Retrofitting Urban Arterials Into Complete Streets John LaPlante, PE, PTOE Director of Traffic Engineering T.Y. Lin International, Inc. [email protected]PSU Friday Transportation Seminars PSU Center for Transportation Studies Portland, Oregon – October 5, 2012
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Retrofitting Urban Arterials Into Complete Streets
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Retrofitting Urban Arterials Into Complete Streets
John LaPlante, PE, PTOE Director of Traffic Engineering
PSU Friday Transportation Seminars PSU Center for Transportation Studies
Portland, Oregon – October 5, 2012
What is a Complete Street?
A Complete Street is comfortable, convenient & safe for travel via auto, foot, bicycle, & transit
We know how to build good streets
Yet many roads are still built like this
Can you spot the pedestrian?
Recently completed roadway expansion with destinations on both sides of the road.
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 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
Presenter
Presentation Notes
CS changes biking into an activity that feels safe�Image Location: Birmingham, AL
CS changes bicycling
CS changes transit
Who benefits from Complete Streets?
Everybody
Who wants Complete Streets? About one-third of
Americans don’t drive: 21% of Americans over 65. All children under 16. Many low income
Americans cannot afford automobiles.
55% of Americans would rather drive less & walk more
Transit is growing faster than population or driving
Safety essential part of CS. Sidewalks and safer intersections crash rates are reduced Image location: Mission Street, Salem, OR
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
Americans move… without moving
60% of adults are at risk for diseases associated with inactivity: Obesity Diabetes High blood pressure Other chronic diseases
Benefits: Health
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: Reducing traffic Trips in metro areas: 50% under 3 miles 28% under 1 mile
65% of trips under 1 mile are taken by automobile
We know how to build right
Perceived Barriers to Achieving Complete Streets
Conflicts with Federal highway standards and guidelines
Slower speeds reduce mobility and increase costs for all vehicles
Required to design to Level of Service C for the peak half hour 20 years hence
Spending for peds and bikes is a luxury we cannot afford
Presenter
Presentation Notes
Since World War 2, we’ve forgotten why we have cities and have facilitated travel over longer distances, making cities less livable. Another irony: we’ve gained no net time, we spend more time in transport nowadays than our grandparents did.
Conflicts with Federal highway standards and guidelines
Slower speeds reduce mobility and increase costs for all vehicles
Required to design to Level of Service C for the peak half hour 20 years hence
Spending for peds and bikes is a luxury we cannot afford
Perceived Barriers to Achieving Complete Streets
Presenter
Presentation Notes
Since World War 2, we’ve forgotten why we have cities and have facilitated travel over longer distances, making cities less livable. Another irony: we’ve gained no net time, we spend more time in transport nowadays than our grandparents did.
AASHTO: American Association of State Highway and Transportation Officials
ITE: Institute of Transportation Engineers
Nothing in Complete Streets Conflicts with National Guidelines
ITE New Recommended
Practice
Designing Walkable Urban Thoroughfares: A Context Sensitive
Approach
Sets target speed (desirable operating speed) as the most important design element
Conflicts with Federal highway standards and guidelines
Slower speeds reduce mobility and increase costs for all vehicles
Required to design to Level of Service C for the peak half hour 20 years hence
Spending for peds and bikes is a luxury we cannot afford
Perceived Barriers to Achieving Complete Streets
Presenter
Presentation Notes
Since World War 2, we’ve forgotten why we have cities and have facilitated travel over longer distances, making cities less livable. Another irony: we’ve gained no net time, we spend more time in transport nowadays than our grandparents did.
Why Speed Matters High speeds lead to greater chance of serious injury & death
Presenter
Presentation Notes
As in any crash type, the likelihood that a crash will occur increases with speed, as the time to react to a possible conflict is reduced.
Child dart-out: speed is a factor!
150’
Presenter
Presentation Notes
The next 8 slides are animated; play them in sequence, they are self-explanatory.
First scenario: Speed 25 MPH
100’
100’ = distance covered in 2.5 sec. perception/reaction time
150’
Driver applies brakes
First scenario: Speed 25 MPH Driver applies
brakes
100’
150’
50’ stopping distance (wet pavement)
50’
First scenario: Speed 25 MPH Result: Nothing happens beyond
one scared child, driver & parent!
