3. Safe Routes to School
HISTORY
Federal transportation legislation Safe, Accountable,
Flexible, and Efficient Transportation Equity Act — a
Legacy for Users (SAFETEA-LU), passed in August
2005
4. Safe Routes to School
HISTORY
Federal transportation legislation Safe, Accountable,
Flexible, and Efficient Transportation Equity Act — a
Legacy for Users (SAFETEA-LU), passed in August
2005
Included funds to start a new national program called
Safe Routes to School (SRTS)
5. Safe Routes to School
HISTORY
Federal transportation legislation Safe, Accountable,
Flexible, and Efficient Transportation Equity Act — a
Legacy for Users (SAFETEA-LU), passed in August
2005
Included funds to start a new national program called
Safe Routes to School (SRTS)
$612 million program was to support projects to
improve safety on walking and bicycling routes to
school and to encourage children and families to travel
between home and school using these modes
7. Safe Routes to School
PURPOSE
Enable and encourage children, including those with
disabilities, to walk and bicycle to school
8. Safe Routes to School
PURPOSE
Enable and encourage children, including those with
disabilities, to walk and bicycle to school
Make bicycling and walking to school a safer and more
appealing transportation alternative, thereby encouraging
a healthy and active lifestyle from an early age
9. Safe Routes to School
PURPOSE
Enable and encourage children, including those with
disabilities, to walk and bicycle to school
Make bicycling and walking to school a safer and more
appealing transportation alternative, thereby encouraging
a healthy and active lifestyle from an early age
Facilitate the planning, development, and implementation
of projects and activities that will improve safety and
reduce traffic, fuel consumption, and air pollution in the
vicinity (approximately two miles) of primary and middle
schools (Grades K-8)
17. Safe Routes to School:
HEALTH ISSUE?
Northwestern Mutual
18. Safe Routes to School:
HEALTH ISSUE?
?
Northwestern Mutual
19. Safe Routes to School:
HEALTH ISSUE?
Source: U.S. Department of Health and Human Services, Health Resources and Services Administration, Maternal
and Child Health Bureau. The National Survey of Children's Health 2003. Rockville, Maryland: U.S. Department of
Health and Human Services, 2005. Retrieved 12/01/2009 from http://mchb.hrsa.gov/overweight/state.htm.
20. Safe Routes to School:
HEALTH ISSUE?
1970’S: 4-6%
Source: U.S. Department of Health and Human Services, Health Resources and Services Administration, Maternal
and Child Health Bureau. The National Survey of Children's Health 2003. Rockville, Maryland: U.S. Department of
Health and Human Services, 2005. Retrieved 12/01/2009 from http://mchb.hrsa.gov/overweight/state.htm.
21. Safe Routes to School:
HEALTH ISSUE?
1970’S: 4-6%
2008: 19.6%
Source: U.S. Department of Health and Human Services, Health Resources and Services Administration, Maternal
and Child Health Bureau. The National Survey of Children's Health 2003. Rockville, Maryland: U.S. Department of
Health and Human Services, 2005. Retrieved 12/01/2009 from http://mchb.hrsa.gov/overweight/state.htm.
22. Safe Routes to School:
HEALTH ISSUE?
1970’S: 4-6%
2008: 19.6%
WISCONSIN 2003:
Source: U.S. Department of Health and Human Services, Health Resources and Services Administration, Maternal
and Child Health Bureau. The National Survey of Children's Health 2003. Rockville, Maryland: U.S. Department of
Health and Human Services, 2005. Retrieved 12/01/2009 from http://mchb.hrsa.gov/overweight/state.htm.
23. Safe Routes to School:
HEALTH ISSUE?
1970’S: 4-6%
2008: 19.6%
WISCONSIN 2003:
13.5%
Source: U.S. Department of Health and Human Services, Health Resources and Services Administration, Maternal
and Child Health Bureau. The National Survey of Children's Health 2003. Rockville, Maryland: U.S. Department of
Health and Human Services, 2005. Retrieved 12/01/2009 from http://mchb.hrsa.gov/overweight/state.htm.
24. Safe Routes to School:
HEALTH ISSUE?
1970’S: 4-6%
2008: 19.6%
WISCONSIN 2003:
13.5%
WISCONSIN 2008:
Source: U.S. Department of Health and Human Services, Health Resources and Services Administration, Maternal
and Child Health Bureau. The National Survey of Children's Health 2003. Rockville, Maryland: U.S. Department of
Health and Human Services, 2005. Retrieved 12/01/2009 from http://mchb.hrsa.gov/overweight/state.htm.
25. Safe Routes to School:
HEALTH ISSUE?
1970’S: 4-6%
2008: 19.6%
WISCONSIN 2003:
13.5%
WISCONSIN 2008:
31%!!
Source: U.S. Department of Health and Human Services, Health Resources and Services Administration, Maternal
and Child Health Bureau. The National Survey of Children's Health 2003. Rockville, Maryland: U.S. Department of
Health and Human Services, 2005. Retrieved 12/01/2009 from http://mchb.hrsa.gov/overweight/state.htm.
26. Safe Routes to School:
HEALTH ISSUE?
