Safe Routes to School3rd National Conference, August 16-18Minneapolis, Minnesota
Safe Routes to SchoolHISTORY
Safe Routes to SchoolHISTORYFederal transportation legislation Safe, Accountable,Flexible, and Efficient Transportation Eq...
Safe Routes to SchoolHISTORYFederal transportation legislation Safe, Accountable,Flexible, and Efficient Transportation Eq...
Safe Routes to SchoolHISTORYFederal transportation legislation Safe, Accountable,Flexible, and Efficient Transportation Eq...
Safe Routes to SchoolPURPOSE
Safe Routes to SchoolPURPOSEEnable and encourage children, including those withdisabilities, to walk and bicycle to school
Safe Routes to SchoolPURPOSEEnable and encourage children, including those withdisabilities, to walk and bicycle to school...
Safe Routes to SchoolPURPOSEEnable and encourage children, including those withdisabilities, to walk and bicycle to school...
Safe Routes to School:HEALTH ISSUE?
Safe Routes to School:HEALTH ISSUE?Blue Cross and Blue Shield of Minnesota
Safe Routes to School:HEALTH ISSUE?Blue Cross and Blue Shield of Minnesota
Safe Routes to School:HEALTH ISSUE?
Safe Routes to School:HEALTH ISSUE?Kaiser Permanente - California
Safe Routes to School:HEALTH ISSUE?Kaiser Permanente - California
Safe Routes to School:HEALTH ISSUE?
Safe Routes to School:HEALTH ISSUE?Northwestern Mutual
Safe Routes to School:HEALTH ISSUE?                  ?Northwestern Mutual
Safe Routes to School:HEALTH ISSUE?      Source: U.S. Department of Health and Human Services, Health Resources and Servic...
Safe Routes to School:HEALTH ISSUE?                                                            1970’S: 4-6%      Source: U...
Safe Routes to School:HEALTH ISSUE?                                                            1970’S: 4-6%               ...
Safe Routes to School:HEALTH ISSUE?                                                            1970’S: 4-6%               ...
Safe Routes to School:HEALTH ISSUE?                                                            1970’S: 4-6%               ...
Safe Routes to School:HEALTH ISSUE?                                                            1970’S: 4-6%               ...
Safe Routes to School:HEALTH ISSUE?                                                            1970’S: 4-6%               ...
Safe Routes to School:HEALTH ISSUE?    OBESITY TRENDS* AMONG US ADULTS      (BMI ABOUT 30 LBS. OVERWEIGHT FOR 5’4” PERSON)
Safe Routes to SchoolFRANKLIN
Safe Routes to SchoolFRANKLINEmerged from TRAILS COMMITTEE, formed toaddress citizen requests for increased bicycleand ped...
Safe Routes to SchoolFRANKLINEmerged from TRAILS COMMITTEE, formed toaddress citizen requests for increased bicycleand ped...
Safe Routes to SchoolFRANKLIN
Safe Routes to SchoolFRANKLINGRANT AWARD: Walking Workshop April 17, 2010 -- $2,500
Safe Routes to SchoolFRANKLINGRANT AWARD: Walking Workshop April 17, 2010 -- $2,500GRANT AWARD: Planning Assistance Grant ...
Safe Routes to SchoolFRANKLINGRANT AWARD: Walking Workshop April 17, 2010 -- $2,500GRANT AWARD: Planning Assistance Grant ...
Safe Routes to SchoolFRANKLIN
Safe Routes to School   FRANKLINASSESS
Safe Routes to School    FRANKLINASSESSFunded WalkingWorkshop
Safe Routes to School    FRANKLINASSESS     PLANFunded WalkingWorkshop
Safe Routes to School    FRANKLINASSESS       PLANFunded      Funded           Planning Grant; WalkingWorkshop       Publi...
Safe Routes to School    FRANKLIN                               RE-ASSESS       PLAN            ASSESS                    ...
Safe Routes to School    FRANKLIN                               RE-ASSESS       PLAN            ASSESS                    ...
Safe Routes to School    FRANKLIN                               RE-ASSESS       PLAN            ASSESS                    ...
Safe Routes to School    FRANKLIN                               RE-ASSESS       PLAN            ASSESS                    ...
2011 SAFE ROUTES TO SCHOOL CONFERENCE SESSIONS ATTENDED                                      Roadway Design: The Standards...
2011 SAFE ROUTES TO SCHOOL CONFERENCE SESSIONS ATTENDED                                      Roadway Design: The Standards...
SRTS PLANNING GRANT APPLICATION
SRTS PLANNING GRANT APPLICATION
SRTS PLANNING GRANT APPLICATION
SRTS PLANNING GRANT APPLICATION
SRTS PLANNING GRANT APPLICATION
COMPLETE STREETS
COMPLETE STREETSComplete Streets aredesigned and operatedto enable safe access forall users.
COMPLETE STREETSComplete Streets aredesigned and operatedto enable safe access forall users.Pedestrians, bicyclists,motori...
COMPLETE STREETS
COMPLETE STREETSWISCONSIN STATE LAW
COMPLETE STREETSWISCONSIN STATE LAW“...the department shallensure that bikeways andpedestrian ways areestablished in all n...
COMPLETE STREETSNOT A NEW CONCEPT2000 FHWA Guidance:“Bicycling and walkingfacilities will be incorporatedinto all transpor...
COMPLETE STREETS
COMPLETE STREETSELEMENTS
COMPLETE STREETSELEMENTSContext SensitiveSolutions (CSS)
COMPLETE STREETSELEMENTSContext SensitiveSolutions (CSS)Road Diets
COMPLETE STREETSELEMENTSContext SensitiveSolutions (CSS)Road Diets
COMPLETE STREETSContext Sensitive Solutions (CSS)CSS is the result of developing transportation projects that serve all us...
COMPLETE STREETSContext Sensitive Solutions (CSS)PROJECT ORIENTEDLOCATION SPECIFIC
COMPLETE STREETSContext Sensitive Solutions (CSS)
COMPLETE STREETSContext Sensitive Solutions (CSS)
COMPLETE STREETSRoad Diets
COMPLETE STREETSRoad Diets
COMPLETE STREETSBenefits
COMPLETE STREETSBenefits           Safety
COMPLETE STREETSBenefits            Safety           Options
COMPLETE STREETSBenefits            Safety           Options           Health
COMPLETE STREETSBenefits              Safety             Options              Health           Community &       Economic ...
COMPLETE STREETS       Community &   Economic Development
COMPLETE STREETS       Community &   Economic Development
COMPLETE STREETS                  Community &              Economic Development
COMPLETE STREETS      POPULARITY                  Community &              Economic Development
COMPLETE STREETS                       POPULARITYNational Complete Streets Coalition (Includes AARP, American Planning Ass...
COMPLETE STREETS                       POPULARITYNational Complete Streets Coalition (Includes AARP, American Planning Ass...
COMPLETE STREETS                       POPULARITYNational Complete Streets Coalition (Includes AARP, American Planning Ass...
COMPLETE STREETS                       POPULARITYNational Complete Streets Coalition (Includes AARP, American Planning Ass...
COMPLETE STREETS                       POPULARITYNational Complete Streets Coalition (Includes AARP, American Planning Ass...
COMPLETE STREETS                        POPULARITYNational Complete Streets Coalition (Includes AARP, American Planning As...
COMPLETE STREETS      POPULARITY
COMPLETE STREETS      POPULARITY                  Community &              Economic Development
COMPLETE STREETS      POPULARITY                  Community &              Economic Development
COMPLETE STREETSTHE OLD SUBURBAN ECONOMY                   Community &               Economic Development
COMPLETE STREETSTHE OLD SUBURBAN ECONOMY       PONZI SCHEME                   Community &               Economic Development
COMPLETE STREETS   THE NEW ECONOMY                  Community &              Economic Development
COMPLETE STREETS   THE NEW ECONOMY   Demand EFFICIENCY and VALUE   CREATION in already-built areas   rather than unchecked...
COMPLETE STREETS                  Community &              Economic Development
COMPLETE STREETS                  Community &              Economic Development
COMPLETE STREETS                  Community &              Economic Development
COMPLETE STREETS   WHAT ARE STREETS?                   Community &               Economic Development
COMPLETE STREETS    ROADS VS STREETS                    Community &                Economic Development
COMPLETE STREETS        ROADS VS STREETS ROAD                        Community &                    Economic Development
COMPLETE STREETS        ROADS VS STREETS ROAD • Speed                        Community &                    Economic Devel...
COMPLETE STREETS        ROADS VS STREETS ROAD • Speed • Lack of intersections                               Community &   ...
COMPLETE STREETS        ROADS VS STREETS ROAD • Speed • Lack of intersections • Curves, not corners                       ...
COMPLETE STREETS        ROADS VS STREETS ROAD • Speed • Lack of intersections • Curves, not corners • Away from residentia...
COMPLETE STREETS    ROADS VS STREETS                    Community &                Economic Development
COMPLETE STREETS     ROADS VS STREETS STREETS                     Community &                 Economic Development
COMPLETE STREETS       ROADS VS STREETS STREETS • Not only move cars                            Community &               ...
COMPLETE STREETS      ROADS VS STREETS STREETS • Not only move cars • Accommodate parked cars                             ...
COMPLETE STREETS      ROADS VS STREETS STREETS • Not only move cars • Accommodate parked cars • Accommodate walking and bi...
COMPLETE STREETS      ROADS VS STREETS STREETS • Not only move cars • Accommodate parked cars • Accommodate walking and bi...
COMPLETE STREETS    ROADS VS STREETS                    Community &                Economic Development
COMPLETE STREETS       ROADS VS STREETS A STREET IS...                       Community &                   Economic Develo...
COMPLETE STREETS       ROADS VS STREETS A STREET IS... A network within a place that allows you to get around and serves a...
COMPLETE STREETS       ROADS VS STREETS A STREET IS... A network within a place that allows you to get around and serves a...
COMPLETE STREETS       ROADS VS STREETS CAPTURING VALUE Tax base from businesses, houses, office buildings, hotels, restau...
COMPLETE STREETS       ROADS VS STREETS CAPTURING VALUE Tax base from businesses, houses, office buildings, hotels, restau...