100’
150’
50’
Second scenario: Speed 38MPH
140’
140’ = distance covered in 2.5 sec. perception/reaction time
150’
Driver applies brakes
Second scenario: Speed 38MPH
140’
150’
Driver applies brakes
Second scenario: Speed 38MPH
140’
150’
In the last 10’ car slows to 36 MPH
Second scenario: Speed 38MPH
150’
Result: a high speed crash
Where do these two scenarios lie on the pedestrian fatality risk scale?
Second scenario:
Crash speed 36 MPH
First scenario:
no crash
Presenter
Presentation Notes
This slide illustrates where on the fatality risk scale the two preceding speeds lie
Defining Mobility
Typical experience: 45 mph speed 2 min wait at signal
Presenter
Presentation Notes
Since World War 2, we’ve forgotten why we have cities and have facilitated travel over longer distances, making cities less livable. Another irony: we’ve gained no net time, we spend more time in transport nowadays than our grandparents did.
Defining Mobility Viable alternative:
2-way progression set for 30 mph
Presenter
Presentation Notes
Since World War 2, we’ve forgotten why we have cities and have facilitated travel over longer distances, making cities less livable. Another irony: we’ve gained no net time, we spend more time in transport nowadays than our grandparents did.
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
Presenter
Presentation Notes
Since World War 2, we’ve forgotten why we have cities and have facilitated travel over longer distances, making cities less livable. Another irony: we’ve gained no net time, we spend more time in transport nowadays than our grandparents did.
Conflicts with Federal highway standards and guidelines
Slower speeds reduce mobility and increase costs for all vehicles
Required to design to Level of Service C for the peak half hour 20 years hence
Spending for peds and bikes is a luxury we cannot afford
Perceived Barriers to Achieving Complete Streets
Presenter
Presentation Notes
Since World War 2, we’ve forgotten why we have cities and have facilitated travel over longer distances, making cities less livable. Another irony: we’ve gained no net time, we spend more time in transport nowadays than our grandparents did.
Roadway Capacity Analysis
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
ALWAYS design urban roadways to LOS D
Presenter
Presentation Notes
Since World War 2, we’ve forgotten why we have cities and have facilitated travel over longer distances, making cities less livable. Another irony: we’ve gained no net time, we spend more time in transport nowadays than our grandparents did.
Will traffic volumes always increase?
Since 2005 US VMT has been flat
39
1,700
1,900
2,100
2,300
2,500
2,700
2,900
3,100
3,300
1985 1990 1995 2000 2005 2010
Ann
ual V
ehic
le-M
iles
(Bill
ions
)Maybe not
Conflicts with Federal highway standards and guidelines
Slower speeds reduce mobility and increase costs for all vehicles
Required to design to Level of Service C for the peak half hour 20 years hence
Spending for peds and bikes is a luxury we cannot afford
Perceived Barriers to Achieving Complete Streets
Presenter
Presentation Notes
Since World War 2, we’ve forgotten why we have cities and have facilitated travel over longer distances, making cities less livable. Another irony: we’ve gained no net time, we spend more time in transport nowadays than our grandparents did.
Retrofitting Urban Arterials to Complete Streets
Requires arterial traffic calming/taming: 1. Controlling operating speeds 2. Ped-friendly street crossings Geometric issues Signal considerations
Requires facilities for nonmotorized users:
1. Pedestrians 2. Bicycles 3. Transit
Presenter
Presentation Notes
Since World War 2, we’ve forgotten why we have cities and have facilitated travel over longer distances, making cities less livable. Another irony: we’ve gained no net time, we spend more time in transport nowadays than our grandparents did.
Retrofitting Urban Arterials to Complete Streets
Requires arterial traffic calming/taming: 1. Controlling operating speeds 2. Ped-friendly street crossings Geometric issues Signal considerations
Requires facilities for nonmotorized users:
1. Pedestrians 2. Bicycles 3. Transit
Presenter
Presentation Notes
Since World War 2, we’ve forgotten why we have cities and have facilitated travel over longer distances, making cities less livable. Another irony: we’ve gained no net time, we spend more time in transport nowadays than our grandparents did.
