Lesson 4 - Street Transformations 11FEB2022 (1).pdf

Street Transformations for
Active Transportation
Engr. Jyzel Cris B. Factor
Transportation Engineering Group
Mapua University

Learning objectives
By the end of the course, participants should be
able to…
• Understand the principles and framework
concerning complete streets;
• Understand the fundamental components,
criteria, standards and guidelines concerning
street transformations; and,
• Apply the fundamentals of complete streets in
transforming local roads for active
transportation .
2

Framing of streets
TRADITIONAL FRAMING
(car-oriented)
NEW FRAMING
(people-oriented)
Mobility Accessibility
Throughput of vehicles Throughput of people
Vehicular delay Person delay
Average daily traffic (ADT) ADT for all
Plan for the peak Plan for off-peak
Journey to work All trips
Congestion reduction Congestion alternatives
AASHTO NACTO
Vehicle level of service (LOS) Multimodal level of service
Going somewhere else Places to be
4
Source: NACTO, 2016

http://paulmaiorana.com/archive/2008/12/
(accessed Feb 2009) 5
Car-oriented People-oriented

The complete streets concept
• Puts a priority on active transport
– Making it easier for people to cross the street, walk
to shops, and bicycle;
– Designed around efficient street networks and
context-sensitive solutions, allowing buses to run on
time and making it safe for people to walk to and from
transit stations;
– Coordinate all street elements (infrastructure,
paving, street furniture, signage, lighting, trees, and
vegetation) for the use, enjoyment, and
understanding of the public realm
6
Reference: NACTO, 2016

Complete streets must be designed with
the following in mind:
• Accessibility first
– Streets that focus on accessibility before vehicle
flow and capacity/ accessible to everyone;
• Inclusive design
– Streets that favor the most vulnerable users lead
to fair and democratic streets;
• Safety principles
– Streets that care for the comfort and well-being of
its users through smart design;
7

Complete streets must be designed with
the following in mind:
• Effective for all citizens
– Streets that take into account impacts, benefits, and
externalities for all users;
• Urban integration
– Streets that take into account the street’s multi-
functionality, compatibility, and diversity of use;
• Continuity
– Streets that are envisioned not only in a plan or street
section, but consistent in space and time along their
corridor.
8

9
Road diet – roadway reconfiguration that
involves narrowing or eliminating travel lanes to
calm traffic and increase safety of all roadway
users
Reference: FHWA
Example: converting an existing four-lane, undivided roadway segment
to a three-lane segment consisting of two through lanes and a center,
two-way left-turn lane.
Example strategies
• Bike lanes
• Bus turnouts or bulbs
• Drop-off/delivery zones
• Landscaping
• Lane direction changes
• Lane widths
• Midblock crossings and markings
• Neckdowns
• Parking changes
• Parklets and pedestrian plazas
• Pedestrian refuge islands & medians
• Roundabouts, etc.

Key terms
10
Vulnerable road users – A collective term for
a group of road users who have a high injury
or casualty rate, mainly pedestrian,
bicyclists, and motorcyclists.
Vulnerability – defined in a number of ways,
such as by the amount of protection in traffic
or by the amount of task capacity (e.g., the
young and the elderly

Key terms
11
Exposure – In the context of road safety, exposure is
defined as the state of being exposed to risk. The
measure of exposure aims to indicate the likelihood
that certain segments of the population could be
involved in crashes.
It is based on the amount of time, volume and
distance. In the context of crash models, exposure
may include total motorized traffic volumes (VKT),
annual average daily traffic (AADT), or travel volume
of pedestrians and cyclists

Key terms
12
Risk – In terms of traffic safety, risk can have different
meanings. It can be a situation involving exposure to
danger, injury, or loss that may involve several factors
such as perception, propensity, and reward (e.g.,
crossing the street faster at midblock).
• It can also refer to an injury rate that takes the number of
injuries or crashes over the amount of exposure, or over the
population.
• It can also refer to perception of risk or the propensity to take
risk

