Retrofitting for Complete Streets

Retrofitting for Complete Streets Healthy Communities/Active Transportation Columbus March 30, 2010 John LaPlante, PE, PTOE Director of Traffic Engineering jlaplante@tylin.com

What is a Complete Street? A Complete Street is comfortable, convenient & safe for travel via auto, foot, bicycle, & transit

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!

What s the difference with CSS? Bicyclists, pedestrians, and transit users are more than context Illustration: AARP

We know how to build good streets

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?

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.

Complete streets policies provide for: Pedestrians Bicyclists Transit Motorists Travelers of all ages and abilities US Access Board

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.

Why have a complete streets policy? To bring an overarching vision and consistency to disparate departmental approaches To improve departmental efficiency and streamlining

Complete Streets is NOT: A design prescription A mandate for immediate retrofit A silver bullet. Other initiatives, such as context sensitivity, are still needed!

CS changes intersection design

CS changes bicycling

CS changes transit

Who benefits from Complete Streets? Everybody

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.

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.

Benefits: Safety Medians reduced pedestrian crashes 40% Road diets reduce all crashes by at least 29% Countdown clocks reduce all crashes 25%

Benefits: People with disabilities Complete Streets improve mobility for disabled people and reduce the need for expensive paratransit service

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

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

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

Benefits: The environment Less need for more or wider roads Less air/noise pollution/fuel consumption

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

Benefits: Economic activity Well designed complete streets increase home values, help revitalize commercial areas and support the local economy

We know how to build right

ITE: Institute of Transportation Engineers AASHTO: American Association of State Highway and Transportation Officials

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 Traditionally has not addressed: Pedestrians Bicycles Transit FIGURE : Proportion of Service (1) Mobility to Land Use Continuum

Functional Class Consequences

Designing Walkable Urban Thoroughfares: A Context Sensitive Approach ITE New Recommended Practice

CSS Design Framework Context zones: Suburbs to downtowns

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

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

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 $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 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

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 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

Control Operating Speeds Signal progression Narrower travel lanes Road diets

Effect of Converting 4-Lane Roads to 3-Lane and TWLTL Classic Road Diet 29% reduction in total crashes/mile

Three crash types can be reduced by going from 4 to 3 lanes X 1. Rear enders

Three crash types can be reduced by going from 4 to 3 lanes X 2. Side swipes

Three crash types can be reduced by going from 4 to 3 lanes X 3. Left turn/broadside

Handles 20,000 ADT 25000 20000 15000 10000 5000 0 Dolores Guerrero Valencia Mission S. Van Ness 1998 before Valencia Road Diet 2000 - after Valencia Road Diet Mission District, San Francisco North-South ADT 59

Valencia Street Bicycle Volumes PM peak hour counts 250 215 bikes/hr 200 150 88 bikes/hr 100 50 0 Valencia St before bike lanes after bike lanes

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 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

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 40% reduction in pedestrian crashes

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 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 encourages cars to go faster and discourages neighborhood business

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 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

Pedestrian Crossings Narrower travel lanes Road diets Tighten corner curb radii Corner pork chop islands Visible crosswalks and ped warning signs Raised medians

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

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

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 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

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

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

Countdown Clocks Pedestrian count-down signal tells pedestrians how much crossing time is left

Pedestrian count-down signal tells pedestrians how much crossing time is left Reno NV

Countdown Clocks Results from San Francisco: 25% Crash Reduction Factor after countdown signals installed

Countdown Clocks in 2009 MUTCD The existing option of using pedestrian countdown displays is now a requirement for all new ped installations

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

HAWK Pedestrian Hybrid Signal HAWK (High Intensity Activated Crosswalk) Also in 2009 MUTCD

Drivers see Beacon Peds see Pedhead

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

AASHTO Ped Guide Safety is a key consideration Peds are the most vulnerable of all roadway users

Sidewalk Design Not after space for future sidewalks is all gone

Pedestrians can get by without sidewalks on quiet streets

Shoulders serve pedestrians in rural areas

Sidewalk Design Set triggers for future sidewalks Development densities Developer requirements Going from open to closed drainage

Sidewalks should not end midblock.. Fredericksburg VA Forcing pedestrian into street

Sidewalk Design Sidewalks on only one side of the street? Generally not recommended Lacks connectivity Weakens pedestrian safety by requiring unnecessary street crossings

Separated sidewalk is uncluttered, pleasant to walk on

Parkway separation makes it easy to meet ADA at driveways

Narrow curbside sidewalks are inadequate in commercial areas

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

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

Transit: Bus is most common mode

Transit: Only choice for many people

Narrow curbside sidewalk provides insufficient space for waiting

... especially when bus comes & people board

Bus shelter placement should not obstruct sidewalk

Bus shelters must be accessible (Grass is not accessible)

Separated sidewalk allows bus shelter placement in planter strip

Every bus stop is a pedestrian crossing and all known crossing techniques apply to every bus stop

Why? 1. Peds can see traffic 2. Bus driver can move 3. Bus doesn t run over peds Place crosswalks behind bus stop!

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

Bicycle Facility Selection Shared Roadway Recognizes that most bicycle travel now occurs on streets and highways without bikeway designation

Bicycle Facility Selection Signed Shared Roadway Signing should indicate particular advantages to using the route over an alternative

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

Bicycle Facility Selection Bicycle Lanes Before stripping parking, reduce travel lane widths

10-5-7 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

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

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

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

Benefits: Streets work better Before After Edgewater Drive Orlando, FL

Crash Rate (per MVM) Benefits: Streets are safer 14.0 12.6 12.0 34% Reduction 10.0 8.4 8.0 6.0 4.0 2.0 1 crash every 2.5 days (146 per yr) 1 crash every 4.2 days (87 per yr) 0.0 Before After

Parking Utilization Percentage Benefits: On-street parking better utilized 45% 40% 35% 30% 25% 20% 15% 10% 5% 0% 29% Before 41% After

Number of Pedestrians Benefits: More people walking 3000 2500 2000 23% Increase 2,136 2,632 1500 1000 500 0 Before After

Number of Bicycles Benefits: More people biking 600 500 30% Increase 486 400 375 300 200 100 0 Before After Complete Streets - District of Columbia - Dec 3 2007

Benefits: Streets people will want

What does a Complete Street look like? There is no magic formula

The many types of Complete Streets Safe Routes to School

The many types of Complete Streets Bikeways on rural roads

The many types of Complete Streets Busy multi-modal thoroughfares

The many types of Complete Streets Transit routes

The many types of Complete Streets A commercial arterial w/ bike lanes & sidewalks

The many types of Complete Streets Residential skinny streets

The many types of Complete Streets Historic Main Street

Complete Streets Are sensitive to the community Serve adjacent land uses Serve all who potentially will use the street

Thank you!