OBESITY TRENDS* AMONG US ADULTS
(BMI ABOUT 30 LBS. OVERWEIGHT FOR 5’4” PERSON)
28. Safe Routes to School
FRANKLIN
Emerged from TRAILS COMMITTEE, formed to
address citizen requests for increased bicycle
and pedestrian facilities
29. Safe Routes to School
FRANKLIN
Emerged from TRAILS COMMITTEE, formed to
address citizen requests for increased bicycle
and pedestrian facilities
SRTS grants offer no-match planning and
infrastructure funding opportunities - IF we have
a plan in place
31. Safe Routes to School
FRANKLIN
GRANT AWARD: Walking Workshop April 17, 2010 -- $2,500
32. Safe Routes to School
FRANKLIN
GRANT AWARD: Walking Workshop April 17, 2010 -- $2,500
GRANT AWARD: Planning Assistance Grant -- $18,000
33. Safe Routes to School
FRANKLIN
GRANT AWARD: Walking Workshop April 17, 2010 -- $2,500
GRANT AWARD: Planning Assistance Grant -- $18,000
PUBLIC INFO MEETING: April 12, 2011 (input for plan)
36. Safe Routes to School
FRANKLIN
ASSESS
Funded
Walking
Workshop
37. Safe Routes to School
FRANKLIN
ASSESS PLAN
Funded
Walking
Workshop
38. Safe Routes to School
FRANKLIN
ASSESS PLAN
Funded Funded
Planning Grant;
Walking
Workshop Public
Information
meeting 1
39. Safe Routes to School
FRANKLIN
RE-
ASSESS PLAN ASSESS
PLAN
Funded Funded
Planning Grant;
Walking
Workshop Public
Information
meeting 1
40. Safe Routes to School
FRANKLIN
RE-
ASSESS PLAN ASSESS
PLAN
Funded Funded Funded
FURTHER
ENGAGEMENT
Planning Grant; Public
Walking Information
Workshop Public Planning Grant meetings/
Information workshops
meeting 1
Attend SRTS
conference
Mini-Grant
($1000)
41. Safe Routes to School
FRANKLIN
RE-
ASSESS PLAN ASSESS APPLY
PLAN
Funded Funded Funded
FURTHER
ENGAGEMENT
Planning Grant; Public
Walking Information
Workshop Public Planning Grant meetings/
Information workshops
meeting 1
Attend SRTS
conference
Mini-Grant
($1000)
42. Safe Routes to School
FRANKLIN
RE-
ASSESS PLAN ASSESS APPLY
PLAN
Funded Funded Funded
FURTHER
ENGAGEMENT MAJOR GRANT
Planning Grant; Public Engineering
Walking Information Education
Workshop Public Planning Grant meetings/ Enforcement
Information workshops Encouragement
meeting 1
Attend SRTS
conference INFRASTRUCTURE
Mini-Grant
($1000)
43. 2011 SAFE ROUTES TO SCHOOL CONFERENCE SESSIONS ATTENDED
Roadway Design: The Standards. They
Connecting Your Community with are a’Changin’
SRTS
Designing for Safety
• The Role of Neighborhood
Partnerships in Successful SRTS
Programs Complete Streets Advocacy in
Predominantly Rural States
• What’s in Your Toolbox? Creating
Community Collaboration for a How Complete Streets and
Successful SRTS Program Wayfinding Fit with SRTS
(Engineering)
Analyzing Streets and Speeds
(Engineering) • Complete Streets and Safe Routes
to School
• GIS Tools to Help Allocate
Infrastructure Funds • Wayfinding Signage: Building
Connections to Schools and other
Community Destinations
• Edina Speed Zone Study and
Implementation
44. 2011 SAFE ROUTES TO SCHOOL CONFERENCE SESSIONS ATTENDED
Roadway Design: The Standards. They
Connecting Your Community with are a’Changin’
SRTS
Designing for Safety
• The Role of Neighborhood
Partnerships in Successful SRTS
Programs Complete Streets Advocacy in
Predominantly Rural States
• What’s in Your Toolbox? Creating
Community Collaboration for a How Complete Streets and
Successful SRTS Program Wayfinding Fit with SRTS
(Engineering)
Analyzing Streets and Speeds
(Engineering) • Complete Streets and Safe Routes
to School
• GIS Tools to Help Allocate
Infrastructure Funds • Wayfinding Signage: Building
Connections to Schools and other
Community Destinations
• Edina Speed Zone Study and
Implementation
68. COMPLETE STREETS
Complete Streets are
designed and operated
to enable safe access for
all users.
Pedestrians, bicyclists,
motorists and transit
riders of all ages and
abilities are able to safely
move along and across a
complete street.
71. COMPLETE STREETS
WISCONSIN STATE LAW
“...the department shall
ensure that bikeways and
pedestrian ways are
established in all new
highway construction and
reconstruction projects
funded in whole or in part
from state funds or federal
funds . . .”
72. COMPLETE STREETS
NOT A NEW CONCEPT
2000 FHWA Guidance:
“Bicycling and walking
facilities will be incorporated
into all transportation
projects unless exceptional
circumstances exist.”
78. COMPLETE STREETS
Context Sensitive Solutions (CSS)
CSS is the result of developing transportation projects that serve all users and are
compatible with the surroundings through which they pass—the community and
environment.
93. COMPLETE STREETS
POPULARITY
National Complete Streets Coalition (Includes AARP, American Planning Association,
etc.)
Community &
Economic Development
94. COMPLETE STREETS
POPULARITY
National Complete Streets Coalition (Includes AARP, American Planning Association,
etc.)
National support and resource network
Community &
Economic Development
95. COMPLETE STREETS
POPULARITY
National Complete Streets Coalition (Includes AARP, American Planning Association,
etc.)
National support and resource network
Metropolitan Builders Association endorsed (Scott Mathey)
Community &
Economic Development
96. COMPLETE STREETS
POPULARITY
National Complete Streets Coalition (Includes AARP, American Planning Association,
etc.)
National support and resource network
Metropolitan Builders Association endorsed (Scott Mathey)
Endorsed by American Society of Civil Engineers (ASCE)
Community &
Economic Development
97. COMPLETE STREETS
POPULARITY
National Complete Streets Coalition (Includes AARP, American Planning Association,
etc.)
National support and resource network
Metropolitan Builders Association endorsed (Scott Mathey)
Endorsed by American Society of Civil Engineers (ASCE)
Wisconsin State Law as of June, 2009
Community &
Economic Development
98. COMPLETE STREETS
POPULARITY
National Complete Streets Coalition (Includes AARP, American Planning Association,
etc.)
National support and resource network
Metropolitan Builders Association endorsed (Scott Mathey)
Endorsed by American Society of Civil Engineers (ASCE)
Wisconsin State Law as of June, 2009
Over 200 state and local Complete Streets policies in force
Community &
Economic Development
104. COMPLETE STREETS
THE NEW ECONOMY
Community &
Economic Development
105. COMPLETE STREETS
THE NEW ECONOMY
Demand EFFICIENCY and VALUE
CREATION in already-built areas
rather than unchecked expansion
Community &
Economic Development
109. COMPLETE STREETS
WHAT ARE STREETS?