13
Based on the amount of time, volume and
distance:
• Longer the travel times mean higher exposure.
Therefore, higher likelihood of being involved in a
crash.
• Higher traffic volumes mean higher exposure.
crash.
• Longer distances traveled mean higher exposure.
crash.
• Also… combinations of these elements

Paradigm for safety
14
The new paradigm for safety is built on human limits. The human
body is fragile and can only survive certain forces. This means:
• Reducing exposure to the risk of conflict
• Reduce crash numbers and the severity of impact by
• Reducing speed
• Shaping streets that are safe for vulnerable users
When vehicles move at or below 40 km/h, potential conflicts
take place at lower speeds, dramatically increasing the chances
of survival in the case of a crash.
Speed is the single most important factor
in the safety of a street, and is directly
proportional to the risk of pedestrian
fatality in cases of conflict.
The relationship between impact speed and risk of pedestrian death.
Several recent studies (Pasanen 1993, DETR 1998, Rosen and Sanders
2009, and Tefft 2011) show the existence of a clear relationship between
vehicular speeds and pedestrian casualties, supporting the idea that
speeds over 40 km/h should not be permitted in urban streets. However,
most of these studies were conducted in high-income countries and
there are reasons to believe this relationship might be even more
extreme in low- and middle-income countries.20
The relationship between speed and stopping distance. The graphic
above depicts minimum stopping distances, including perception,
reaction, and braking times. They are based on dry conditions and
assume perfect visibility.21
0
100%
80%
60%
40%
20%
0%
10 20 30 40 50 60 70 80
RISK
OF
PEDESTRIAN
DEATH
IMPACT SPEED (km/h)
The new paradigm for safety is built on human limits. The human
body is fragile and can only survive certain forces. This means:
• Reduce crash numbers and the severity of impact by
• Reducing speed
When vehicles move at or below 40 km/h, potential conflicts
take place at lower speeds, dramatically increasing the chances
of survival in the case of a crash.
Speed is the single most important factor
in the safety of a street, and is directly
proportional to the risk of pedestrian
fatality in cases of conflict.
The relationship between impact speed and risk of pedestrian death.
Several recent studies (Pasanen 1993, DETR 1998, Rosen and Sanders
2009, and Tefft 2011) show the existence of a clear relationship between
vehicular speeds and pedestrian casualties, supporting the idea that
speeds over 40 km/h should not be permitted in urban streets. However,
most of these studies were conducted in high-income countries and
there are reasons to believe this relationship might be even more
extreme in low- and middle-income countries.20
The relationship between speed and stopping distance. The graphic
above depicts minimum stopping distances, including perception,
reaction, and braking times. They are based on dry conditions and
assume perfect visibility.21
0
100%
80%
60%
40%
20%
0%
10 20 30 40 50 60 70 80
RISK
OF
PEDESTRIAN
DEATH
IMPACT SPEED (km/h)
18 m
25 m
40 km/h
5 m
0
0
0
30 km/h
50 km/h
STOPPING DISTANCE
SPEED
Relationship between impact speed
and risk of pedestrian death
Relationship between speed and
stopping distance
• Reducing crash numbers and the severity of impact
• Reducing speed

