Complete Streets Design Considerations Second Street Corridor Complete Streets Workshop and Assessment Manchester, NH April 26, 2013
2 nd Street Existing Information
Average Annual Daily Traffic Volumes 2 nd Street South of Granite Street 2003 8,300 vehicles 2008 6,300 vehicles 2009 6,600 vehicles 2 nd Street North of West Hancock Street 2004 9,200 vehicles 2007 8,300 vehicles
PM Peak Hour Traffic Volumes
PM Peak Hour Traffic Volumes
Roadway Classification vs. Context-Based
Do we have to widen roads to fit everything?
There s room; it needs to be recaptured 8
Should street width be based on classification? Functional classification doesn t adequately describe the street s role in a community These 3 streets are arterials yet look, feel and perform very differently: 9
Speed Matters Speed affects: Drivers field of vision & ability to see pedestrians Drivers ability to react and avoid a crash Crash severity
As speed increases, driver focuses less on surroundings 15 MPH
As speed increases, driver focuses less on surroundings 20 MPH
As speed increases, driver focuses less on surroundings 25 MPH
As speed increases, driver focuses less on surroundings 30 MPH
Speed Affects Crash Avoidance High speeds equate to greater reaction and stopping distance
Speed Affects Crash Severity High speeds lead to greater chance of serious injury & death Doubling the speed from 20 mph to 40 mph reduces the survivability from 95% to just 15%
Speed Affects Crash Severity
Lane Widths
Narrower Travel Lanes AASHTO Green Book allows narrower lanes: 9 on local residential streets 10 on low speed arterials & collectors 11 for streets with trucks
Facility Selection Bicycle Lanes OK to reduce travel lane 10 and 11-foot lanes are just as safe as 12-foot lanes on urban arterials with posted speeds less than 45 mph
Retrofitting for Bike Lanes Option when: Current lane 23 feet with parking Vehicle speeds 30 mph 14 9 23 How to implement: Reduce width of travel and parking lanes 11 5 7 23
Retrofitting for Bike Lanes Reduce travel lane widths Reduce number of travel lanes Remove, narrow, or reconfigure parking Other design options 3.6 m (12 ft) Typical Road Diet 3.6 m (12 ft) 3.6 m (12 ft) 3.6 m (12 ft)
How to Make Room: Road Diets Convert 4-Lane Road to 3-Lane including Center Turn Lane 18 49% crash reduction (ITE)
Crash Reduction X Rear end
Crash Reduction X Side swipe
Crash Reduction X Left turn/broadside
Capacity 25000 20000 15000 10000 5000 0 Dolores Guerrero Valencia Mission S. Van Ness 1998 before Valencia Road Diet 2000 - after Valencia Road Diet Road Diets can handle roughly 20,000 daily vehicles
Road Diets» Which road improves mobility for all users?» Which road carries more traffic?
Road Diets» Which road produces higher speeds?» 4-lane: faster driver can pass others» 2-lane: slower driver sets speed» Which road produces a higher crash rate?