Design to D LOS Signal progression Narrower travel lanes Road diets Raised medians and landscaping Retain curb parking
Costs to Control Operating Speeds
Design to D LOS – Less pavement = less cost
Costs to Control Operating Speeds
Design to D LOS – Less pavement = less cost
Signal progression – Cost to interconnect
Costs to Control Operating Speeds
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
Narrower Travel Lanes
Design to D LOS – Less pavement = less cost
Signal progression – Cost to interconnect Narrower travel lanes – Less pavement
= less cost
Costs to Control Operating Speeds
29% reduction in total crashes/mile
Effect of Converting 4-Lane Roads to 3-Lane and TWLTL
“Classic Road Diet”
Presenter
Presentation Notes
crf of 29 % for the treatment: "Convert Undivided Four-Lane Road to Three-Lane and TWLTL (Road Diet). This crf of 29 % (i.e., AMF of 0.71) was taken from the new draft NCHRP report "Crash Reduction Factors for Traffic Engineering and ITS Improvements", which was sent to the NCHRP panel in September of 2006. The authors include from UNC Highway Safety Research Center (David Harkey, Raghavan Srinivasan, Jongdae Baek, VHB (Forrest Council, Kim Eccles, Nancy Lefler, and Frank Gross), Ryerson (Bhagwant Persaud and Craig Lyon), as well as Ezra Hauer (University of Toronto), and James Bonneson (TTI). Iowa DOT study 15 road diet projects with 15 control sites over 23 years = 25.2% reduction in total crashes/mile = 18.8% reduction in crash rate TRR 1593 “Iowa’s Experience with Road Diet Measures”, Michael Pawlovich, Wen Li, Alicia Carriquiry, and Tom Welch. A Bayesian Before-and-after data analysis by Iowa State University for 30 sites with 15 study sites with 15
X
Three crash types can be reduced by going from 4 to 3 lanes
1. Rear enders
X
2. Side swipes
Three crash types can be reduced by going from 4 to 3 lanes
X
3. Left turn/broadside
Three crash types can be reduced by going from 4 to 3 lanes
Mission District, San Francisco North-South ADT
0
5000
10000
15000
20000
25000
Dolores Guerrero Valencia Mission S. Van Ness
1998 – before Valencia Road Diet 2000 - after Valencia Road Diet
Handles 20,000 ADT
53
Presenter
Presentation Notes
This chart shows the result of 5 road diets in SF – no real change in ADT
Valencia Street Bicycle Volumes PM peak hour counts
88 bikes/hr
215 bikes/hr
0
50
100
150
200
250
Valencia St
before bike lanes after bike lanes
Presenter
Presentation Notes
Bicycle ridership went way up – so capacity has improved.
Design to D LOS – Less pavement = less cost
Signal progression – Cost to interconnect Narrower travel lanes – Less pavement =
less cost Road diets – Install with resurfacing,
no additional cost
Costs to Control Operating Speeds
Continuous raised median
Raised Medians
40% reduction in pedestrian crashes
Presenter
Presentation Notes
The basic principle behind a median island is the pedestrian crosses half the roadway at a time, simplifying the task of assessing an adequate gap, making the crossing much safer. Pedestrian looks left, crosses to the island, looks right, crosses 2nd half. Much easier than finding a gap long enough to cross all at once.
Median/Parkway Landscaping
Design to D LOS – Less pavement = less cost
Signal progression – Cost to interconnect Narrower travel lanes – Less pavement =
less cost Road diets – Install with resurfacing, no
additional cost Raised medians and landscaping – With
roadway reconstruction
Costs to Control Operating Speeds
Eliminating on-street parking encourages cars to go faster and
discourages neighborhood business
Retain Curb Parking
Design to D LOS – Less pavement = less cost Signal progression – Cost to interconnect Narrower travel lanes – Less pavement = less
cost Road diets – Install with resurfacing, no
additional cost Raised medians and landscaping – With
roadway reconstruction Retain curb parking – No cost, parking meter
revenue
Costs to Control Operating Speeds
Retrofitting Urban Arterials to Complete Streets
Requires arterial traffic calming/taming: 1. Controlling operating speeds 2. Ped-friendly street crossings Geometric issues Signal considerations
Requires facilities for nonmotorized users:
1. Pedestrians 2. Bicycles 3. Transit
Presenter
Presentation Notes
Since World War 2, we’ve forgotten why we have cities and have facilitated travel over longer distances, making cities less livable. Another irony: we’ve gained no net time, we spend more time in transport nowadays than our grandparents did.
