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Complete Streets Design and Separation of Users
- 1. Complete Streets Design andSeparation of Users for Safety and Sustainability CARLY QUEEN TRAFFIC ENGINEERING (CEE 6603) APRIL 22, 2015
- 2. Agenda Background Safety Sustainability Complete Streets Findings and Discussion Safety of Complete Streets Complete Streets for Sustainable Development Best Practices for Safe and Sustainable Streets Recommended Guidelines for Accommodating User Groups Case Studies xAtsukexs
- 3. Safety National priority MAP-21 priority Critical issue in transportation Safest modes Transit modes Aviation Most commonly used modes in the US Automobiles Passenger vehicle- related, 78.9% Motorcyclists, 13.4% Water transportation, 2.4% Large-truck occupants, 1.9% Aviation, 1.4% Railroad- related, 1.4% Heavy rail transit (subway), 0.2% Bus occupants (school, intercity, transit), 0.2% Light rail transit, 0.1% Pipeline- related, 0.0% Automated guideway, 0.0% 2011 Percent of Total Transportation Fatalities National Transportation Statistics (NTS) by the Bureau of Transportation Statistics
- 4. Safety In the USthere is a fundamental mismatch between transit mode choice and safety. Automobile dependence Sprawling development patterns Limited pedestrian and bicycle infrastructure Lack of viable transit options in many places Air travel only for long distances National Transportation Statistics (NTS) by the Bureau of Transportation Statistics 0.00 0.10 0.20 0.30 0.40 0.50 0.60 0.70 0.80 0.90 1.00 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 U.S. Fatality Rates per 100 Million Passenger Miles by Mode 2000-2012 Air Highway Transit Transit Highway
- 5. Safety Roadway fatalitiesimpact automobile users and non-users Pedestrians and cyclists are at risk High vulnerability Low risk to others Safer vehicles and road infrastructure Policies Passenger Car Occupants 36.6% Motorcyclists 14.8% Truck Occupants, light 28.0% Truck Occupants, large 2.1% Bus Occupants 0.1% Pedestrians 14.1% Pedalcyclists 2.2% Other Highway Deaths 2.2% 2012 U.S. Highway Fatalities by Impacted Group National Transportation Statistics (NTS) by the Bureau of Transportation Statistics
- 6. Sustainability World Commissionon Environment and Development Our Common Future (1986) Sustainable development “Development which meets the needs of current generations without compromising the ability of future generations to meet their own needs.” Closed Loop Systems Triple Bottom Line vs. Russian Dolls Approach Economic Social Environmental
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- 9. Complete Streets Complete Streetsin the United States, LaPlante and McCann, 2011 “A complete street is a road that is designed to be safe for drivers, bicyclists, transit vehicles and users, and pedestrians of all ages and abilities.” Complete streets movement goes beyond individual corridors Changing the way that transportation decisions are made Policy and institutional change “Too many urban arterials still feature a well engineered place for cars to travel, next to a ‘home-made’ pedestrian facility… with a bus stop that is no more than a pole in the ground uncomfortably close to high-speed traffic.”