Effect of large radius on drivers They drive fast, ignoring pedestrians
Tighten Corner Curb Radii Large corner radii: Allow high-speed turns by cars -Less likely to yield -Injury severity
Tighten Corner Curb Radii Large corner radii: Increase crossing distance Require longer signal time
Free Flow Right Turn Lanes Eliminate free flow turns across crosswalks/bikeways
Woodbury / Queen City Intersection
Mid-Block Crosswalk Design
Pedestrian Facilities
Pedestrian Facilities Urban/suburban Environments: Adding sidewalks reduces pedestrian crashes by 88%
Sidewalk Design Buffer sidewalks with planter strip/furniture zone:» Space for trees, street furniture, and snow storage» Easy to meet ADA at driveways and curb ramps» Welcoming walking environment» Plantings can slow vehicle speeds
Sidewalk Design 5 feet needed for two people to walk comfortably side-by-side (or to pass each other)
Sidewalk Installation Set triggers for future sidewalks Development densities Developer requirements Going from open to closed drainage
Sidewalk Corridor / Zone System Sidewalk corridor extends from roadway to rightof-way line. Zone system makes it easier to provide accessible sidewalks: Curb zone Furniture zone Pedestrian zone Frontage zone
Obstacles in Pedestrian Zone Two ways to provide access: 1. Plan/design to limit objects in pedestrian zone 2. Eliminate or move objects (Poles, utility boxes, signal cabinets)
Obstacles in Pedestrian Zone Only if removal is not an option, provide access route around objects
Protruding Objects Signs and objects within height of 27 80 must not protrude into pedestrian path of travel
Running Slope Guidelines In the public ROW, sidewalks may take grade of adjacent roadway that follows the natural terrain
Running Slope Guidelines Walkways not paralleling a street or on a man-made structure or embankment should have 5% max. slope or be treated as ramps, with level landings at every rise of 30 30 5 30 5
Cross Slope Guidelines Some slope needed for drainage Max cross slope 2% Level means 2% max Construct to 1.5% to ensure clearance 2% cross slope max
Cross Slope Retrofit Challenges Building entrance elevations create problems: Elevation change is done in sidewalk, resulting in excessive cross-slope Acceptable cross-slope, but step hinders wheelchair users
Cross Slope Solutions Best: create level area (4ft. min) in sidewalk; make up elevation change elsewhere
Driveways = significant barriers At non-compliant driveways users encounter:» Steep cross slope» Requires energy better put to forward movement» Rapid grade change at driveway flare» One wheel off the ground compromises balance and stability
Driveways Inaccessible residential driveway
Driveways Driveways from Hell Out of compliance and far too many
Driveways If driveways aren t done right, sidewalks won t be used (one reason given by wheelchair users using the street)
Design Solutions for Driveways Accessible driveway requires level pedestrian access route: Cross slope: 2% maximum Width: 4 ft. minimum Factors to consider when choosing accessible driveway option: Sidewalk width Planter strip width Curb height Available right-of-way
Preferred Driveway Design Driveway with level area in wide sidewalk
Acceptable solution for narrow sidewalks: Fully lowered sidewalk Possible problems: Users must negotiate two ramps Allows drivers to turn at higher speeds Drainage: Lip improves drainage and provides cue for blind pedestrians Lip may be problem for cyclists
Fully Lowered Sidewalk
Sidewalk Surfaces Surface requirements: Firm, stable, and slip-resistant Smooth free of rough textures, large openings and gaps
Textured Surfaces Bricks, cobblestones, textured pavement create: Increased rolling resistance Tripping hazards Maintenance hassles Painful vibrations to people with brittle bones or spinal cord injuries in wheelchairs
Changes in Level Changes in level in the pedestrian access route: Up to ¼ in. may remain vertical Between ¼ in. and ½ in. allowed but must be beveled at 1:2 max Examples: utility cover, vaults, plates
Changes in Level Barrier to pedestrians with mobility impairments Tripping hazards Catapult users from their wheelchairs
Curb Ramp Alignment Curb ramps aligned with crosswalks are effective in orienting users to crossing On small radius corners, curb ramp can be aligned with crosswalk and be perpendicular to curb
Curb Ramp Types: Perpendicular Ramp slope perpendicular to curb Only ramp type shown in ADAAG, but PROWAG provides a wider range of options for different situations
Curb Ramp Types: Perpendicular Non-compliant ramps without landings can be retrofitted by adding landings behind the curb ramps
Curb Ramp Types: Parallel Two ramps lead to a turning space at bottom Ramp parallel to curb Curb at rear not required, but retains soil and provides edge for installation of ped button pole Avoid entrapment: lengthen turning space to 5 feet for greater usability
Curb Ramp Types: Parallel 2% slope for drainage < 5 > 5 Place detectable warning (DW) strip on curb ramp at grade break if level landing at bottom of ramp is less than 5 deep Place DW on bottom landing if landing is more than 5 deep at any point
Curb Ramp Types: Combination 1. Parallel ramps lower the elevation of the landing 2. Perpendicular ramps connect landing to street 1 1 2 2 Useful where sidewalk is not wide enough for a perpendicular curb ramp
Single Diagonal/Apex Curb Ramp A single curb ramp at the apex of the corner is allowed but discouraged Requires protected turning space at the toe Permitted only in alterations where paired ramps aren t feasible.