Animated slide: First image: A large radius makes it easy for right-turning drivers to drive fast Click for second image: This places pedestrians in danger. Note the pedestrian is crossing legally, with the light; the right-turning driver should have waited and yielded to him.
Large corner radii:
•Increase crossing distance
•Longer signal time
Tighten Corner Curb Radii
Presenter
Presentation Notes
Design guides point out the obvious consequence of large corner radii: long crosswalks. But there are other negative consequences: they “pull the intersection apart” and make it hard to place ramps and crosswalks where pedestrians want to cross.
Tighten corner curb radii – With roadway reconstruction
Costs for Ped-Friendly Geometrics
Corner “Pork Chop” Islands
Benefits: Separate conflicts & decision points Reduce crossing distance Improve signal timing Reduce ped crashes (29%)
Presenter
Presentation Notes
Refuge islands have been discussed within the context of midblock crossings. Now we’ll look at their role in intersections.
Tighten corner curb radii – With roadway reconstruction
Corner “pork chop” islands – With roadway reconstruction
Costs for Ped-Friendly Geometrics
Eliminate free flow turns across crosswalks/bikeways
Free Flow Right Turn Lanes
Free Flow Right Turn Lanes
Eliminate free flow turns across crosswalks/bikeways
Tighten corner curb radii – With roadway reconstruction
Corner “pork chop” islands – With roadway reconstruction
Eliminate free flow right turn lanes – With ramp reconstruction
Costs for Ped-Friendly Geometrics
Reduce crossing distance Improve sight
distance and sight lines Prevent
encroachment by parked cars Create space for
curb ramps and landings
Curb Bulb-outs
Tighten corner curb radii – With roadway reconstruction
Corner “pork chop” islands – With roadway reconstruction
Eliminate free flow right turn lanes – With ramp reconstruction
Curb bulb-outs – With roadway reconstruction and on-street parking
Costs for Ped-Friendly Geometrics
Retrofitting Urban Arterials to Complete Streets
Requires arterial traffic calming/taming: 1. Controlling operating speeds 2. Ped-friendly street crossings Geometric issues Signal considerations
Requires facilities for nonmotorized users:
1. Pedestrians 2. Bicycles 3. Transit
Presenter
Presentation Notes
Since World War 2, we’ve forgotten why we have cities and have facilitated travel over longer distances, making cities less livable. Another irony: we’ve gained no net time, we spend more time in transport nowadays than our grandparents did.
Pedestrian Signal Costs
Time signals for 3.5 ft/sec walking speed Countdown Ped actuated HAWK signals Rectangular Rapid Flash Beacon
2009 MUTCD now recommends using a pedestrian walking speed of 3.5 fps for FDW and 3.0 fps for overall WALK phase
Pedestrian signal timing
Recent studies found that previous 4.0 fps walking speed based on average walking speeds (not 15th percentile)
Time signals for 3.5 ft/sec walking speed – Signal maintenance
Pedestrian Signal Costs
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
Effective Communications
Presenter
Presentation Notes
Pedestrians should not need instructions on how to figure out signals – should be intuitive
Pedestrian count-down signal tells pedestrians how much crossing time is left
Countdown Clocks
Presenter
Presentation Notes
Summary: Provide enough time to cross the street Message: For pedestrians to cross the street safely, adequate time must be provided for them to make this crossing. Signal engineers can increase the amount of time provided if those using the signal typically walk slower than 4 feet per second. The countdown signals shown above help by giving pedestrians information about how much time remains. There is a good deal of confusion for some pedestrians in what the flashing “Don’t Walk” means. While it technically means “Don’t Start”, some pedestrians (and motorists) believe it means the light has changed. The countdown signal shows the number of seconds remaining to cross the street so that people can decide for themselves whether they have enough time to cross. Some studies have shown that countdown signals reduce the number of stragglers and help everyone get across the street more quickly, although some people still start late. Image(s): (l.) ITE Pedestrian and Bicycle Council, on PBIC web site, (r.) from web site: georgefrancisonline.homestead.com/ hitech.html
Results from San Francisco: 25% Crash Reduction Factor after
countdown signals installed
Countdown Clocks
Presenter
Presentation Notes
The crash reduction factor is still very preliminary, it needs to be reproduced in other locales. This is abased on several hundred signals in SF with and without countdowns.
