Road Diets
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- Pages: 154
Stand by: The future is coming…
Marty
Paul
Earl
Jon
Dale
Dan’s Arm
The Pedestrian in America has been marginalized compromised to Death
What is the Purpose of Cities?
Reframing Key Transportation Conventions DESIGN TRAFFIC - Interpreting the Results
Capacity of Streets
Sustainable Transportation is about meeting present transportation needs without compromising the ability of future generations to meet their needs.” The concept of sustainable transportation is a reaction to things that have gone radically and visibly wrong with current transportation and land use policy, practice and performance over the last half of the twentieth century. In particular unsustainable transportation consumes more energy and creates pollution and declining service levels despite increasing investments. It delivers poor service for specific social and economic groups. It reduces happiness. It raises the cost of personal transportation to 20% of a family budget and takes time away from family time and ties. Indirectly, it increases health care to 15-20%
The World Has Changed. Former Highway Agencies that see their job as moving cars and tonnage … cannot build the next economy. The next economy requires that “place” be emphasized over speed and volume.
The streets of our cities and towns ought to be for everyone, whether young or old, motorist or bicyclist, walker or wheelchair user, bus rider or shopkeeper. But too many of our streets are designed only for speeding cars, or worse, creeping traffic jams. They’re unsafe for people on foot or bike — and unpleasant for everybody. With disincentives like this, is there any reason to expect people to switch from driving to walking, bicycling or transit? Seamless, integrated, balanced transportation systems requires equal consideration for every mode.
More Cars
Conventional Approach
More Pavement More Car-Carrying Capacity
ITS
System Management
More Roads
More Lanes
Transit Bicycling Walking HOV/HOT Lanes
ITS
System Management
More Roads
of
s
y
ar
ua
lit
tC In cr e
as
e
Q
No le, op Pe ve Mo
More Cars
Conventional Approach
User View and Comfort Context-Sensitive Design Traffic Calming Personal Security
l
More CarCarrying Capacity
More Pavement
Tr av e
More Lanes
A Balanced Transportation Approach
s
es eL
o Pe
ple
ew ,F
es
e
il rM
Intensify land use densities Promote Mixed Use Development Transit Supportive Development Demand Management – Pricing, e-commerce, telecommuting, etc…
v
Mo
Shift Policy Lateral Approach
Lane Limits Change Standards
Why do we need public places?
Not Walkable
Walkable
High Car Dependency
Low Car Dependency
Serious Congestion
Moderate Congestion
Smart Streets form highly-connected networks of complete streets. Street connectivity and sidewalk completeness are correlated with lower average vehicle use per person as well as dispersed vehicle loads that decrease congestion and improve safety.
Smart Streets are right sized for their place an mission, and not built to a model that does not take in the values of the people who will live, work and shop there. Narrow streets help create comfortable settings for walking, gathering, and lingering, especially in neighborhoods and shopping districts. They often work within a larger network that provides a framework of higher-speed streets that offer connectivity to regional destinations. With regard to ecological aims, rightsizing means limiting impervious surfaces and potentially “freeing” right of way space that can do double duty by functioning to buffer roadside activity and travel lanes while also introducing ecological functions in the street space.
Smart Streets are designed and managed with speeds and intersections appropriate to context. To advance walkability and compact development patterns, smart growth street designs manage speed and intersection operations to advance overall community objectives. Grandview Drive (Collector) above, and “A” Avenue (Arterial) below are examples of Complete Streets that greatly improved land values, safety. Changes helped stabilize tax revenues to keep streets well maintained and attractive. In both examples walking and bicycling increased over 1200%
Grandview Drive, University Place, Washington
“A” Avenue, Lake Oswego, Oregon
Above Or Below
Where would you rather walk?
Where would you rather bike?
Which is the safest place to bike?
Where would you rather drive?
Where would you rather live?
Which is the safest place to drive?
MAIN STREET DEVELOPMENT 30 mph speed zone
25 mph speed zone 45 mph speed zone
Every blizzard proves motorists prefer two lane roads Indeed they place medians and edge buffers on 4-lane roads when they get to design them (before snow plows arrive). So why not convert to 2-3 lanes, when conditions allow?
