DRAFT FINAL MEMORANDUM

Transcription

1 DRAFT FINAL MEMORANDUM Dae: December 11, 2012 To: From: Subjec: Chris Comeau, Ciy of Bellingham Jonahan Williams, Mahew Ridgway, and Will Lisska, Fehr & Peers Road Die Case Sudies DRAFT FINAL SE In May 2012, he Ciy of Bellingham was awarded $1,461,824 in federal safey funds o sudy and implemen safey improvemens on Alabama Sree from Cornwall Avenue o S. Clair Sree. The Ciy was invied by WSDOT o apply for he safey funds due o he high number of collisions repored on he corridor. There were 93 injury collisions from 2004 o 2010 on he corridor. In erms of oal collisions, from 2006 o 2011 he overall collision rae was double he average rae for similar roads in Norhwes Washingon and over four imes higher han he counywide collision rae. Locally, he Alabama corridor was second only o Guide-Meridian (SR539) in boh oal and injury collisions. One opion o improve safey ha will be invesigaed as par of he Feasibiliy Sudy is a road die on Alabama Sree o conver he road from four o hree lanes. This reconfiguraion would add a wo-way lef urn lane and reduce he number of hrough lanes o one in each direcion. The Federal Highway Adminisraion (FHWA) has idenified road dies as a proven mehod for increasing corridor safey by reducing vehicle speeds, reducing rear-end and sideswipe collisions, and improving safey for pedesrians and bicycliss in he corridor by easing roadway crossings and providing dedicaed space for bicycle lanes. This memorandum provides background on road dies, summarizes exising condiions on Alabama Sree, and oulines four case sudies of road dies ha were compleed in oher jurisdicions on similar corridors. Alabama Sree is nearing he upper limi of raffic volume recommended for a hree lane roadway, bu he same is rue for he case sudy corridors. Road dies implemened in oher jurisdicions led o reducions in vehicle speeds and collisions and did no lead o long erm diversions of raffic ono parallel srees. The nex sep in evaluaing he feasibiliy of roadway changes for Alabama Sree will be o es poenial reconfiguraions in a microsimulaion model of he corridor o deermine changes in corridor ravel ime and diversion raes for exising and fuure condiions.

2 Page 2 of 17 ROAD DIET BACKGROUND Road dies, or roadway rechannelizaions, radiionally reduce he number of hrough vehicles lanes o make more room for on-sree parking, pedesrian crossing islands, and/or bike lanes. The radiional applicaion is on a road wih a four lane cross secion where he vehicle lanes are reduced from four lanes o hree lanes wih he cener lane funcioning as a wo-way lef-urn lane. The remaining en o welve fee of overall roadway space is hen convered o bicycle lanes. Figure 1 presens example images of his conversion. In almos all cases, he curb o curb pavemen widh remains he same. Figure 1. Before (lef) and Afer (righ) of a Tradiional Road Die Projec (Pedesrian Bike Informaion Cener, 2009). The Federal Highway Adminisraion (FHWA) has idenified road dies as a proven safey counermeasure, noing he following benefis (FHWA-SA ): Decreasing vehicle ravel lanes for pedesrians o cross, herefore reducing he muliplehrea collision risk (where one vehicle sops for a pedesrian on a muli-lane road, bu he vehicle in he oher lane does no) Providing room for pedesrian crossing islands (he addiion of he median splis a mulilane crossing ino muliple single-lane crossings) Improving safey for bicycliss when bike lanes are added (in addiion, bike lanes increase he buffer beween he ravel lane and he sidewalk) Providing he opporuniy for on-sree parking (where applicable) Reducing lef-urn, rear-end, and side-swipe crashes by providing a dedicaed lef urn lane Improving speed limi compliance and decreasing collision severiy when collisions do occur, hus reducing injury collisions

