Elgin Smi2

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  • Mixed Use Centers located on arterials, especially at intersections. This is the most economically efficient and productive place, also most conducive to eventual transit service.
  • Context is more important than the curb-to-curb of the street – and this is why LU Planners, urban designers, and Traffic Engineers must work together to create a great street.
  • Emphasize that simulation is one way to illustrate the integration of transportation design into the creation of a place. In this example, the goal of this community is to create a vibrant and economically vital place that has lasting value. This requires a integration of land use, urban design and transportation design, and a combination of public and private investments.
  • Again using simulation to show how the combination of thoroughfare design and site and building design evolve an auto-oriented context into a multi-modally oriented context, this example demonstrates how the combination can change the context zone. Current context includes low-intensity and under-utilized land and a basic divided arterial street.
  • Excelsior Boulevard and Natchez Avenue South St Louis Park, MN, September 1999 (dc002974) Excelsior Boulevard and Natchez Avenue South St Louis Park, MN, October 2003 (dc020319) Site seen prior to development, from the south. Excelsior is a “Regional Reliever” road (Functional class). Over 20,000 ADTs Park space, community center beyond. A few post-war cape cod homes pinched between. Look at the crossing street Park development in the background. Focus on the strip parcels along Excelsior Boulevard -auto oriented -individual smal box -multiple entries -”tired” development In 2003 Redeveloped in today’s market as a mixed use, retail and residential place -100 units per acre (net) -Retail succeeding -Residential building more. Lots of hospitals and -SUCCEEDS BY CREATING MORE COMPLEX INTER-RELATIONSHIPS WITH ITS SURROUNDINGS -pedestrian-friendly street and activity comes OFF Excelsior but still visible -Storm water accommodated in the public park as an active recreation amenity
  • For everyone. With good design, there is a place for everyone, and an end result that is greater than the sum of its parts.
  • Elgin Smi2

