The future of city streets: NACTO Urban Street Design Guide. November 19, PDF Free Download

The future of city streets: NACTO Urban Street Design Guide November 19, 2013 November 19, 2013

State Smart Transportation Initiative Practical Solutions to Move America Forward. A network of reform-oriented state DOTs, founded in 2010 and housed at the University of Wisconsin. Executive-level Community of Practice Technical assistance Resource for the transportation community November 19, 2013 The future of city streets: NACTO Urban Street Design Guide 2

Urban Street Design Guide The Future of City Streets Tuesday, November 19, 2013

Agenda Background and Driving Principles David Vega-Barachowitz, NACTO Interim Design Strategies Michael Flynn, NYC DOT Design Controls Peter Koonce, Portland

Background

Published March 2011 Second Edition Fall 2012 Published September 2013

Boston Complete Streets Guidelines, 2012 New York City Street Design Manual, 2 nd Ed. 2013

Urban Bikeway Design Guide 2011-12

The Urban Street Design Guide

Downtown 1-Way Street Downtown 2-Way Street Downtown Thoroughfare Neighborhood Main Street Neighborhood Street Yield Street Boulevard Residential Boulevard Transit Corridor Green Alley Commercial Alley Residential Shared Street Commercial Shared Street

Lane Width Sidewalks Curb Extensions Gateway Pinchpoint Chicane Bus Bulbs Vertical Speed Control Elements Speed Hump Speed Table Speed Cushion Transit Streets Dedicated Curbside/Offset Bus Lanes Dedicated Median Bus Lanes Contra-Flow Bus Lanes Bus Stops Stormwater Management Bioswales Flow-Through Planters Pervious Strips Pervious Pavement

Moving the curb Parklets Temporary Street Closures Interim Public Plazas

Principles Major Intersections Intersections of Major and Minor Streets Raised Intersections Mini Roundabout Complex Intersections

Crosswalks and Crossings Crosswalks Conventional Crosswalks Midblock Crosswalks Pedestrian Safety Islands Corner Radii Visibility/Sight Distance Traffic Signals Signalization Principles Leading Pedestrian Interval Split-Phasing Signal Cycle Lengths Fixed vs. Actuated Signalization Coordinated Signal Timing

Design Speed Design Vehicle Design Hour Design Year Performance Measures Functional Classification

NACTO.ORG/USDG

Shared Streets

Public Plazas: Before

Public Plazas: After

Parklets

Levels of Guidance Critical Recommended Optional

Streets Are Public Spaces Great Streets are Great for Businesses Streets Can Be Changed Design for Safety Streets are Ecosystems Act Now!

Streets Are Public Spaces University City District

Great Streets are Great for Business NYC DOT

Streets can be Changed City of Atlanta

Design for Safety Nelson\Nygaard

Streets are Ecosystems

Act Now!

Existing

Interim

Reconstruction

Street Design in Context

Using the Guide: The Next Steps

THANK YOU

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Interim Design Strategies

Act Now! Implementing projects quickly using low-cost materials helps inform public decision making. Cities across the U.S. have begun using a phased approach to major redesigns, where interim materials are used in the short term and later replaced by permanent materials once funding is available and the public has tested the design thoroughly.

Typical Challenges for Long-Term Projects Funding Support from Public & Businesses Support from Elected Officials Design Approvals Environmental Approvals

Implementation Options Short-Term Signs Signals Roadway Markings Long-Term Construction

Interim Treatments Signs Signals Roadway Markings Planters & Trees Tables, Benches & Chairs

Interim Treatments Signs Signals Roadway Markings Planters & Trees Tables, Benches & Chairs Colored Lanes (bike/bus) Surface Treatments (epoxied gravel; paint) Stones/Boulders Superficial Construction (islands, etc)

Implementation Options Interim Quick: Months Low-Cost: $00,000s Fewer Approvals Limited Design Options Short/Medium-Term Impact Construction Slow: Years Costly: $000,000s+ More Approvals Unlimited Design Options Long-Term Impact

Benefits of Interim Implementation Quickly reallocate space and deliver results (safety, placemaking, retail traffic, etc.) Establish a precedent prove the design works Build public and political support Allow time to put together funding

EVENTUALLY YOU NEED TO MAKE THINGS PERMANENT.