3 Page 3 of 17 Recenly compleed research compiled by FHWA compared collision raes for 30 road die projec sies in California and Washingon Sae, wih projecs included from Seale and Bellevue. Table 1 provides summary comparison of average merics, including collisions before and afer. TABLE 1. FHWA EVALUATION OF COLLISION RATES FOR 30 ROAD DIET TREATMENT SITES Characerisic Average Value Collisions/mile/year before road die Collisions/mile/year afer road die Daily raffic before road die 11,928 Daily raffic afer road die 12,790 Lengh of projecs (miles) 0.84 FHWA 2012 In comparing hese sies wih reference locaions, he evaluaion of oal collision frequency indicaed a saisically significan effec of a road die reamen in reducing collisions. Based on hese resuls, he FHWA bullein noes ha heir findings sugges ha a convenional road die reamen on a suburban corridor wih moderae o high ADT could expec a 19 percen reducion in collisions. On he surface i would appear ha reducing he number of lanes on a roadway will add o raffic congesion. However, on a road wih many access poins (such as Alabama Sree) and few urning resricions, he road already has reduced capaciy due o he presence of lef urning vehicles. These vehicles cause oher raffic o sop in he ravel lane, or quickly change lanes o avoid hem. In conras wih his, on a sree wih a road die, lef urning vehicles are separaed from oher raffic and speeds are limied by he speed of he lead vehicle in he hrough lane. FHWA guidelines noe ha under mos roadway volumes, road dies appear o have minimal effecs on vehicle capaciy, bu ha roads in excess of approximaely 20,000 vehicles per day may have an increased likelihood of raffic congesion and poenially lead drivers o diver o oher roues. 1 1 Federal Highway Adminisraion (2012). Evaluaion of Lane Reducion Road Die Measures on Crashes, FHWA-HRT Accessed from hp://

4 Page 4 of 17 ALABAMA STREET EXISTING CONDITIONS Alabama Sree is classified as a secondary, or minor, arerial. The corridor analysis on Alabama Sree is approximaely 1.75 miles in lengh, from Cornwall Avenue o S. Clair Sree. Recen speed sudies indicae ha in cerain sreches of he corridor, he 85 h percenile speed is 38.5 mph, compared o he posed 35 mph speed limi. 2 ROADWAY VOLUME Daily raffic volumes on he corridor vary from 13,000 on he wes end o 18,300 on he porion beween James Sree and Orleans Sree. These are displayed as Figure 2, which also conains a graph deailing direcional volumes by ime of day for hree locaions. There is a clearly pronounced easbound PM peak period from 4:00 o 6:00 PM due o heavy oubound commuer raffic from downown Bellingham o exi poins on Sunse (SR542) and Hannegan Road. Figure 3 provides he peak hour direcional volumes for he corridor and peak hour urning movemen couns a four inersecions. I is worh noing ha o he eas of S. Clair Sree (ouside of he projec area), he roadway is already one lane in he wesbound direcion wih a cener wo-way lef urn lane. This roadway segmen carries 7,100 vehicles per day, comparable o several oher sreches of he corridor. 2 Ciy of Bellingham (2011, Ocober). Alabama Sree Corridor Road Die Feasibiliy Sudy and Safey Improvemens. WSDOT Gran Applicaion. Accessed from hp://