Community &
Economic Development
110. COMPLETE STREETS
ROADS VS STREETS
Community &
Economic Development
111. COMPLETE STREETS
ROADS VS STREETS
ROAD
Community &
Economic Development
112. COMPLETE STREETS
ROADS VS STREETS
ROAD
• Speed
Community &
Economic Development
113. COMPLETE STREETS
ROADS VS STREETS
ROAD
• Speed
• Lack of intersections
Community &
Economic Development
114. COMPLETE STREETS
ROADS VS STREETS
ROAD
• Speed
• Lack of intersections
• Curves, not corners
Community &
Economic Development
115. COMPLETE STREETS
ROADS VS STREETS
ROAD
• Speed
• Lack of intersections
• Curves, not corners
• Away from residential
Community &
Economic Development
116. COMPLETE STREETS
ROADS VS STREETS
Community &
Economic Development
117. COMPLETE STREETS
ROADS VS STREETS
STREETS
Community &
Economic Development
118. COMPLETE STREETS
ROADS VS STREETS
STREETS
• Not only move cars
Community &
Economic Development
119. COMPLETE STREETS
ROADS VS STREETS
STREETS
• Not only move cars
• Accommodate parked cars
Community &
Economic Development
120. COMPLETE STREETS
ROADS VS STREETS
STREETS
• Not only move cars
• Accommodate parked cars
• Accommodate walking and biking people
Community &
Economic Development
121. COMPLETE STREETS
ROADS VS STREETS
STREETS
• Not only move cars
• Accommodate parked cars
• Accommodate walking and biking people
• Accommodate people in wheel chairs
Community &
Economic Development
122. COMPLETE STREETS
ROADS VS STREETS
Community &
Economic Development
123. COMPLETE STREETS
ROADS VS STREETS
A STREET IS...
Community &
Economic Development
124. COMPLETE STREETS
ROADS VS STREETS
A STREET IS...
A network within a place that allows you to get
around and serves as a framework for capturing
value.
Community &
Economic Development
125. COMPLETE STREETS
ROADS VS STREETS
A STREET IS...
A network within a place that allows you to get
around and serves as a framework for capturing
value.
Community &
Economic Development
126. COMPLETE STREETS
ROADS VS STREETS
CAPTURING VALUE
Tax base from businesses, houses, office
buildings, hotels, restaurants, etc.
Community &
Economic Development
127. COMPLETE STREETS
ROADS VS STREETS
CAPTURING VALUE
Tax base from businesses, houses, office
buildings, hotels, restaurants, etc.
NOT FROM MOVING & STORING CARS!
Community &
Economic Development
128. COMPLETE STREETS
ROADS VS STREETS
Community &
Economic Development
129. COMPLETE STREETS
ROADS VS STREETS
A STREET IS (for our purposes)...
Community &
Economic Development
130. COMPLETE STREETS
ROADS VS STREETS
A STREET IS (for our purposes)...
Function: Connect useful destinations to better
capture value:
Community &
Economic Development
131. COMPLETE STREETS
ROADS VS STREETS
A STREET IS (for our purposes)...
Function: Connect useful destinations to better
capture value:
• Literal street or road
Community &
Economic Development
132. COMPLETE STREETS
ROADS VS STREETS
A STREET IS (for our purposes)...
Function: Connect useful destinations to better
capture value:
• Literal street or road
• Trail
Community &
Economic Development
133. COMPLETE STREETS
ROADS VS STREETS
A STREET IS (for our purposes)...
Function: Connect useful destinations to better
capture value:
• Literal street or road
• Trail
• Sidewalk
Community &
Economic Development
134. COMPLETE STREETS
ROADS VS STREETS
A STREET IS (for our purposes)...
Function: Connect useful destinations to better
capture value:
• Literal street or road
• Trail
• Sidewalk
Community &
• Path Economic Development
135. COMPLETE STREETS
ROADS VS STREETS
Community &
Economic Development
136. COMPLETE STREETS
ROADS VS STREETS
Streets
Community &
Economic Development
137. COMPLETE STREETS
ROADS VS STREETS
Streets
Roads
Community &
Economic Development
138. COMPLETE STREETS
ROADS VS STREETS
Streets
Roads
Paths
Community &
Economic Development
139. COMPLETE STREETS
ROADS VS STREETS
Streets
Roads
Paths
Sidewalks
Community &
Economic Development
140. COMPLETE STREETS
ROADS VS STREETS
Streets
Roads
Paths
Sidewalks
Trails Community &
Economic Development
141. COMPLETE STREETS
ROADS VS STREETS
Community &
Economic Development
142. COMPLETE STREETS
ROADS VS STREETS
Community &
Economic Development
143. COMPLETE STREETS
ROADS VS STREETS
INFRASTRUCTURE
Community &
Economic Development
144. COMPLETE STREETS
ROADS VS STREETS
PROBLEM: We in the U.S. have started to
reconfigure our STREETS so they have
characteristics of ROADS.
Community &
Economic Development
145.
146.
147.
148.
149.
150.
151. COMPLETE STREETS
ROADS VS STREETS
Community &
Economic Development
152. COMPLETE STREETS
ROADS VS STREETS
RESULT:
Community &
Economic Development
153. COMPLETE STREETS
ROADS VS STREETS
RESULT:
No longer able to capture maximum value
Community &
Economic Development
154. COMPLETE STREETS
ROADS VS STREETS
RESULT:
No longer able to capture maximum value
Development flees the area
Community &
Economic Development
155. COMPLETE STREETS
ROADS VS STREETS
RESULT:
No longer able to capture maximum value
Development flees the area
Financially unproductive space
Community &
Economic Development
157. COMPLETE STREETS
PERCEIVED BARRIERS
• Slower speeds reduce mobility & increase costs for all vehicles
158. COMPLETE STREETS
PERCEIVED BARRIERS
• Slower speeds reduce mobility & increase costs for all vehicles
• Conflicts with Federal highway standards & guidelines
159. COMPLETE STREETS
PERCEIVED BARRIERS
• Slower speeds reduce mobility & increase costs for all vehicles
• Conflicts with Federal highway standards & guidelines
• “Level of Service C” requirement for the peak half-hour 20
years from opening day
160. COMPLETE STREETS
PERCEIVED BARRIERS
• Slower speeds reduce mobility & increase costs for all vehicles
• Conflicts with Federal highway standards & guidelines
• “Level of Service C” requirement for the peak half-hour 20
years from opening day
• Expensive
161. COMPLETE STREETS
PERCEIVED BARRIERS
• Slower speeds reduce mobility & increase costs for all vehicles
• Conflicts with Federal highway standards & guidelines
• “Level of Service C” requirement for the peak half-hour 20
years from opening day
• Expensive
ALL MYTHS!