Toronto, Ontario, Canada Former 4-Lane Road
Multiple Benefits:
More green
Higher property values
Lower speeds
Reduced crashes
More bike lanes
Lower noise
Safer crossings
Increased beauty
Lower pollution
More parking
More friendly
Road Diets and Road Sizing Pedestrian crash risk increases with number of travel lanes and speed. • Reducing the number of travel lanes reduces risk, and makes it easier to cross the street • Reducing non-essential lanes frees space for higher & better use • Streets exist 24/7; peak traffic may be a concern for as little as 30 minutes a day Designing for Pedestrian Safety –
California Street, Mountain View, California
Motorist:
Safety 25- 40% improvement
Traffic moves with greater uniformity Compact intersections more efficient Greater cost savings Turns are easier Senior friendly (as motorists)
Others: Senior friendly (as pedestrians) Supports transit, walking and bicycling Emergency response friendly Increased property values (and tax base) Community economic develeopment
Speed reductions of 37 mph are common
Hartford,
Orlando, Florida
Before Most speeds dropped to 20 mph Motorists do not drive in gutter pan 75% of costs charged to adjacent property owners Increased property values
After
As we age our walking speed will slow This woman took twice as long to get into the street as the younger people. Once in the street it took her three times as long to get to the far side.
Olympia, Washington (School Crossing) – Former 4-lane
A Quality Crossing D C Quality Quality Crossing Crossing 20, 000 ADT
77 feet
25 feet
6 seconds 22 seconds 10-12 feet 3 seconds
If the Beatles would have tried to cross this road, rather than Abby Road, would we have been able to hear their music? Valley Boulevard at Monterey El Monte, California
seconds mph a motorist travels 968 feet InIn3622 seconds at at 3030 mph a motorist travels 264 132 feet (.9 (.4 (3.1 football fields) football fields)
1800 vehicles per hour per lane 1 vehicles per hour Per lane
Road Diets
10 Feet
Olive Avenue, West Palm Beach, Florida – Former 3-lane, One-Way Ten foot travel lanes
20 Feet
Olive Avenue, West Palm Beach, Florida – Former 3-lane, One-Way Ten foot travel lanes
Greenville, South Carolina
Art Walk Master
Doug Rice With Median adopter, Arnie
University Avenue
Designing for Pedestrian Safety –
Designing for Pedestrian Safety –
3 crash types can be reduced by going from 4 to 3 lanes: 1 – rear enders
X
Designing for Pedestrian Safety –
3 crash types can be reduced by going from 4 to 3 lanes: 2 – side swipes
X
Designing for Pedestrian Safety –
3 crash types can be reduced by going from 4 to 3 lanes: 3 – left turn/broadside
X
Designing for Pedestrian Safety –
•
$589,000 project scheduled in FDOT 5-year work plan
•
FDOT open to 3-lane option if City takes over jurisdiction
•
Changes must be accepted by neighborhood and business associations; before/after studies
Before
Concept
Designing for Pedestrian Safety –
14.0
12.6
Crash Rate (per MVM)
12.0
34% Reduction 10.0
8.4
8.0 6.0 4.0
1 crash every 2.5 days (146 per yr)
1 crash every 4.2 days (87 per yr)
Before
After
2.0 0.0
Designing for Pedestrian Safety –
Before/after studies: 2. Injury rate 4.0
3.6
Injury Rate (per MVM)
3.5 3.0
68% Reduction
2.5 2.0 1.5 1.0
1 injury every 9 days
1.2
(41 per yr)
1 injury every 30 days
0.5 0.0
Designing for Pedestrian Safety –
(12 per yr) Before
After
Percent of Vehicles Traveling over 36 MPH
Before/after studies: 3. Speeding analysis 35.0%
29.5%
30.0% 25.0% 20.0%
19.6% 15.7%
15.0%
7.5%
10.0%
9.8%
8.9%
Before
After
5.0% 0.0%
Before
After
North End
Designing for Pedestrian Safety –
Middle
Before
After
South End
25,000
20,500 18,100
Vehicles per Day
20,000 15,000 10,000
Now 21,000+
5,000 0
Designing for Pedestrian Safety –
Before
After
Before/after studies: 5. On-street parking utilization Parking Utilization Percentage