COMPLETE STREETS    ROADS VS STREETS                    Community &                Economic Development
COMPLETE STREETS       ROADS VS STREETS A STREET IS (for our purposes)...                                     Community & ...
COMPLETE STREETS       ROADS VS STREETS A STREET IS (for our purposes)... Function: Connect useful destinations to better ...
COMPLETE STREETS        ROADS VS STREETS A STREET IS (for our purposes)... Function: Connect useful destinations to better...
COMPLETE STREETS        ROADS VS STREETS A STREET IS (for our purposes)... Function: Connect useful destinations to better...
COMPLETE STREETS        ROADS VS STREETS A STREET IS (for our purposes)... Function: Connect useful destinations to better...
COMPLETE STREETS        ROADS VS STREETS A STREET IS (for our purposes)... Function: Connect useful destinations to better...
COMPLETE STREETS    ROADS VS STREETS                    Community &                Economic Development
COMPLETE STREETS    ROADS VS STREETS          Streets                        Community &                    Economic Devel...
COMPLETE STREETS    ROADS VS STREETS          Streets          Roads                        Community &                   ...
COMPLETE STREETS    ROADS VS STREETS          Streets          Roads          Paths                        Community &    ...
COMPLETE STREETS    ROADS VS STREETS          Streets          Roads          Paths         Sidewalks                     ...
COMPLETE STREETS    ROADS VS STREETS          Streets          Roads          Paths         Sidewalks           Trails    ...
COMPLETE STREETS    ROADS VS STREETS                    Community &                Economic Development
COMPLETE STREETS    ROADS VS STREETS                    Community &                Economic Development
COMPLETE STREETS    ROADS VS STREETSINFRASTRUCTURE                    Community &                Economic Development
COMPLETE STREETS      ROADS VS STREETS PROBLEM: We in the U.S. have started to reconfigure our STREETS so they have charac...
COMPLETE STREETS    ROADS VS STREETS                    Community &                Economic Development
COMPLETE STREETS     ROADS VS STREETS RESULT:                     Community &                 Economic Development
COMPLETE STREETS      ROADS VS STREETS RESULT: No longer able to capture maximum value                                 Com...
COMPLETE STREETS      ROADS VS STREETS RESULT: No longer able to capture maximum value Development flees the area         ...
COMPLETE STREETS       ROADS VS STREETS RESULT: No longer able to capture maximum value Development flees the area Financi...
COMPLETE STREETS   PERCEIVED BARRIERS
COMPLETE STREETS        PERCEIVED BARRIERS• Slower speeds reduce mobility & increase costs for all vehicles
COMPLETE STREETS        PERCEIVED BARRIERS• Slower speeds reduce mobility & increase costs for all vehicles• Conflicts wit...
COMPLETE STREETS        PERCEIVED BARRIERS• Slower speeds reduce mobility & increase costs for all vehicles• Conflicts wit...
COMPLETE STREETS        PERCEIVED BARRIERS• Slower speeds reduce mobility & increase costs for all vehicles• Conflicts wit...
COMPLETE STREETS        PERCEIVED BARRIERS• Slower speeds reduce mobility & increase costs for all vehicles• Conflicts wit...
COMPLETE STREETSPERCEIVED BARRIERS: COSTS & TIME
COMPLETE STREETSPERCEIVED BARRIERS: COSTS & TIME“If a roadway is being reconstructed, rebuilding theroadway with 10-foot l...
COMPLETE STREETSPERCEIVED BARRIERS: COSTS & TIME“If a roadway is being reconstructed, rebuilding theroadway with 10-foot l...
COMPLETE STREETS  PERCEIVED BARRIERS: “LOS C”AASHTO “GREEN BOOK”American Association of StateHighway & Transportation Offi...
COMPLETE STREETS                   AASHTO “GREEN BOOK”Design Speed: 2004“The assumed design speed should be alogical one w...
COMPLETE STREETS                   AASHTO “GREEN BOOK”Design Speed: 2011“The assumed design speed should be alogical one w...
COMPLETE STREETS              AASHTO “GREEN BOOK”Level of Service (LOS)“…characterizes the operatingconditions on the faci...
COMPLETE STREETS                   AASHTO “GREEN BOOK”Level of ServiceLOS Operating ConditionsA   Free flowB    Reasonably...
COMPLETE STREETS              AASHTO “GREEN BOOK”2004 Green Book Functional              Level of Service   ClassFreeway  ...
COMPLETE STREETS              AASHTO “GREEN BOOK”2011 Green Book Functional              Level of Service   ClassFreeway  ...
COMPLETE STREETS            AASHTO “GREEN BOOK”Lane Widths: 2004
COMPLETE STREETS                  AASHTO “GREEN BOOK”Lane Widths: 2004“Lane widths may vary from 10 to 12ft. Lane widths o...
COMPLETE STREETS      AASHTO “GREEN BOOK”
COMPLETE STREETS                AASHTO “GREEN BOOK”Relationship of Lane Width to Safetyfor Urban and Suburban Arterials(20...
COMPLETE STREETS                  AASHTO “GREEN BOOK”Relationship of Lane Width to Safetyfor Urban and Suburban Arterials(...
COMPLETE STREETS            AASHTO “GREEN BOOK”Lane Widths: 2011
COMPLETE STREETS                      AASHTO “GREEN BOOK”Lane Widths: 2011“Lane widths may vary from 10 to 12 ft.Lane widt...
COMPLETE STREETS PERCEIVED BARRIERS: COSTS
COMPLETE STREETS     PERCEIVED BARRIERS: COSTSIncorporate complete streets elements into newstreet designs and resurfacing...
COMPLETE STREETS     PERCEIVED BARRIERS: COSTSIncorporate complete streets elements into newstreet designs and resurfacing...
COMPLETE STREETS     PERCEIVED BARRIERS: COSTSIncorporate complete streets elements into newstreet designs and resurfacing...
COMPLETE STREETS      ROAD DIETS
COMPLETE STREETS      ROAD DIETS
COMPLETE STREETS      ROAD DIETS
COMPLETE STREETS      ROAD DIETS
COMPLETE STREETS      ROAD DIETS
COMPLETE STREETS      ROAD DIETS
COMPLETE STREETS      ROAD DIETS
COMPLETE STREETS      ROAD DIETS
COMPLETE STREETS              ROAD DIETSMINNESOTA ROAD DIET:Done during regular resurfacings
COMPLETE STREETS              ROAD DIETSMINNESOTA ROAD DIET:Done during regular resurfacingsCOST SAVINGS: Less asphalt, le...
COMPLETE STREETS              ROAD DIETSMINNESOTA ROAD DIET:Done during regular resurfacingsCOST SAVINGS: Less asphalt, le...
COMPLETE STREETS      ROAD DIETS
COMPLETE STREETS           ROAD DIETSMINNESOTA ROAD DIET STUDY:
COMPLETE STREETS              ROAD DIETSMINNESOTA ROAD DIET STUDY:Crash reductions between seven sites varied from37.3% to...
COMPLETE STREETS              ROAD DIETSMINNESOTA ROAD DIET STUDY:Crash reductions between seven sites varied from37.3% to...
COMPLETE STREETS      ROAD DIETS
COMPLETE STREETS             ROAD DIETSThe Old Paradigm:Roads must GROW and WIDEN to accommodateMORE AND MORE DRIVERS
AmericansDRIVING
AmericansDRIVING
AmericansDRIVINGLESS
AmericansDRIVING
AmericansDRIVINGLESS
YOUNGER Americans DRIVING LESS
COMPLETE STREETS    WALKABILITY ROI                   Community &               Economic Development
COMPLETE STREETS          WALKABILITY ROICarol Coletta, President and CEO of CEOs for Cities:                             ...
COMPLETE STREETS          WALKABILITY ROICarol Coletta, President and CEO of CEOs for Cities:Redeveloping for walkability ...
COMPLETE STREETS    WALKABILITY ROI                   Community &               Economic Development
COMPLETE STREETS          WALKABILITY ROISTUDY: In a typical metropolitan area, a one-pointincrease in Walk Score was asso...
COMPLETE STREETS
COMPLETE STREETS• Wide acceptance
COMPLETE STREETS• Wide acceptance• Consistent with engineering standards andrequirements
COMPLETE STREETS• Wide acceptance• Consistent with engineering standards andrequirements• Increase value of homes and busi...
COMPLETE STREETS• Wide acceptance• Consistent with engineering standards andrequirements• Increase value of homes and busi...
COMPLETE STREETS• Wide acceptance• Consistent with engineering standards andrequirements• Increase value of homes and busi...
COMPLETE STREETS• Wide acceptance• Consistent with engineering standards andrequirements• Increase value of homes and busi...
COMPLETE STREETS
COMPLETE STREETSParks Comm.
COMPLETE STREETSParks Comm.Engineering
COMPLETE STREETSParks Comm.EngineeringTrails Comm.
COMPLETE STREETSParks Comm. EngineeringTrails Comm.Economic Dev.
COMPLETE STREETS  PlanningParks Comm. EngineeringTrails Comm.Economic Dev.
COMPLETE STREETS  PlanningParks Comm. EngineeringTrails Comm.Economic Dev.                     School District
COMPLETE STREETS  PlanningParks Comm.              Elderly EngineeringTrails Comm.Economic Dev.                     School...
COMPLETE STREETS  PlanningParks Comm.              Elderly Engineering            DisabledTrails Comm.Economic Dev.       ...
COMPLETE STREETS  PlanningParks Comm.              Elderly Engineering            DisabledTrails Comm.         HomeownersE...
COMPLETE STREETS  PlanningParks Comm.              Elderly Engineering            DisabledTrails Comm.         HomeownersE...
COMPLETE STREETS  Planning           Homeowners Assoc.Parks Comm.                Elderly Engineering              Disabled...
COMPLETE STREETS       Business  Planning           Homeowners Assoc.Parks Comm.                Elderly Engineering       ...
COMPLETE STREETS       Business                      Police and Fire  Planning           Homeowners Assoc.Parks Comm.     ...
COMPLETE STREETS                Business                               Police and Fire  Planning                    Homeow...
COMPLETE STREETS                Business                               Police and Fire  Planning                    Homeow...