163. COMPLETE STREETS
PERCEIVED BARRIERS: COSTS & TIME
“If a roadway is being reconstructed, rebuilding the
roadway with 10-foot lanes and timing the traffic
signals for 30mph will control speeds and can
actually result in a reduction in costs by using a
narrower overall roadway structure.”
164. COMPLETE STREETS
PERCEIVED BARRIERS: COSTS & TIME
“If a roadway is being reconstructed, rebuilding the
roadway with 10-foot lanes and timing the traffic
signals for 30mph will control speeds and can
actually result in a reduction in costs by using a
narrower overall roadway structure.”
– John LaPlante, PE, PTOE Director of Traffic Engineering for T.Y. Lin
International, former City Traffic Engineer with the City of Chicago
165. COMPLETE STREETS
PERCEIVED BARRIERS: “LOS C”
AASHTO “GREEN BOOK”
American Association of State
Highway & Transportation Officials
•First Edition – 1984
•Current Version – 2004
•Impending 6th Ed. – 2011
166. COMPLETE STREETS
AASHTO “GREEN BOOK”
Design Speed: 2004
“The assumed design speed should be a
logical one with respect to the
topography, anticipated operating
speed, the adjacent land use, and the
functional classification of the highway.”
“...every effort should be made to use as
high a design speed as practical to
attain a desired degree of safety,
mobility and efficiency...”
167. COMPLETE STREETS
AASHTO “GREEN BOOK”
Design Speed: 2011
“The assumed design speed should be a
logical one with respect to the
topography, anticipated operating
speed, the adjacent land use, and the
functional classification of the highway.”
“...every effort should be made to use as
high a design speed as practical to
attain a desired degree of safety,
mobility and efficiency...”
168. COMPLETE STREETS
AASHTO “GREEN BOOK”
Level of Service (LOS)
“…characterizes the operating
conditions on the facility in
terms of traffic performance
measures related to speed and
travel time, freedom to
maneuver, traffic interruptions,
and comfort and convenience.”
169. COMPLETE STREETS
AASHTO “GREEN BOOK”
Level of Service
LOS Operating Conditions
A Free flow
B Reasonably free flow
C Stable flow
D Approaching unstable flow
E Unstable flow
F Forced or breakdown flow
170. COMPLETE STREETS
AASHTO “GREEN BOOK”
2004 Green Book
Functional
Level of Service
Class
Freeway C
Arterial C
Collector D
Local D
171. COMPLETE STREETS
AASHTO “GREEN BOOK”
2011 Green Book
Functional
Level of Service
Class
Freeway C or D
Arterial C or D
Collector D
Local D
173. COMPLETE STREETS
AASHTO “GREEN BOOK”
Lane Widths: 2004
“Lane widths may vary from 10 to 12
ft. Lane widths of 10 ft may be used in
highly restricted areas having little or
no truck traffic. Lane widths of 11 ft
are used quite extensively for urban
arterial street designs. The 12-ft lane
widths are most desirable and should
be used, where practical, on higher
speed, free-flowing, principal
arterials.”
175. COMPLETE STREETS
AASHTO “GREEN BOOK”
Relationship of Lane Width to Safety
for Urban and Suburban Arterials
(2007)
176. COMPLETE STREETS
AASHTO “GREEN BOOK”
Relationship of Lane Width to Safety
for Urban and Suburban Arterials
(2007)
“The research found no general
indication that the use of lanes
narrower than 12 ft on urban and
suburban arterials increases crash
frequencies. This finding suggests
that geometric design policies should
provide substantial flexibility for use
of lane widths narrower than 12 ft.”
178. COMPLETE STREETS
AASHTO “GREEN BOOK”
Lane Widths: 2011
“Lane widths may vary from 10 to 12 ft.
Lane widths of 10 ft may be used in highly
restricted more constrained areas where
truck and bus volumes are relatively low
and speeds are less than 35 mph having
little or no truck traffic. Lane widths of 11 ft
are used quite extensively for urban
arterial street designs. The 12-ft lane
widths are most desirable and should be
used, where practical, on higher speed,
free-flowing, principal arterials.”
180. COMPLETE STREETS
PERCEIVED BARRIERS: COSTS
Incorporate complete streets elements into new
street designs and resurfacing plans for low-cost
implementation.
181. COMPLETE STREETS
PERCEIVED BARRIERS: COSTS
Incorporate complete streets elements into new
street designs and resurfacing plans for low-cost
implementation.
Implement complete streets incrementally, as a full
scale change over the course of years.
182. COMPLETE STREETS
PERCEIVED BARRIERS: COSTS
Incorporate complete streets elements into new
street designs and resurfacing plans for low-cost
implementation.
Implement complete streets incrementally, as a full
scale change over the course of years.
There are actual cost savings in ROAD DIETS.
196. COMPLETE STREETS
ROAD DIETS
MINNESOTA ROAD DIET STUDY:
Crash reductions between seven sites varied from
37.3% to 54.3%
197. COMPLETE STREETS
ROAD DIETS
MINNESOTA ROAD DIET STUDY:
Crash reductions between seven sites varied from
37.3% to 54.3%
Overall total crash reduction of 44.2%
206. COMPLETE STREETS
WALKABILITY ROI
Community &
Economic Development
207. COMPLETE STREETS
WALKABILITY ROI
Carol Coletta, President and CEO of CEOs for Cities:
Community &
Economic Development
208. COMPLETE STREETS
WALKABILITY ROI
Carol Coletta, President and CEO of CEOs for Cities:
Redeveloping for walkability will “not only
enhance the local tax base but will also contribute
to individual wealth by increasing the value of
what is, for most people, their biggest asset.”
Community &
Economic Development
209. COMPLETE STREETS
WALKABILITY ROI
Community &
Economic Development
210. COMPLETE STREETS
WALKABILITY ROI
STUDY: In a typical metropolitan area, a one-point
increase in Walk Score was associated with an
increase in value ranging from $700 to $3,000
depending on the market.
Community &
Economic Development
213. COMPLETE STREETS
• Wide acceptance
• Consistent with engineering standards and
requirements
214. COMPLETE STREETS
• Wide acceptance
• Consistent with engineering standards and
requirements
• Increase value of homes and businesses
215. COMPLETE STREETS
• Wide acceptance
• Consistent with engineering standards and
requirements
• Increase value of homes and businesses
• 29% reduction in total crashes/mile with Road
Diets
216. COMPLETE STREETS
• Wide acceptance
• Consistent with engineering standards and
requirements
• Increase value of homes and businesses
• 29% reduction in total crashes/mile with Road
Diets
• Inexpensive to implement; actually SAVES money
217. COMPLETE STREETS
• Wide acceptance
• Consistent with engineering standards and
requirements
• Increase value of homes and businesses
• 29% reduction in total crashes/mile with Road
Diets
• Inexpensive to implement; actually SAVES money
• PROMOTABLE as a “Forward Franklin” initiative
224. COMPLETE STREETS
Planning
Parks Comm.