45%
41%
40% 35% 30%
29%
25% 20% 15% 10% 5% 0%
Designing for Pedestrian Safety –
Before
After
Before/after studies: 6. Pedestrian volumes
Number of Pedestrians
3000 2500
23% Increase
2,632
2,136
2000 1500 1000 500 0
Designing for Pedestrian Safety –
Before
After
Before/after studies: 7. Bicyclist volumes 600
Number of Bicycles
500 400
30% Increase
486
375
300 200 100 0
Designing for Pedestrian Safety –
Before
After
Before/after studies: Evaluation matrix
Also: Noise levels went down…
Designing for Pedestrian Safety –
1. Which road carries more traffic? 1. Which road produces the higher speed? • With a 4-lane road a fast driver can pass others • With a 2-lane road the slower driver sets the speed 2. Which road produces the higher crash rate? 3. Which is better for bicyclists, pedestrians, businesses? San Antonio TX
Road Diet CRF: 29% overall
San Antonio TX
“
”
Designing for Pedestrian Safety –
“
”
3 crash types can be reduced by going from 4 to 3 lanes: 1 – rear enders
X
–
3 crash types can be reduced by going from 4 to 3 lanes: 2 – side swipes
X
–
3 crash types can be reduced by going from 4 to 3 lanes: 3 – left turn/broadside
X
–
This:
Pottstown PA
One less travel lane; bike lanes; parallel to backThis 5-lane Main Street was converted to… in diagonal parking on one side; new pavement
This area was recaptured from a 4th travel lane; the street took on a whole new life Portland OR
On-street parking
Median Bike lanes
Center turn-lane Reclaimed road space creates room for many uses Seattle, WA
78 Feet
La Jolla Boulevard, Bird Rock, San Diego, California (Five to two lane conversion, before). Four signals and one four-way stop being removed. Back-in Angled parking to be added. (23,000 ADT)
Roadway
Date
ADT
ADT
Collision
Location
Change
Before
After
Reduction
Apr-95
11872
12427
24 to 10 58%
Dec-72
19421
20274
45 to 23 49%
Jan-94
10549
11858
18 to 7 61%
Jan-94
12336
13161
15 to 6 60%
Jun-91
13606
14949
19 to 16 59%
Oct-95
9727
9754
14 to 10 28%
Greenwood Ave N N 80th St to N 50th N 45th Street Wallingford Area 8th Ave NW Ballard Area Martin Luther King Jr W North of I 90 Dexter Ave N Queen Ann Area 24th Ave NW NW 85th to NW 65th
Lake Washington Boulevard
78 Feet
La Jolla Boulevard, Bird Rock, San Diego, California (Five to two lane conversion, before). Four signals and one four-way stop being removed. Back-in Angled parking to be added. (23,000 ADT)
14 Feet
La Jolla Boulevard, Bird Rock, San Diego, California
Olive Avenue, West Palm Beach, Florida
Five to Two lane conversion
Olive Avenue, West Palm Beach, Florida
9 Feet Olive Avenue, West Palm Beach, Florida
University Place, Washington Four road diets in place
Atlantic Boulevard, Delray Beach, Florida
Abbott Road, E. Lansing, Michigan
12 Feet
5 Feet
Curb-to-Curb 17 feet 38 mph
Natomas, Sacramento,
Grandview Drive , University Place, WA (33 mph Average Speed)
University Place, Washington
10
Feet
University Place, Washington
The Cycle of Strip Development INPUTS •Auto Oriented Business •Single Use Zoning •Single Family Residential
OUTCOMES •Wider Roads •Induced Traffic •More Traffic GROWTH
Land Use Planning
Transportation Planning GROWTH
OUTCOMES •Isolated Neighborhoods •Multiple Automobile Trips •Poor Mobility •Difficult Walking
INPUTS •Traffic Demand Forecasting •Congestion
INPUTS
•Diversity of Business •Mixed Use Zoning •Diversity of Residential Units •Context Sensitive Solutions •Community Involvement
Land Use Planning
Community Planning
OUTCOMES
•Healthy Neighborhoods •Choices of Transportation •More Open Space •Sense of Place •Sense of Community
Transportation Planning
OUTCOMES
•Increased Mobility •More Walking & Bicycling •Increased Access GROWTH
San Diego, California
Marty
Paul
Earl
Jon
Dale
Dan’s Arm
The Pedestrian in America has been marginalized compromised to Death
What is the Purpose of Cities?
