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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