- 10. Complete Streets CompleteStreets in the United States, LaPlante and McCann, 2011 Context Sensitive Solutions “Complete streets will look different in different places. They must be appropriate to their context and to the modes expected on that corridor.” Busy urban street: buses, bicycles, pedestrians, cars Rural area: cars and paved shoulder Low-traffic streets: few treatments Virginia DOT
- 11. Complete Streets Complete Streetsin the United States, LaPlante and McCann, 2011 Redefine agency policies and procedures to serve all modes Adapt design guidelines accordingly Train staff in serving all modes and implementing complete streets policies Collect base data on all users and modes for before-and-after studies
- 12. Complete Streets SharedStreets Few, if any, markings or dividers Pedestrian-oriented Low-speed (≤ 20 mph) Separated Streets Different space for different purposes Clear division Dedicated lanes with markings Sidewalks Higher speed differentials DeFacto Atlanta BeltLine
- 13. Safety of CompleteStreets Safety Speed Risk Vulnerability Higher speeds greater degree of separation Protect most vulnerable users Selection of design speed
- 14. Safety of CompleteStreets Speed control measures: Narrower travel lanes 10 feet for posted speeds of 45 mph or less Road diets 4-lane to 3-lane for ADTs up to 20,000 Improves left turning safety Raised medians Landscaping Curb parking Bulb-outs Bike Arlington
- 15. Safety of CompleteStreets Pedestrian crossings: Narrower travel lanes Road diets Raised medians Landscaping Curb bulb-outs Crosswalk signs and markings Countdown clocks Full signalization 3.5 feet per second for Flashing Don’t Walk 3.0 feet per second for total Walk / Flashing Don’t Walk time Bike Arlington Ian Smith for the Technique
- 16. Complete Streets forSustainable Development Choice of Modes Social Quality of life Health benefits from increased activity Safety benefits from increased transit ridership Community benefits Economic Affordable access Low barriers to entry Environmental Viable alternatives to the automobile More distributed, possibly fewer emissions Ryan Gravel Matthew Blackett
- 17. Complete Streets forSustainable Development Signal priority and coordination Priority users: Pedestrians Cyclists Transit riders Benefits: Lower emissions and fuel consumption Gaps for pedestrian crossings Fewer stops for cyclists and transit users MTC CBS News
- 18. Best Practices forSafe and Sustainable Streets Access for all ages, abilities, and appropriate modes Context sensitive, street as place Design for desired (not observed) speeds Shared approach works best in low-speed (≤ 20 mph) situations Separation of users in high-speed situations, especially when large differences in user speeds are present Dedicated right-of-way as needed Separate corridors may be used for different user groups Complete networks for each user group Signal coordination and priority for active modes and transit (as appropriate) Comprehensive approach to managing stormwater runoff, emissions, and wildlife Trees for shade and separation, places to linger and rest
- 19. Guidelines for Accommodating Pedestrians Pedestrians as the first priority Emergency accommodations as needed Larger pedestrian volumes lower vehicular speeds Narrow lane widths and shorter crossing distances Reduced turning radii and clearly marked crosswalks Dedicated right-of-way for corridors with speeds above 20 mph Appropriately sized ADA compliant facilities and accessible pedestrian signals Crossings along pedestrian desire lines, elevated or subterranean as needed Transparent store fronts along the street, lighting, public art, landscaping Street trees, benches, way-finding, places to engage with community or stop and rest NCDOT
- 20. Guidelines for Accommodating Cyclists Cycling is often the most efficient, least polluting form of transportation Accommodations for cyclists of many different levels Connected bicycle facilities forming a complete network Well-maintained networks for confident and inexperienced cyclists Way-finding signs and pavement markings Minimize exposure to conflicts Less: elevation change, at-grade crossings, stops, potholes, debris More: bicycle signals, direct routes across complex intersections, connections Dedicated on-street facility for speeds over 20 mph Off-street bicycle facilities for speeds over 30 mph and less confident cyclists Fletcher6
- 21. Guidelines for AccommodatingTransit Users Provide context-sensitive transit mode(s) appropriate for land-use, density, and demand Comfortable, safe, ADA compliant stops / stations with adequate shelter Good pedestrian and bicycle connectivity and infrastructure Dedicated ROW in congested, high-traffic corridors Transit service and route information, way-finding Frequent headways and/or real-time information Signal priority and/or queue jump lanes Pre-boarding fare collection if appropriate Mario Roberto Duran Ortiz
- 22. Guidelines for Accommodating AutomobilePassengers Efficiency of this mode varies widely Design roads to encourage appropriate vehicle speeds for the context Longer sight lines and visibility, especially at higher speeds Clear warning signs and pavement markings, especially at crossings Good lighting, pavement quality and way-finding signage Phase-separated turning movements and turn lanes where needed Coordinated signal timing for minimal conflict and delay Responsive, vehicle-actuated signals New York Times