COMPLETE STREETS                Business                               Police and Fire  Planning                    Homeow...
COMPLETE STREETS                       Business                                      Police and Fire  Planning            ...
COMPLETE STREETS                       Business                                      Police and Fire  Planning            ...
COMPLETE STREETS
COMPLETE STREETS       PROPOSAL:
COMPLETE STREETS      PROPOSAL:      FRANKLIN   COMPLETE STREETS
COMPLETE STREETS        PROPOSAL:        FRANKLIN    COMPLETE STREETS   POLICY & ORDINANCE
FRANKLIN COMPLETE STREETS POLICY
FRANKLIN COMPLETE STREETS POLICYCreate a municipal entity incorporating Planning, Engineering, TrailsCommittee, Parks Comm...
FRANKLIN COMPLETE STREETS POLICYCreate a municipal entity incorporating Planning, Engineering, TrailsCommittee, Parks Comm...
FRANKLIN COMPLETE STREETS POLICYCreate a municipal entity incorporating Planning, Engineering, TrailsCommittee, Parks Comm...
FRANKLIN COMPLETE STREETS POLICYCreate a municipal entity incorporating Planning, Engineering, TrailsCommittee, Parks Comm...
FRANKLIN COMPLETE STREETS POLICYCreate a municipal entity incorporating Planning, Engineering, TrailsCommittee, Parks Comm...
FRANKLIN COMPLETE STREETS POLICYCreate a municipal entity incorporating Planning, Engineering, TrailsCommittee, Parks Comm...
FRANKLIN COMPLETE STREETS POLICY
FRANKLIN COMPLETE STREETS POLICYCreate a comprehensive, integrated, connected networkfor all modes that maximizes value.
FRANKLIN COMPLETE STREETS POLICYCreate a comprehensive, integrated, connected networkfor all modes that maximizes value.Po...
FRANKLIN COMPLETE STREETS POLICYCreate a comprehensive, integrated, connected networkfor all modes that maximizes value.Po...
FRANKLIN COMPLETE STREETS POLICYCreate a comprehensive, integrated, connected networkfor all modes that maximizes value.Po...
FRANKLIN COMPLETE STREETS POLICYCreate a comprehensive, integrated, connected networkfor all modes that maximizes value.Po...
FRANKLIN COMPLETE STREETS POLICY
FRANKLIN COMPLETE STREETS POLICY  IF YOU WANT TO GO FAST,         GO ALONE.
FRANKLIN COMPLETE STREETS POLICY  IF YOU WANT TO GO FAST,          GO ALONE.   IF YOU WANT TO GO FAR,        GO TOGETHER.
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
COMPLETE STREETS in FRANKLIN, WI
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COMPLETE STREETS in FRANKLIN, WI

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Presentation to Franklin Plan Commission introducing proposed COMPLETE STREETS policy and ordinance.

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  • In case you weren’t clear on the HEALTH implications...\n
  • In case you weren’t clear on the HEALTH implications...\n
  • In case you weren’t clear on the HEALTH implications...\n
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  • This is how quickly childhood obesity is growing.\nWant to guess what the number is for Franklin?\n
  • This is how quickly childhood obesity is growing.\nWant to guess what the number is for Franklin?\n
  • This is how quickly childhood obesity is growing.\nWant to guess what the number is for Franklin?\n
  • This is how quickly childhood obesity is growing.\nWant to guess what the number is for Franklin?\n
  • This is how quickly childhood obesity is growing.\nWant to guess what the number is for Franklin?\n
  • This is how quickly childhood obesity is growing.\nWant to guess what the number is for Franklin?\n
  • So now you know why insurance companies are so very interested in SRTS\n
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  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
  • Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
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  • Sessions were 3 hours each on average, so I am paraphrasing a lot of information.Common theme: Adopting a POLICY that will allow for connectivity for ALL AGES in the city or town.\n
  • The common thread: COMPLETE STREETS as an ongoing city and state policy that springs from SRTS\n
  • Let’s review the grant application\n
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  • 2000 Federal Highway Administration Guidance. THIS ADVICE IS NOT FOLLOWED BY MOST STATES.PICTURE: Rawson crossing to street that leads to Pleasant View Elementary\n
  • There are a huge amount of elements, here are two that I will merely TOCH ON THE SURFACE\n
  • There are a huge amount of elements, here are two that I will merely TOCH ON THE SURFACE\n
  • There are a huge amount of elements, here are two that I will merely TOCH ON THE SURFACE\n
  • There are a huge amount of elements, here are two that I will merely TOCH ON THE SURFACE\n
  • 76th street at Rawson is different than 76th Street by the Little League fields.\nLOWER SPEED in commercial and residential areas to BUILD VALUE\n\n
  • \nPROJECT ORIENTED\nLOCATION SPECIFIC\n\n\n
  • \nExample\nCurb radius that is friendly to walkers\n\n\n
  • \n“Refuge Islands” - 27the street?\n\n\n
  • EXAMPLE: \n- Lane narrowing\n- Striping\n- Street plantings\n- Islands\n
  • Safety. Currently, people do not feel safe walking or biking in Franklin. In many neighborhoods, there is no dedicated space for pedestrians and bicyclists and cars travel too fast and too close. Providing for adequate spaces for all users will reduce accidents and increase a sense of security. \nProviding options. Not everyone uses a personal vehicle as their means of transportation. Some Franklinites are too young, too old, cannot afford a car, have a disability or choose not to drive. It is important to provide alternative and reasonable choices for everyone. \nHealth. As the reliance on the personal vehicle has increased, so has the rate of obesity. Currently, more than 60% of Minnesotans are overweight, which, if left unchecked will result in $3.7 billion additional health care costs by 2020. By providing residents and workers with options to bike and walk, more may be willing to do so, possibly helping to reduce health care costs and obesity rates. \nCommunity and Economic Development. The desire to live and work in highly walkable neighborhoods, especially by both empty nesters and young professionals, is a highly documented phenomenon that occurred in the last two decades. In fact, now major real estate agencies provide “walkability scores” on home listings as this has become such an important aspect of finding a home to homebuyers. Homeowners are searching for neighborhoods with great accessibility, local amenities and attractions and exciting, lively commercial areas. In fact, a national study has shown that home values in more walkable neighborhoods have higher values. Additionally, businesses that provide access to all users and a safe design attract more business. \n\n
  • Safety. Currently, people do not feel safe walking or biking in Franklin. In many neighborhoods, there is no dedicated space for pedestrians and bicyclists and cars travel too fast and too close. Providing for adequate spaces for all users will reduce accidents and increase a sense of security. \nProviding options. Not everyone uses a personal vehicle as their means of transportation. Some Franklinites are too young, too old, cannot afford a car, have a disability or choose not to drive. It is important to provide alternative and reasonable choices for everyone. \nHealth. As the reliance on the personal vehicle has increased, so has the rate of obesity. Currently, more than 60% of Minnesotans are overweight, which, if left unchecked will result in $3.7 billion additional health care costs by 2020. By providing residents and workers with options to bike and walk, more may be willing to do so, possibly helping to reduce health care costs and obesity rates. \nCommunity and Economic Development. The desire to live and work in highly walkable neighborhoods, especially by both empty nesters and young professionals, is a highly documented phenomenon that occurred in the last two decades. In fact, now major real estate agencies provide “walkability scores” on home listings as this has become such an important aspect of finding a home to homebuyers. Homeowners are searching for neighborhoods with great accessibility, local amenities and attractions and exciting, lively commercial areas. In fact, a national study has shown that home values in more walkable neighborhoods have higher values. Additionally, businesses that provide access to all users and a safe design attract more business. \n\n
  • Safety. Currently, people do not feel safe walking or biking in Franklin. In many neighborhoods, there is no dedicated space for pedestrians and bicyclists and cars travel too fast and too close. Providing for adequate spaces for all users will reduce accidents and increase a sense of security. \nProviding options. Not everyone uses a personal vehicle as their means of transportation. Some Franklinites are too young, too old, cannot afford a car, have a disability or choose not to drive. It is important to provide alternative and reasonable choices for everyone. \nHealth. As the reliance on the personal vehicle has increased, so has the rate of obesity. Currently, more than 60% of Minnesotans are overweight, which, if left unchecked will result in $3.7 billion additional health care costs by 2020. By providing residents and workers with options to bike and walk, more may be willing to do so, possibly helping to reduce health care costs and obesity rates. \nCommunity and Economic Development. The desire to live and work in highly walkable neighborhoods, especially by both empty nesters and young professionals, is a highly documented phenomenon that occurred in the last two decades. In fact, now major real estate agencies provide “walkability scores” on home listings as this has become such an important aspect of finding a home to homebuyers. Homeowners are searching for neighborhoods with great accessibility, local amenities and attractions and exciting, lively commercial areas. In fact, a national study has shown that home values in more walkable neighborhoods have higher values. Additionally, businesses that provide access to all users and a safe design attract more business. \n\n
  • Safety. Currently, people do not feel safe walking or biking in Franklin. In many neighborhoods, there is no dedicated space for pedestrians and bicyclists and cars travel too fast and too close. Providing for adequate spaces for all users will reduce accidents and increase a sense of security. \nProviding options. Not everyone uses a personal vehicle as their means of transportation. Some Franklinites are too young, too old, cannot afford a car, have a disability or choose not to drive. It is important to provide alternative and reasonable choices for everyone. \nHealth. As the reliance on the personal vehicle has increased, so has the rate of obesity. Currently, more than 60% of Minnesotans are overweight, which, if left unchecked will result in $3.7 billion additional health care costs by 2020. By providing residents and workers with options to bike and walk, more may be willing to do so, possibly helping to reduce health care costs and obesity rates. \nCommunity and Economic Development. The desire to live and work in highly walkable neighborhoods, especially by both empty nesters and young professionals, is a highly documented phenomenon that occurred in the last two decades. In fact, now major real estate agencies provide “walkability scores” on home listings as this has become such an important aspect of finding a home to homebuyers. Homeowners are searching for neighborhoods with great accessibility, local amenities and attractions and exciting, lively commercial areas. In fact, a national study has shown that home values in more walkable neighborhoods have higher values. Additionally, businesses that provide access to all users and a safe design attract more business. \n\n