    1. 1. What can the ITE/CNU Guide for Walkable Streets do for Elgin? <ul><li>Lucy Gibson, P.E. </li></ul><ul><li>Smart Mobility, Inc. </li></ul>
    2. 2. The Elgin Pilot <ul><li>The Big Picture: How Elgin’s plans fit into the region, and will help shape Chicagoland’s Future. </li></ul><ul><li>How the CNU/ITE Manual supports Elgin’s plans </li></ul><ul><li>How Using the Manual differs from Conventional Practice (Engineering Myth-Busting) </li></ul><ul><li>Challenges in applying to two Locations in Elgin: National Street and Route 20 </li></ul>
    3. 3. ELGIN’S PLANS WITHIN THE REGION <ul><li>The Elgin Pilot </li></ul>
    4. 4. Chicago Metropolis 2020
    5. 5. Choices for the Region
    6. 6. A different approach is needed to address congestion – The Metropolis Plan
    7. 7. HOW WILL THE MANUAL SUPPORT ELGIN’S PLANS? <ul><li>The Elgin Pilot </li></ul>
    8. 8. Elgin’s Plans: Implementing the Metropolis Vision
    9. 9. Downtown Elgin Vision <ul><li>A Vibrant Center City </li></ul><ul><li>A community that promotes downtown Elgin as a welcoming place to live, work, shop, entertain, and visit – the “heart” of the community. </li></ul><ul><li>A community that promotes more attractive, useable downtown plazas and parks; improves the pedestrian character of the streetscape ; creates greenways; and improves access to the riverfront. </li></ul><ul><li>A community that promotes increased use of transit services, and walking and biking between the center city and the surrounding community. </li></ul>
    10. 10. Mixed Use Centers <ul><li>The mixed use service center land use designation provides for . . . residential, institutional, office, service, and retail uses in a compact and pedestrian oriented setting . . . . characterized by vertical, higher density at its core, transitioning to less intensity and predominantly single family residential at its edge. </li></ul>
    11. 11. Where does the ITE/CNU Manual Apply?
    12. 15. HOW THE ITE/CNU MANUAL DIFFERS FROM CONVENTIONAL PRACTICE <ul><li>The Elgin Pilot </li></ul>
    13. 16. Empirical vs. Theoretical Design <ul><li>AASHTO is Theoretical, with design criteria based on physics, behavior of vehicles and drivers. </li></ul><ul><li>New Urbanism is Empirical. Community design principles are developed based on detailed observations of what works well, is proven successful. </li></ul><ul><li>ITE/CNU guidelines are a hybrid. </li></ul>
    14. 17. Multiway Boulevard
    15. 21. America’s Newest Multiway Boulevard
    16. 22. Octavia Boulevard
    17. 24. How is ITE/CNU Manual Different? <ul><li>Context Based, for walkable communities – To use these guidelines, you need to clearly define your future context. </li></ul>
    18. 25. Johnson City, Tennessee
    19. 26. Johnson City, Tennessee
    20. 27. Johnson City, Tennessee
    21. 28. Johnson City, Tennessee
    22. 29. Developed by Steve Price in association w/ Dover Kohl & Partners & Glatting Jackson for Johnson City Tennessee Johnson City, Tennessee
    23. 30. E14th Corridor - San Leandro, CA Source: Community, Design + Architecture
    24. 31. Source: TJPDC, VDoT, City of Charlottesville, & Albemarle Co. CD+A, Meyer, Mohaddes, & Urban Advantage
    25. 32. Excelsior and Grand, 1999
    26. 33. The Suburban Highway Corridor Reconsidered
    27. 34. Excelsior and Grand, 2003
    28. 35. How is ITE/CNU Manual Different? <ul><li>Network based – Need to consider future network to create a walkable place. </li></ul>
    29. 42. NEW URBAN TRAFFIC ENGINEERING <ul><li>The Elgin Pilot </li></ul>
    30. 43. Rethinking our old ways (or Engineering Myth Busting) <ul><li>Arterials are for driving, not for walking (or biking or shopping or placemaking. . . ) </li></ul><ul><li>Mobility = Speed </li></ul><ul><li>Intersections , and street connectivity, are bad for traffic </li></ul>
    31. 44. Great Streets are Great Places
    32. 45. Mobility = Capacity <ul><li>Providing Mobility has been equated to providing high speed driving on arterials. </li></ul><ul><li>High speeds are: </li></ul><ul><ul><li>highly dangerous to pedestrians, </li></ul></ul><ul><ul><li>toxic to placemaking, and </li></ul></ul><ul><ul><li>most importantly, not needed for maximizing vehicular throughput, or capacity. </li></ul></ul>Mobility = Speed
    33. 47. New Way to Define Mobility <ul><li>Multimodal: Conditions for mobility for all modes should be considered and balanced </li></ul><ul><li>For Vehicles: </li></ul><ul><ul><li>Provide for peak hour capacity to avoid congestion </li></ul></ul><ul><ul><li>Keep traffic moving at a speed that does not pose a threat to pedestrians, nor detract from the area. </li></ul></ul><ul><ul><li>Provide a network that increases capacity and allows for choices of routes. </li></ul></ul><ul><li>For Pedestrians: Traffic Speeds less then 35 mph </li></ul>
    34. 48. Conventional Arterial Design
    35. 80. The Value of a Grid
    36. 98. CHALLENGES TO IMPLEMENTING WALKABLE MAJOR STREETS <ul><li>The Elgin Pilot </li></ul>
    37. 99. Conventional Network Design <ul><li>Concentrate traffic crossing or entering arterials into as few intersections as possible. </li></ul><ul><li>This allows high speed travel between intersections, but the intersections themselves must be very wide. </li></ul><ul><li>High speeds, lots of lanes for pedestrians to cross = Not Walkable. </li></ul>
    38. 100. Route 20 Corridor Study <ul><li>Takes a conventional approach to arterial planning: “Predict and Provide” </li></ul><ul><li>Uses suburban or rural design criteria </li></ul>
    39. 102. Route 20 Corridor Study <ul><li>Recommendations are not oriented to support walkable development in the Mixed Use Centers. </li></ul>
    40. 103. Conventional Guidelines Impair Network Development <ul><li>Elgin Development Standards: </li></ul><ul><ul><li>Arterial Streets are to be limited to a maximum and a minimum of four (4) street intersections with collector streets for each mile of length. Such intersections are to be located a minimum of one thousand (1,000) feet apart. </li></ul></ul><ul><li>CNU/ITE Guidelines </li></ul><ul><ul><li>Block Lengths of 300 to 600 feet; pedestrian crossings every 300 to 600 feet. </li></ul></ul>
    41. 104. General Plan – existing conditions
    42. 105. General Plan – Future Arterials
    43. 106. General Plan – street connectivity grid
    44. 107. General Plan – Future uses and n’hood centers
    45. 108. Improve Arterial Connectivity <ul><li>Designate Mixed Use Centers as Urban Areas, which allow smaller blocks, on-street parking, and lower speed limits. </li></ul><ul><li>Adopt the ITE/CNU Walkable Street Guide as official policy (Texas DOT Example). </li></ul>
    46. 109. NATIONAL STREET WESTERN CORRIDOR <ul><li>The Elgin Pilot </li></ul>

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