#14 part 2: presenting the model design manual for living streets (implementation) - schwartz

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10 TRANSPORTATION ENGINEERING MYTHS THAT HAVE THWARTED THE BEST OF PLANS

Presented at Pro Walk Pro Bike 2012 Conference

Samuel I. Schwartz, P.E. September 11, 2012

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MAKING IT WORK, PLANNING IN A CONNECTED WORLD

10 Transportation Engineering Myths

1.  We will never get people out of their cars 2.  Americans won’t walk or bike in significant numbers 3.  Reshaping city transportation is expensive & takes a long time 4.  Fatter lanes are safer lanes 5.  A “B” is better than a “D” 6.  It’s a zero sum game between peds, traffic and public space 7.  Closing or narrowing a congested street leads to gridlock 8.  Adding highway capacity is key to reducing congestion 9.  Knocking down a highway will cause gridlock 10.  “You can’t make an omelette without breaking a few eggs”

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“The future ain't what it used to be.” -Yogi Berra

WE WILL NEVER GET PEOPLE OUT OF THEIR CARS 1.

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WE WILL NEVER GET PEOPLE OUT OF THEIR CARS

New York, NY

Trends: Younger people driving less, walking & biking more (active transportation)

Source: The Sightline Institute The Future Isn’t What It Used To Be, Victoria Transport Policy Institute

*Source: National Household Travel Survey

•  Portion of 19-yr-olds with a driver’s license fell from 92% in 1977 to 77% in 2008

•  Average VMT by drivers aged 16 to 34 dropped by 23% between 2001-2009*

•  Bike trips for 16 to 34-year-olds jumped 24% between 2001-2009*

1.

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2012 TRANSIT RIDERSHIP TRENDS

1st Quarters 2012 vs 2011

1.

% C

hang

e

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AMERICANS WON’T WALK OR BIKE IN SIGNIFICANT NUMBERS 2.

Sources: J. Pucher and R. Buehler,2010. “Walking and Cycling for Healthy Cities” and 2007 -2009 ACS (3-year average)

SHARE OF COMMUTERS WHO WALK AND BIKE

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AMERICANS WON’T WALK OR BIKE IN SIGNIFICANT NUMBERS 2. ACTIVE TRANSPORTATION

Any method of travel that is all or partly human-powered. It refers to transportation that supports walking, stair use, cycling, and transit. It includes long-term land use and transportation planning to encourage alternate (non-motor vehicle) forms of transport.

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ENCOURAGING ACTIVE TRANSPORTATION

•  Dense cities, mixed land-use generate short trips •  Safe convenient cycling including bike parking •  Connected, direct, and pleasant sidewalks and paths •  Traffic systems and designs with pedestrians and cyclists in mind •  Calm residential neighborhoods •  Walk-to-School programs •  Good transit •  Coordinate transit + cycling + walking •  Laws + enforcement to protect peds + bikes > cars •  Education programs •  Equitable cost of transportation by mode

2.

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VEHICLE TRIPS GENERATED PER DAY

Suburban Houses vs. Urban Apartment

2.

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PEDS: WALKING

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BICYCLE

Bike Share, B-cycle, Chicago

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NYC PEDESTRIAN / BIKE ‘RIBBON’ BRIDGES 2.

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MILLENNIUM FOOTBRIDGE – LONDON, ENGLAND

Cost: $38 Million Total Length: 1,214 Ft

2.

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GATESHEAD MILLENNIUM BRIDGE - TYNESIDE, ENGLAND

Cost: $35 Million Total Length: 344 Ft (rotates 40 degrees to permit vessels to pass)

2.

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BOB KERREY PEDESTRIAN BRIDGE - OMAHA, NEBRASKA

Cost: $22 Million Total Length: 3,000 Ft

2.

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MILLENNIUM BP PEDESTRIAN BRIDGE – CHICAGO, ILLIONOIS

Cost: $14.5 Million Total Length: 935 Ft

2.

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OTHER PEDESTRIAN BRIDGES

Kokonoe Bridge – Oita, Japan

Max-Eyth-See Bridge - Stuttgart, Germany

EXPO BRIDGE PAVILION – ZARAZOGA, SPAIN

YAS Marina Link Bridge, Abu Dhabi

Expo Bridge Pavilion - Zaragoza, Spain

2.