Engineering
Trails Comm.
Economic Dev.
School District
225. COMPLETE STREETS
Planning
Parks Comm. Elderly
Engineering
Trails Comm.
Economic Dev.
School District
226. COMPLETE STREETS
Planning
Parks Comm. Elderly
Engineering Disabled
Trails Comm.
Economic Dev.
School District
227. COMPLETE STREETS
Planning
Parks Comm. Elderly
Engineering Disabled
Trails Comm. Homeowners
Economic Dev.
School District
228. COMPLETE STREETS
Planning
Parks Comm. Elderly
Engineering Disabled
Trails Comm. Homeowners
Economic Dev. Children
School District
229. COMPLETE STREETS
Planning Homeowners Assoc.
Parks Comm. Elderly
Engineering Disabled
Trails Comm. Homeowners
Economic Dev. Children
School District
230. COMPLETE STREETS Business
Planning Homeowners Assoc.
Parks Comm. Elderly
Engineering Disabled
Trails Comm. Homeowners
Economic Dev. Children
School District
231. COMPLETE STREETS Business
Police and Fire
Planning Homeowners Assoc.
Parks Comm. Elderly
Engineering Disabled
Trails Comm. Homeowners
Economic Dev. Children
School District
232. COMPLETE STREETS Business
Police and Fire
Planning Homeowners Assoc.
Parks Comm. Elderly
Engineering City Budget Disabled
Trails Comm. Homeowners
Economic Dev. Children
School District
233. COMPLETE STREETS Business
Police and Fire
Planning Homeowners Assoc.
Parks Comm. Elderly
Engineering City Budget Disabled
Trails Comm. Grants Homeowners
Economic Dev. Children
School District
234. COMPLETE STREETS Business
Police and Fire
Planning Homeowners Assoc.
Parks Comm. Elderly
Engineering City Budget Disabled
Trails Comm. Grants Homeowners
Economic Dev. Impact Fees Children
School District
235. COMPLETE STREETS Business
Police and Fire
Planning Homeowners Assoc.
Parks Comm. Elderly
DOT Transportation
Engineering City Budget Disabled
Trails Comm. Grants Homeowners
Economic Dev. Impact Fees Children
School District
236. COMPLETE STREETS Business
Police and Fire
Planning Homeowners Assoc.
Developers
Parks Comm. Elderly
DOT Transportation
Engineering City Budget Disabled
Trails Comm. Grants Homeowners
Economic Dev. Impact Fees Children
School District
242. FRANKLIN COMPLETE STREETS POLICY
Create a municipal entity incorporating Planning, Engineering, Trails
Committee, Parks Commission, Economic Development, etc.
243. FRANKLIN COMPLETE STREETS POLICY
Create a municipal entity incorporating Planning, Engineering, Trails
Committee, Parks Commission, Economic Development, etc.
Regularly engage with community groups (elderly, differently-abled,
Neighborhood associations, etc.)
244. FRANKLIN COMPLETE STREETS POLICY
Create a municipal entity incorporating Planning, Engineering, Trails
Committee, Parks Commission, Economic Development, etc.
Regularly engage with community groups (elderly, differently-abled,
Neighborhood associations, etc.)
Construct and promote a vision for how and why we want to complete
our streets.
245. FRANKLIN COMPLETE STREETS POLICY
Create a municipal entity incorporating Planning, Engineering, Trails
Committee, Parks Commission, Economic Development, etc.
Regularly engage with community groups (elderly, differently-abled,
Neighborhood associations, etc.)
Construct and promote a vision for how and why we want to complete
our streets.
Specify that “all users” includes pedestrians and bicyclists of all ages
and abilities, as well as vehicles.
246. FRANKLIN COMPLETE STREETS POLICY
Create a municipal entity incorporating Planning, Engineering, Trails
Committee, Parks Commission, Economic Development, etc.
Regularly engage with community groups (elderly, differently-abled,
Neighborhood associations, etc.)
Construct and promote a vision for how and why we want to complete
our streets.
Specify that “all users” includes pedestrians and bicyclists of all ages
and abilities, as well as vehicles.
Apply policy to both new and retrofit projects, including design,
planning, and maintenance.
247. FRANKLIN COMPLETE STREETS POLICY
Create a municipal entity incorporating Planning, Engineering, Trails
Committee, Parks Commission, Economic Development, etc.
Regularly engage with community groups (elderly, differently-abled,
Neighborhood associations, etc.)
Construct and promote a vision for how and why we want to complete
our streets.
Specify that “all users” includes pedestrians and bicyclists of all ages
and abilities, as well as vehicles.
Apply policy to both new and retrofit projects, including design,
planning, and maintenance.
Make any exceptions specific and set a clear, developer-friendly
procedure.
249. FRANKLIN COMPLETE STREETS POLICY
Create a comprehensive, integrated, connected network
for all modes that maximizes value.
250. FRANKLIN COMPLETE STREETS POLICY
Create a comprehensive, integrated, connected network
for all modes that maximizes value.
Policy adoptable by all city entities to cover all roads, trails,
paths, sidewalks, site plans, etc.
251. FRANKLIN COMPLETE STREETS POLICY
Create a comprehensive, integrated, connected network
for all modes that maximizes value.
Policy adoptable by all city entities to cover all roads, trails,
paths, sidewalks, site plans, etc.
Direct the use of the latest and best design criteria and
guidelines while recognizing the need for flexibility in
balancing user needs.
252. FRANKLIN COMPLETE STREETS POLICY
Create a comprehensive, integrated, connected network
for all modes that maximizes value.
Policy adoptable by all city entities to cover all roads, trails,
paths, sidewalks, site plans, etc.
Direct the use of the latest and best design criteria and
guidelines while recognizing the need for flexibility in
balancing user needs.
Establish performance standards with measurable
outcomes.
253. FRANKLIN COMPLETE STREETS POLICY
Create a comprehensive, integrated, connected network
for all modes that maximizes value.
