Creating a Complete Street Active Transportation Network - Mark Goode III
1. HOW
STREET
CORRIDOR
DESIGN
DECISIONS
IMPACT
SPEED
OF
VEHICLES
AND
BIKE
LANE
SAFETY
Appropriate
speed
is
the
critical
factor
that
allows
the
bicyclist,
pedestrian
and
other
users
of
the
street
corridor
to
be
comfortable
sharing
the
same
space
with
the
automobile.
Mark
G.
Goode,
III,
P.E.
Senior
Project
Manager
Kimley-‐Horn
and
Associates,
Inc.
2. TTAT
LEARNING
OBJECTIVES
1. Participants
will
gain
signi>icant
understanding
of
the
range
of
complex
issues
involved
in
integrating
an
active
transportation
network
within
an
established
neighborhood.
2. Participants
will
understand
why
reducing
the
speed
of
vehicles
is
essential
to
a
safer
experience
for
bicyclists,
pedestrians
and
all
users
on
the
street
corridor.
3. Participants
will
understand
how
to
establish
a
more
inclusive
and
successful
stakeholder
experience
which
is
essential
to
the
transportation
planning
process.
4. Participants
will
become
advocates
for
speed
management
considerations
when
an
existing
street
corridor
is
being
re-‐imagined
by
the
community.
4. THE
VOCABULARY
WE
USE:
New
Urbanism
advocates
the
restructuring
of
public
policy
and
development
practices
to
support
the
following
principles:
§ Neighborhoods
should
be
diverse
in
use
and
population;
§ Communities
should
be
designed
for
the
pedestrian
and
transit
as
well
as
the
car;
§ Cities
and
towns
should
be
shaped
by
physically
de>ined
and
universally
accessible
public
spaces
and
community
institutions;
§ Urban
places
should
be
framed
by
architecture
and
landscape
design
that
celebrate
local
history,
climate,
ecology,
and
building
practice
-‐Congress
for
New
Urbanism
Impact:
Regions
and
communities
5. THE
VOCABULARY
WE
USE:
Context
Sensitive
Solutions
(CSS)
process
promotes
a
collaboration
&
involves
all
stakeholders
in
planning
&
designing
transportation
facilities
that:
§ Are
compatible
with
their
setting
and
preserve
scenic,
aesthetic,
historic
a
nd
environments
resources;
§ Respect
design
objectives
of
safety,
ef>iciency,
multimodal
mobility,
capacity
and
maintenance;
and
§ Integrate
community
objectives
and
values
relating
to
compatibility,
livability,
sense
of
place
urban
design,
cost
and
environmental
impacts.
Impact:
Communities
and
corridors
6. THE
VOCABULARY
WE
USE:
“Complete
Streets”
is
a
collection
of
guidelines
used
for
designing
a
roadway
within
a
designated
area.
§ A
street
is
“complete”
when
pedestrians,
bicyclists,
motorists
and
public
transportation
users
are
accommodated
to
comfortably
and
safely
move
along
and
across
the
full
length
and
width
(i.e.,
the
“complete”)
street.
§ Complete
Streets
also
create
a
sense
of
place
and
improve
social
interaction,
while
generally
improving
property
adjacent
land
values.
Impact:
Speci>ic
street
design
guidelines
adopted
by
cities.
10. COMPLETE
STREETS:
SUITABLE
OR
TARGET
SPEED
§ The
crucial
factor
we
are
searching
for
is
the
suitable
speed
that
the
planning
and
design
team
should
target
for
a
particular
section
of
roadway.
§ DOTs
are
looking
closely
at
ways
t
o
reduce
the
severity
and
frequency
of
accidents.
The
goal
is
to
reduce
the
speed
differential
among
automobiles,
pedestrians,
bicyclists,
transit
and
trucks.
§ The
appropriate
(ideal)
speed
sets
the
stage
for
the
corridor
to
reach
its
potential
for
a
good
user
experience.
12. COMPLETE
STREETS:
DEFINE
WALKABLE
COMMUNITIES
§ A
mix
of
land
uses
in
close
proximity
to
one
another
§ A
mix
of
density,
including
relatively
compact
developments
(both
residential
and
commercial)
§ Building
entries
that
front
directly
o
nto
the
sidewalk
(w/o
parking
between
the
buildings
and
the
public
ROW)
§ Building,
landscape
&
thoroughfare
design
is
pedestrian-‐scale
§ Thoroughfares
designed
to
serve
the
activities
generated
by
the
adjacent
context
in
terms
of
the
mobility,
safety,
access
and
place-‐making
functions
of
the
public
ROW
13. COMPLETE
STREETS:
DEFINE
WALKABLE
COMMUNITIES
Accommodate
pedestrians,
bicycles,
transit,
freight
and
motor-‐vehicles
within
a
>ine-‐
grained
urban
circulation
network
15. COMPLETE
STREETS:
DEFINE
WALKABLE
COMMUNITIES
Provide
a
compact
and
mixed-‐use
environment
of
urban
buildings,
public
spaces
and
landscapes
that
support
walking
directly
through
the
built
environment
27. CONTEXT
SENSITIVE
SOLUTIONS
VS.
COMPLETE
STREETS
§ CSS
involve
stakeholders
in
considering
a
transportation
facility
in
its
entire
social,
environmental
and
aesthetic
context
§ Complete
Streets
adds
a
layer
of
basic
accommodations
for
bicyclists,
pedestrians,
transit
users
and
disabled
travelers
as
necessities
rather
than
optional
items.
Complete
Streets
ordinances
provide
standards
for
accommodation.