Reframing Key Transportation Conventions DESIGN TRAFFIC - Interpreting the Results
Capacity of Streets
Sustainable Transportation is about meeting present transportation needs without compromising the ability of future generations to meet their needs.” The concept of sustainable transportation is a reaction to things that have gone radically and visibly wrong with current transportation and land use policy, practice and performance over the last half of the twentieth century. In particular unsustainable transportation consumes more energy and creates pollution and declining service levels despite increasing investments. It delivers poor service for specific social and economic groups. It reduces happiness. It raises the cost of personal transportation to 20% of a family budget and takes time away from family time and ties. Indirectly, it increases health care to 15-20%
The World Has Changed. Former Highway Agencies that see their job as moving cars and tonnage … cannot build the next economy. The next economy requires that “place” be emphasized over speed and volume.
The streets of our cities and towns ought to be for everyone, whether young or old, motorist or bicyclist, walker or wheelchair user, bus rider or shopkeeper. But too many of our streets are designed only for speeding cars, or worse, creeping traffic jams. They’re unsafe for people on foot or bike — and unpleasant for everybody. With disincentives like this, is there any reason to expect people to switch from driving to walking, bicycling or transit? Seamless, integrated, balanced transportation systems requires equal consideration for every mode.
More Cars
Conventional Approach
More Pavement More Car-Carrying Capacity
ITS
System Management
More Roads
More Lanes
Transit Bicycling Walking HOV/HOT Lanes
ITS
System Management
More Roads
of
s
y
ar
ua
lit
tC In cr e
as
e
Q
No le, op Pe ve Mo
More Cars
Conventional Approach
User View and Comfort Context-Sensitive Design Traffic Calming Personal Security
l
More CarCarrying Capacity
More Pavement
Tr av e
More Lanes
A Balanced Transportation Approach
s
es eL
o Pe
ple
ew ,F
es
e
il rM
Intensify land use densities Promote Mixed Use Development Transit Supportive Development Demand Management – Pricing, e-commerce, telecommuting, etc…
v
Mo
Shift Policy Lateral Approach
Lane Limits Change Standards
Why do we need public places?
Not Walkable
Walkable
High Car Dependency
Low Car Dependency
Serious Congestion
Moderate Congestion
Smart Streets form highly-connected networks of complete streets. Street connectivity and sidewalk completeness are correlated with lower average vehicle use per person as well as dispersed vehicle loads that decrease congestion and improve safety.
Smart Streets are right sized for their place an mission, and not built to a model that does not take in the values of the people who will live, work and shop there. Narrow streets help create comfortable settings for walking, gathering, and lingering, especially in neighborhoods and shopping districts. They often work within a larger network that provides a framework of higher-speed streets that offer connectivity to regional destinations. With regard to ecological aims, rightsizing means limiting impervious surfaces and potentially “freeing” right of way space that can do double duty by functioning to buffer roadside activity and travel lanes while also introducing ecological functions in the street space.
Smart Streets are designed and managed with speeds and intersections appropriate to context. To advance walkability and compact development patterns, smart growth street designs manage speed and intersection operations to advance overall community objectives. Grandview Drive (Collector) above, and “A” Avenue (Arterial) below are examples of Complete Streets that greatly improved land values, safety. Changes helped stabilize tax revenues to keep streets well maintained and attractive. In both examples walking and bicycling increased over 1200%
Grandview Drive, University Place, Washington
“A” Avenue, Lake Oswego, Oregon
Above Or Below
Where would you rather walk?
Where would you rather bike?
Which is the safest place to bike?
Where would you rather drive?
Where would you rather live?
Which is the safest place to drive?
MAIN STREET DEVELOPMENT 30 mph speed zone
25 mph speed zone 45 mph speed zone
Every blizzard proves motorists prefer two lane roads Indeed they place medians and edge buffers on 4-lane roads when they get to design them (before snow plows arrive). So why not convert to 2-3 lanes, when conditions allow?