Key terms
15
Traffic calming – The combination of street
designs and traffic rules that deliberately reduces
vehicle speeds by designing and building
interventions (e.g., speed humps, raised crossing,
chicanes) to improve safety for all road users,
especially pedestrians and cyclists
Designing Streets for People
Designing for Motorists
Traffic Calming Strategies
Pinchpoints
Pinchpoints narrow the roadway at a
mid-block point. They can be combined
with speed tables to create high-quality
pedestrian crossings. They can also be
used on low-volume, two-way streets to
require facing motorists to yield to one
another. See 6.3.7: Sidewalk Extensions.
Chicanes and Lane Shifts
Chicanes and lane shifts use alternating
parking, curb extensions, or edge islands
to form an S-shaped path of travel
which lowers vehicle speeds. See 6.3.7:
Sidewalk Extensions.
Medians and Refuge Islands
Raised center medians and pedestrian
refuge islands can be used to reduce
lane width for vehicles, even on relatively
narrow streets. They can also be used
to organize traffic at intersections or to
block access at strategic points. See
6.3.6: Pedestrian Refuges.
Speed Humps
Speed humps are formed by raising
sections of the road in a sinusoidal
shape, typically 10–15 cm high and 4–6
m long. The dimensions can be tailored
to match the target speed of the street.
They are typically constructed of the
same material as the roadway, but can be
of different materials.
Speed Cushions
Speed cushions are similar to speed
humps, but have wheel cut-out openings
to allow large vehicles like buses to pass
unaffected while reducing car speeds.
Speed Tables
Speed tables are similar to speed humps,
but have a flat top, typically 6–9 m
long. When speed tables are combined
with pedestrian crossings, at the
intersection or mid-block, they are called
raised crossings. See 6.3.5: Pedestrian
Crossings.
Pavement Materials and Appearance
Pavement appearance can be altered
through unique treatments that add
visual interest, such as colored or
pattern-stamped asphalt, concrete, or
concrete pavers, which can be used to
make other traffic calming techniques

Key terms
16
Transit oriented development (TOD) – A type of
community development that includes a mixture of
residential, commercial, office, and public facilities to
maximize use of public transport. It often incorporates
design features to encourage walking and cycling.
A TOD neighborhood typically has a center with a transit
station or stop, which is surrounded by relatively high-
density developments that are generally within a radius
of 400 to 800 meters.

Principles and Guidelines
17
Source: NACTO, Designing Streets for Kids, 2020
DESIGNING STREETS FOR KIDS
16 DESIGNING STREETS FOR KIDS 17
1.8 | Ten Actions to Improve Streets for Children
The challenges faced by kids, caregivers, and many
others on urban streets are ideally addressed through a
holistic combination of design and policy. However, some
specific actions can help both while beginning to address
these challenges and throughout the ongoing process
of improving and redesigning urban streets. Below are
some important actions.
ADD SPACES FOR PLAY
AND LEARNING
See Chapter 5.5
INCREASE TRANSIT
RELIABILITY
See Transit Street
Design Guide
BUILD WIDE AND
ACCESSIBLE
SIDEWALKS
See Chapter 5.2
DISINCENTIVIZE
PRIVATE VEHICLES
See Chapter 3.2
THINK FROM 95 CM
See Chapter 1.2 1
2
3
4
5
2
3
4
5
1
IMPROVE PEDESTRIAN
CROSSINGS
See Chapter 5.1
ADD TREES AND
LANDSCAPING
See Chapter 5.6
PROVIDE SAFE
CYCLING FACILITIES
See Chapter 5.9
PRIORITIZE CHILDREN
IN POLICIES
See Chapter 7
LOWER SPEEDS BY
DESIGN
See Chapter 3.2
6
7
8
9
10
1
9
8
7
6

Principles and Guidelines
18
Source: NACTO, Designing Streets for Kids, 2020
4
Parking demand has been managed by
providing parking on surrounding streets
and using parking pricing strategies.
UPGRADE
Intersections have been upgraded by
painting pedestrian crossings, and traffic
signals have been installed. All crossings
have longer pedestrian clearance times.
Adding mid-block crossings, especially
by transit stops or larger retail shops,
helps users access the street's many
destinations.
1 Vehicular travel lanes have been
replaced with transit-only and cycle
lanes to move more people using less
space. Sidewalks have been widened from
the reclaimed space. Taxis and limited
vehicular access may be allowed on
transit-only lanes.
Adding transit bulbs facilitates faster
boarding, which reduces travel times for
transit. Accessible drop-off zones have
been added.
Designated space and time is provided for
freight loading and unloading.
PROTECT
Narrow travel lanes and frequent
crossings make it uncomfortable for
motorists to speed.
Refuge islands provide a safe space for
pedestrians to wait while crossing the
street.
ACTIVATE
Shaded spaces for pause and play have
been added on each block while ensuring a
wide clear path for pedestrian movement.
2 Transit stops have been improved by
providing dedicated space on the side
medians, adding shelter and providing play
and interactive elements for children.
EXTEND
3 Fun and educational elements have
been added. Front setbacks and vacant
lots may be used as additional public
space.
RECLAIM
P
P
1
2
3
30
km/h
Redesign: Prioritize transit and cycling
24 m
4.5 2 2.25 3.25 3.25 2.25 2 4.5