28. THE
PROCESS
FOR
COMPLETE
STREETS
§ Create
Vision
and
Goals
§ De>ine
Needs
§ Develop
Alternatives
§ Evaluate
Alternatives
§ Develop
Transportation
Plan
§ Develop
Transportation
Improvement
Plan
§ Create
Development
and
Implementation
Timeline
§ Develop
Operation
and
Maintenance
Plan
&
Cost
29. COMMUNITY
INVOLVEMENT
IS
KEY
Involve
Public
and
Other
Stakeholders
§ Adjacent
Property
Owners
§ Developers
&
Architects
§ The
Neighborhoods
&
HOAs
§ City
Departments
(e.g.,
Traf>ic,
Planning,
Public
Works,
Storm
Water
Management,
Law
Enforcement,
EMS,
Economic
Development)
§ Bicyclists
§ Transit
and
transit
users
§ Others
with
special
needs
§ Utilities
30. BASIC
AASHTO
DESIGN
CONTROLS
(TRADITIONAL)
§ Design
vehicle
(Bus,
WB50,
WB67)
§ Vehicle
performance
§ Driver
performance
§ Traf>ic
characteristics
§ Capacity
and
vehicular
level
of
service
(LOS)
§ Access
controls
and
management
§ Pedestrians
and
bicycles
§ Safety
31. ADD
TO
AASHTO:
CSS
DESIGN
CONTROLS
§ Target
Speed
(Design
encourages
posted
speed)
§ Location
(Urban
Context
Zones)
§ Suburban
§ General
Urban
§ Urban
Center
§ Urban
Core
§ Design
Vehicle
and
Control
Vehicle
31
32. ADDITIONAL
CSS
DESIGN
CONTROLS
§ Functional
Classi>ication
§ Principal
Arterial
§ Minor
Arterial
§ Collector
§ Local
§ Thoroughfare
Types
§ Boulevard
§ Avenue
§ Street
64. TARGET
SPEED
IS
THE
ENFORCEABLE
SPEED
§ 85th
percentile
speed
§ Based
on
reasonable
driver
expectations
§ Setting
signal
timing
for
moderate
progressive
speeds
§
Using
narrower
lanes
that
cause
motorists
to
naturally
slow
their
speeds
§ Using
physical
measures
such
as
curb
extensions
and
medians
to
narrow
the
traveled
way
65. TARGET
SPEED
IS
THE
ENFORCEABLE
SPEED
§ Using
design
elements
such
as
on-‐street
parking
to
create
side
friction
§ Minimal
or
no
horizontal
offset
between
the
inside
travel
lane
and
median
curbs
§ Eliminating
super
elevation
§ Eliminating
shoulders
in
urban
applications,
except
bicycle
lanes
§ Smaller
curb-‐return
radii
at
intersections
and
elimination
of
high
speed
channelized
right-‐turns
66. TARGET
SPEED
IS
THE
ENFORCEABLE
SPEED
§ Paving
materials
with
texture
detectable
by
drivers
as
noti>ication
of
possible
presence
of
pedestrians
§ Proper
use
of
speed
limit,
warning,
advisory
signs
and
other
appropriate
devices
to
gradually
transition
speeds
when
approaching
and
traveling
through
a
walkable
area
67. CONCLUSION,
PART
1
§ The
evolution
of
street
design
guidelines,
especially
as
they
promote
walkable
communities,
serves
to
support
sustainable
initiatives
on
many
fronts.
§ The
most
recent
concept,
Complete
Streets,
aims
more
directly
at
street
functionality.
§ The
result
can
be
greater
reductions
in
traf>ic
congestion,
which
impacts
air
pollution
and
fuel
consumption;
a
more
livable
community
through
multi-‐modal
accommodation
and
more
enjoyable
outdoor
spaces;
and
enhanced
safety,
health
and
welfare
of
the
travelling
public.
68. CONCLUSION,
PART
2
§ The
crucial
factor
in
creating
the
Complete
Street
is
the
determining
the
suitable
speed
that
the
planning
and
design
team
should
target
for
a
particular
section
of
roadway.
§
The
goal
is
to
reduce
the
speed
differential
among
automobiles,
pedestrians,
bicyclists,
transit
and
trucks.
§ By
bringing
the
traf>ic
/transportation
planner
to
the
table
early
in
the
project
cycle,
developers
and
designers
can
maximize
the
synergy,
aesthetics
and
sustainable
features
inherent
in
streetscape
and
access/egress
elements
of
the
project.
70. SOURCES
§ How
Street
Corridor
Design
Decisions
Impact
Livable
Communities
&
Campus
Settings,
An
AIA
Continuing
Education
Webinar
(3
Versions);
Mark
G.
Goode,
III,
Dunaway
Associates
Inc.,
2011
§ Designing
Walkable
Urban
Thoroughfares:
A
Context
Sensitive
Approach,
RP-‐036A,
(ITE
2010)
§ A
Policy
on
Geometric
Design
of
Highways
and
Streets
(AASHTO
2004a)
§ Guide
for
the
Planning,
Design
and
Operation
of
Pedestrian
Facilities
(AASHTO
1999)
§ Guide
for
the
Development
of
Bicycle
Facilities
(AASHTO
1999)
§ Highway
Safety
Design
and
Operations
Guide
(AASHTO
1997)
§ Roadside
Design
Guide
(AASHTO
2002)
§ Designing
Walkable
Urban
Thoroughfares:
A
Context
Sensitive
Approach,
Web
Brie>ing;
John
Daisa
&
John
Norquist;
5/24/2010