5 James S King Ave Yew S S. Clair S Squalicum Pkwy A Ellis Sree Wesbound Hourly Volume Ellis S E Illinois S 7:00 PM 6:00 PM 5:00 PM 4:00 PM 3:00 PM 2:00 PM 1:00 PM 12:00 PM 11:00 AM 10:00 AM 9:00 AM 8:00 AM 7:00 AM 6:00 AM Memorial 5 Orleans S Barkley Blvd A I-5 Wesbound Hourly Volume 7:00 PM 6:00 PM 5:00 PM 4:00 PM 3:00 PM 2:00 PM 1:00 PM 12:00 PM 11:00 AM 10:00 AM 9:00 AM 8:00 AM 7:00 AM 6:00 AM Woburn S A Onario Sree Wesbound Hourly Volume 7:00 PM 6:00 PM 5:00 PM 4:00 PM 3:00 PM 2:00 PM 1:00 PM 12:00 PM 11:00 AM 10:00 AM 9:00 AM 8:00 AM 7:00 AM 6:00 AM B 6,400 6,900 9,200 7,800 6,900 7,900 7,100 5,200 Alabama S. 6,600 6,600 9,100 8,900 6,600 8,500 7,300 5, Cornwall Ave Ohio S E Cham Figure 2. nm Bellingham High School Gran S A Ellis Sree A I-5 Easbound Hourly Volume 7:00 PM 6:00 PM 5:00 PM 4:00 PM 3:00 PM 2:00 PM 1:00 PM 12:00 PM 11:00 AM 10:00 AM 9:00 AM 8:00 AM 7:00 AM 6:00 AM Meador Ave Fraser S Pacific Hwy Easbound Hourly Volume Iowa S Whacom Creek Roosevel 7:00 PM 6:00 PM 5:00 PM 4:00 PM 3:00 PM 2:00 PM 1:00 PM 12:00 PM 11:00 AM 10:00 AM 9:00 AM 8:00 AM 7:00 AM 6:00 AM S. Clair A Onario Sree Easbound Hourly Volume 7:00 PM 6:00 PM 5:00 PM 4:00 PM 3:00 PM 2:00 PM 1:00 PM 12:00 PM 11:00 AM 10:00 AM 9:00 AM 8:00 AM 7:00 AM 6:00 AM Alabama S. Sudy Corridor Daily Direcional Traffic Volume 2n Elecric Ave Alabama Sree - Daily Direcional Traffic Volume \\Fpse03\fpse2\Daa2\2012Projecs\SE _Alabama_S._Corridor_Sudy\Graphics\Draf\AI

6 James S King Ave Yew S S. Clair S Woodsock Way Squalicum Pkwy Barkley Blvd 2000 Ellis S E Illinois S Big Rock Pond Memorial 5 Orleans S Woburn S Alabama S ,110 1, ,070 1,040 Cornwall Ave Gran S Pacific Hwy Roosevel mmercial S Ohio S Figure X. 3. E Magnolia S nm Bellingham High School E Champion S Meador Ave Alabama Sree - Daily PM Peak Direcional Hour (4:30-5:30 Traffic Volume PM) Traffic Volume Fraser S Iowa S Whacom Creek S. Clair Alabama S Sudy Corridor PM Peak Hour Direcional Traffic Volume PM Peak Hour Turning Movemen Coun 2n Elecric Ave Documen \\Fpse03\fpse2\Daa2\2012Projecs\SE _Alabama_S._Corridor_Sudy\Graphics\Draf\AI Pah: \\Fpse03\fpse2\Daa2\2012Projecs\SE _Alabama_S._Corridor_Sudy\Graphics\Draf\GIS\MXD\fig0x_DailyDirecionalTrafficVolume.mxd

7 Page 7 of 17 COLLISION HISTORY Collision daa was provided by he Washingon Sae Deparmen of Transporaion (WSDOT). There were 93 known injury collisions on he corridor beween 2004 o The oal collisions per mile per year in he sudy corridor from 2006 o 2011 averaged 25.4, which is wihin he range of he corridors in he larger FHWA sudy summarized in Table 1. Table 2 provides a comparison of collisions per million vehicle miles ravelled (MVMT) for he Alabama Sree corridor and he average rae of oher regional roadways. 3 TABLE 2. ALABAMA STREET CORRIDOR COLLISION RATES Road Faciliy Collisions per Million Vehicle Miles Travelled (MVMT) Alabama Sree Sudy Corridor, Annual Average (2005 o 2011) 5.95 All Minor Arerials in he WSDOT Norhwes Region (2011) 2.93 Whacom Counywide Collision Rae (2011) 1.36 Fehr & Peers 2012, WSDOT 2011 Figure 4 displays he oal collision hisory from 2006 o Collisions are concenraed a he major inersecions, wih a subsanial quaniy occurring near he Woburn Sree inersecion. Vehicle collisions ha involved bicycles or pedesrians were less pronounced, wih five collisions involving bicycliss and en involving pedesrians. Again, hese collisions were clusered around he Woburn Sree inersecion. Safey concerns for pedesrians were cied hroughou he public process for he Bellingham Pedesrian Maser Plan ( ). Neighborhood residens overwhelmingly idenified raffic volumes, vehicle speeds, narrow sidewalks, and lack of dedicaed pedesrian crosswalks a barrier o norh-souh mobiliy for pedesrians, bicycliss, and ransi riders needing o access ransi sops and cross beween neighborhood desinaions. 4 3 WSDOT (2011) Washingon Sae Collision Daa Summary. Accessed from hp:// 4 Ciy of Bellingham (2012). Bellingham Pedesrian Maser Plan. Accessed from hp://

