Complete Streets Chicago: Data Driven Design. Luann Hamilton Deputy Commissioner

Transcription

1 Complete Streets Chicago: Data Driven Design Luann Hamilton Deputy Commissioner

2 AGENDA Chicago s goals Complete Streets & Sustainable Infrastructure Guides Data-Driven Planning Setting goals Scoping/research Mapping Informed design Priority Models Mode Counts Case Studies: using data for complete streets

3 Why Complete Streets? Health: support active transportation and health, address obesity. Economy: draw people to shop, live, and work in walkable, livable communities. Safety: design to protect all users; reduce speeding and crashes. Changing Needs: Chicagoans driving less and using other modes Return on investment: create resilient, environmentally sound infrastructure that controls long term costs.

4 Driving is down; transportation choices up Chicago Annual Vehicle Miles Annual Vehicle Miles Traveled

5 CDOT Goals Eliminate pedestrian crash fatalities in ten years Reduce pedestrian and bike crash injuries 50% in five years Reach 50% of commute trips made by walking, biking, transit, and working from home by 2030 (currently 38%)

6 Modal Hierarchy: Pedestrian First

7 Project Delivery Process 1. Selection: Identify projects that advance complete streets 2. Scoping: Collect data, examine all modes, consider building and roadway form and function, review sustainability data 3. Design: Address objectives defined during scoping 4. Construction: Ensure project built as designed, for complete streets 5. Measurement: Evaluate effectiveness of complete streets 6. Maintenance: Ensure all users continue to be accommodated

8 Project Delivery Process by Project Type

9 1. Project Selection Select projects that advance complete, sustainable streets Rank projects based on Chicago Forward and complete streets opportunities Safety First Creating choices Fuel the economy Sustainable City Set numeric goals: How will we measure success?

10 2. Scoping Collect data, examine modes, consider building and roadway form and function (typologies) 2.1 Establish goals 2.2 Research: crash reports, modal plans, relevant projects, developments, prior studies, public engagement 2.3 Conduct site visits; establish typologies 2.4 Assemble data, maps, analysis 2.5 Confirm modal hierarchy or request variance 2.6 Revisit goals

11 Before designing, consider: Research Data Sets and Plans Crash data, neighborhood plans, environmental conditions, zoning plans and synergies Building Form & Function Land use, structures, regulatory framework, businesses Roadway Form & Function Character of roadway, speeds, number of lanes, users, parking demand, traffic operations Special Designations Statutory and operational categories such as snow routes, Pedestrian Streets, bicycling spoke routes

12 Crash Data

13 Crash Maps

14 Mode Analysis Maps

15 Typology Maps

16 Upfront Planning & Data Driven Design Approach Expanding data sets to measure success and inform future projects Design based on data & research Use existing and collect new data Create data repository and capture collected data Set performance metrics Evaluate and monitor

17 3. Design Meet goals from Initiation & Scoping 3.1 Draft alternatives & sustainable elements 3.2 Schematic Design 3.3 Evaluate Impacts: intersection design, signal timing, traffic impact, MMLOS 3.4 Obtain Feedback and Approvals 3.5 Final Design

18 Design Guidance Design Trees

19 Design Guidance Cross Section Elements Stoop area Door Zone Yards Building Setbacks Walkways Trees Sidewalk Furniture Driveways Curbs Bicycle Lanes Protected Bike Lanes Parking Turn Lanes Landscaping Pedestrian Refuges Bus-rapid Transit Protected Bike Lanes Turn Lanes Curbs Bicycle Lanes Protected Bike Lanes Parking Turn Lanes Stoop area Door Zone Yards Building Setbacks Walkways Trees Sidewalk Furniture Driveways

20 Priority Models Safety Zones & Automated Speed Enforcement Safety Zones 1500 prioritized locations across 6 zones Infrastructure improvements Automated speed enforcement in 10% of zones

21 Speed Camera Priority Model 1. # all vehicle crashes 2. # fatal/serious injury crashes 3. # youth under 18 crashes (x2) 4. # pedestrian & bicyclist crashes 5. # speed related crashes (x2) 6. High youth population

22 2012 Pilot Site Selection Pilot Site Selection Criteria High Safety Zone Ranking Geographic/City Region Distribution (2 zones per Region School Park Balance (6 Schools/Parks School Type Balance (3 Elementary/3 High School) Schools Claremont Academy Disney Magnet School Hancock High School Pickard Morgan Park High School Prosser Vocational High School Parks Garfield Humboldt Washington McKinley Senn Major Taylor

23 76 High Visibility Crosswalks 12 Pedestrian Countdown Timers 140 Safety Zone Stencils 13 Speed Feedback Signs 6 In-Street Stop for Pedestrian Signs 10 ADA Ramps 1 Lead Pedestrian Interval 1 Median Refuge Island 2012 Safety Zones

24 2013 Safety Zones 50 sites for speed cameras Selected based on priority model Geographic/Region Distribution Spot Speed Studies to identify camera sites within safety zone 3-Year crash data analyzed for clustering of crashes, further focused camera site selection

25 2013 Work To Date Over 400 Crosswalks striped (or in planning) Approximately 100 Safety Zone Pavement Markings 20 Next Generation, Advanced Functionality Speed Feedback Signs to be installed Additional Improvements include In-Street Stop for Pedestrian Signs, Updated Speed Limit/Speed Zone signage at every Zone