Time signals for 3.5 ft/sec walking speed – Signal maintenance
Countdown clocks – Can be added for roughly $2,000/intersection
Pedestrian Signal Costs
HAWK (High Intensity Activated Crosswalk) Also in 2009 MUTCD
HAWK Pedestrian Hybrid Signal
Presenter
Presentation Notes
From City of Tucson Request to Exp – Approved by FHWA MUTCD team
Drivers see Beacon
Peds see Pedhead
Presenter
Presentation Notes
From City of Tucson Request to Exp – Approved by FHWA MUTCD team
Hybrid Beacon Sequence 1
2
3
4
5
Return to 1
Flashing yellow
Blank for drivers
Steady yellow
Steady red
Wig-Wag
2009 MUTCD Section 4F.3 How to Develop a Pedestrian Safety Action Plan –
E i i St t i 7-83
• The CROSSWALK STOP ON RED sign shall be used • There are Guidelines (similar to signal warrants) for Pedestrian Hybrid Beacons
Excerpts from Proposed MUTCD Chapter 4F For Pedestrian Hybrid Beacons
Speeds exceeds 35 mph
0
100
200
300
400
500
0 500 1000 1500 2000
Major Street - Total of Both Approaches - Vehicles Per Hour (VPH)
Tota
l of A
LL P
edes
trian
Cro
ssin
g M
ajor
Stre
et -
Ped
estri
ans
Per
Hou
r (P
PH
)
34 50 72 100 Signal Warrant Minimum Pedestrian
Signal warrant
Curves based on
length (see below)
7-84
Presenter
Presentation Notes
This is additional information from the proposed MUTCD Chapter about Pedestrian Beacons. The sign is required. The guidelines chart shown here is one of two charts in the proposal. Note that this chart is for speeds greater than 35 mph, the second chart is for 35 mph and less. It’s not important to point out exactly what the guidelines are, simply a description of the variables is enough. It might be helpful to point out that the curves require fewer pedestrians at higher vehicle volumes. Also note that the 4 different curves are for different street widths. The street widths are shown at the bottom of the graph. As an example, point out that on any high volume multi-lane (4-plus) roadway, the pedestrian volume to “warrant” a pedestrian beacon is the minimum of 20 pedestrians. The red line showing the signal warrant is the peak hour pedestrian signal warrant for speeds exceeding 35 mph.
Designing for Pedestrian Safety – Crossing C t
Pedestrian Hybrid Beacon Effectiveness
7-85
Time signals for 3.5 ft/sec walking speed – Signal maintenance
Countdown clocks – Can be added for roughly $2,000/intersection
Ped actuated HAWK signals – Half the cost of standard ped signal; lower warrant
Pedestrian Signal Costs
Rectangular Rapid Flash LED Beacon ►Beacon is 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
►Interim approval from FHWA in July 2008
7-87
Presenter
Presentation Notes
TRR 2140 Three experiments examined pedestrians crossing two 4-lane roads and one 3-lane roads with median islands. When pedestrians stepped into the crosswalk before installation of the rapid flash LED beacons, the average yield rate of motorists was 19%. When two rapid flash LED beacons were added (one on each side of the street) the yield rate increased to an average of 81%. When another set of rapid flash LED beacons were added to the medians the average yield rate jumped to 88%. Further research is showing yielding rates averaging 90% with some as high as 97%. Motorists also yielded further back from the crosswalks with two rapid flash LED beacons and even more yielded with four. On July 16, 2008, interim approval was received from FHWA.
Pedestrian Signal Costs Time signals for 3.5 ft/sec walking speed
– Signal maintenance Countdown clocks – Can be added for
roughly $2,000/intersection Ped actuated HAWK signals – Half the
cost of standard ped signal; lower warrant Rectangular Rapid Flash Beacon - $20K
and no specific warrant
Costs for Facilities for Nonmotorized Users
1. Pedestrians 2. Bicycles 3. Transit
Presenter
Presentation Notes
Since World War 2, we’ve forgotten why we have cities and have facilitated travel over longer distances, making cities less livable. Another irony: we’ve gained no net time, we spend more time in transport nowadays than our grandparents did.