  • Safety. Currently, people do not feel safe walking or biking in Franklin. In many neighborhoods, there is no dedicated space for pedestrians and bicyclists and cars travel too fast and too close. Providing for adequate spaces for all users will reduce accidents and increase a sense of security. \nProviding options. Not everyone uses a personal vehicle as their means of transportation. Some Franklinites are too young, too old, cannot afford a car, have a disability or choose not to drive. It is important to provide alternative and reasonable choices for everyone. \nHealth. As the reliance on the personal vehicle has increased, so has the rate of obesity. Currently, more than 60% of Minnesotans are overweight, which, if left unchecked will result in $3.7 billion additional health care costs by 2020. By providing residents and workers with options to bike and walk, more may be willing to do so, possibly helping to reduce health care costs and obesity rates. \nCommunity and Economic Development. The desire to live and work in highly walkable neighborhoods, especially by both empty nesters and young professionals, is a highly documented phenomenon that occurred in the last two decades. In fact, now major real estate agencies provide “walkability scores” on home listings as this has become such an important aspect of finding a home to homebuyers. Homeowners are searching for neighborhoods with great accessibility, local amenities and attractions and exciting, lively commercial areas. In fact, a national study has shown that home values in more walkable neighborhoods have higher values. Additionally, businesses that provide access to all users and a safe design attract more business. \n\n
  • Safety. Currently, people do not feel safe walking or biking in Franklin. In many neighborhoods, there is no dedicated space for pedestrians and bicyclists and cars travel too fast and too close. Providing for adequate spaces for all users will reduce accidents and increase a sense of security. \nProviding options. Not everyone uses a personal vehicle as their means of transportation. Some Franklinites are too young, too old, cannot afford a car, have a disability or choose not to drive. It is important to provide alternative and reasonable choices for everyone. \nHealth. As the reliance on the personal vehicle has increased, so has the rate of obesity. Currently, more than 60% of Minnesotans are overweight, which, if left unchecked will result in $3.7 billion additional health care costs by 2020. By providing residents and workers with options to bike and walk, more may be willing to do so, possibly helping to reduce health care costs and obesity rates. \nCommunity and Economic Development. The desire to live and work in highly walkable neighborhoods, especially by both empty nesters and young professionals, is a highly documented phenomenon that occurred in the last two decades. In fact, now major real estate agencies provide “walkability scores” on home listings as this has become such an important aspect of finding a home to homebuyers. Homeowners are searching for neighborhoods with great accessibility, local amenities and attractions and exciting, lively commercial areas. In fact, a national study has shown that home values in more walkable neighborhoods have higher values. Additionally, businesses that provide access to all users and a safe design attract more business. \n\n
  • Safety. Currently, people do not feel safe walking or biking in Franklin. In many neighborhoods, there is no dedicated space for pedestrians and bicyclists and cars travel too fast and too close. Providing for adequate spaces for all users will reduce accidents and increase a sense of security. \nProviding options. Not everyone uses a personal vehicle as their means of transportation. Some Franklinites are too young, too old, cannot afford a car, have a disability or choose not to drive. It is important to provide alternative and reasonable choices for everyone. \nHealth. As the reliance on the personal vehicle has increased, so has the rate of obesity. Currently, more than 60% of Minnesotans are overweight, which, if left unchecked will result in $3.7 billion additional health care costs by 2020. By providing residents and workers with options to bike and walk, more may be willing to do so, possibly helping to reduce health care costs and obesity rates. \nCommunity and Economic Development. The desire to live and work in highly walkable neighborhoods, especially by both empty nesters and young professionals, is a highly documented phenomenon that occurred in the last two decades. In fact, now major real estate agencies provide “walkability scores” on home listings as this has become such an important aspect of finding a home to homebuyers. Homeowners are searching for neighborhoods with great accessibility, local amenities and attractions and exciting, lively commercial areas. In fact, a national study has shown that home values in more walkable neighborhoods have higher values. Additionally, businesses that provide access to all users and a safe design attract more business. \n\n
  • Safety. Currently, people do not feel safe walking or biking in Franklin. In many neighborhoods, there is no dedicated space for pedestrians and bicyclists and cars travel too fast and too close. Providing for adequate spaces for all users will reduce accidents and increase a sense of security. \nProviding options. Not everyone uses a personal vehicle as their means of transportation. Some Franklinites are too young, too old, cannot afford a car, have a disability or choose not to drive. It is important to provide alternative and reasonable choices for everyone. \nHealth. As the reliance on the personal vehicle has increased, so has the rate of obesity. Currently, more than 60% of Minnesotans are overweight, which, if left unchecked will result in $3.7 billion additional health care costs by 2020. By providing residents and workers with options to bike and walk, more may be willing to do so, possibly helping to reduce health care costs and obesity rates. \nCommunity and Economic Development. The desire to live and work in highly walkable neighborhoods, especially by both empty nesters and young professionals, is a highly documented phenomenon that occurred in the last two decades. In fact, now major real estate agencies provide “walkability scores” on home listings as this has become such an important aspect of finding a home to homebuyers. Homeowners are searching for neighborhoods with great accessibility, local amenities and attractions and exciting, lively commercial areas. In fact, a national study has shown that home values in more walkable neighborhoods have higher values. Additionally, businesses that provide access to all users and a safe design attract more business. \n\n
  • Why is this policy so popular? IT PAYS \n\n
  • Why is this policy so popular? IT PAYS \n\n
  • Embraced by a wide spectrum of groups, bit professional and demographic \n
  • Embraced by a wide spectrum of groups, bit professional and demographic \n
  • Embraced by a wide spectrum of groups, bit professional and demographic \n
  • Embraced by a wide spectrum of groups, bit professional and demographic \n
  • Embraced by a wide spectrum of groups, bit professional and demographic \n
  • Embraced by a wide spectrum of groups, bit professional and demographic \n
  • Just a few examples of cities and states who have adopted Complete Streets ordinances statutes, or guidelines\n
  • MICHIGAN is not in any position to fool around. Look at how many communities have adopted COMPLETE STREETS as a means of shoring up their economic situation\n
  • The OLD ECONOMY: We take anticipated revenue from new growth to pay off liabilities from past growth. \n\nThere’s a NAME FOR THAT\n
  • Demand EFFICIENCY and VALUE CREATION in already-built areas rather than unchecked expansion \nCOMPLETELY CONSISTENT WITH COMPLETE STREETS\n
  • \nTHE NEW ECONOMY - Housing Starts are WAY DOWN - \n
  • \nHOME VALUES are WAY DOWN - \n
  • \nFederal and State contributions to infrastructure development and repair will soon DISAPPEAR\n
  • From an economic standpoint - WHAT ARE STREETS?\nWE OFTEN CONFUSE ROADS AND STREETS\n
  • The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
  • The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
  • The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
  • The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
  • The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
  • The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
  • The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
  • The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
  • The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
  • The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
  • The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
  • The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
  • The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
  • We capture value from businesses, houses, office buildings, hotels, restaurants, etc.(step) NOT FROM MOVING AND STORING CARS!\n
  • Expanded definition of street\n
  • Expanded definition of street\n
  • Expanded definition of street\n
  • Expanded definition of street\n
  • Expanded definition of street\n
  • Expanded definition of street\n
  • So, for now we will say streets are ... But think of them as ....\n
  • So, for now we will say streets are ... But think of them as ....\n
  • So, for now we will say streets are ... But think of them as ....\n
  • So, for now we will say streets are ... But think of them as ....\n
  • So, for now we will say streets are ... But think of them as ....\n
  • So, for now we will say streets are ... But think of them as ....\n
  • INFRASTRUCTURE to BUILD VALUE\n
  • \n
  • 76th and rawson\n
  • 76th and rawson\n
  • 76th and rawson\n
  • 76th and rawson\n
  • 76th and rawson\n
  • The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
  • The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
  • The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
  • The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
  • Walkability return on investment\n
  • Walkability return on investment\n
  • Walkability return on investment\n
  • Walkability return on investment\n
  • Walkability return on investment\n
  • FURTHERMORE: timing the traffic signals for 30mph will actually make travel from A to B faster - less wait times, etc.\n
  • FURTHERMORE: timing the traffic signals for 30mph will actually make travel from A to B faster - less wait times, etc.\n
  • Engineering Obstacles - THE BIBLE For traffic engineers\n
  • “...every effort should be made to use as high a design speed as practical to attain a desired degree of safety, mobility and efficiency...”\n
  • Walkability return on investment\n
  • What is Level of Service\n
  • Level of service grades. C is the target\n
  • \n
  • Level of service target is now more reasonable\n
  • WIDENING ROADS: Lane widths of 10 ft may be used in highly restricted areas having little or no truck traffic. Lane widths of 11 ft are used quite extensively for urban arterial street designs. The 12-ft lane widths are most desirable\n
  • RESEARCH says ... no general indication that the use of lanes narrower than 12 ft on urban and suburban arterials increases crash frequencies.\n
  • RESEARCH says ... no general indication that the use of lanes narrower than 12 ft on urban and suburban arterials increases crash frequencies.\n
  • CHANGE to allow for narrower lanes\n
  • Inexpensive when:\n\n
  • Inexpensive when:\n\n
  • Inexpensive when:\n\n
  • Speaking of narrrow roads, one cost saving measure that has aided walkability is ROAD DIETS\n- Three part picture\n
  • Speaking of narrrow roads, one cost saving measure that has aided walkability is ROAD DIETS\n- Three part picture\n
  • This shows CONCEPT and then EXECUTION\n
  • This shows CONCEPT and then EXECUTION\n
  • Side by side. Slower traffic. Safer for bikes, and throughput is not hindered.\n
  • Road Diet in practice\n
  • Road Diet in practice\n
  • Road Diet in practice\n
  • SAFETY\n
  • SAFETY\n
  • SAFETY\n
  • All roads are “babies” that want to grow up.\n
  • Driving, upward climb, BUT\n\n[press]\n\nas measured by national VMT, began to plateau as far back as 2004 and dropped in 2007 for the first time since 1980\n