Principles and Guidelines: References
19
DPWH Department Order 88, Series of 2020:
D.O. No. jf, Series of 2020
Prescribing Guidelines on the Design of Bicycle Facilities Along National Roads
Annex "A"
DEPARTMENT OF TRANSPORTATION
DEPARTMENT OF PUBLIC WORKS AND HIGHWAYS
GUIDELINES ON THE DESIGN OF BICYCLE FACILITIES
ALONG NATIONAL ROADS
Republic of the Philippines
DEPARTMENT OF PUBLIC WORKS AND HIGHWAYS
OFFICE OF THE SECRETARY
Manila
Qq'l.?J DP~
()C1'?Jv. 'l.t> 2t>
·sr'l
No._8_8_
Series of 2020 Jl tJl.3l>/~O
In line with the continuing efforts of the DPWH to support the promotion of active modes of
transport by the government, the attached ANNEX "A", Guidelines on the Design of
Bicycle Facilities Along National Roads, providing a uniform design of bicycle facilities
in order to achieve a consistent approach that will meet the needs and safe access of
bicyclists and other road users, is hereby prescribed for the guidance and compliance of all
concerned.
SEP 2 9 2020
DEPARTMENT ORDER )
)
)
)
SUBJECT: PRESCRIBING GUIDELINES ON
THE DESIGN OF BICYCLE
FACILITIES ALONG NATIONAL
ROADS
All projects .of DPWH that involve new road and bridge construction or future expansion to
relieve traffic congestions such as road/bridge widening, diversion/bypass roads, among
others, shall include in its design the provision of bicycle facility, if feasible, based on the
,.studies of this Department. Exemptions to the provisions of this Order may be allowed
subject to the evaluation of the Bureau of Design and approval of the Undersecretary for
Technical Services. For this purpose, the form hereto attached as Annex "B" is hereby
prescribed.
This Order shall take effect immediately.
MARK A. VILLAR
Secretary
5.1.3DLBjECMjAMD
Departrrent of Public Works and Highways
Office of the Secretary
1111111111111111111111111111111111111
WINOR01534

20
Transit Street
Design Guide
Urban Street
Design Guide
Global Street
Design Guide
Urban Bikeway
Design Guide
Urban Street
Stormwater
Guide
Don’t Give
Designing for Blueprint for
NACTO design guides referenced
Other NACTO publications referenced