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RESHAPING CITY TRANSPORTATION IS EXPENSIVE & TAKES A LONG TIME 3. DESIGN

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WORLD CLASS STREETS

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POP-UP CAFE

Pearl St., NYC

3.

44th & 3rd Ave., NYC

Sullivan St., NYC

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AMSTERDAM AVENUE

RESHAPING CITY TRANSPORTATION IS EXPENSIVE & TAKES A LONG TIME 3.

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RESHAPING CITY TRANSPORTATION IS EXPENSIVE & TAKES A LONG TIME

West Hollywood, CA

3.

MELROSE AVENUE

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40’ 12.1m

Lanes = 10ft, 3.04m

a)  This may be true on higher speed roads but.. b)   “There are no studies to support this on urban streets.”

Richard Retting Former Insurance Institute for Highway Safety Engineer, now with SSE

FATTER LANES ARE SAFER LANES 4.

48’ 14.6m

Lanes = 12ft, 3.66m

44’ 13.4m

Lanes = 11ft, 3.35m

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FATTER LANES ARE SAFER LANES (CONT’D) 4.

New York, NY

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FATTER LANES ARE SAFER LANES (CONT’D)

Technical Advisory Committee Findings

4.

New York, NY

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FATTER LANES ARE SAFER LANES (CONT’D)

c)  “Analysis of geometric, traffic volume, and accident data has found… no consistent , statistically significant relationship between lane width and safety for midblock sections of urban and suburban arterials. There is no indication that the use of 3.0- or 3.3m (10-11ft lanes), rather than 3.6m (12ft) lanes for arterial mid segments leads to increases in accident frequency.

Relationship of lane Width to Safety for Urban and Suburban Arterials by Potts, Harwood & Richard, TRB 2007

4.

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A “B” IS BETTER THAN A “D”?

Levels of Service

A.  Free Flowing B.  Slightly Restricted C.  More Restricted D.  Substantial Delays E.  Significant Delays F.  Jammed

5. Sp

eed

(MPH

)

Volume (Vehicles per Hour)

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A “B” IS BETTER THAN A “D”

Proposed Level of Service Ratings for Main Streets

A.  Traffic moving slowly, 10-15 mph. Good pedestrian density, separated bike lane. Frequent buses stop every 2-3 blocks. Shoup parking at curbs

B.  Traffic moving slow to moderate, speeds 15-20 mph, moderate pedestrian density, Class II bike lane, metered parking, moderate transit use.

F.  Traffic moving swiftly 25-30mph, few pedestrians, no parking at curb, no provisions for bikes. Long headways for buses.

5.

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A “B” IS BETTER THAN A “D”

Broadway - Los Angeles, CA State Street - Chicago, IL

5. Old Rating A New Rating F

Old Rating E New Rating A

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IT’S A ZERO SUM GAME BETWEEN PEDS, TRAFFIC & PUBLIC SPACE

BATTERY PLACE – ¾ ACRE PARK ADDED, TRAFFIC BETTER

6.

New York, NY

BEFORE AFTER

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CANAL PARK: HISTORIC PARK EXPANDED, TRAFFIC BETTER 6.

1871-1921 1921-2005

2005 – Present

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CLOSING/NARROWING A CONGESTED ST LEADS TO GRIDLOCK

Times Square & Herald Square, NYC Broadway is a pedestrian mall from 47th to 42nd Sts. and from 35th to 33rd Sts.

7.

New York, NY

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Broa

dway

HERALD SQUARE (CONT’D) 7.

Broa

dway

Before After

New York, NY

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HERALD SQUARE SIGNAL TIMING

Existing Signal Timing (90 sec cycle)

Adjusted Signal Timing (90 sec cycle)

6th Avenue

30 s

34th Street 30 s

Broadway

30 s

6th Avenue

45 s 34th Street

45 s

7.

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CANAL STREET PEDESTRIAN & TRAFFIC SAFETY STUDY

“Canal Street may appear to be a busy thoroughfare but it is remarkably inefficient in moving vehicles.”

“The vehicles are moving so slowly that, for the most part they are merely providing "seating" on Canal Street and movement is the exception. Clearly, the existing amount of road space is not needed to move so few vehicles.”

7.