  • Driving, upward climb, BUT\n\n[press]\n\nas measured by national VMT, began to plateau as far back as 2004 and dropped in 2007 for the first time since 1980\n
  • Driving, upward climb, BUT\n\n[press]\n\nas measured by national VMT, began to plateau as far back as 2004 and dropped in 2007 for the first time since 1980\n
  • Driving, upward climb, BUT\n\n[press]\n\nas measured by national VMT, began to plateau as far back as 2004 and dropped in 2007 for the first time since 1980\n
  • Another look\n
  • GENERATIONAL SHIFT IN DRIVING? BLUE is 2001; RED is 2008.\n
  • Walkability return on investment - greater home values\n
  • Walkability return on investment - greater home values\n
  • REALTORS use WALK SCORE to sell houses.\n
  • \n
  • \n
  • \n
  • \n
  • \n
  • \n
  • ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
  • ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
  • ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
  • ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
  • ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
  • ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
  • ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
  • ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
  • ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
  • ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
  • ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
  • ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
  • ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
  • ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
  • ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
  • ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
  • ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
  • ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
  • If you want to go fast, go alone. \nIf you want to go far, go together.\n
  • If you want to go fast, go alone. \nIf you want to go far, go together.\n
  • If you want to go fast, go alone. \nIf you want to go far, go together.\n
  • Recommended elements of the entity\n
  • Recommended elements of the entity\n
  • Recommended elements of the entity\n
  • Recommended elements of the entity\n
  • Recommended elements of the entity\n
  • Recommended elements of the entity\n
  • \n
  • \n
  • \n
  • \n
  • \n
  • If you want to go fast, go alone. \nIf you want to go far, go together.\n
  • If you want to go fast, go alone. \nIf you want to go far, go together.\n
  • COMPLETE STREETS in FRANKLIN, WI

    1. 1. Safe Routes to School3rd National Conference, August 16-18Minneapolis, Minnesota
    2. 2. Safe Routes to SchoolHISTORY
    3. 3. Safe Routes to SchoolHISTORYFederal transportation legislation Safe, Accountable,Flexible, and Efficient Transportation Equity Act — aLegacy for Users (SAFETEA-LU), passed in August2005
    4. 4. Safe Routes to SchoolHISTORYFederal transportation legislation Safe, Accountable,Flexible, and Efficient Transportation Equity Act — aLegacy for Users (SAFETEA-LU), passed in August2005Included funds to start a new national program calledSafe Routes to School (SRTS)
    5. 5. Safe Routes to SchoolHISTORYFederal transportation legislation Safe, Accountable,Flexible, and Efficient Transportation Equity Act — aLegacy for Users (SAFETEA-LU), passed in August2005Included funds to start a new national program calledSafe Routes to School (SRTS)$612 million program was to support projects toimprove safety on walking and bicycling routes toschool and to encourage children and families to travelbetween home and school using these modes
    6. 6. Safe Routes to SchoolPURPOSE
    7. 7. Safe Routes to SchoolPURPOSEEnable and encourage children, including those withdisabilities, to walk and bicycle to school
    8. 8. Safe Routes to SchoolPURPOSEEnable and encourage children, including those withdisabilities, to walk and bicycle to schoolMake bicycling and walking to school a safer and moreappealing transportation alternative, thereby encouraginga healthy and active lifestyle from an early age
    9. 9. Safe Routes to SchoolPURPOSEEnable and encourage children, including those withdisabilities, to walk and bicycle to schoolMake bicycling and walking to school a safer and moreappealing transportation alternative, thereby encouraginga healthy and active lifestyle from an early ageFacilitate the planning, development, and implementationof projects and activities that will improve safety andreduce traffic, fuel consumption, and air pollution in thevicinity (approximately two miles) of primary and middleschools (Grades K-8)
    10. 10. Safe Routes to School:HEALTH ISSUE?
    11. 11. Safe Routes to School:HEALTH ISSUE?Blue Cross and Blue Shield of Minnesota
    12. 12. Safe Routes to School:HEALTH ISSUE?Blue Cross and Blue Shield of Minnesota
    13. 13. Safe Routes to School:HEALTH ISSUE?
    14. 14. Safe Routes to School:HEALTH ISSUE?Kaiser Permanente - California
    15. 15. Safe Routes to School:HEALTH ISSUE?Kaiser Permanente - California
    16. 16. Safe Routes to School:HEALTH ISSUE?
    17. 17. Safe Routes to School:HEALTH ISSUE?Northwestern Mutual
    18. 18. Safe Routes to School:HEALTH ISSUE? ?Northwestern Mutual
    19. 19. Safe Routes to School:HEALTH ISSUE? Source: U.S. Department of Health and Human Services, Health Resources and Services Administration, Maternal and Child Health Bureau. The National Survey of Childrens Health 2003. Rockville, Maryland: U.S. Department of Health and Human Services, 2005. Retrieved 12/01/2009 from http://mchb.hrsa.gov/overweight/state.htm.
    20. 20. Safe Routes to School:HEALTH ISSUE? 1970’S: 4-6% Source: U.S. Department of Health and Human Services, Health Resources and Services Administration, Maternal and Child Health Bureau. The National Survey of Childrens Health 2003. Rockville, Maryland: U.S. Department of Health and Human Services, 2005. Retrieved 12/01/2009 from http://mchb.hrsa.gov/overweight/state.htm.
    21. 21. Safe Routes to School:HEALTH ISSUE? 1970’S: 4-6% 2008: 19.6% Source: U.S. Department of Health and Human Services, Health Resources and Services Administration, Maternal and Child Health Bureau. The National Survey of Childrens Health 2003. Rockville, Maryland: U.S. Department of Health and Human Services, 2005. Retrieved 12/01/2009 from http://mchb.hrsa.gov/overweight/state.htm.
    22. 22. Safe Routes to School:HEALTH ISSUE? 1970’S: 4-6% 2008: 19.6% WISCONSIN 2003: Source: U.S. Department of Health and Human Services, Health Resources and Services Administration, Maternal and Child Health Bureau. The National Survey of Childrens Health 2003. Rockville, Maryland: U.S. Department of Health and Human Services, 2005. Retrieved 12/01/2009 from http://mchb.hrsa.gov/overweight/state.htm.
    23. 23. Safe Routes to School:HEALTH ISSUE? 1970’S: 4-6% 2008: 19.6% WISCONSIN 2003: 13.5% Source: U.S. Department of Health and Human Services, Health Resources and Services Administration, Maternal and Child Health Bureau. The National Survey of Childrens Health 2003. Rockville, Maryland: U.S. Department of Health and Human Services, 2005. Retrieved 12/01/2009 from http://mchb.hrsa.gov/overweight/state.htm.
    24. 24. Safe Routes to School:HEALTH ISSUE? 1970’S: 4-6% 2008: 19.6% WISCONSIN 2003: 13.5% WISCONSIN 2008: Source: U.S. Department of Health and Human Services, Health Resources and Services Administration, Maternal and Child Health Bureau. The National Survey of Childrens Health 2003. Rockville, Maryland: U.S. Department of Health and Human Services, 2005. Retrieved 12/01/2009 from http://mchb.hrsa.gov/overweight/state.htm.
    25. 25. Safe Routes to School:HEALTH ISSUE? 1970’S: 4-6% 2008: 19.6% WISCONSIN 2003: 13.5% WISCONSIN 2008: 31%!! Source: U.S. Department of Health and Human Services, Health Resources and Services Administration, Maternal and Child Health Bureau. The National Survey of Childrens Health 2003. Rockville, Maryland: U.S. Department of Health and Human Services, 2005. Retrieved 12/01/2009 from http://mchb.hrsa.gov/overweight/state.htm.
    26. 26. Safe Routes to School:HEALTH ISSUE? OBESITY TRENDS* AMONG US ADULTS (BMI ABOUT 30 LBS. OVERWEIGHT FOR 5’4” PERSON)
    27. 27. Safe Routes to SchoolFRANKLIN
    28. 28. Safe Routes to SchoolFRANKLINEmerged from TRAILS COMMITTEE, formed toaddress citizen requests for increased bicycleand pedestrian facilities
    29. 29. Safe Routes to SchoolFRANKLINEmerged from TRAILS COMMITTEE, formed toaddress citizen requests for increased bicycleand pedestrian facilitiesSRTS grants offer no-match planning andinfrastructure funding opportunities - IF we havea plan in place
    30. 30. Safe Routes to SchoolFRANKLIN
    31. 31. Safe Routes to SchoolFRANKLINGRANT AWARD: Walking Workshop April 17, 2010 -- $2,500
    32. 32. Safe Routes to SchoolFRANKLINGRANT AWARD: Walking Workshop April 17, 2010 -- $2,500GRANT AWARD: Planning Assistance Grant -- $18,000
    33. 33. Safe Routes to SchoolFRANKLINGRANT AWARD: Walking Workshop April 17, 2010 -- $2,500GRANT AWARD: Planning Assistance Grant -- $18,000PUBLIC INFO MEETING: April 12, 2011 (input for plan)
    34. 34. Safe Routes to SchoolFRANKLIN
    35. 35. Safe Routes to School FRANKLINASSESS
    36. 36. Safe Routes to School FRANKLINASSESSFunded WalkingWorkshop
    37. 37. Safe Routes to School FRANKLINASSESS PLANFunded WalkingWorkshop
    38. 38. Safe Routes to School FRANKLINASSESS PLANFunded Funded Planning Grant; WalkingWorkshop Public Information meeting 1
    39. 39. Safe Routes to School FRANKLIN RE-ASSESS PLAN ASSESS PLANFunded Funded Planning Grant; WalkingWorkshop Public Information meeting 1
    40. 40. Safe Routes to School FRANKLIN RE-ASSESS PLAN ASSESS PLANFunded Funded Funded FURTHER ENGAGEMENT Planning Grant; Public Walking InformationWorkshop Public Planning Grant meetings/ Information workshops meeting 1 Attend SRTS conference Mini-Grant ($1000)
    41. 41. Safe Routes to School FRANKLIN RE-ASSESS PLAN ASSESS APPLY PLANFunded Funded Funded FURTHER ENGAGEMENT Planning Grant; Public Walking InformationWorkshop Public Planning Grant meetings/ Information workshops meeting 1 Attend SRTS conference Mini-Grant ($1000)
    42. 42. Safe Routes to School FRANKLIN RE-ASSESS PLAN ASSESS APPLY PLANFunded Funded Funded FURTHER ENGAGEMENT MAJOR GRANT Planning Grant; Public Engineering Walking Information EducationWorkshop Public Planning Grant meetings/ Enforcement Information workshops Encouragement meeting 1 Attend SRTS conference INFRASTRUCTURE Mini-Grant ($1000)
    43. 43. 2011 SAFE ROUTES TO SCHOOL CONFERENCE SESSIONS ATTENDED Roadway Design: The Standards. They Connecting Your Community with are a’Changin’ SRTS Designing for Safety • The Role of Neighborhood Partnerships in Successful SRTS Programs Complete Streets Advocacy in Predominantly Rural States • What’s in Your Toolbox? Creating Community Collaboration for a How Complete Streets and Successful SRTS Program Wayfinding Fit with SRTS (Engineering) Analyzing Streets and Speeds (Engineering) • Complete Streets and Safe Routes to School • GIS Tools to Help Allocate Infrastructure Funds • Wayfinding Signage: Building Connections to Schools and other Community Destinations • Edina Speed Zone Study and Implementation
    44. 44. 2011 SAFE ROUTES TO SCHOOL CONFERENCE SESSIONS ATTENDED Roadway Design: The Standards. They Connecting Your Community with are a’Changin’ SRTS Designing for Safety • The Role of Neighborhood Partnerships in Successful SRTS Programs Complete Streets Advocacy in Predominantly Rural States • What’s in Your Toolbox? Creating Community Collaboration for a How Complete Streets and Successful SRTS Program Wayfinding Fit with SRTS (Engineering) Analyzing Streets and Speeds (Engineering) • Complete Streets and Safe Routes to School • GIS Tools to Help Allocate Infrastructure Funds • Wayfinding Signage: Building Connections to Schools and other Community Destinations • Edina Speed Zone Study and Implementation
    45. 45. SRTS PLANNING GRANT APPLICATION
    46. 46. SRTS PLANNING GRANT APPLICATION
    47. 47. SRTS PLANNING GRANT APPLICATION
    48. 48. SRTS PLANNING GRANT APPLICATION
    49. 49. SRTS PLANNING GRANT APPLICATION
    50. 50. COMPLETE STREETS
    51. 51. COMPLETE STREETSComplete Streets aredesigned and operatedto enable safe access forall users.