2-Phased Implementation

EXISTING CONDITIONS

INTERIM REDESIGN

RECONSTRUCTION

Interim Design Strategies Moving the Curb Parklets Temporary Street Closures Interim Public Plazas

Moving the Curb Interim Sidewalk Widening

Traffic Calming Moving the Curb

Bike Corrals Moving the Curb

Bike Share Moving the Curb

Parklets

Temporary Street Closures

Play Street Temporary Street Closures

Temporary Street Closures Pedestrian Street

Market Temporary Street Closures

Temporary Street Closures Open Streets

Interim Public Plazas

Interim Public Plazas NYC Plaza Program From Roberto Clemente Plaza Community Design Charrette

Interim Public Plazas NYC Plaza Program Prioritizes High-Need Areas Blue Existing plaza project Red Lack of Open Space Yellow Low-Mod Income Orange Lack of Open Space & Low-Mod Income

Interim Public Plazas NYC Plaza Program Selection Criteria Lack of Open Space Demonstrated Community Initiative Supportive Site Context Community Org. Capacity Low- or Moderate-Income Neighborhood

Interim Public Plazas NYC Plaza Program Public Outreach & Design Charrettes

Interim Public Plazas NYC Plaza Program Maintenance Partner Outreach Design Maintenance Sweeping/Litter removal Trash bagging & removal Snow & Ice removal Graffiti removal Paving repair/replacement Cleaning furniture Repairing/repainting furniture Pest control Horticulture (planting/watering) Insurance/Indemnity Programming & Events Funding Plan Design Engineering City Permanent Art Construction Site Inspection

Interim Public Plazas NYC Plaza Program Partner Funding Sources Sub-Concessions (food, etc) Limited Sponsorships Commercial Events

More than Just Creating the Space Community partnership is key: Activating the space programming & events Creating a year-round destination Maintenance and sense of ownership Connected to (and reflective of) community

Design Controls

Design Speed Design Vehicle Design Hour Design Year Performance Measures Functional Classification

High-quality design for city streets and intersections relies on a keen understanding of the analytical processes and assumptions underlying those technical decisions that shape streets.

Design Controls should work towards your intended outcome, not against it.

Design Hour

Common practice: Study the peak 15 minutes of traffic using the Highway Capacity Manual

Peak Hour Design in urban design, the 30 th highest hourly volume can be a reasonable representation of daily peak hour the use of average hourly traffic would result in an inadequate design AASHTO 2.3.2

NACTO Recommends Assess more than the peak hour or 15-mins Identify peak spreading opportunities

Design for Hours, not Minutes

Design Hour Objective Streets designed for peak intervals of traffic may fail to provide a safe and attractive environment during other portions of the day.

From 8 AM to 8 PM 8:00 AM Mobility 12:00 PM Accessibility focus pedestrians during the lunch hour 8:00 PM Neighborhood emphasis bicycle and other local traffic

Design Year

Projection of Future Traffic Demands Many highway engineers believe the maximum design period is in the range of 15 to 25 years

Design Year vs. Actual Trend

Problems with Design Year Unconstrained vehicle demand for 20+ years Straight line growth projection Underlying goals of congestion reduction and highway project selection

Design Year Excess Space

Design Year under the Climate Lens Greenhouse Gas targets result in mode split goals Plan identifies policies and actions to meet objectives

Climate Action Plan Policy

Performance Measures

Performance Measures: Definition of Failure Skagit River Bridge

Potential Performance Measures Delay per vehicle Crashes per mile of highway Mode split

Performance Measures: Mode Split Targets

Highway Capacity Manual Highway Capacity Manual defines failure as the breakdown of flow; the threshold where you reach failure at signalized intersections 80 second per vehicle

Commentary on the Highway Capacity Manual Pedestrians are modeled as impediments to traffic, impacting flow Pedestrian perspective delay is not considered in the performance measure Practice of eliminating crosswalks is a result of insensitivity to importance of this mode

Level of Service at Signalized Intersections Today s methodology doesn t consider person delay or other goals Transit, pedestrian crossing, or bikes are largely forgotten in these traditional methodologies/ measures. Vehicle standards do not accept 80 seconds of delay per vehicle No procedure to consider >80 seconds of delay for pedestrians

USDG: Performance Measures by Mode

Measuring the Street Safety o Reduce crashes Places o Reduce speeding o Increased vitality o Public sentiment 142

Network instead of Point Analysis Fails to consider completeness of the system Point-level focus Limited tools for engineers to make improvements

Applying the USDG Challenge assumptions Engineering details Planning forecasts Use policies to trump traditional practices Take responsibility for the details

Thank you for your Time Peter Koonce, P.E. City of Portland peter.koonce@gmail.com pkoonce

Thank you! A recording of this webinar will be on the SSTI website later today. To find out about future SSTI webinars, subscribe to our newsletter and follow us on Twitter. www.ssti.us @SmartTransp November 19, 2013 The future of city streets: NACTO Urban Street Design Guide 146

The future of city streets: NACTO Urban Street Design Guide. November 19, 2013