- 23. Guidelines for Accommodating Freight/ Industrial Passengers Greatest degree of separation from vulnerable users Interstates, truck routes, freight rail corridors, waterways Larger, heavier, noisier vehicles Higher clearances, larger turning radii Often traveling longer distances, but still need access to urban industrial and commercial areas Avoid residential and environmentally sensitive areas, as well as major pedestrian and bicycle corridors Minimize at-grade rail crossings, provide separated facilities for active modes Plan for emergency situations Police, pedestrians, and stopped vehicles on the shoulder Fstop222
- 24. Case Studies North-SouthArterials on Atlanta’s Westside Joseph E. Lowery Boulevard Minor Arterial (FC-4) Posted speed of 30 mph No bus service north of Ashby Station Northside Drive Principal Arterial (FC-3) Regional Thoroughfare Posted speed of 35 mph No N-S transit service
- 25. Case Study –Joseph E. Lowery Blvd. Currently 3 to 5 lane road Relatively heavy bicycle and pedestrian presence Divides English Avenue and Vine City from Washington Park and Bankhead Runs along western edge of AUC Connects disadvantaged communities with shopping, entertainment, education, and job opportunities MARTA Ashby Station N-S between Northside Drive and BeltLine
- 26. Case Study –Joseph E. Lowery Blvd. Pedestrian Wider sidewalks with trees, landscaping, benches, and transit stops Signals and crossings Bicycle Two-way cycle track Signals and crossings Transit Continuous, frequent bus service with pullouts, signal priority, and queue jump lanes where feasible Aerial gondola in the case of higher demand Automobile Two-lane road with turn lanes as needed Freight / Industrial Limited or no access
- 27. Case Study –Northside Drive Currently 4 to 7 lane road Game day traffic at the Georgia Dome Divides English Avenue and Vine City from Castleberry Hill and Downtown Connects AUC and Georgia Tech with West Midtown and Atlantic Station Mobility corridor with large distances between destinations Major barrier to pedestrians and cyclists MARTA Vine City Station N-S between Joseph E. Lowery Blvd. and Downtown Connector (I-75/85) Saporta Report
- 28. Case Study –Northside Drive Pedestrian Wider sidewalks with trees, landscaping, benches, and transit stops Signals and crossings, possibly an ADA accessible bike/pedestrian bridge Bicycle Bus and bike lanes Signals and crossings Transit Bus Rapid Transit Automobile One fewer general purpose lane in each direction where possible Freight / Industrial Allowed, but this is not a major freight or industrial corridor
- 29. Conclusion Complete streetscan improve the safety and sustainability of our communities if properly implemented Accommodating all appropriate modes will increase mobility, accessibility, and quality of life Complete networks should be established for each user group with direct, convenient, and well-maintained routes connecting activity centers and other destinations Shared space is best implemented where major differences between the size and speed of users are not desired Minimize the risk and exposure of most vulnerable users for safety Viable mode choices, including active and transit modes where appropriate, improve the sustainability of our communities in many ways
- 30. References Auttapone (Aut)Karndacharuk, Douglas J. Wilson, and Roger C. M. Dunn. 2013. "Analysis of Pedestrian Performance in Shared-Space Environments." Transportation Research Record: Journal of the Transportation Research Board (Transportation Research Board of the National Academies) (2393): 1-11. Boston Transportation Department. 2013. "Multimodal Intersections." In Boston Complete Streets Guidelines, by Boston Transportation Department, 141-147. Boston, MA: Boston Transportation Department. Cornelius Nuworsoo and Erin Cooper. 2013. "Considerations for Integrating Bicycling and Walking Facilities into Urban Infrastructure." Transportation Research Record: Journal of the Transportation Research Board (Transportation Research Board of the National Academies) (2393): 125-133. Emma Barnes and Marc Schlossberg. 2013. "Improving Cyclist and Pedestrian Environment While Maintaining Vehicle Throughput: Before- and After-Construction Analysis." Transportation Research Record: Journal of the Transportation Research Board (Transportation Research Board of the National Academies) (2393): 85-94. Ioannis Kaparias, Michael G. H. Bell, Weili Dong, Aditya Sastrawinata, Amritpal Singh, Xuxi Wang, and Bill Mount. 2013. "Analysis of Pedestrian-Vehicle Traffic Conflicts in Street Designs with Elements of Shared Space." Transportation Research Record: Journal of the Transportation Research Board (Transportation Research Board of the National Academies) (2393): 21-30. John N. LaPlante and Barbara McCann. 2011. "Complete Streets in the United States." TRB Annual Meeting. Washington, D.C.: Transportation Research Board of the National Academies. 1-11. Kristine M. Williams and Herbert Levinson. 2011. "The Role of Access Management in Sustainable Development." Transportation and Development Institute Congress. American Society of Civil Engineers. 1026-1035.