    52. 52. COMPLETE STREETSComplete Streets aredesigned and operatedto enable safe access forall users.Pedestrians, bicyclists,motorists and transitriders of all ages andabilities are able to safelymove along and across acomplete street.
    53. 53. COMPLETE STREETS
    54. 54. COMPLETE STREETSWISCONSIN STATE LAW
    55. 55. COMPLETE STREETSWISCONSIN STATE LAW“...the department shallensure that bikeways andpedestrian ways areestablished in all newhighway construction andreconstruction projectsfunded in whole or in partfrom state funds or federalfunds . . .”
    56. 56. COMPLETE STREETSNOT A NEW CONCEPT2000 FHWA Guidance:“Bicycling and walkingfacilities will be incorporatedinto all transportationprojects unless exceptionalcircumstances exist.”
    57. 57. COMPLETE STREETS
    58. 58. COMPLETE STREETSELEMENTS
    59. 59. COMPLETE STREETSELEMENTSContext SensitiveSolutions (CSS)
    60. 60. COMPLETE STREETSELEMENTSContext SensitiveSolutions (CSS)Road Diets
    61. 61. COMPLETE STREETSELEMENTSContext SensitiveSolutions (CSS)Road Diets
    62. 62. COMPLETE STREETSContext Sensitive Solutions (CSS)CSS is the result of developing transportation projects that serve all users and arecompatible with the surroundings through which they pass—the community andenvironment.
    63. 63. COMPLETE STREETSContext Sensitive Solutions (CSS)PROJECT ORIENTEDLOCATION SPECIFIC
    64. 64. COMPLETE STREETSContext Sensitive Solutions (CSS)
    65. 65. COMPLETE STREETSContext Sensitive Solutions (CSS)
    66. 66. COMPLETE STREETSRoad Diets
    67. 67. COMPLETE STREETSRoad Diets
    68. 68. COMPLETE STREETSBenefits
    69. 69. COMPLETE STREETSBenefits Safety
    70. 70. COMPLETE STREETSBenefits Safety Options
    71. 71. COMPLETE STREETSBenefits Safety Options Health
    72. 72. COMPLETE STREETSBenefits Safety Options Health Community & Economic Development
    73. 73. COMPLETE STREETS Community & Economic Development
    74. 74. COMPLETE STREETS Community & Economic Development
    75. 75. COMPLETE STREETS Community & Economic Development
    76. 76. COMPLETE STREETS POPULARITY Community & Economic Development
    77. 77. COMPLETE STREETS POPULARITYNational Complete Streets Coalition (Includes AARP, American Planning Association,etc.) Community & Economic Development
    78. 78. COMPLETE STREETS POPULARITYNational Complete Streets Coalition (Includes AARP, American Planning Association,etc.)National support and resource network Community & Economic Development
    79. 79. COMPLETE STREETS POPULARITYNational Complete Streets Coalition (Includes AARP, American Planning Association,etc.)National support and resource networkMetropolitan Builders Association endorsed (Scott Mathey) Community & Economic Development
    80. 80. COMPLETE STREETS POPULARITYNational Complete Streets Coalition (Includes AARP, American Planning Association,etc.)National support and resource networkMetropolitan Builders Association endorsed (Scott Mathey)Endorsed by American Society of Civil Engineers (ASCE) Community & Economic Development
    81. 81. COMPLETE STREETS POPULARITYNational Complete Streets Coalition (Includes AARP, American Planning Association,etc.)National support and resource networkMetropolitan Builders Association endorsed (Scott Mathey)Endorsed by American Society of Civil Engineers (ASCE)Wisconsin State Law as of June, 2009 Community & Economic Development
    82. 82. COMPLETE STREETS POPULARITYNational Complete Streets Coalition (Includes AARP, American Planning Association,etc.)National support and resource networkMetropolitan Builders Association endorsed (Scott Mathey)Endorsed by American Society of Civil Engineers (ASCE)Wisconsin State Law as of June, 2009Over 200 state and local Complete Streets policies in force Community & Economic Development
    83. 83. COMPLETE STREETS POPULARITY
    84. 84. COMPLETE STREETS POPULARITY Community & Economic Development
    85. 85. COMPLETE STREETS POPULARITY Community & Economic Development
    86. 86. COMPLETE STREETSTHE OLD SUBURBAN ECONOMY Community & Economic Development
    87. 87. COMPLETE STREETSTHE OLD SUBURBAN ECONOMY PONZI SCHEME Community & Economic Development
    88. 88. COMPLETE STREETS THE NEW ECONOMY Community & Economic Development
    89. 89. COMPLETE STREETS THE NEW ECONOMY Demand EFFICIENCY and VALUE CREATION in already-built areas rather than unchecked expansion Community & Economic Development
    90. 90. COMPLETE STREETS Community & Economic Development
    91. 91. COMPLETE STREETS Community & Economic Development
    92. 92. COMPLETE STREETS Community & Economic Development
    93. 93. COMPLETE STREETS WHAT ARE STREETS? Community & Economic Development
    94. 94. COMPLETE STREETS ROADS VS STREETS Community & Economic Development
    95. 95. COMPLETE STREETS ROADS VS STREETS ROAD Community & Economic Development
    96. 96. COMPLETE STREETS ROADS VS STREETS ROAD • Speed Community & Economic Development
    97. 97. COMPLETE STREETS ROADS VS STREETS ROAD • Speed • Lack of intersections Community & Economic Development
    98. 98. COMPLETE STREETS ROADS VS STREETS ROAD • Speed • Lack of intersections • Curves, not corners Community & Economic Development
    99. 99. COMPLETE STREETS ROADS VS STREETS ROAD • Speed • Lack of intersections • Curves, not corners • Away from residential Community & Economic Development
    100. 100. COMPLETE STREETS ROADS VS STREETS Community & Economic Development
    101. 101. COMPLETE STREETS ROADS VS STREETS STREETS Community & Economic Development
    102. 102. COMPLETE STREETS ROADS VS STREETS STREETS • Not only move cars Community & Economic Development
    103. 103. COMPLETE STREETS ROADS VS STREETS STREETS • Not only move cars • Accommodate parked cars Community & Economic Development
    104. 104. COMPLETE STREETS ROADS VS STREETS STREETS • Not only move cars • Accommodate parked cars • Accommodate walking and biking people Community & Economic Development
    105. 105. COMPLETE STREETS ROADS VS STREETS STREETS • Not only move cars • Accommodate parked cars • Accommodate walking and biking people • Accommodate people in wheel chairs Community & Economic Development
    106. 106. COMPLETE STREETS ROADS VS STREETS Community & Economic Development
    107. 107. COMPLETE STREETS ROADS VS STREETS A STREET IS... Community & Economic Development
    108. 108. COMPLETE STREETS ROADS VS STREETS A STREET IS... A network within a place that allows you to get around and serves as a framework for capturing value. Community & Economic Development
    109. 109. COMPLETE STREETS ROADS VS STREETS A STREET IS... A network within a place that allows you to get around and serves as a framework for capturing value. Community & Economic Development
    110. 110. COMPLETE STREETS ROADS VS STREETS CAPTURING VALUE Tax base from businesses, houses, office buildings, hotels, restaurants, etc. Community & Economic Development
    111. 111. COMPLETE STREETS ROADS VS STREETS CAPTURING VALUE Tax base from businesses, houses, office buildings, hotels, restaurants, etc. NOT FROM MOVING & STORING CARS! Community & Economic Development
    112. 112. COMPLETE STREETS ROADS VS STREETS Community & Economic Development
    113. 113. COMPLETE STREETS ROADS VS STREETS A STREET IS (for our purposes)... Community & Economic Development
    114. 114. COMPLETE STREETS ROADS VS STREETS A STREET IS (for our purposes)... Function: Connect useful destinations to better capture value: Community & Economic Development
    115. 115. COMPLETE STREETS ROADS VS STREETS A STREET IS (for our purposes)... Function: Connect useful destinations to better capture value: • Literal street or road Community & Economic Development
    116. 116. COMPLETE STREETS ROADS VS STREETS A STREET IS (for our purposes)... Function: Connect useful destinations to better capture value: • Literal street or road • Trail Community & Economic Development
    117. 117. COMPLETE STREETS ROADS VS STREETS A STREET IS (for our purposes)... Function: Connect useful destinations to better capture value: • Literal street or road • Trail • Sidewalk Community & Economic Development
    118. 118. COMPLETE STREETS ROADS VS STREETS A STREET IS (for our purposes)... Function: Connect useful destinations to better capture value: • Literal street or road • Trail • Sidewalk Community & • Path Economic Development
    119. 119. COMPLETE STREETS ROADS VS STREETS Community & Economic Development
