Before stripping parking, reduce travel lane widths

134 Retrofit Option when: Current lane 22 ft with parking Vehicle speeds 30 mph How to implement: Reduce width of travel and parking lanes Accepted by AASHTO Implemented in Chicago

135 Bike Lanes: Improve Rider Behavior Riders at sites with sidewalks & no bike lanes Riders on sidewalk against traffic Total sw riders: 64% 25% 34% Riders on road with traffic Riders on sidewalk with traffic 39% 1% Riders on road against traffic Source: William Moritz, U.W. - Accident Rates for Various Bicycle Facilities - based on 2374 riders, 4.4 million miles

136 Bike Lanes: Improve Rider Behavior Riders at sites with sidewalks & bike lanes Riders on sw with traffic Total sw riders: 24% Riders on road against traffic Riders on sidewalk against traffic 3% 13% 11% 73% Riders on road with traffic Source: William Moritz, U.W. - Accident Rates for Various Bicycle Facilities - based on 2374 riders, 4.4 million miles

137 RELATIVE DANGER INDEX Of various types of facilities Major Streets w/o bike lanes 1.28 Minor Streets w/o bike lanes 1.04 * Streets with bike lanes 0.5 Mixed-use paths 0.67 Sidewalks 5.32 (* = shared roadway) 1.00 = median Source: William Moritz, U.W. - Accident Rates for Various Bicycle Facilities - based on 2374 riders, 4.4 million miles

138 Benefits: Streets work better Before After Edgewater Drive Orlando, FL

139 Crash Rate (per MVM) Benefits: Streets are safer % Reduction crash every 2.5 days (146 per yr) 1 crash every 4.2 days (87 per yr) 0.0 Before After

140 Parking Utilization Percentage Benefits: On-street parking better utilized 45% 40% 35% 30% 25% 20% 15% 10% 5% 0% 29% Before 41% After

141 Number of Pedestrians Benefits: More people walking % Increase 2,136 2, Before After

142 Number of Bicycles Benefits: More people biking % Increase Before After Complete Streets - District of Columbia - Dec

143 Benefits: Streets people will want

144 What does a Complete Street look like? There is no magic formula

145 The many types of Complete Streets Safe Routes to School

146 The many types of Complete Streets Bikeways on rural roads

147 The many types of Complete Streets Busy multi-modal thoroughfares

148 The many types of Complete Streets Transit routes

149 The many types of Complete Streets A commercial arterial w/ bike lanes & sidewalks

150 The many types of Complete Streets Residential skinny streets

151 The many types of Complete Streets Historic Main Street

152 Complete Streets Are sensitive to the community Serve adjacent land uses Serve all who potentially will use the street

153 Thank you!

154

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