Pedestrian Crossings Time signals for 3.5 ft/sec walking speed Recent studies found that previous 4.0 ft/sec walking speed based on average walking speeds (not 15 th percentile) 2009 MUTCD now recommends using a pedestrian walking speed of 3.5 ft/sec for Flashing Don t Walk (FDW) and 3.0 ft/sec for overall WALK plus FDW phase
Pedestrian Signals 50% of pedestrians in the U.S. do not understand the Flashing Don t Walk really means it s OK to continue walking So we put signs like this to correct the problem
Countdown Signals» Pedestrian countdown signal tells pedestrians how much crossing time is left.» Reduces all crashes by 25%
Rectangular Rapid Flash Beacon Beacon in yellow, rectangular, and has a rapid stutter flash Beacon located between the warning sign and the arrow plaque Must be pedestrian activated (pushbutton or passive) Studies indicate motorist yielding rates increased from 18.2% to 81.2% for 2 beacons and to 87.8% for 4 beacons (TRB) Interim approval from FHWA in July 2008
Free Flow Right Turn Lanes Eliminate free flow turns across crosswalks/bikeways
Curb Bulb-outs Reduce crossing distance Improve sight distance and sight lines Prevent encroachment by parked cars Create space for curb ramps and landings
Transit Facilities
Transit Bus is the most common mode and the only choice for many people
Transit Facilities Bus stops must be accessible (grass makes this shelter inaccessible)
Transit Facilities Good news: they fixed it! (after attending this course)
Transit Facilities Separated sidewalk: Shelter placed in planter strip
Transit Facilities Every bus stop is a pedestrian crossing
Transit Facilities Bus pull-outs make transit service less efficient Consider bus stops in line with the travel path of the bus by using a dedicated lane or placing bus stops at curb bulb-outs
Bicycle Facilities
Relative Danger Index of Facilities Bicycle crashes: On major streets without bike lanes 1.28 On minor streets without bike lanes 1.04* On streets with bike lanes 0.5 On shared use paths 0.67 On sidewalks 5.32 (* = shared roadway) Reference: William Moritz, U.W. - Accident Rates for Various Bicycle Facilities - based on 2374 riders, 4.4 million miles 1.00 = median
Relative Danger Index of Facilities Adding marked bike lanes to a street cuts bicycle crashes in half. Bicycle crashes: On streets with bike lanes 0.5 Reference: William Moritz, U.W. - Accident Rates for Various Bicycle Facilities - based on 2374 riders, 4.4 million miles 1.00 = median
Relative Danger Index of Facilities Bicyclists riding on sidewalks are 5 times more likely to be in a crash than riding on the street. Bicycle crashes: On sidewalks 5.32 Reference: William Moritz, U.W. - Accident Rates for Various Bicycle Facilities - based on 2374 riders, 4.4 million miles 1.00 = median
Bikeway Network Just like roads and sidewalks, bikeways need to be part of a connected network. OK to combine various bikeway types, including on and off-street facilities
Bikeway Network 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
Bike Lane Design Details Pavement Markings Signs Stripes Lane Symbols & Arrows Regulatory Guide Example: Road with Gutter Pan, No onstreet parking
Bike Lane Design Details Bike Lane Curb but no gutter pan, no on-street parking
Bike Lane Design Details Bike Lane On-Street Parking Allowed
Bike Lanes and Right Turn Only Lanes
Shared Lane Markings
Shared Lane Markings Sharrow Reinforces shared lane concept Keeps bikes away from door zone
Shared Lane Markings Where to use:» Narrow shared use road where bicyclists tend to ride too close to parked cars or curb» At intersections where a bike lane can t be continued» Roadways with speed limits 35 mph or lower
Innovative Bicycle Facilities National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide Buffered Bike Lanes Cycle Tracks Bicycle Signals
Complete Streets in New Hampshire Keene* City Policy Adopted 2011 UNH Institute on Disability - Transportation Solutions NH, public education & forums Concord* City Policy Adopted 2010 *Also a League of American Bicyclists Bicycle Friendly Community 98
Thank you!
QUESTIONS? Tom Errico, PE Senior Associate T.Y. Lin International Falmouth, ME