    120. 120. COMPLETE STREETS ROADS VS STREETS Streets Community & Economic Development
    121. 121. COMPLETE STREETS ROADS VS STREETS Streets Roads Community & Economic Development
    122. 122. COMPLETE STREETS ROADS VS STREETS Streets Roads Paths Community & Economic Development
    123. 123. COMPLETE STREETS ROADS VS STREETS Streets Roads Paths Sidewalks Community & Economic Development
    124. 124. COMPLETE STREETS ROADS VS STREETS Streets Roads Paths Sidewalks Trails Community & Economic Development
    125. 125. COMPLETE STREETS ROADS VS STREETS Community & Economic Development
    126. 126. COMPLETE STREETS ROADS VS STREETS Community & Economic Development
    127. 127. COMPLETE STREETS ROADS VS STREETSINFRASTRUCTURE Community & Economic Development
    128. 128. COMPLETE STREETS ROADS VS STREETS PROBLEM: We in the U.S. have started to reconfigure our STREETS so they have characteristics of ROADS. Community & Economic Development
    129. 129. COMPLETE STREETS ROADS VS STREETS Community & Economic Development
    130. 130. COMPLETE STREETS ROADS VS STREETS RESULT: Community & Economic Development
    131. 131. COMPLETE STREETS ROADS VS STREETS RESULT: No longer able to capture maximum value Community & Economic Development
    132. 132. COMPLETE STREETS ROADS VS STREETS RESULT: No longer able to capture maximum value Development flees the area Community & Economic Development
    133. 133. COMPLETE STREETS ROADS VS STREETS RESULT: No longer able to capture maximum value Development flees the area Financially unproductive space Community & Economic Development
    134. 134. COMPLETE STREETS PERCEIVED BARRIERS
    135. 135. COMPLETE STREETS PERCEIVED BARRIERS• Slower speeds reduce mobility & increase costs for all vehicles
    136. 136. COMPLETE STREETS PERCEIVED BARRIERS• Slower speeds reduce mobility & increase costs for all vehicles• Conflicts with Federal highway standards & guidelines
    137. 137. COMPLETE STREETS PERCEIVED BARRIERS• Slower speeds reduce mobility & increase costs for all vehicles• Conflicts with Federal highway standards & guidelines • “Level of Service C” requirement for the peak half-hour 20 years from opening day
    138. 138. COMPLETE STREETS PERCEIVED BARRIERS• Slower speeds reduce mobility & increase costs for all vehicles• Conflicts with Federal highway standards & guidelines • “Level of Service C” requirement for the peak half-hour 20 years from opening day• Expensive
    139. 139. COMPLETE STREETS PERCEIVED BARRIERS• Slower speeds reduce mobility & increase costs for all vehicles• Conflicts with Federal highway standards & guidelines • “Level of Service C” requirement for the peak half-hour 20 years from opening day• ExpensiveALL MYTHS!
    140. 140. COMPLETE STREETSPERCEIVED BARRIERS: COSTS & TIME
    141. 141. COMPLETE STREETSPERCEIVED BARRIERS: COSTS & TIME“If a roadway is being reconstructed, rebuilding theroadway with 10-foot lanes and timing the trafficsignals for 30mph will control speeds and canactually result in a reduction in costs by using anarrower overall roadway structure.”
    142. 142. COMPLETE STREETSPERCEIVED BARRIERS: COSTS & TIME“If a roadway is being reconstructed, rebuilding theroadway with 10-foot lanes and timing the trafficsignals for 30mph will control speeds and canactually result in a reduction in costs by using anarrower overall roadway structure.”– John LaPlante, PE, PTOE Director of Traffic Engineering for T.Y. LinInternational, former City Traffic Engineer with the City of Chicago
    143. 143. COMPLETE STREETS PERCEIVED BARRIERS: “LOS C”AASHTO “GREEN BOOK”American Association of StateHighway & Transportation Officials•First Edition – 1984•Current Version – 2004•Impending 6th Ed. – 2011
    144. 144. COMPLETE STREETS AASHTO “GREEN BOOK”Design Speed: 2004“The assumed design speed should be alogical one with respect to thetopography, anticipated operatingspeed, the adjacent land use, and thefunctional classification of the highway.”“...every effort should be made to use ashigh a design speed as practical toattain a desired degree of safety,mobility and efficiency...”
    145. 145. COMPLETE STREETS AASHTO “GREEN BOOK”Design Speed: 2011“The assumed design speed should be alogical one with respect to thetopography, anticipated operatingspeed, the adjacent land use, and thefunctional classification of the highway.”“...every effort should be made to use ashigh a design speed as practical toattain a desired degree of safety,mobility and efficiency...”
    146. 146. COMPLETE STREETS AASHTO “GREEN BOOK”Level of Service (LOS)“…characterizes the operatingconditions on the facility interms of traffic performancemeasures related to speed andtravel time, freedom tomaneuver, traffic interruptions,and comfort and convenience.”
    147. 147. COMPLETE STREETS AASHTO “GREEN BOOK”Level of ServiceLOS Operating ConditionsA Free flowB Reasonably free flowC Stable flowD Approaching unstable flowE Unstable flowF Forced or breakdown flow
    148. 148. COMPLETE STREETS AASHTO “GREEN BOOK”2004 Green Book Functional Level of Service ClassFreeway CArterial CCollector DLocal D
    149. 149. COMPLETE STREETS AASHTO “GREEN BOOK”2011 Green Book Functional Level of Service ClassFreeway C or DArterial C or DCollector DLocal D
    150. 150. COMPLETE STREETS AASHTO “GREEN BOOK”Lane Widths: 2004
    151. 151. COMPLETE STREETS AASHTO “GREEN BOOK”Lane Widths: 2004“Lane widths may vary from 10 to 12ft. Lane widths of 10 ft may be used inhighly restricted areas having little orno truck traffic. Lane widths of 11 ftare used quite extensively for urbanarterial street designs. The 12-ft lanewidths are most desirable and shouldbe used, where practical, on higherspeed, free-flowing, principalarterials.”
    152. 152. COMPLETE STREETS AASHTO “GREEN BOOK”
    153. 153. COMPLETE STREETS AASHTO “GREEN BOOK”Relationship of Lane Width to Safetyfor Urban and Suburban Arterials(2007)
    154. 154. COMPLETE STREETS AASHTO “GREEN BOOK”Relationship of Lane Width to Safetyfor Urban and Suburban Arterials(2007)“The research found no generalindication that the use of lanesnarrower than 12 ft on urban andsuburban arterials increases crashfrequencies. This finding suggeststhat geometric design policies shouldprovide substantial flexibility for useof lane widths narrower than 12 ft.”
    155. 155. COMPLETE STREETS AASHTO “GREEN BOOK”Lane Widths: 2011
    156. 156. COMPLETE STREETS AASHTO “GREEN BOOK”Lane Widths: 2011“Lane widths may vary from 10 to 12 ft.Lane widths of 10 ft may be used in highlyrestricted more constrained areas wheretruck and bus volumes are relatively lowand speeds are less than 35 mph havinglittle or no truck traffic. Lane widths of 11 ftare used quite extensively for urbanarterial street designs. The 12-ft lanewidths are most desirable and should beused, where practical, on higher speed,free-flowing, principal arterials.”
    157. 157. COMPLETE STREETS PERCEIVED BARRIERS: COSTS
    158. 158. COMPLETE STREETS PERCEIVED BARRIERS: COSTSIncorporate complete streets elements into newstreet designs and resurfacing plans for low-costimplementation.
    159. 159. COMPLETE STREETS PERCEIVED BARRIERS: COSTSIncorporate complete streets elements into newstreet designs and resurfacing plans for low-costimplementation.Implement complete streets incrementally, as a fullscale change over the course of years.
    160. 160. COMPLETE STREETS PERCEIVED BARRIERS: COSTSIncorporate complete streets elements into newstreet designs and resurfacing plans for low-costimplementation.Implement complete streets incrementally, as a fullscale change over the course of years.There are actual cost savings in ROAD DIETS.
    161. 161. COMPLETE STREETS ROAD DIETS
    162. 162. COMPLETE STREETS ROAD DIETS
    163. 163. COMPLETE STREETS ROAD DIETS
    164. 164. COMPLETE STREETS ROAD DIETS
    165. 165. COMPLETE STREETS ROAD DIETS
    166. 166. COMPLETE STREETS ROAD DIETS
    167. 167. COMPLETE STREETS ROAD DIETS
    168. 168. COMPLETE STREETS ROAD DIETS
    169. 169. COMPLETE STREETS ROAD DIETSMINNESOTA ROAD DIET:Done during regular resurfacings
    170. 170. COMPLETE STREETS ROAD DIETSMINNESOTA ROAD DIET:Done during regular resurfacingsCOST SAVINGS: Less asphalt, less surface area forplowing, etc.
    171. 171. COMPLETE STREETS ROAD DIETSMINNESOTA ROAD DIET:Done during regular resurfacingsCOST SAVINGS: Less asphalt, less surface area forplowing, etc.