Pedestrians can get by without sidewalks on quiet streets
Presenter
Presentation Notes
There are no exact numbers for ADT or traffic speed, but most professionals acknowledge there are streets where traffic is so light pedestrians can walk in the street; sidewalks are not necessary under these conditions. For most of this workshop, we’ll focus on higher volume streets where sidewalks are needed.
Shoulders serve pedestrians in rural areas
Presenter
Presentation Notes
On rural roads, a shoulder helps pedestrians walk away from traffic; it would be very expensive to install sidewalks on these types of roadways and probably not worth the cost due to rural nature and relatively low pedestrian use.
Rural Environments: Paved Shoulders
Crash Modification Factor (CMF) = 0.70 Crash Reduction of 30%
Presenter
Presentation Notes
AASHTO mentions the benefit to pedestrians; they can reduce walking along the road crashes by 70%.
Urban/suburban Environments: Sidewalks
Crash Modification Factor (CMF) = 0.12 Crash Reduction of 88%
Presenter
Presentation Notes
It may seem obvious, but studies have shown far fewer walking along the road crashes where there are sidewalks.
Buffer sidewalks with planter strip/furniture zone: ► Space for trees and street furniture ► Easy to meet ADA at driveways and curb ramps ► More pleasant to walk on
Presenter
Presentation Notes
Self-explanatory; explains some of the benefits of separated sidewalks.
5 feet needed for two people to walk comfortably side-by-side (or to pass each other)
Presenter
Presentation Notes
Many jurisdictions have a 5’ sidewalks standard, but it’s often the width including the curb. 5’ is the minimum width desirable for the sidewalk area itself.
Set triggers for future sidewalks Development densities Developer requirements Going from open to closed drainage
Sidewalk Design
Costs for Facilities for Nonmotorized Users
1. Pedestrians – Create gap infill program funded by developers, new roadway construction, program small amount each year
2. Bicycles 3. Transit
Presenter
Presentation Notes
Since World War 2, we’ve forgotten why we have cities and have facilitated travel over longer distances, making cities less livable. Another irony: we’ve gained no net time, we spend more time in transport nowadays than our grandparents did.
Costs for Facilities for Nonmotorized Users
1. Pedestrians – Create gap infill program funded by developers, new roadway construction, program small amount each year
2. Bicycles 3. Transit
Presenter
Presentation Notes
Since World War 2, we’ve forgotten why we have cities and have facilitated travel over longer distances, making cities less livable. Another irony: we’ve gained no net time, we spend more time in transport nowadays than our grandparents did.
“All highways, except those where bicyclists are legally prohibited, should be designed and constructed under the assumption that they will be used by cyclists.” AASHTO
Bikes Belong
Presenter
Presentation Notes
Add Mn/DOT statement, p. 17
Bikes Belong “Therefore, bicycles should be considered in all phases of transportation planning, new roadway design, roadway construction and capacity improvement projects, and transit projects.” AASHTO
Typical Bicyclists
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Presentation Notes
Animated – discussion Old-fashioned street with on-street parking offers direct access from sidewalk to businesses. Drivers enjoy direct access from car to sidewalk to businesses, but would not use this street for travel over long distances
Typical Bicyclists
Presenter
Presentation Notes
Bicyclists come in all shapes and sizes. Children are one group of bicyclists – initially, their bicycle riding may occur on sidewalks, and be supervised by parents. Eventually, as they gain experience and skill, they begin riding on roadways.
Four Bicyclist Types* Bicyclist Characteristics
* Roger Geller, Portland, OR
• Strong & Fearless <1%
• Enthused & Confident 7%
• Interested but Concerned 60% (Includes children)
• No Way, No How 33%
It’s okay for young kids to ride on sidewalks
Sidewalks are Low Stress
An adult bicyclist on a sidewalk is not a good sign
A cyclist on a sidewalk interferes with pedestrians
A cyclist on a sidewalk places himself at risk
Especially when riding against traffic!