21
Designing
Streets
for Kids
Global Designing Cities Initiative
iRAP Star
Ratings of
NACTO-GDCI's
Global Street
Design Guide
5
5 5
5
RETHINKING
STREETS
FOR
BIKES
Schlossberg
|
Lindgren
|
Amos
|
Rowell
Marc Schlossberg, PhD is a Professor of Planning, Public
Policy and Management (PPPM) and Co-Director of the
Sustainable Cities Institute (SCI) at the University of Oregon.
He teaches and researches on active transportation, complete
streets, micromobility, urban design, and community
participation. He was a distinguished Fulbright Scholar to the
United Kingdom in 2009-10 and a Senior Fulbright Scholar to
Israel in 2015-16. Schlossberg holds a PhD from the University
of Michigan.
Roger Lindgren, PhD is a Professor of Civil Engineering
at Oregon Tech. His research interests include traffic flow
theory, intelligent transportation systems (ITS), microscopic
simulation of urban and rural traffic, as well as pavement
design and construction. At Oregon Tech, Professor Lindgren
teaches courses across the spectrum of transportation
including roadway design, pavement materials analysis, multi-
modal transportation systems, the nexus of transportation and
land use as well as traffic control and operations.
Dave Amos, AICP is a doctoral student in City and Regional
Planning at the University of California, Berkeley focusing on
the intersection of transportation, urban design, land use, and
streets. Prior to his doctoral work he was been a professional
city planning consultant in Sacramento and was a primary
author of the first Rethinking Streets. Dave is also the creator
of City Beautiful, a YouTube channel dedicated to educating
everyone about cities and city planning.
John Rowell, AIA is an Associate Professor of Architecture
at the University of Oregon where he teaches design,
building technology, and professional practice. He is
also Principal of Rowell Brokaw Architects in Eugene. His
professional work includes urban and campus planning,
inclusive neighborhoods, specialized housing for people with
disabilities, as well as mixed use, commercial, educational,
civic, and transportation projects.
Rethinking Streets for Bikes is a tool for implementing
change. As more people bike—and use other forms
of micromobility—in communities everywhere, it is
more important than ever that communities have the
confidence to meet these new transportation realities
successfully.
The case studies within present a diverse look at
high-quality bicycle transportation infrastructure
implementation from a range of community types.
Each case study includes information on design,
community context, system connectivity, and other
insightful information to raise the bar on what is
possible and lower the risk in doing it somewhere else.
Many people who are interested in making it
comfortable for everyone to bike often look to Denmark
and the Netherlands for inspiration—and rightfully so.
However, there is a lot of experimentation happening
across the United States. Almost all the examples in the
book are from the U.S. to show peer communities what
can be done and done successfully at a high level.
This book is designed for all who engage in the exciting
work of improving local transportation systems,
including elected officials, professional planners and
engineers, urban designers, community organizations
and associations, and the public in general. This is a
resource—please go and use it!
RETHINKING STREETS
FOR BIKES An Evidence-Based Guide to 25 Bike-
Focused Street Transformations
Marc Schlossberg, PhD
Roger Lindgren, PE, PhD
Dave Amos, AICP
John Rowell, AIA

Bike Lane Physical Separators
22
Reference: DPWH Department Order 88, Series of 2020
FLEXIBLE BOLLARD
POST
CURB PLANT BOX
1. Appropriate
Context
Lower-speed
environments; may not be
appropriate for roads with
posted speeds that exceed
50kph.
Recommended treatment
adjacent to motor vehicle
parking to allow access.
Lower-speed
environments; may not be
appropriate for roads with
posted speeds that exceed
50kph.
Lower-speed environments;
planter boxes with periodic or
intermittent spacing are not
appropriate on roads with
posted speeds of 50kph or
greater.
If planter boxes are used on
roads with posted speeds of
50kph or greater, they should
be constructed of a durable
material and should not be
periodic or intermittently
spaced unless they are placed
on top of a concrete median or
Guidelines on the Design of Bicycle Facilities Along National Roads
Page 57 of 59
RB PLANT BOX CONCRETE BARRIER
RAISED OR
LANDSCAPED MEDIAN
Lower-speed environments; Recommended for Recommended for locations
Flexible Bollard Post Curb Plant Box
Concrete Barrier Raised or Landscaped
Median

Translating concepts into reality:
Sustainable or inclusive designs
Reference: https://www.curbed.com/2017/9/6/16257078/street-redesign-urban-planning
Example 1: Michigan Avenue, Detroit
23

Example 1: Michigan Avenue, Detroit
24

Example 2: Vermont Avenue, Los Angeles
25

Example 2: Vermont Avenue, Los Angeles
26

Example 3: Michigan Avenue, Chicago
27

Example 3: Michigan Avenue, Chicago
28

Example 4: Broadway, New York
29

Example 4: Broadway, New York
30

Example 5: Peachtree Street, Atlanta
31

Example 5: Peachtree Street, Atlanta
32

Example: Tacloban City downtown
34
Source: Tacloban City TTMP, 2018

Original roadway width: 9.2 - 9.5m
Design roadway width: 9.2m
Design vehicle: car, MCH, delivery
van
Design speed: < 30 kph
Pros:
More vehicular
throughway
Shared way calms down
vehicle traffic
Cons:
Adjacent minimal widths crams
the road users together
While MCH could comfortably go
through, cars may occupy two
lanes to lessen friction
35