8 All Collisions S C lair 11 da va Ne Or lea ns Val enc Pa S S cifi cs ia S Wo Yew bur ns Mic S higa n S s S e Jam Iron S S Humbold Ellis S 9 Cor nw Ave all S 8 xx Collision Sum Bicycle & Pedesrian Collisions = 1 Collision Collision Type Pedesrian Bicycle Un Sup din ona es S Jam Cor nw Ave all ee Alabama Sree Collision Hisory Ver Qu Figure. erio es ns S Val r S Xen ia bur S ia S ns enc Wo Yew S 2 n

9 Page 9 of 17 TRANSIT SERVICE The Alabama corridor is served primarily by he WTA roue 331, also known as he Gold GO Line. This line has he highes ridership of any individual line in he WTA sysem wih a oal of around 4,500 boardings and alighings on an average weekday. Buses sop in-lane for passengers o board and aligh. This minimizes ransi delay associaed wih re-enering he ravel lane, bu likely leads o delay for oher vehicles and enhances he possibiliy of vehicle collisions as drivers change lanes o avoid being suck behind buses. Daily boarding and alighing informaion from 2011 was provided by WTA. Figure 5 idenifies corridor sop locaions along wih average daily boardings and alighings. As indicaed, he busies sops were near Valencia/Undine on he eas end of he corridor, followed by he sops a James Sree. Figure 5 also idenifies observed sop poins along he corridor, along wih he associaed sop or dwell ime. Where he sop imes are ied o a ransi sop locaion, he dwell ime is for he bus o load and unload passengers. Sop imes a locaions on he corridor ha are no a sop (principally easbound on Alabama a Woburn and wesbound on Alabama a Cornwall, boh where he bus makes lef urns) are due o delay for raffic signals and/or roadway congesion. This sop ime informaion was colleced on Wednesday, November 7 h during he PM peak period. Noe ha some of he longer dwell imes a sops were due o specific passenger issues, bu are par of normal ransi operaions.

10 Woodsock Way Squalicum Pkwy Barkley Blvd Ellis S E Illinois S Memorial 5 Orleans S 0:11 Woburn S S. Clair S Broadway S 0:43, 0:13 0:13 0:11 0:15, 0:29 0:16 0:46, 0:04 0:38 0:14, 0:13 1:08, 0:13 0:06 Girard S F S 0:15, 0:15 Cornwall Ave 0:23, 0:29 Gran S 82 0:17 1:14 0:09 James S King Ave Pacific Hwy Roosevel :23, 0:21 0:15 0:09, 0:12 0:08 0:21, 0:05 1:16, 0:08 Yew S Daily Boarding and Alighing < Sop Locaion and Dwell Time X:XX X:XX Inbound Run 1 Inbound Run 2 S al Ave Prospec Way Ohio S nm Bellingham High School Meador Ave Iowa S Whacom Creek S. Clair > 100 X:XX X:XX Oubound o Cordaa Saion Inbound o Downown Bellingham Alabama S. Sudy Corridor Oubound Run 1 Oubound Run 2 Bay S Commercial S E Magnolia S E Champion S Figure 5. Alabama Sudy Corridor WTA Roue 331 Average Daily Boardings and Alighings and PM Peak Period Observed Sop Locaion and Dwell Time Fraser S Documen Pah: \\Fpse03\fpse2\Daa2\2012Projecs\SE _Alabama_S._Corridor_Sudy\Graphics\Draf\GIS\MXD\fig01_boardingAlighmen_sopDwell.mxd