Toronto, Ontario, Canada Former 4-Lane Road
Multiple Benefits:
More green
Higher property values
Lower speeds
Reduced crashes
More bike lanes
Lower noise
Safer crossings
Increased beauty
Lower pollution
More parking
More friendly
Road Diets and Road Sizing Pedestrian crash risk increases with number of travel lanes and speed. • Reducing the number of travel lanes reduces risk, and makes it easier to cross the street • Reducing non-essential lanes frees space for higher & better use • Streets exist 24/7; peak traffic may be a concern for as little as 30 minutes a day Designing for Pedestrian Safety –
California Street, Mountain View, California
Motorist:
Safety 25- 40% improvement
Traffic moves with greater uniformity Compact intersections more efficient Greater cost savings Turns are easier Senior friendly (as motorists)
Others: Senior friendly (as pedestrians) Supports transit, walking and bicycling Emergency response friendly Increased property values (and tax base) Community economic develeopment
Speed reductions of 37 mph are common
Hartford,
Orlando, Florida
Before Most speeds dropped to 20 mph Motorists do not drive in gutter pan 75% of costs charged to adjacent property owners Increased property values
After
As we age our walking speed will slow This woman took twice as long to get into the street as the younger people. Once in the street it took her three times as long to get to the far side.
Olympia, Washington (School Crossing) – Former 4-lane
A Quality Crossing D C Quality Quality Crossing Crossing 20, 000 ADT
77 feet
25 feet
6 seconds 22 seconds 10-12 feet 3 seconds
If the Beatles would have tried to cross this road, rather than Abby Road, would we have been able to hear their music? Valley Boulevard at Monterey El Monte, California
seconds mph a motorist travels 968 feet InIn3622 seconds at at 3030 mph a motorist travels 264 132 feet (.9 (.4 (3.1 football fields) football fields)
1800 vehicles per hour per lane 1 vehicles per hour Per lane
Road Diets
10 Feet
Olive Avenue, West Palm Beach, Florida – Former 3-lane, One-Way Ten foot travel lanes
20 Feet
Olive Avenue, West Palm Beach, Florida – Former 3-lane, One-Way Ten foot travel lanes
Greenville, South Carolina
Art Walk Master
Doug Rice With Median adopter, Arnie
University Avenue
Designing for Pedestrian Safety –
Designing for Pedestrian Safety –
3 crash types can be reduced by going from 4 to 3 lanes: 1 – rear enders
X
Designing for Pedestrian Safety –
3 crash types can be reduced by going from 4 to 3 lanes: 2 – side swipes
X
Designing for Pedestrian Safety –
3 crash types can be reduced by going from 4 to 3 lanes: 3 – left turn/broadside
X
Designing for Pedestrian Safety –
•
$589,000 project scheduled in FDOT 5-year work plan
•
FDOT open to 3-lane option if City takes over jurisdiction
•
Changes must be accepted by neighborhood and business associations; before/after studies
Before
Concept
Designing for Pedestrian Safety –
14.0
12.6
Crash Rate (per MVM)
12.0
34% Reduction 10.0
8.4
8.0 6.0 4.0
1 crash every 2.5 days (146 per yr)
1 crash every 4.2 days (87 per yr)
Before
After
2.0 0.0
Designing for Pedestrian Safety –
Before/after studies: 2. Injury rate 4.0
3.6
Injury Rate (per MVM)
3.5 3.0
68% Reduction
2.5 2.0 1.5 1.0
1 injury every 9 days
1.2
(41 per yr)
1 injury every 30 days
0.5 0.0
Designing for Pedestrian Safety –
(12 per yr) Before
After
Percent of Vehicles Traveling over 36 MPH
Before/after studies: 3. Speeding analysis 35.0%
29.5%
30.0% 25.0% 20.0%
19.6% 15.7%
15.0%
7.5%
10.0%
9.8%
8.9%
Before
After
5.0% 0.0%
Before
After
North End
Designing for Pedestrian Safety –
Middle
Before
After
South End
25,000
20,500 18,100
Vehicles per Day
20,000 15,000 10,000
Now 21,000+
5,000 0
Designing for Pedestrian Safety –
Before
After