Policy adoptable by all city entities to cover all roads, trails,
paths, sidewalks, site plans, etc.
Direct the use of the latest and best design criteria and
guidelines while recognizing the need for flexibility in
balancing user needs.
Establish performance standards with measurable
outcomes.
Define specific next steps for implementation of the policy.
256. FRANKLIN COMPLETE STREETS POLICY
IF YOU WANT TO GO FAST,
GO ALONE.
IF YOU WANT TO GO FAR,
GO TOGETHER.
Hinweis der Redaktion
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In case you weren’t clear on the HEALTH implications...\n
In case you weren’t clear on the HEALTH implications...\n
In case you weren’t clear on the HEALTH implications...\n
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This is how quickly childhood obesity is growing.\nWant to guess what the number is for Franklin?\n
This is how quickly childhood obesity is growing.\nWant to guess what the number is for Franklin?\n
This is how quickly childhood obesity is growing.\nWant to guess what the number is for Franklin?\n
This is how quickly childhood obesity is growing.\nWant to guess what the number is for Franklin?\n
This is how quickly childhood obesity is growing.\nWant to guess what the number is for Franklin?\n
This is how quickly childhood obesity is growing.\nWant to guess what the number is for Franklin?\n
So now you know why insurance companies are so very interested in SRTS\n
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Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
Grants paid for Walking Workshop - GREAT outreach opportuniyu, tremendous input.\n
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Sessions were 3 hours each on average, so I am paraphrasing a lot of information.Common theme: Adopting a POLICY that will allow for connectivity for ALL AGES in the city or town.\n
The common thread: COMPLETE STREETS as an ongoing city and state policy that springs from SRTS\n
Let’s review the grant application\n
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2000 Federal Highway Administration Guidance. THIS ADVICE IS NOT FOLLOWED BY MOST STATES.PICTURE: Rawson crossing to street that leads to Pleasant View Elementary\n
There are a huge amount of elements, here are two that I will merely TOCH ON THE SURFACE\n
There are a huge amount of elements, here are two that I will merely TOCH ON THE SURFACE\n
There are a huge amount of elements, here are two that I will merely TOCH ON THE SURFACE\n
There are a huge amount of elements, here are two that I will merely TOCH ON THE SURFACE\n
76th street at Rawson is different than 76th Street by the Little League fields.\nLOWER SPEED in commercial and residential areas to BUILD VALUE\n\n
\nPROJECT ORIENTED\nLOCATION SPECIFIC\n\n\n
\nExample\nCurb radius that is friendly to walkers\n\n\n
EXAMPLE: \n- Lane narrowing\n- Striping\n- Street plantings\n- Islands\n
Safety. Currently, people do not feel safe walking or biking in Franklin. In many neighborhoods, there is no dedicated space for pedestrians and bicyclists and cars travel too fast and too close. Providing for adequate spaces for all users will reduce accidents and increase a sense of security. \nProviding options. Not everyone uses a personal vehicle as their means of transportation. Some Franklinites are too young, too old, cannot afford a car, have a disability or choose not to drive. It is important to provide alternative and reasonable choices for everyone. \nHealth. As the reliance on the personal vehicle has increased, so has the rate of obesity. Currently, more than 60% of Minnesotans are overweight, which, if left unchecked will result in $3.7 billion additional health care costs by 2020. By providing residents and workers with options to bike and walk, more may be willing to do so, possibly helping to reduce health care costs and obesity rates. \nCommunity and Economic Development. The desire to live and work in highly walkable neighborhoods, especially by both empty nesters and young professionals, is a highly documented phenomenon that occurred in the last two decades. In fact, now major real estate agencies provide “walkability scores” on home listings as this has become such an important aspect of finding a home to homebuyers. Homeowners are searching for neighborhoods with great accessibility, local amenities and attractions and exciting, lively commercial areas. In fact, a national study has shown that home values in more walkable neighborhoods have higher values. Additionally, businesses that provide access to all users and a safe design attract more business. \n\n
Safety. Currently, people do not feel safe walking or biking in Franklin. In many neighborhoods, there is no dedicated space for pedestrians and bicyclists and cars travel too fast and too close. Providing for adequate spaces for all users will reduce accidents and increase a sense of security. \nProviding options. Not everyone uses a personal vehicle as their means of transportation. Some Franklinites are too young, too old, cannot afford a car, have a disability or choose not to drive. It is important to provide alternative and reasonable choices for everyone. \nHealth. As the reliance on the personal vehicle has increased, so has the rate of obesity. Currently, more than 60% of Minnesotans are overweight, which, if left unchecked will result in $3.7 billion additional health care costs by 2020. By providing residents and workers with options to bike and walk, more may be willing to do so, possibly helping to reduce health care costs and obesity rates. \nCommunity and Economic Development. The desire to live and work in highly walkable neighborhoods, especially by both empty nesters and young professionals, is a highly documented phenomenon that occurred in the last two decades. In fact, now major real estate agencies provide “walkability scores” on home listings as this has become such an important aspect of finding a home to homebuyers. Homeowners are searching for neighborhoods with great accessibility, local amenities and attractions and exciting, lively commercial areas. In fact, a national study has shown that home values in more walkable neighborhoods have higher values. Additionally, businesses that provide access to all users and a safe design attract more business. \n\n
Safety. Currently, people do not feel safe walking or biking in Franklin. In many neighborhoods, there is no dedicated space for pedestrians and bicyclists and cars travel too fast and too close. Providing for adequate spaces for all users will reduce accidents and increase a sense of security. \nProviding options. Not everyone uses a personal vehicle as their means of transportation. Some Franklinites are too young, too old, cannot afford a car, have a disability or choose not to drive. It is important to provide alternative and reasonable choices for everyone. \nHealth. As the reliance on the personal vehicle has increased, so has the rate of obesity. Currently, more than 60% of Minnesotans are overweight, which, if left unchecked will result in $3.7 billion additional health care costs by 2020. By providing residents and workers with options to bike and walk, more may be willing to do so, possibly helping to reduce health care costs and obesity rates. \nCommunity and Economic Development. The desire to live and work in highly walkable neighborhoods, especially by both empty nesters and young professionals, is a highly documented phenomenon that occurred in the last two decades. In fact, now major real estate agencies provide “walkability scores” on home listings as this has become such an important aspect of finding a home to homebuyers. Homeowners are searching for neighborhoods with great accessibility, local amenities and attractions and exciting, lively commercial areas. In fact, a national study has shown that home values in more walkable neighborhoods have higher values. Additionally, businesses that provide access to all users and a safe design attract more business. \n\n