11 Page 11 of 17 SELECT CASE STUDIES The following secions documen four road dies ha have been implemened since 2000, boh in Washingon Sae and naionwide. These case sudies represen corridors wih similar pre-die characerisics o Alabama Sree in erms of safey, average daily raffic volume, ransi service, surrounding land uses, and he availabiliy of alernae/parallel roues. Though every road die has a unique se of localized concerns and expecaions, hese case sudies provide a general overview of bes pracices, expeced resuls, and lessons learned. Characerisics of he four case sudies and how hey relae o he conex of Alabama Sree are summarized in Table 3. TABLE 3. ROAD DIET CASE STUDY SUMMARY CHARACTERISTICS Projec Descripion Alernae Roues Alabama Sree 1.7 miles Bellingham, 4 lanes WA Nickerson Sree Seale, WA Fourh Plain Blvd Vancouver, WA Ocean Blvd Sana Monica, CA Parallel roues ha also cross I-5 are 0.55 miles o he norh and 0.45 miles o he souh Average Surrounding Land Daily Uses Traffic 1 Single-family residenial, insiuional, and some commercial/reail 1.2 miles 4 lanes o 2 lanes + Bounded by Lake Washingon Ship Canal o Commercial, ligh indusrial, insiuional, TWLTL + climbing bike he norh; no parallel roues and some mediumdensiy lane o he souh residenial 1.0 miles Crosses I-5 o eas and rail 4 lanes o 2 lanes + Single-family residenial yard o wes; parallel rail TWLTL + bike lanes + wih some commercial, yard crossing roues are 0.5 ADA improvemens reail, and ligh indusrial miles o he norh and souh and uiliy work 1.1 miles 4 lanes + parking o 2 lanes + TWLTL + bike lanes + parking Closes uninerruped parallel roues are 0.5 miles o he norh and souh Mixed-use medium densiy (residenial, insiuional, commercial, and reail) 13,000 o 18,300 18,560 17,000 23,000 Transi Service 2 local bus roues: min weekday peak headways 525: 60 min headways 1 local bus roue (15 min weekday headways) 1 local bus roue (15 min peak hour headway, 30 min off-peak) 1 local bus roue (15 min weekday peak hour headway) Edgewaer Drive Orlando, FL 1.5 miles 4 lanes o 2 lanes + TWLTL + bike lanes + sreescaping Closes uninerruped parallel roues are 0.7 miles o he wes and 0.8 miles o he eas Neighborhood commercial/reail cener and some insiuional and medium densiy residenial 20,500 1 local bus roue (20 min weekday peak hour headway, 30 min offpeak) 1 Before road die implemenaion. Acronyms: TWLTL = Two-way lef-urn lane, ADA = American wih Disabiliies Ac Fehr & Peers 2012