Original roadway width: 9m
Design roadway width: 9m
Design vehicle: car, MCH, delivery van
Design speed: < 30 kph
Pros:
Increased friction calms
vehicular speeds
Cons:
Crammed spaces for road users
Unsafe parking
36

Example: Zamboanga City Active Transport
37
Transportation
and
Traffic
Management
Plan
Study
for
the
City
of
Zamboanga
Figure 5.9 Map of recommended streets for full pedestrianization and proposed shuttle route.
Source: Zamboanga City TTMP, 2021

38
Transportation and Traffic Management Plan Study for the City of Zamboanga
Figure 5.11 Typical cross section if Rizal Street was transformed into a pedestrian-only
street (view from Maria Clara)
Figure 5.12 shows a conceptual image of the intersection of Valderosa and Don Pablo Lorenzo
that include bike lanes and the shuttle system in a generally pedestrianized zone.
Figure 5.32 Typical cross section along Rizal Street between Corcuerra Street and
Maria Clara (towards Maria Clara)
Current cross-section of Rizal Street

39
Draft Final Report 5-42
Figure 5.12 Perspective of N.S. Valderosa and Don Pablo Lorenzo
Figure 5.13 shows a conceptual drawing of Rizal Street and Valderosa from Rizal Park.
Figure 5.13 Perspective of Rizal Street from Rizal Park
Figure 5.14 shows a conceptual drawing of the intersection of Rizal Street and Corcuerra Street.

Examples: Zamboanga City Active Transport
40
Figure 5.15 Perspective of N.S. Valderosa and Corcuerra Street
Figure 5.16 shows a conceptual drawing of the intersection of Valderosa and Veterans Avenue.
Figure 5.15 Perspective of N.S. Valderosa and Corcuerra Street
Figure 5.16 shows a conceptual drawing of the intersection of Valderosa and Veterans Avenue.
Figure 5.16 Perspective of N.S. Valderosa and Veterans Avenue
Figure 5.17 shows a conceptual drawing of the intersection of La Purisima Street and Tomas
Claudio Street.
Figure 5.13 Perspective of Rizal Street from Rizal Park
Figure 5.14 shows a conceptual drawing of the intersection of Rizal Street and Corcuerra Street.
Figure 5.14 Perspective of Corcuerra Street and Rizal Street
Figure 5.15 shows a conceptual drawing of the intersection of Corcuerra and Valderosa.
Figure 5.__ Perspective of La Purisima Street and Tomas Claudio Street

Manila East Road, Taytay, Rizal
• Wide, multi-lane
highway with no
designated lanes
for specific
vehicle types
(e.g., PUVs,
motorcycles,
trucks, etc.)
• Traffic is usually
low; providing an
opportunity to
rationalize road
space
41

BUS
• Bus lanes
along the
center
• Bicycle lanes
along the
curbsides
LANE
42

• Wide, multi-lane
highway with no
designated lanes
for specific
vehicle types
(e.g., PUVs,
motorcycles,
trucks, etc.)
• Traffic is usually
low; providing an
opportunity to
rationalize road
space
43

LANE
BUS
LA
N
E
B
U
S
L
A
N
E
B
I
K
E
L
A
N
E B
I
K
E
• Bus lanes
along the
center
• Bicycle lanes
along the
curbsides
44

Example: Marcos Highway, Pasig City, Marikina
City, Cainta, Antipolo City
• Line 2 extension
may reduce
vehicular traffic
along highway
• Traffic lanes may be
freed up for
exclusive use of
cyclists
• Bike lanes
underutilized and
mean competition
with pedestrians for
sidewalks space
• Need to clear
sidewalks of
obstacles including
parked vehicles and
merchandise
45

46
• Line 2 extension may
reduce vehicular
traffic along highway
• Lanes may be freed up
for exclusive use of
cyclists
• Protected bike lanes
mean pedestrians
have sidewalks for
walking
• There’s still need to
clear sidewalks of
obstacles including
parked vehicles and
merchandise