Safety. Currently, people do not feel safe walking or biking in Franklin. In many neighborhoods, there is no dedicated space for pedestrians and bicyclists and cars travel too fast and too close. Providing for adequate spaces for all users will reduce accidents and increase a sense of security. \nProviding options. Not everyone uses a personal vehicle as their means of transportation. Some Franklinites are too young, too old, cannot afford a car, have a disability or choose not to drive. It is important to provide alternative and reasonable choices for everyone. \nHealth. As the reliance on the personal vehicle has increased, so has the rate of obesity. Currently, more than 60% of Minnesotans are overweight, which, if left unchecked will result in $3.7 billion additional health care costs by 2020. By providing residents and workers with options to bike and walk, more may be willing to do so, possibly helping to reduce health care costs and obesity rates. \nCommunity and Economic Development. The desire to live and work in highly walkable neighborhoods, especially by both empty nesters and young professionals, is a highly documented phenomenon that occurred in the last two decades. In fact, now major real estate agencies provide “walkability scores” on home listings as this has become such an important aspect of finding a home to homebuyers. Homeowners are searching for neighborhoods with great accessibility, local amenities and attractions and exciting, lively commercial areas. In fact, a national study has shown that home values in more walkable neighborhoods have higher values. Additionally, businesses that provide access to all users and a safe design attract more business. \n\n
Safety. Currently, people do not feel safe walking or biking in Franklin. In many neighborhoods, there is no dedicated space for pedestrians and bicyclists and cars travel too fast and too close. Providing for adequate spaces for all users will reduce accidents and increase a sense of security. \nProviding options. Not everyone uses a personal vehicle as their means of transportation. Some Franklinites are too young, too old, cannot afford a car, have a disability or choose not to drive. It is important to provide alternative and reasonable choices for everyone. \nHealth. As the reliance on the personal vehicle has increased, so has the rate of obesity. Currently, more than 60% of Minnesotans are overweight, which, if left unchecked will result in $3.7 billion additional health care costs by 2020. By providing residents and workers with options to bike and walk, more may be willing to do so, possibly helping to reduce health care costs and obesity rates. \nCommunity and Economic Development. The desire to live and work in highly walkable neighborhoods, especially by both empty nesters and young professionals, is a highly documented phenomenon that occurred in the last two decades. In fact, now major real estate agencies provide “walkability scores” on home listings as this has become such an important aspect of finding a home to homebuyers. Homeowners are searching for neighborhoods with great accessibility, local amenities and attractions and exciting, lively commercial areas. In fact, a national study has shown that home values in more walkable neighborhoods have higher values. Additionally, businesses that provide access to all users and a safe design attract more business. \n\n
Safety. Currently, people do not feel safe walking or biking in Franklin. In many neighborhoods, there is no dedicated space for pedestrians and bicyclists and cars travel too fast and too close. Providing for adequate spaces for all users will reduce accidents and increase a sense of security. \nProviding options. Not everyone uses a personal vehicle as their means of transportation. Some Franklinites are too young, too old, cannot afford a car, have a disability or choose not to drive. It is important to provide alternative and reasonable choices for everyone. \nHealth. As the reliance on the personal vehicle has increased, so has the rate of obesity. Currently, more than 60% of Minnesotans are overweight, which, if left unchecked will result in $3.7 billion additional health care costs by 2020. By providing residents and workers with options to bike and walk, more may be willing to do so, possibly helping to reduce health care costs and obesity rates. \nCommunity and Economic Development. The desire to live and work in highly walkable neighborhoods, especially by both empty nesters and young professionals, is a highly documented phenomenon that occurred in the last two decades. In fact, now major real estate agencies provide “walkability scores” on home listings as this has become such an important aspect of finding a home to homebuyers. Homeowners are searching for neighborhoods with great accessibility, local amenities and attractions and exciting, lively commercial areas. In fact, a national study has shown that home values in more walkable neighborhoods have higher values. Additionally, businesses that provide access to all users and a safe design attract more business. \n\n
Safety. Currently, people do not feel safe walking or biking in Franklin. In many neighborhoods, there is no dedicated space for pedestrians and bicyclists and cars travel too fast and too close. Providing for adequate spaces for all users will reduce accidents and increase a sense of security. \nProviding options. Not everyone uses a personal vehicle as their means of transportation. Some Franklinites are too young, too old, cannot afford a car, have a disability or choose not to drive. It is important to provide alternative and reasonable choices for everyone. \nHealth. As the reliance on the personal vehicle has increased, so has the rate of obesity. Currently, more than 60% of Minnesotans are overweight, which, if left unchecked will result in $3.7 billion additional health care costs by 2020. By providing residents and workers with options to bike and walk, more may be willing to do so, possibly helping to reduce health care costs and obesity rates. \nCommunity and Economic Development. The desire to live and work in highly walkable neighborhoods, especially by both empty nesters and young professionals, is a highly documented phenomenon that occurred in the last two decades. In fact, now major real estate agencies provide “walkability scores” on home listings as this has become such an important aspect of finding a home to homebuyers. Homeowners are searching for neighborhoods with great accessibility, local amenities and attractions and exciting, lively commercial areas. In fact, a national study has shown that home values in more walkable neighborhoods have higher values. Additionally, businesses that provide access to all users and a safe design attract more business. \n\n