New York, NY

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ADDING HIGHWAY CAPACITY IS KEY TO REDUCING CONGESTION

“Adding highway lanes to deal with traffic congestion is like loosening your belt to cure obesity.”

Lewis Mumford

8.

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NYC IS ONLY MAJOR CITY WITHOUT AN INTERSTATE IN CBD

Yet cross town speeds in the 1940’s were 6-7 mph about the same as today. 388,000 vehicles entered CBD in 1948, 762,000 enter today.

Source: Traffic and Parking Study, 1943

8.

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IF YOU BUILD IT, THEY WILL DRIVE

The Fundamental Law Of Road Congestion Evidence From U.S. Cities by Duranton and Turner, 2009

•  VMT increases proportionally to roadway lane miles for interstate highways and probably slightly less rapidly for other types of roads

•  People drive more when the stock of roads in their city increases •  A new roadway diverts little traffic from other roads.

THE COROLLARY “IF YOU KNOCK IT DOWN, THEY WILL DISAPPEAR”

8.

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KNOCKING DOWN A HIGHWAY WILL CAUSE GRIDLOCK

December 16,1973 NYC’s West Side Highway Collapses

The Start of Highway Teardowns

9.

New York, NY

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WEST SIDE HIGHWAY RAN FROM 72ND STREET TO BATTERY 9.

New York, NY

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WHERE DID THEY GO?

Of the 89k people no longer using West Side Highway

 Parallel roads  Transit  Circumferential routes  ?

9.

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WHAT HAPPENED TO THE TRAFFIC?

10% of traffic disappeared

9.

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WHAT HAPPENED TO THE PEOPLE?

Note: The number of people entering /exiting CBD increased by 25,000 people 1973 vs. 1975

37K Cars

9.

Transit grew by 36K

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CROSS SECTION OF WEST SIDE HIGHWAY

Looking North of Chambers St.

9.

New York, NY

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EMABARCADERO FREEWAY 9.

San Francisco, CA

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“YOU CAN’T MAKE AN OMELETTE WITHOUT BREAKING A FEW EGGS”

Robert Moses, 1951 NY Times

“When you operate in an overbuilt metropolis you have to hack your way with a meat ax.”

Robert Moses, 1964 NY Times

Modern highways standards require wide lanes, wide shoulders and buffers

10.

Proposed Typical DRIC Cross Section With 6 Highway Lanes And 4 Service Road Lanes

80-160m

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HOW TO DO IT RIGHT: CENTRAL PARK 10.

New York, NY

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10 lanes East-West 6 lanes North-South

MANHATTAN’S BIGGEST HIGHWAY: CENTRAL PARK, 16 LANES

New York, NY

10.

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DOING IT RIGHT IN WINDSOR

COMMUNITY

GREEN OPPORTUNITY

CAR-FREE

10.

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CREATING USABLE SPACE

Narrow the right of way by moving the access roads closer to the highway, minimizing inaccessible, non-functional space between roadways wherever possible

Bottom line = put added green areas in places people can enjoy

HWY

401

Windsor, ON

10.

2012

Innovation in Sustainable Engineering Award

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Cross section at Bellewood / Huron Estates Community Tunnel

BELLEWOOD / HURON ESTATES COMMUNITY TUNNEL

A’ A

SOUTH-BOUND SERVICE ROAD

NORTH-BOUND SERVICE ROAD

HIGHWAY 401

(Section A-A’)

Windsor, ON

10.

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EXAMPLES: ELYSIAN PARK OVER ARROYO SECO PARKWAY

Los Angeles, CA

10.

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The old way of highway thinking… A more compact highway—converting asphalt to park

EXAMPLES: I-71 FORT WASHINGTON WAY

Cincinnati, OH

10.

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EXAMPLES: CANTILEVERED GRAND CENTRAL PARKWAY

Depressed Roadway, Cantilevered Service Roads to mitigate roadway visual impacts

View of Streetscape of Cantilevered Service Roads

Brooklyn, NY

10.

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10 TRANSPORTATION ENGINEERING MYTHS

THAT HAVE THWARTED THE BEST OF PLANS

Presented at Pro Walk Pro Bike 2012 Conference

Samuel I. Schwartz, P.E. sschwartz@samschwartz.com

September 11, 2012