12 Page 12 of 17 NICKERSON STREET SEATTLE, WA In 2010, he Ciy of Seale rechannelized over one mile of Nickerson Sree, he Ciy s 28 h road die/rechannelizaion projec since The Nickerson Sree rechannelizaion added wo new marked crosswalks (one midblock) and convered he four-lane roadway ino wo ravel lanes, a wo-way lef-urn lane, a climbing bicycle lane, and sharrow sriping downhill. On-sree parking was mainained on boh sides of he sree. The rechannelizaion had wo goals: improve pedesrian safey and reduce auomobile speeds. Collisions, speed, and raffic volumes were moniored before and afer implemenaion o deermine if hese goals were being me wihou adverse impacs. During he year afer projec compleion, collisions decreased by 23% compared o he average over he previous five years. Speeding was reduced as well. The share of op-end speeders, hose driving 10+ mph over he posed 30 mph speed limi, dropped from 17% o 1.4% wesbound and from 38% o 1.5% easbound. Addiionally, he 85 h percenile speeds along he corridor dropped from 41 mph wesbound and 44 mph easbound o 33 mph in boh direcions. Volume sudies showed ha average daily raffic (ADT) decreased very slighly afer implemenaion, from 18,560 in 2009 o 18,360 in 2011 (a decrease of one percen) 5. This decrease was apparenly par of larger ciywide decrease, as he ADT on wo poenial alernae roues also declined. This indicaed ha he rechannelizaion resuled in lile o no diversion. Over he course of muliple rechannelizaion safey projecs during he pas four decades, he Seale Fire Deparmen has generally been supporive. Seale Ciy Traffic Engineer Dongho Chang relayed in an on he issue ha, The cener urn lane provides a space for fire vehicles o safely bypass raffic [vehicles ha have pulled o he righ, as required by law, and does no adversely affec fire response imes. The fire vehicle is also much more visible o opposing raffic wih he reconfigured lane assignmens, since here isn [visual obsrucion due o larger vehicles in he inside lane blocking he ouside view of he drivers in he inside lane. Regarding he safey benefis of road die/rechannelizaion projecs, Fire Chief Gregory Dean added, Prevening he loss of life and propery is our number one prioriy. A reducion in he number of collisions allows for good access for emergency response vehicles, helping firefighers and paramedics respond faser o emergency incidens 6. 5 Seale Deparmen of Transporaion (2012). Nickerson Sree Rechannelizaion Before and Afer. Accessed from hp:// 6 As cied in McGinn, M. (2012, March). Accessed from hp://mayormcginn.seale.gov/nickerson-sreeprojec-improves-safey/.

13 Page 13 of 17 FOURTH PLAIN BOULEVARD VANCOUVER, WA In 2001, he Ciy of Vancouver saw he scheduled sree resurfacing of Fourh Plain Boulevard, a four-lane principal eas-wes arerial, as an opporuniy o improve safey, neighborhood livabiliy, and he experience of all roadway users. Along wih he resurfacing, he Ciy implemened a road die o reconfigure he roadway ino wo ravel lanes wih a wo-way lef-urn lane and bicycle lanes on boh sides. Along wih his work, Americans wih Disabiliies Ac-complian sidewalk curb-cus were added and underground uiliy work was compleed. In conjuncion wih he reconfiguraion, he exising sae ruck roue was shifed from Fourh Plain Boulevard o he parallel Mill Plain Boulevard. As par of he projec, he Ciy prepared a pos-implemenaion repor o evaluae he road die s impac on a variey of performance caegories: raffic flow and operaions, neighborhood impacs, economic impacs, and bicycle/pedesrian impacs. The repor noed posiive safey gains wih few o no negaive impacs 7 : Speed ess indicaed a moderae decrease in corridor speeds, from 29.4 mph before implemenaion (2000) o 24.2 mph afer (2002). Speeds increased slighly o 25.2 mph in 2003 bu remained consan hrough he following year. The oal number of collisions decreased by 52% compared o he hree-year average before implemenaion wih he collision rae reduced from 7.5 o 3.9 collisions per million vehicle rips. There were no collisions involving pedesrians repored in he year afer implemenaion compared o six in he previous hree years. A he same ime, pedesrian rips during he PM peak hour increased by 44%. Pos-implemenaion raffic couns on surrounding local srees showed ha rips generally did no shif away from Fourh Plain Boulevard, aside from he anicipaed diversion of rucks o Mill Plain Boulevard. Some local srees gained beween 100 and 300 ADT, bu ohers experienced no change or small declines. A supplemenary online survey was conduced in 2004 o gauge public percepions abou he road die and is impac on neighborhood livabiliy. The resuls indicaed ha he majoriy of 7 Ciy of Vancouver Transporaion Services (2004, Ocober). Fourh Plain Boulevard Demonsraion Re- Sriping Projec: Pos Implemenaion Repor.