47
• Line 2 extension
may reduce
vehicular traffic
along highway
• Traffic lanes may be
freed up for
exclusive use of
cyclists
• Bike lanes
underutilized and
mean competition
with pedestrians for
sidewalks space
• Need to clear
sidewalks of
obstacles including
parked vehicles and
merchandise

48
• Line 2 extension may
reduce vehicular
traffic along highway
• Lanes may be freed up
for exclusive use of
cyclists
• Protected bike lanes
mean pedestrians
have sidewalks for
walking
• There’s still need to
clear sidewalks of
obstacles including
parked vehicles and
merchandise

C.P. Garcia Avenue (C-5)
49
• Designated lanes for
trucks, motorcycles,
tricycles
• Narrow, unprotected
bicycle lane at the
curbside
• Note the vendors
occupying the
sidewalk
• Can such lanes
enhance safety?

C.P. Garcia Avenue (C-5)
50
tricycles
• How about a
protected bicycle
lane at the curbside
that is wider and
may allow for 2-way
flow?
• Is this a better set-
up?

Katipunan Avenue (C-5)
tricycles
• Narrow, unprotected
bicycle lane at the
curbside
• Note the vendors
occupying the
sidewalk
• Can such lanes
enhance safety?
51

tricycles
• How about a
protected bicycle
that is wider and
may allow for 2-way
flow?
up?
52

• Bike lanes set-up by
the Quezon City
government
• These include
additional pavement
markings and barriers
53

• Designated lanes
for trucks,
motorcycles,
tricycles
• Narrow,
unprotected
bicycle lane at the
curbside
• Note the vehicles
occupying the
sidewalk and
encroaching on
the bike lane
• Can such lanes
enhance safety?
54

• Designated lanes
for trucks,
motorcycles,
tricycles
• How about a
protected bicycle
that is wider and
may allow for 2-
way flow?
• There is also a need
to clear space for
pedestrians!
up?
55

Actual Interventions: Katipunan Avenue (C-5)
Approaching from Aurora Boulevard In front of Miriam College
56

Actual Interventions: Katipunan Avenue (C-5)
Southbound direction along the UP side
57

Exercise in Street Transformation
[Equivalent to Exam]
58
Guidelines:
1) Participants will identify a street or corridor as study area.
2) Using the principles of Complete Streets, propose/recommend a re-
design of the chosen streets/corridors.
a) This will require the preparation of conceptual sketches
including traffic circulation, pedestrian and cycling facilities, etc.
b) Present ‘before’ and ‘after’ cases
c) Apply criteria based on lectures and other reference materials
3) Short presentations will be on ___________, 2022.

Example template for exercise and presentation – Option 1 (1)
59
How to Use This Guide
15
AFTER
BEFORE
Metro pop: 2,824,724 | City pop: 335,709
TAMPA, FLORIDA
Cass Street
47
BEFORE
• In 2016, the City of Oakland removed one travel lane
in each direction on Telegraph Avenue between 19th
Street and 41st Street to create space for cyclist and
pedestrian safety improvements.
• Low-cost parking-protected bicycle lanes serve as an
interim solution while the City seeks funding for future
capital improvements along the corridor.
One-way protected bike lanes
through Downtown Oakland
increases safety for all users.
OAKLAND, CALIFORNIA
Telegraph Avenue
AFTER
BEFORE
Source: City of Oakland
Source: Google Maps
Location and Population
Key Interventions
After
Before
Source: Rethinking Streets for Bikes, 2019