    172. 172. COMPLETE STREETS ROAD DIETS
    173. 173. COMPLETE STREETS ROAD DIETSMINNESOTA ROAD DIET STUDY:
    174. 174. COMPLETE STREETS ROAD DIETSMINNESOTA ROAD DIET STUDY:Crash reductions between seven sites varied from37.3% to 54.3%
    175. 175. COMPLETE STREETS ROAD DIETSMINNESOTA ROAD DIET STUDY:Crash reductions between seven sites varied from37.3% to 54.3%Overall total crash reduction of 44.2%
    176. 176. COMPLETE STREETS ROAD DIETS
    177. 177. COMPLETE STREETS ROAD DIETSThe Old Paradigm:Roads must GROW and WIDEN to accommodateMORE AND MORE DRIVERS
    178. 178. AmericansDRIVING
    179. 179. AmericansDRIVING
    180. 180. AmericansDRIVINGLESS
    181. 181. AmericansDRIVING
    182. 182. AmericansDRIVINGLESS
    183. 183. YOUNGER Americans DRIVING LESS
    184. 184. COMPLETE STREETS WALKABILITY ROI Community & Economic Development
    185. 185. COMPLETE STREETS WALKABILITY ROICarol Coletta, President and CEO of CEOs for Cities: Community & Economic Development
    186. 186. COMPLETE STREETS WALKABILITY ROICarol Coletta, President and CEO of CEOs for Cities:Redeveloping for walkability will “not onlyenhance the local tax base but will also contributeto individual wealth by increasing the value ofwhat is, for most people, their biggest asset.” Community & Economic Development
    187. 187. COMPLETE STREETS WALKABILITY ROI Community & Economic Development
    188. 188. COMPLETE STREETS WALKABILITY ROISTUDY: In a typical metropolitan area, a one-pointincrease in Walk Score was associated with anincrease in value ranging from $700 to $3,000depending on the market. Community & Economic Development
    189. 189. COMPLETE STREETS
    190. 190. COMPLETE STREETS• Wide acceptance
    191. 191. COMPLETE STREETS• Wide acceptance• Consistent with engineering standards andrequirements
    192. 192. COMPLETE STREETS• Wide acceptance• Consistent with engineering standards andrequirements• Increase value of homes and businesses
    193. 193. COMPLETE STREETS• Wide acceptance• Consistent with engineering standards andrequirements• Increase value of homes and businesses• 29% reduction in total crashes/mile with RoadDiets
    194. 194. COMPLETE STREETS• Wide acceptance• Consistent with engineering standards andrequirements• Increase value of homes and businesses• 29% reduction in total crashes/mile with RoadDiets• Inexpensive to implement; actually SAVES money
    195. 195. COMPLETE STREETS• Wide acceptance• Consistent with engineering standards andrequirements• Increase value of homes and businesses• 29% reduction in total crashes/mile with RoadDiets• Inexpensive to implement; actually SAVES money• PROMOTABLE as a “Forward Franklin” initiative
    196. 196. COMPLETE STREETS
    197. 197. COMPLETE STREETSParks Comm.
    198. 198. COMPLETE STREETSParks Comm.Engineering
    199. 199. COMPLETE STREETSParks Comm.EngineeringTrails Comm.
    200. 200. COMPLETE STREETSParks Comm. EngineeringTrails Comm.Economic Dev.
    201. 201. COMPLETE STREETS PlanningParks Comm. EngineeringTrails Comm.Economic Dev.
    202. 202. COMPLETE STREETS PlanningParks Comm. EngineeringTrails Comm.Economic Dev. School District
    203. 203. COMPLETE STREETS PlanningParks Comm. Elderly EngineeringTrails Comm.Economic Dev. School District
    204. 204. COMPLETE STREETS PlanningParks Comm. Elderly Engineering DisabledTrails Comm.Economic Dev. School District
    205. 205. COMPLETE STREETS PlanningParks Comm. Elderly Engineering DisabledTrails Comm. HomeownersEconomic Dev. School District
    206. 206. COMPLETE STREETS PlanningParks Comm. Elderly Engineering DisabledTrails Comm. HomeownersEconomic Dev. Children School District
    207. 207. COMPLETE STREETS Planning Homeowners Assoc.Parks Comm. Elderly Engineering DisabledTrails Comm. HomeownersEconomic Dev. Children School District
    208. 208. COMPLETE STREETS Business Planning Homeowners Assoc.Parks Comm. Elderly Engineering DisabledTrails Comm. HomeownersEconomic Dev. Children School District
    209. 209. COMPLETE STREETS Business Police and Fire Planning Homeowners Assoc.Parks Comm. Elderly Engineering DisabledTrails Comm. HomeownersEconomic Dev. Children School District
    210. 210. COMPLETE STREETS Business Police and Fire Planning Homeowners Assoc.Parks Comm. Elderly Engineering City Budget DisabledTrails Comm. HomeownersEconomic Dev. Children School District
    211. 211. COMPLETE STREETS Business Police and Fire Planning Homeowners Assoc.Parks Comm. Elderly Engineering City Budget DisabledTrails Comm. Grants HomeownersEconomic Dev. Children School District
    212. 212. COMPLETE STREETS Business Police and Fire Planning Homeowners Assoc.Parks Comm. Elderly Engineering City Budget DisabledTrails Comm. Grants HomeownersEconomic Dev. Impact Fees Children School District
    213. 213. COMPLETE STREETS Business Police and Fire Planning Homeowners Assoc.Parks Comm. Elderly DOT Transportation Engineering City Budget DisabledTrails Comm. Grants HomeownersEconomic Dev. Impact Fees Children School District
    214. 214. COMPLETE STREETS Business Police and Fire Planning Homeowners Assoc. DevelopersParks Comm. Elderly DOT Transportation Engineering City Budget DisabledTrails Comm. Grants HomeownersEconomic Dev. Impact Fees Children School District
    215. 215. COMPLETE STREETS
    216. 216. COMPLETE STREETS PROPOSAL:
    217. 217. COMPLETE STREETS PROPOSAL: FRANKLIN COMPLETE STREETS
    218. 218. COMPLETE STREETS PROPOSAL: FRANKLIN COMPLETE STREETS POLICY & ORDINANCE
    219. 219. FRANKLIN COMPLETE STREETS POLICY
    220. 220. FRANKLIN COMPLETE STREETS POLICYCreate a municipal entity incorporating Planning, Engineering, TrailsCommittee, Parks Commission, Economic Development, etc.
    221. 221. FRANKLIN COMPLETE STREETS POLICYCreate a municipal entity incorporating Planning, Engineering, TrailsCommittee, Parks Commission, Economic Development, etc.Regularly engage with community groups (elderly, differently-abled,Neighborhood associations, etc.)
    222. 222. FRANKLIN COMPLETE STREETS POLICYCreate a municipal entity incorporating Planning, Engineering, TrailsCommittee, Parks Commission, Economic Development, etc.Regularly engage with community groups (elderly, differently-abled,Neighborhood associations, etc.)Construct and promote a vision for how and why we want to completeour streets.
    223. 223. FRANKLIN COMPLETE STREETS POLICYCreate a municipal entity incorporating Planning, Engineering, TrailsCommittee, Parks Commission, Economic Development, etc.Regularly engage with community groups (elderly, differently-abled,Neighborhood associations, etc.)Construct and promote a vision for how and why we want to completeour streets.Specify that “all users” includes pedestrians and bicyclists of all agesand abilities, as well as vehicles.
    224. 224. FRANKLIN COMPLETE STREETS POLICYCreate a municipal entity incorporating Planning, Engineering, TrailsCommittee, Parks Commission, Economic Development, etc.Regularly engage with community groups (elderly, differently-abled,Neighborhood associations, etc.)Construct and promote a vision for how and why we want to completeour streets.Specify that “all users” includes pedestrians and bicyclists of all agesand abilities, as well as vehicles.Apply policy to both new and retrofit projects, including design,planning, and maintenance.
    225. 225. FRANKLIN COMPLETE STREETS POLICYCreate a municipal entity incorporating Planning, Engineering, TrailsCommittee, Parks Commission, Economic Development, etc.Regularly engage with community groups (elderly, differently-abled,Neighborhood associations, etc.)Construct and promote a vision for how and why we want to completeour streets.Specify that “all users” includes pedestrians and bicyclists of all agesand abilities, as well as vehicles.Apply policy to both new and retrofit projects, including design,planning, and maintenance.Make any exceptions specific and set a clear, developer-friendlyprocedure.
    226. 226. FRANKLIN COMPLETE STREETS POLICY
    227. 227. FRANKLIN COMPLETE STREETS POLICYCreate a comprehensive, integrated, connected networkfor all modes that maximizes value.
    228. 228. FRANKLIN COMPLETE STREETS POLICYCreate a comprehensive, integrated, connected networkfor all modes that maximizes value.Policy adoptable by all city entities to cover all roads, trails,paths, sidewalks, site plans, etc.
    229. 229. FRANKLIN COMPLETE STREETS POLICYCreate a comprehensive, integrated, connected networkfor all modes that maximizes value.Policy adoptable by all city entities to cover all roads, trails,paths, sidewalks, site plans, etc.Direct the use of the latest and best design criteria andguidelines while recognizing the need for flexibility inbalancing user needs.
    230. 230. FRANKLIN COMPLETE STREETS POLICYCreate a comprehensive, integrated, connected networkfor all modes that maximizes value.Policy adoptable by all city entities to cover all roads, trails,paths, sidewalks, site plans, etc.Direct the use of the latest and best design criteria andguidelines while recognizing the need for flexibility inbalancing user needs.Establish performance standards with measurableoutcomes.
    231. 231. FRANKLIN COMPLETE STREETS POLICYCreate a comprehensive, integrated, connected networkfor all modes that maximizes value.Policy adoptable by all city entities to cover all roads, trails,paths, sidewalks, site plans, etc.Direct the use of the latest and best design criteria andguidelines while recognizing the need for flexibility inbalancing user needs.Establish performance standards with measurableoutcomes.Define specific next steps for implementation of the policy.
    232. 232. FRANKLIN COMPLETE STREETS POLICY
    233. 233. FRANKLIN COMPLETE STREETS POLICY IF YOU WANT TO GO FAST, GO ALONE.
    234. 234. FRANKLIN COMPLETE STREETS POLICY IF YOU WANT TO GO FAST, GO ALONE. IF YOU WANT TO GO FAR, GO TOGETHER.

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