14 Page 14 of 17 respondens feel he projec has improved raffic issues and has creaed a calmer, safer sree environmen. 8 OCEAN PARK BOULEVARD SANTA MONICA, CA In 2008, he Ciy of Sana Monica reconfigured he four-lane Ocean Boulevard on a rial basis in an effor o improve pedesrian safey. The new configuraion included wo ravel lanes, a woway lef-urn lane, bicycle lanes on boh sides, and addiional parking in some locaions. As a major eas-wes arerial wih a relaively high ADT of 23,000, here was local concern ha he road die would cause significan diversion o neighborhood srees and/or increase corridor ravel imes for auomobile and ransi. To deermine he impac of he new configuraion, he Ciy moniored various performance measures before and afer implemenaion, including ADT, speed, collisions, and ransi ravel ime. Their findings revealed ha, while ADT decreased by around 3,000 o 4,000 vehicles per day on Ocean Boulevard, adjacen local srees changed by less han 200 vehicles per day, indicaing ha he road die caused lile o no local raffic diversion. Speed and collision daa showed a significan safey improvemen. Before implemenaion, 85 h percenile speeds were beween 33 and 34 mph and in conflic wih he 25 mph school zone speed limi. Pos-road die, 85 h percenile speeds dropped o 27 mph. Comparing he nine monhs before and afer implemenaion, oal collisions declined by 65%, and collisions resuling in injuries dropped by 60%. Bus ravel ime hrough he reconfigured corridor was measured during muliple imes of day and days of he week. Resuls showed some variaion compared o pre-die condiions, bu none of he runs indicaed an increase of more han wo minues, and he majoriy of runs were wihin a minue of he original ime. 9 Since no addiional physical barriers (e.g. as median, pedesrian bulb-ous) were consruced as par of his projec, emergency responders did no express concerns abou navigaing he reconfigured corridor. In he case of projecs ha include physical barriers and could poenially limi he responder s abiliy o pass oher vehicles or make urns ono side srees, he Ciy has hisorically se up rial runs for emergency vehicles, using raffic cones o mark he roadway s new configuraion. These rial runs help inform he Ciy and responders of any ravel ime delays or oher issues could be expeced afer projec implemenaion. As emergency response eniies have become more familiar wih road die design elemens and heir impac on vehicle response 8 Rosales, J. (2007, July). Road Die Handbook Overview. Accessed from hp:// 9 Fogary, E. (2011, February). Ocean Boulevard Reconfiguraion. Accessed from hp://

15 Page 15 of 17 and maneuvering, hey have begun providing he Ciy wih design requiremens a he sar of new projecs. For example, he Fire Deparmen now specifies he necessary channelized roadway widh o allow for passing (20 fee) as well as he maximum spacing beween breaks in a median (150 fee). EDGEWATER DRIVE ORLANDO, FL Edgewaer Drive is he primary norh-souh arerial hrough he Main Sree-syle reail cener of he College neighborhood, locaed abou hree-quarers of a mile norh of Downown Orlando. In 2001, he Ciy ook over jurisdicion and mainenance of 1.5 miles of Edgewaer Drive from he Florida Deparmen of Transporaion (FDOT) in an effor o pursue corridor-relaed goals from he College Neighborhood Horizon Plan wih greaer auonomy. The following year, he Ciy re-sriped he four-lane roadway cross-secion o wo ravel lanes, a wo-way lefurn lane, and bicycle lanes on boh sides of he sree (previously exising on-sree parking was mainained on boh sides of he sree). Similar o he Fourh Plain Boulevard road die, his projec coincided wih a scheduled sree resurfacing. The Ciy documened he re-sriping s impac by monioring muliple measures of effeciveness before and afer implemenaion. Key resuls showed significan increases in safey and bicycle/pedesrian aciviy 10 : The percenage of excessive speeders hose raveling more han 6 mph over he 30 mph speed limi was measured on he norhern, middle, and souhern ends of he corridor. The share of excessive speeders dropped by half, from 15.7% o 7.5% in he norhern secion, and by 10% (from 29.5% o 19.6%) in he souhern secion. The share dropped slighly from 9.8% o 8.9% in he middle secion. Collision raes were calculaed per MVMT using he hree-year collision average before implemenaion and a four-monh observaion period afer. The overall collision rae declined by 34% from 12.6 o 8.4 per MVMT. Moreover, he injury collision rae was cu by 68% from 3.6 o 1.2 per MVMT. The oal number of weekday pedesrians on he Edgewaer Drive corridor increased by 500, or 23%. Noably, he number of hose crossing he sree rose by 56%, indicaing ha pedesrians found i easier o cross he hree-lane cross-secion. The oal number of weekday bicycliss increased by over 100, a gain of 30%. 10 Ciy of Orlando Transporaion Planning Bureau (2002, November). Edgewaer Drive Before & Afer Re- Sriping Resuls. Accessed from hp://conexsensiivesoluions.org/conen/case_sudies/edgewaerdrive/resources/edgewaer-dr-fl/.