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
Provide space on streets …
Bike lanes most appropriate on urban thoroughfares
They get you from one part of town to another efficiently
Intersections stop or signal controlled
No point in striping local streets with bike lanes
Facility Selection Bicycle Lanes
y 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
10-5-7 Retrofit Option when:
Current lane 22 ft (6.7 m) with parking
Vehicle speeds 30 mph How to implement:
Reduce width of travel and parking lanes
Accepted by AASHTO Implemented in Chicago
Presenter
Presentation Notes
Main Message: A way to accommodate bicycles in a difficult or unusual situation, and when the results from Chicago are fully analyzed and published, it will probably be shown to do so without a negative safety or motor vehicle flow effect. (At least for <35 mph...) How to implement: Reduce width of travel and parking lanes “In residential areas, a parallel parking lane from 2.1 to 2.4 m (7 to 8 ft) is acceptable” (AASHTO Green Book, pp. 437-8) “[Travel] lanes 3.0 m (10 ft) are acceptable on low-speed facilities …” (AASHTO green book, page 316)
Retrofitting for Bike Lanes
Reduce travel lane widths
Reduce number of travel lanes
Remove, narrow, or reconfigure parking
Other design options
BEFORE
AFTER
3.6 m(12 ft)
3.6 m(12 ft)
3.6 m(12 ft)
3.6 m(12 ft)
1.8 m(6 ft)
1.8 m(6 ft)
3.6 m(12 ft)
3.6 m(12 ft)
3.6 m(12 ft)
Typical “Road Diet”
Presenter
Presentation Notes
Key Message: Although retrofitting bicycle lanes onto existing streets is challenging, there are several ways it can be accomplished. Suggested Comments: While bike lanes may be desirable in many urban locations, designers face the reality that space is limited on most urban streets. Unless plans call for a roadway widening project, the extra width for bike lanes is often very difficult to find in retrofit situations. In central business districts, roadway widening for bike lanes is usually not a desired option, since it could cause problems for pedestrians by further reducing sidewalk space. As shown on the slide, there are several possible options to consider when retrofitting bicycle lanes into limited space on existing streets. A road diet has become a popular treatment that enables bike lanes to be striped, and in most cases, improves or at least does not degrade vehicle level of service.
Shared Lane Markings
Shared Lane Markings
“Sharrow” Reinforces shared lane
concept Keeps bikes away from door
zone Where to use:
Narrow shared use road where bicyclists tend to ride too close to parked cars or curb
Low roadway speeds with high parking turnover
Generic “Bike Route” signs not recommended
Routes should be designated with a name or number.
Signing of Shared Roadways
D11-1c
D11-1
Route Signage • Distance
• Direction
• Destination
Signing of Shared Roadways
Directional and destination signs are now in the 2009 MUTCD (Section 2B-20)
Shared Use Paths
Bike facilities that are separated from the roadway
Typically located on exclusive ROW No fixed objects Minimal cross-flow
by motor vehicles
Presenter
Presentation Notes
Key Message: Importance of shared-use paths as a component of the nonmotorized transportation system (as well as for recreational uses) Suggested Comments: Shared-use paths provide low-stress environments for bicycling and walking that are separate from motor vehicle traffic. They can be great places for novice and child bicyclists to try out their bicycling skills prior to taking trips on urban streets. Shared-use paths are frequently popular facilities that are in high demand among bicyclists, joggers, in-line skaters, people walking dogs, people with disabilities, and a variety of other users. Systems of shared-use paths in urban and suburban communities serve as the arterials of the bicycle and pedestrian transportation system. They serve as a complement to and extension of onstreet facilities (not as alternative to them) and offer the protection from motor vehicle traffic that many Americans seek when looking to leave their car behind in favor of bicycling, walking, or skating.
• Users include: – Bicyclists – Skaters – Wheelchairs – Pedestrians – Joggers/runners, – People with baby strollers – Dogs with people
Shared Use Paths
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Mn/DOT description, p 123 Key Message: Shared-use path users are diverse, as are the equipment that they use and the reasons why they use trails. Different users, equipment, and reasons for use introduce different user needs. Conflict is to be expected but can be minimized by good design and management. Suggested Comments: Bicyclists include adults using traditional bicycles, but also child bicyclists, cyclists pulling trailers or trail-a-bikes, tandem bicycles, recumbent bicycles, hand cycles, tricycles, and a variety of four-wheeled human-powered vehicles. Skaters include users as diverse as in-line skaters, kick scooters, skateboarders, and people using roller-skis. Pedestrians include joggers, runners, people walking dogs and pushing strollers, as well as disabled people. Today, persons with disabilities have a wide variety of assistive devices available to aid in travel or enable participation in trail activities, including powered and manual wheelchairs, powered scooters, tricycles, hand cycles, and racing wheelchairs, as well as crutches, walkers, and canes. In addition to diverse users and the variety of equipment used, shared-use paths are used for a wide variety of trip purposes. User behavior, such as travel speed and willingness to make stops varies considerably with different trip purposes. Most paths, especially in urban and suburban areas, serve people commuting to work or school, running errands, visiting friends, getting exercise, observing nature, and seeking recreation and enjoyment of the outdoors. User conflicts often emerge when user goals differ.