26 2013 Safety Zone Improvements High Visibility Crosswalk Safety Zone Stencils Speed Feedback Signs

27 2013 Safety Zone Improvements Stop for Pedestrian Sign Safety Zone/Speed Signs

28 Modal Data: Monthly Bike Count 6 Locations: Existing Bike Network Potential Projects Geographic Equity Feasibility 28

29 Monthly Bike Count 2012 Ridership Year Trend During Peak Hours Jan Feb Mar Apr May June July Aug Sep Oct Nov Dec Clark/Lincoln-Wells Milwaukee/Elston Jackson/Halsted Overall 29

30 30

31 Applying Data to Designs

32 South Chicago Ave. Safety Project CDOT is installing a safety project road diet on South Chicago Ave. A road diet removes unnecessary travel lanes to make the street safer for all users. Road diets on streets with less than 20,000 motorists per day show improved safety and reduced speeding without delaying motor vehicle travel. South Chicago Ave - Existing 12,300 motorists use South Chicago Avenue on an average day South Chicago Ave - Proposed 80% of motorists observed were traveling faster than the posted speed limit 15% of motorists observed were traveling greater than 42mph Chance a person would survive if hit by a vehicle traveling this fast

33 South Chicago Ave. at East End Ave. Before After

34 Vincennes Ave. Safety Project 981 Crashes (5-year period) 21% resulted in injuries 100% of bike/ped crashes resulted in injuries 4 fatal crashes Before Speed Data 86% of NB & 63% of SB Motorists speeding 41% of NB & 16% of SB motorists exceeding 40MPH 7-8AM Preliminary Speed Study Before - 1/29/13 After - 10/3/13 # of Vehicles Average Speed 38MPH 32MPH # Over 30MPH % Over 30MPH 87% 64% # Over 35MPH % Over 35MPH 64% 27% # Over 40MPH % Over 40MPH 27% 8%

35 Lawrence Ave. Streetscape Lawrence Avenue Streetscape Neighborhood Context

36 Lawrence Avenue Existing Conditions Lawrence Avenue Existing Cross Section

37 Lawrence Avenue Proposed Conditions Lawrence Avenue Proposed Cross Section

38 Road Diet with wider sidewalks and continuous bike lanes Signal and Timing Improvements Street and Pedestrian Lighting New Sidewalks and ADA Ramps Decorative Stamped Crosswalks Permeable Pavers in Parkway Pedestrian Refuge Islands Streetscape Enhancements

39 Lawrence Avenue Driver Impact Increased motorist travel times 3-9 mins (depending on time of day) Increased motorist times turning off/onto and crossing road Queue lengths will increase at traffic signals, with the heaviest at PM westbound rush hour. During peak hours, traffic will backup through side streets. Increased potential of cut-through traffic by cars and delivery vans. Traffic calming elements (speed humps) exist on numerous side streets.

40 Lawrence Ave. Streetscape Lawrence Avenue Impact Mitigation Adjust traffic signal timings for through-traffic All signals 85 seconds Ped crossings 3.5 ft/second Major intersections maintain 4-lane cross sections Provide center turn lane Pedestrian refuge islands at non-signalized intersections Bump-outs on side streets to reduce cut-through traffic Buses pull over to allow through-traffic to pass After presentation of trade offs between longer auto travel times and complete streets design, overwhelming community support for road diet

41 Foster Avenue Road Diet? Existing Conditions Peak hour parking restrictions (7-9 AM eastbound, 4-6 PM westbound) Allows for 2-travel lanes in each direction 42 pavement width curb-to-curb CTA bus stops 302 crashes 09-11, including 87 speed, 48 youth, 18 bike/ped, 10 serious/fatal

42 24-Hour Average Daily Traffic (ADT) NB = 20,600, SB = 22,500 Total = 43,200 vehicles 42

43 Lawrence Ave. Streetscape Foster Ave: Field Survey Expressway interchange generates heavy traffic Vehicles use all lanes Traffic backed up Data matches the field conditions

44 Road Diet Will it work here? Source: A New Foster Avenue Facebook Page

45 Foster Avenue: Recommendations New Pavement and Pavement Markings High Visibility Crosswalks Pedestrian Signs Signal Modernization Speed Feedback Signs Automated Speed Enforcement First location in Chicago One month warning period: 53,474 warnings Citation qualifying events in first 9 days: 3818

46 Cycle Track Install Cycle Track Install Cycle Tracks-Measuring Results Elston and Milwaukee 2,139 1,509 Elston and Milwaukee Temperature May 2012: deg. May 2013: deg May 2012 May Lake and Damen May 2012 May 2013 Lake and Damen 46

47 People Spots Measuring Results Pilot People Spots 47 th & Greenwood 47 th & Champlain

48 Before and After Ped Counts

49 Attitude and Behavior Sense of Community 6.9 to 7.7 (scale of 1 to 10) Meeting City Green Objectives Increased 23% Mode Share 7% more walked 17% more rode bikes 5% fewer drove Activity Mapping Greatly increased diversity of activities +24% in sitting, +9% in socializing, +26% in eating and drinking, +17% phone use

50 Wants a conclusion here

51 Dearborn Street Complete Street Dearborn Street - Before Dearborn Street - After