- 31. Thank you! Anyquestions? Contact: Carly Queen MS-CE / MCRP Candidate carlyqueen@gatech.edu
Editor's Notes
- #3 "VTA Light Rail Santa Clara Street Station" by xAtsukex - Own work. Licensed under CC BY 3.0 via Wikimedia Commons - http://commons.wikimedia.org/wiki/File:VTA_Light_Rail_Santa_Clara_Street_Station.jpg#/media/File:VTA_Light_Rail_Santa_Clara_Street_Station.jpg
- #6 National Transportation Statistics (NTS) by the Bureau of Transportation Statistics
- #11 Image: http://www.virginiadot.org/images/mobiliy_land_use_relationsh.gif
- #13 "New Road, Brighton - shared space" by DeFacto - Own work. Licensed under CC BY-SA 2.5 via Wikimedia Commons - http://commons.wikimedia.org/wiki/File:New_Road,_Brighton_-_shared_space.jpg#/media/File:New_Road,_Brighton_-_shared_space.jpg
- #14 http://www.urbanindy.com/wp-content/uploads/2011/12/Pedestrian-Survivability-2-01.png
- #15 LaPlante and McCann 2011
- #16 LaPlante and McCann 2011
- #20 Adapted from Boston Complete Streets Guidelines, Boston Transportation Department
- #21 Adapted from Boston Complete Streets Guidelines, Boston Transportation Department "Pennsylvania Avenue Bike Lanes" by Fletcher6 - Own work. Licensed under CC BY-SA 3.0 via Wikimedia Commons - http://commons.wikimedia.org/wiki/File:Pennsylvania_Avenue_Bike_Lanes.jpg#/media/File:Pennsylvania_Avenue_Bike_Lanes.jpg
- #22 Adapted from Boston Complete Streets Guidelines, Boston Transportation Department "Linha Verde Curitiba BRT 02 2013 Est Marechal Floriano 5978" by Mariordo (Mario Roberto Duran Ortiz) - Own work. Licensed under CC BY-SA 3.0 via Wikimedia Commons - http://commons.wikimedia.org/wiki/File:Linha_Verde_Curitiba_BRT_02_2013_Est_Marechal_Floriano_5978.JPG#/media/File:Linha_Verde_Curitiba_BRT_02_2013_Est_Marechal_Floriano_5978.JPG
- #23 Adapted from Boston Complete Streets Guidelines, Boston Transportation Department
- #24 "Esplanade - Night niew of the Boston Esplanade Pedestrian Bridge from the Esplanade" by Fstop222 - Own work. Licensed under CC BY-SA 3.0 via Wikimedia Commons - http://commons.wikimedia.org/wiki/File:Esplanade_-_Night_niew_of_the_Boston_Esplanade_Pedestrian_Bridge_from_the_Esplanade.jpg#/media/File:Esplanade_-_Night_niew_of_the_Boston_Esplanade_Pedestrian_Bridge_from_the_Esplanade.jpg
- #25 Atlanta Regional Commission Functional Classification Review