Retrofitting Urban Arterials into Complete Streets

Retrofitting Urban Arterials into Complete Streets John N. LaPlante, P.E., P.T.O.E., T.Y. Lin International Prepared for: Illinois Traffic Engineering & Safety Conference Urbana, Illinois October 18, 2007

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

Functional Class Consequences Arterials primarily to move traffic emphasizing: Operating speed Capacity Design requirements Wider lanes Increased turning radii Access management Ignores community impacts Pedestrians Bicycles Transit FIGURE : Proportion of Service (1) Mobility to Land Use Continuum

Functional Class Consequences

Context Sensitive Solutions in Designing Major Urban Thoroughfares for Walkable Communities ITE Proposed Recommended Practice

CSS Design Framework Context zones: Suburbs to downtowns

CSS Design Framework Context zones: Suburbs - downtowns Street classification: Functional class Arterial Collector Thoroughfare type Boulevard Avenue Street Compatibility

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

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

Child dart-out: speed is a factor! 150

First scenario: Speed 25 MPH 100 = distance covered in 2.5 sec. perception/reaction time Driver applies brakes 100 150

First scenario: Speed 25 MPH Driver applies brakes 50 stopping distance (wet pavement) 100 50 150

First scenario: Speed 25 MPH Result: Nothing happens beyond one scared child, driver & parent! 100 50 150

Second scenario: Speed 38MPH 140 = distance covered in 2.5 sec. perception/reaction time Driver applies brakes 140 150

Second scenario: Speed 38MPH Driver applies brakes 140 150

Second scenario: Speed 38MPH In the last 10 car slows to 36 MPH 140 150

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

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

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

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

Benefit/Cost Analysis Reducing speed from 45 mph to 30 mph For a 5-mile 5 trip, a 3.33-minute delay Assume 30,000 ADT and $20/hr driver cost $12.154 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

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

Retrofitting Urban Arterials Requires arterial traffic calming/taming: Controlling operating speeds Ped-friendly street crossings at unsignalized locations Ped-friendly signalized intersections Midblock crossing options

Retrofitting Urban Arterials Requires arterial traffic calming/taming: 1.Controlling operating speeds 2. Ped-friendly street crossings at unsignalized locations 3. Ped-friendly signalized intersections 4. Midblock crossing options

Control Operating Speeds Signal progression Narrower travel lanes

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

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

Control Operating Speeds Signal progression Narrower travel lanes Road diets

Road Diets Classic Road Diet 4-33 lanes

Road Diet Benefits Fewer midblock conflicts Conflict Points Four-lane undivided Three-lane

Road Diet Benefits Better left-turn turn sight distance

Road Diet Benefits 25000 No Change in ADTs 20000 15000 10000 5000 0 Dolores Guerrero Valencia Mission S. Van Ness 1998 - before bike lanes 2000 - after bike lanes Mission District, San Francisco North-South ADTs

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

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

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

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

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

Raised Medians Continuous raised median

Raised Medians Flush median is not a refuge

Raised Medians Add a raised island

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

Median/Parkway Landscaping

Control ol 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

Retain Curb Parking Eliminating on-street parking allows more cars to go faster

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

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

Pedestrian Crossings Narrower travel lanes Road diets

Road Diets Old centerline Reclaiming road space creates room for islands

Pedestrian Crossings Narrower travel lanes Road diets Tighten corner curb radii

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

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

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

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

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

Raised Medians

Pedestrian Crossings Narrower travel lanes Road diets Tighten corner curb radii Corner pork chop islands Raised medians Curb bulb-outs

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

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

Pedestrian Crossing Time Old MUTCD Recommendations Ped clearance interval (flashing don t t walk): 4 ft/sec walking speed Where pedestrians who walk slower than normal or pedestrians who use wheelchairs routinely use a crosswalk, a walking speed of less than 4 ft/sec should be considered.

Pedestrian Crossing Time PROWAAC Recommendations New MUTCD Requirements Calculate pedestrian signal clearance phase timing using 3.5 ft/sec pedestrian walking speed Also calculate total walk crossing time (Walk plus Flashing Don t t Walk) using 3.0 ft/sec Include the length of the crosswalk and one curb ramp for calculating crossing distance

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

Accessible Ramp Design Eliminate movement barriers

Accessible Ramp Design

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

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

Countdown Clocks

Signalized Intersections 3.5 fps walking speed for FDW and 3.0 fps for W + FDW Accessible ramp design Countdown clocks Leading pedestrian indications (LPI)

Leading Ped Indication (LPI) LPI : WALK comes on 2 to 5 seconds prior to the vehicular green; pedestrians enter crosswalk before turning vehicles arrive there. Salem OR

Signalized Intersections 3.5 fps walking speed for FDW and 3.0 fps for W + FDW Accessible ramp design Countdown clocks Leading pedestrian indications (LPI) Accessible pedestrian signals (APS)

Accessible Ped Signals (APS) On side of pole On pedestal at top of ramp

Midblock Crossings Visible crosswalks and ped warning signs

Visible Crosswalks What the pedestrian sees What the driver sees

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

Midblock Crossings Visible crosswalks and ped warning signs Ped actuated crosswalk warning signs

Actuated Ped Warning Signs

Midblock Crossings Visible crosswalks and ped warning signs Ped actuated crosswalk warning signs Raised medians

Raised Medians Breaks long complex crossing into two simpler crossings

Midblock Crossings Visible crosswalks and ped warning signs Ped actuated crosswalk warning signs Raised medians Curb bulb-outs

Midblock Curb Bulb-outs

Midblock Crossings Visible crosswalks and ped warning signs Ped actuated crosswalk warning signs Raised medians Curb bulb-outs Ped actuated HAWK signals

Ped Actuated HAWK Signals

Midblock Crossings Visible crosswalks and ped warning signs Ped actuated crosswalk warning signs Raised medians Curb bulb-outs Ped actuated HAWK signals Full ped signalization

Full Ped Signalization

Complete Streets: We Can Get There from Here

Complete Streets: We Can Get There from Here Narrow travel lanes, add a bike lane

Complete Streets: We Can Get There from Here Add a median, trees and some texture

Complete Streets: We Can Get There from Here Bring the buildings in closer

Complete Streets: We Can Get There from Here Make sure the buildings face the street

Complete Streets: We Can Get There from Here Bring in more buildings (infill)

Complete Streets: We Can Get There from Here The street now has a life Thank you to Michael Ronkin for visuals

QUESTIONS?