16 Page 16 of 17 The pos-implemenaion resuls also showed an iniial corridor ADT reducion of 12% (from 20,500 o 18,131) as well as a combined ADT reducion of 4% on parallel srees and side srees. Evenually, corridor ADT rose o 21, These numbers would sugges ha, iniially, some rips divered away from he neighborhood enirely afer implemenaion bu reurned once drivers became more familiar wih navigaing he reconfigured roadway. In addiion o monioring auomobile raffic, he Ciy observed pos-implemenaion ransi service o deermine how much auomobile ravel ime delay could be aribued o corridor bus sops. Transi roues, headways, and equipmen were he same wih regards o Edgewaer Drive before and afer he projec. Field measuremen indicaed ha average bus loading delay remained unchanged (around 30 seconds), suggesing ha ransi service was similar wih and wihou he re-sriping. SUMMARY The before/afer resuls and lessons learned discussed in he previous secion are displayed in Table Tan, C. (2011, Sepember/Ocober). Going on a Road Die. Public Roads,75(2). Accessed from hp://

17 December 11, DRAFT Page 17 of 17 TABLE 4. ROAD DIET CASE STUDY SUMMARY IMPLEMENTATION RESULTS Projec Average Daily Traffic Traffic Speed Before Afer Before Afer Collisions Transi Impac Lessons Learned Alabama Sree Bellingham, WA Nickerson Sree Seale, WA Fourh Plain Blvd Vancouver, WA Ocean Blvd Sana Monica, CA 18,700 N/A 18,560 18, ,000 23,000 No significan diversion Decrease less han 200 ADT; No change on adjacen local srees Avg Spd: 33.3 mph 85 h : 38.5 mph WB 85 h : 40.6 mph EB 85 h : 44.0 mph WB > 40 mph : 17% EB > 40 mph : 38% Avg Spd: 29.4 mph WB 85 h : 33 mph EB 85 h : 34.3 mph N/A WB 85 h : 33.1 mph EB 85 h : 33.3 mph WB > 40 mph : 1.4% EB > 40 mph : 1.5% Avg Spd: 24.2 mph 85 h : 27 mph 6-year injury collision oal: 93, collisions per MVMT of % reducion in oal crashes 52% reducion in oal crashes 65% reducion in oal number of accidens 60% reducion of injury accidens N/A No measured No measured Measured before / afer ransi service impacs. Some variaion in ravel ime 2 N/A Classified as rechannelizaion projec Paired wih scheduled resurfacing. Livabiliy and public approval afer implemenaion was moniored by survey Road die resriping was implemened on rial basis and kep permanenly afer showing posiive resuls FDOT required ransfer of Sudy-defined Excessive speed Toal crash rae down by Bus loading delay jurisdicion o Ciy Edgewaer Drive 20,500 21,000 3 excessive speed: 36 reducion of 1-10%, 34%, injury rae down by remained unchanged afer Orlando, FL mph depending on segmen 68% implemenaion Paired wih scheduled resurfacing 1 ADT also decreased on wo poenial diversion roues. 2 Majoriy of running imes do no vary more han a minue, and none ake more han wo minues longer for he whole rip. 3 18,100 immediaely afer reamen emporary diversion. Acronyms: WB = Wesbound, EB = Easbound, MVMT = Million vehicle miles ravelled, ADT = Average Daily Traffic, FDOT = Florida Deparmen of Transporaion Fehr & Peers, 2012.