Paths Next to Roads • Recommended minimum separation – 5 ft
Adjacent Path Intersection
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Example of the potential complexity of movements (and conflict points) of path/roadway intersections
Side Path vs. Bike Lanes
Side Path vs. Bike Lanes
Side Path vs. Bike Lanes
Side Path vs. Bike Lanes
Side Path vs. Bike Lanes
Side Path vs. Bike Lanes
Traffic Restrictions • Use bollards only when absolutely necessary
Traffic Restrictions • Use bollards only when absolutely necessary
Use bollards only when absolutely necessary
Traffic Restrictions
HELP!!!!
Costs for Facilities for Nonmotorized Users
1. Pedestrians – Create gap infill program funded by developers, new roadway construction, program small amount each year
2. Bicycles – Low hanging fruit first: signing and restriping with street resurfacing
3. Transit
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Presentation Notes
Since World War 2, we’ve forgotten why we have cities and have facilitated travel over longer distances, making cities less livable. Another irony: we’ve gained no net time, we spend more time in transport nowadays than our grandparents did.
Costs for Facilities for Nonmotorized Users
1. Pedestrians – Create gap infill program funded by developers, new roadway construction, program small amount each year
2. Bicycles – Low hanging fruit first: signing and restriping with street resurfacing
3. Transit
Presenter
Presentation Notes
Since World War 2, we’ve forgotten why we have cities and have facilitated travel over longer distances, making cities less livable. Another irony: we’ve gained no net time, we spend more time in transport nowadays than our grandparents did.
Transit: Bus is most common mode
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Fixed-route bus service is the transit mode that interacts most frequently with the pedestrian environment.
Transit: Only choice for many people
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Chairlift takes room and time
Shelters must be accessible (grass makes it inaccessible)
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This photo exemplifies a classic jurisdictional problem: the transit provider constructed a well-designed bus pad and shelter, but it is not connected to sidewalks, which fall under the responsibility of the city. Click to next slide for close up.
Good news: they fixed it! (after attending this course)
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Presentation Notes
This photo exemplifies a classic jurisdictional problem: the transit provider constructed a well-designed bus pad and shelter, but it is not connected to sidewalks, which fall under the responsibility of the city. Click to next slide for close up.
Separated sidewalk: Shelter placed in planter strip
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The furniture zone is the best place for a bus shelter.
Every bus stop is a pedestrian crossing and all known crossing techniques apply
to every bus stop
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Street crossings are a critical component of transit trips, as users will have to cross a road in at least one direction. The crossing techniques discussed in other modules apply to transit stops too. No more discussion on specific crossing techniques at this point.
Costs for Facilities for Nonmotorized Users
1. Pedestrians – Create gap infill program funded by developers, new roadway construction, program small amount each year
2. Bicycles – Low hanging fruit first: signing and restriping with street resurfacing
3. Transit – See ped friendly crossings previously described
Presenter
Presentation Notes
Since World War 2, we’ve forgotten why we have cities and have facilitated travel over longer distances, making cities less livable. Another irony: we’ve gained no net time, we spend more time in transport nowadays than our grandparents did.
Conflicts with Federal highway standards and guidelines
Slower speeds reduce mobility and increase costs for all vehicles
Required to design to Level of Service C for the peak half hour 20 years hence
Spending for peds and bikes is a luxury we cannot afford
ALL MYTHS!
Perceived Barriers to Achieving Complete Streets
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Presentation Notes
Since World War 2, we’ve forgotten why we have cities and have facilitated travel over longer distances, making cities less livable. Another irony: we’ve gained no net time, we spend more time in transport nowadays than our grandparents did.
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
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 all who potentially will use the street Will save money if fully implemented
is like calling women alternative men
Mark Fenton
Designating peds and bikes as “alternative transportation”