Safety. Currently, people do not feel safe walking or biking in Franklin. In many neighborhoods, there is no dedicated space for pedestrians and bicyclists and cars travel too fast and too close. Providing for adequate spaces for all users will reduce accidents and increase a sense of security. \nProviding options. Not everyone uses a personal vehicle as their means of transportation. Some Franklinites are too young, too old, cannot afford a car, have a disability or choose not to drive. It is important to provide alternative and reasonable choices for everyone. \nHealth. As the reliance on the personal vehicle has increased, so has the rate of obesity. Currently, more than 60% of Minnesotans are overweight, which, if left unchecked will result in $3.7 billion additional health care costs by 2020. By providing residents and workers with options to bike and walk, more may be willing to do so, possibly helping to reduce health care costs and obesity rates. \nCommunity and Economic Development. The desire to live and work in highly walkable neighborhoods, especially by both empty nesters and young professionals, is a highly documented phenomenon that occurred in the last two decades. In fact, now major real estate agencies provide “walkability scores” on home listings as this has become such an important aspect of finding a home to homebuyers. Homeowners are searching for neighborhoods with great accessibility, local amenities and attractions and exciting, lively commercial areas. In fact, a national study has shown that home values in more walkable neighborhoods have higher values. Additionally, businesses that provide access to all users and a safe design attract more business. \n\n
Why is this policy so popular? IT PAYS \n\n
Why is this policy so popular? IT PAYS \n\n
Embraced by a wide spectrum of groups, bit professional and demographic \n
Embraced by a wide spectrum of groups, bit professional and demographic \n
Embraced by a wide spectrum of groups, bit professional and demographic \n
Embraced by a wide spectrum of groups, bit professional and demographic \n
Embraced by a wide spectrum of groups, bit professional and demographic \n
Embraced by a wide spectrum of groups, bit professional and demographic \n
Just a few examples of cities and states who have adopted Complete Streets ordinances statutes, or guidelines\n
MICHIGAN is not in any position to fool around. Look at how many communities have adopted COMPLETE STREETS as a means of shoring up their economic situation\n
The OLD ECONOMY: We take anticipated revenue from new growth to pay off liabilities from past growth. \n\nThere’s a NAME FOR THAT\n
Demand EFFICIENCY and VALUE CREATION in already-built areas rather than unchecked expansion \nCOMPLETELY CONSISTENT WITH COMPLETE STREETS\n
\nTHE NEW ECONOMY - Housing Starts are WAY DOWN - \n
\nHOME VALUES are WAY DOWN - \n
\nFederal and State contributions to infrastructure development and repair will soon DISAPPEAR\n
From an economic standpoint - WHAT ARE STREETS?\nWE OFTEN CONFUSE ROADS AND STREETS\n
The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
We capture value from businesses, houses, office buildings, hotels, restaurants, etc.(step) NOT FROM MOVING AND STORING CARS!\n
Expanded definition of street\n
Expanded definition of street\n
Expanded definition of street\n
Expanded definition of street\n
Expanded definition of street\n
Expanded definition of street\n
So, for now we will say streets are ... But think of them as ....\n
So, for now we will say streets are ... But think of them as ....\n
So, for now we will say streets are ... But think of them as ....\n
So, for now we will say streets are ... But think of them as ....\n
So, for now we will say streets are ... But think of them as ....\n
So, for now we will say streets are ... But think of them as ....\n
INFRASTRUCTURE to BUILD VALUE\n
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76th and rawson\n
76th and rawson\n
76th and rawson\n
76th and rawson\n
76th and rawson\n
The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
The OLD ECONOMY: Financing that takes place when additional revenue from new growth is used to pay off liabilities from past growth\n
Walkability return on investment\n
Walkability return on investment\n
Walkability return on investment\n
Walkability return on investment\n
Walkability return on investment\n
FURTHERMORE: timing the traffic signals for 30mph will actually make travel from A to B faster - less wait times, etc.\n
FURTHERMORE: timing the traffic signals for 30mph will actually make travel from A to B faster - less wait times, etc.\n
Engineering Obstacles - THE BIBLE For traffic engineers\n
“...every effort should be made to use as high a design speed as practical to attain a desired degree of safety, mobility and efficiency...”\n
Walkability return on investment\n
What is Level of Service\n
Level of service grades. C is the target\n
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Level of service target is now more reasonable\n
WIDENING ROADS: Lane widths of 10 ft may be used in highly restricted areas having little or no truck traffic. Lane widths of 11 ft are used quite extensively for urban arterial street designs. The 12-ft lane widths are most desirable\n
RESEARCH says ... no general indication that the use of lanes narrower than 12 ft on urban and suburban arterials increases crash frequencies.\n
RESEARCH says ... no general indication that the use of lanes narrower than 12 ft on urban and suburban arterials increases crash frequencies.\n
CHANGE to allow for narrower lanes\n
Inexpensive when:\n\n
Inexpensive when:\n\n
Inexpensive when:\n\n
Speaking of narrrow roads, one cost saving measure that has aided walkability is ROAD DIETS\n- Three part picture\n
Speaking of narrrow roads, one cost saving measure that has aided walkability is ROAD DIETS\n- Three part picture\n
This shows CONCEPT and then EXECUTION\n
This shows CONCEPT and then EXECUTION\n
Side by side. Slower traffic. Safer for bikes, and throughput is not hindered.\n
Road Diet in practice\n
Road Diet in practice\n
Road Diet in practice\n
SAFETY\n
SAFETY\n
SAFETY\n
All roads are “babies” that want to grow up.\n
Driving, upward climb, BUT\n\n[press]\n\nas measured by national VMT, began to plateau as far back as 2004 and dropped in 2007 for the first time since 1980\n
Driving, upward climb, BUT\n\n[press]\n\nas measured by national VMT, began to plateau as far back as 2004 and dropped in 2007 for the first time since 1980\n
Driving, upward climb, BUT\n\n[press]\n\nas measured by national VMT, began to plateau as far back as 2004 and dropped in 2007 for the first time since 1980\n
Driving, upward climb, BUT\n\n[press]\n\nas measured by national VMT, began to plateau as far back as 2004 and dropped in 2007 for the first time since 1980\n
Another look\n
GENERATIONAL SHIFT IN DRIVING? BLUE is 2001; RED is 2008.\n
Walkability return on investment - greater home values\n
Walkability return on investment - greater home values\n
REALTORS use WALK SCORE to sell houses.\n
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ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
ONE: Competing independent entities\nTWO: Constituencies that need to be addressed\nTHREE: Limited Funding sources\n\nSilos: Competing for limited funding sources.\n\nParks Commission gets rebuffed by citizen groups when trying to create a trail\n\nHigh School Trail\n
If you want to go fast, go alone. \nIf you want to go far, go together.\n
If you want to go fast, go alone. \nIf you want to go far, go together.\n
If you want to go fast, go alone. \nIf you want to go far, go together.\n
Recommended elements of the entity\n
Recommended elements of the entity\n
Recommended elements of the entity\n
Recommended elements of the entity\n
Recommended elements of the entity\n
Recommended elements of the entity\n
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If you want to go fast, go alone. \nIf you want to go far, go together.\n
If you want to go fast, go alone. \nIf you want to go far, go together.\n