Before/after studies: 5. On-street parking utilization Parking Utilization Percentage
45%
41%
40% 35% 30%
29%
25% 20% 15% 10% 5% 0%
Designing for Pedestrian Safety –
Before
After
Before/after studies: 6. Pedestrian volumes
Number of Pedestrians
3000 2500
23% Increase
2,632
2,136
2000 1500 1000 500 0
Designing for Pedestrian Safety –
Before
After
Before/after studies: 7. Bicyclist volumes 600
Number of Bicycles
500 400
30% Increase
486
375
300 200 100 0
Designing for Pedestrian Safety –
Before
After
Before/after studies: Evaluation matrix
Also: Noise levels went down…
Designing for Pedestrian Safety –
1. Which road carries more traffic? 1. Which road produces the higher speed? • With a 4-lane road a fast driver can pass others • With a 2-lane road the slower driver sets the speed 2. Which road produces the higher crash rate? 3. Which is better for bicyclists, pedestrians, businesses? San Antonio TX
Road Diet CRF: 29% overall
San Antonio TX
“
”
Designing for Pedestrian Safety –
“
”
3 crash types can be reduced by going from 4 to 3 lanes: 1 – rear enders
X
–
3 crash types can be reduced by going from 4 to 3 lanes: 2 – side swipes
X
–
3 crash types can be reduced by going from 4 to 3 lanes: 3 – left turn/broadside
X
–
This:
Pottstown PA
One less travel lane; bike lanes; parallel to backThis 5-lane Main Street was converted to… in diagonal parking on one side; new pavement
This area was recaptured from a 4th travel lane; the street took on a whole new life Portland OR
On-street parking
Median Bike lanes
Center turn-lane Reclaimed road space creates room for many uses Seattle, WA
78 Feet
La Jolla Boulevard, Bird Rock, San Diego, California (Five to two lane conversion, before). Four signals and one four-way stop being removed. Back-in Angled parking to be added. (23,000 ADT)
Roadway
Date
ADT
ADT
Collision
Location
Change
Before
After
Reduction
Apr-95
11872
12427
24 to 10 58%
Dec-72
19421
20274
45 to 23 49%
Jan-94
10549
11858
18 to 7 61%
Jan-94
12336
13161
15 to 6 60%
Jun-91
13606
14949
19 to 16 59%
Oct-95
9727
9754
14 to 10 28%
Greenwood Ave N N 80th St to N 50th N 45th Street Wallingford Area 8th Ave NW Ballard Area Martin Luther King Jr W North of I 90 Dexter Ave N Queen Ann Area 24th Ave NW NW 85th to NW 65th
Lake Washington Boulevard
78 Feet
La Jolla Boulevard, Bird Rock, San Diego, California (Five to two lane conversion, before). Four signals and one four-way stop being removed. Back-in Angled parking to be added. (23,000 ADT)
14 Feet
La Jolla Boulevard, Bird Rock, San Diego, California
Olive Avenue, West Palm Beach, Florida
Five to Two lane conversion
Olive Avenue, West Palm Beach, Florida
9 Feet Olive Avenue, West Palm Beach, Florida
University Place, Washington Four road diets in place
Atlantic Boulevard, Delray Beach, Florida
Abbott Road, E. Lansing, Michigan
12 Feet
5 Feet
Curb-to-Curb 17 feet 38 mph
Natomas, Sacramento,
Grandview Drive , University Place, WA (33 mph Average Speed)
University Place, Washington
10
Feet
University Place, Washington
The Cycle of Strip Development INPUTS •Auto Oriented Business •Single Use Zoning •Single Family Residential
OUTCOMES •Wider Roads •Induced Traffic •More Traffic GROWTH
Land Use Planning
Transportation Planning GROWTH
OUTCOMES •Isolated Neighborhoods •Multiple Automobile Trips •Poor Mobility •Difficult Walking
INPUTS •Traffic Demand Forecasting •Congestion
INPUTS
•Diversity of Business •Mixed Use Zoning •Diversity of Residential Units •Context Sensitive Solutions •Community Involvement
Land Use Planning
Community Planning
OUTCOMES
•Healthy Neighborhoods •Choices of Transportation •More Open Space •Sense of Place •Sense of Community
Transportation Planning
OUTCOMES
•Increased Mobility •More Walking & Bicycling •Increased Access GROWTH
San Diego, California
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