60
BEFORE
AFTER
Key Outcomes
BEFORE
BEFORE AFTER
SPEED
LIMIT
SPEED
LIMIT
25
ONE-WAY PROTECTED BIKE LANE
RESPONSIBLE AGENCY
SPEED
LENGTH
RIGHT OF WAY
STREET CLASSIFICATION
48
AVERAGE DAILY TRAFFIC
City of Oakland
Building Neighborhood Vitality
As part of a phased complete streets plan, bicy-
cle and pedestrian traffic have almost doubled
since implementationofthe first redesigns. This
may have helped boost retail sales in the adja-
cent KONO district, which have increased since
the installation of the protected bike lanes.
Safe and Attractive for all Users
Not only has the previously “high-injury”
corridor seen a decrease in the crash rate, but
the narrowed vehicle right-of-way has reduced
speeding and increased overall corridor safety.
13,900
25
25
0.65 miles
Varies
Principal Arterial
P
P
10'
8'
5'
11'
10'
11'
10' 8'
8'
5'
8'
P / / P
P
P
10'
8'
5'
11'
10'
11'
10' 8'
8'
5'
8'
P / / P
ONE-WAY PROTECTED BIKE LANE
BEFORE
8’ 8’ 11’ 11’ 8’ 10’
5’
8’
10’
5’
10’
10’ 10’
12’ 12’ 12’ 12’ 8’
10’
8’
AFTER
Street Section Before and After Facts and Figures
Evidence of Change

61
How to Use This Guide
17
TAMPA, FLORIDA
Cass Street
49
• Based on their project progress report, which included deliber-
ate community outreach, the City identified steps to improve
visibility with new bollards and street paint. Without these ad-
ditional buffers, many vehicles were parking in unclear buffer
zones, significantly increasing monthly parking citations.
• Since installing the project, the City has seen a significant de-
crease in speeding.
• Fifty-two percent of bicyclists say they now travel through the
corridor more frequently.
• Telegraph Avenue is an important corridor between the neigh-
borhoods of northern Oakland and downtown and is a major
connector to the City of Berkeley and its university. Prior to
installing the bike lanes, there were two lanes of car traffic run-
ning in both directions and no dedicated facilities for cyclists.
• The ongoing Telegraph Avenue Complete Streets Implemen-
tation Plan seeks to balance the needs of all users and has set
metrics to evaluate the project’s impact on safety, economic
vitality, and user satisfaction. In addition to protected bike
lanes, the City also installed pedestrian improvements (medi-
an refuge islands, ladder crosswalks, and curb extensions) and
relocated bus stops to improve efficiency of bus transit opera-
tions.
City Median Household Income: $57,778
OAKLAND, CALIFORNIA
Telegraph Avenue
Telegraph Avenue Context
TELEGRAPH AVE.
GRAND
AVENUE
22ND
STREET
21ST
STREET
TL
BERKELEY
WAY
23RD
STREET
24TH
STREET
25TH
STREET
26TH
STREET
27TH
STREET
28TH
STREET
29TH
STREET
N
Location and Median Income
Map of the Street and the
Surrounding Area
Additional Information on the
Street and its Context

62
Source: Rethinking Streets for Covid, 2021
BEFORE
AFTER
20
MIAMI BEACH, FLORIDA
Washington Avenue
Source: BikeWalkMB
Source: Google Earth
• The City created quick-build protected
bike lanes and parklets by removing one
vehicle travel lane in each direction.
• Reducing speed limits from 35 to 25 mph
encouraged more cycling and walking.
Reallocating vehicle lanes clears space
for parklets and protected bike lanes.
BEFORE
AFTER

63
Source: Rethinking Streets for Covid, 2021 21
BIKE WAYS
Key Outcomes
allowed Miami Beach to dedicate vehicle
lanes to parklets and cycling. This
designs which the city may implement in
sustainable modes of transportation like
cycling and transit.
Interagency Collaboration
The design and implementation were
collaboration between the City of Miami
Beach, Miami-Dade County, and the
Washington Avenue Business Improvement
District.
DATE IMPLEMENTED
July 27, 2020
PROJECT DURATION
Temporary
STREET CLASSIFICATION
Collector
RIGHT OF WAY
100 ft.
AVERAGE DAILY TRAFFIC
23,000 (2019)
RESPONSIBLE AGENCY
City of Miami Beach
PURPOSES / VALUES
Active Transportation
Supporting Businesses
HUMAN SPACE
BEFORE
AFTER
35
SPEED
LIMIT
25
SPEED
LIMIT
2' 2'
7'
7' 11' 11'
11' 15' 11' 11.5'
11.5'
P P
2' 2'
7'
7' 11' 11'
11' 15' 11' 11.5'
11.5'
P
P
After: 37 ft.
Before: 23 ft.

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