International Conference on Urban Traffi c Safety

Introduction

Creating Complete Streets to Accommodate All Users

Peter Lagerwey, Toole Design Groupplagerwey@tooledesign.comBrian Dougherty, Seattle DOTbrian.dougherty@seattle.gov

Macro Trends - Examples

• 40% (28%) Single Households• 60% Non-Traditional• 48% 25 to 35 – Urban Future• 31% of 16 year olds have

drivers license

Trends

International Conference on Urban Traffi c Safety

Trends

• 50% Major Maintenance• 3% to 10% New Capacity• 11% Fatalities; 1.6% of Federal

Funding in USA• 2% Annual Transit Growth• Economic Development

(example of Dallas, Tx)

International Conference on Urban Traffic Safety

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Trends

• 55% of Americans would rather drive less & walk more

• Transit is growing faster than population or driving

• About one-third of Americans don’t drive: 21% of Americans over 65 Children under 16 Low income Americans

can’t afford to drive

• In 2009, they took 24% more bike trips than they took in 2001.

• In 2009, they walked to destinations 16% more frequently than they did in 2001.

• From 2001 to 2009, they increased their travel on public transit by 40%.

Some facts about 16-34 year olds:

National Household Transportation Survey, Federal Highway Administration

Trends - Vehicle-miles travelled peaked in 2004

Historical Monthly VMT Report, Federal Highway Administration, May 3, 2011

International Conference on Urban Traffi c Safety

United States

Knowledge

Safety: How to reduce crashes

Use: How to increase walking and bicycling

Aesthetics: How to create great people places

International Conference on Urban Traffi c Safety

International Conference on Urban Traffi c Safety

Countermeasures: CRF

CountermeasuresPedestrian Crash Reduction Factor(Percentage)

Cost

Mini-Traffic Circles 90 medium

Sidewalks 88* high

Rectangular Rapid Flash (all roadway users) 80 to 88 medium

Protected Left Turn Phase 70 to 80 medium

Illumination at Pedestrian Crossings 42 to 78 medium

Right In Right Out Driveways 72 low

Medians (un-signalized) 60 high

Crossing Island 56 medium

Marked Crosswalk Alignment 54 high

Medians (with marked xwalk) 46 high

Medians (with unmarked xwalk) 39 high

Parking Restrictions at Intersections 30 low

Road Diet 29 high

Pedestrian Countdown Signal and Timing 25 medium

High Visibility Crosswalk 20 to 29 low

Illumination Along Corridors 25 high

Pedestrian Crossing Warning Signs 15 low

Right Turn on Red Restrictions 10 low

Leading Pedestrian Interval (LPI) 5 medium

International Conference on Urban Traffi c Safety

Resources

PBIC: www.walkinginfo.orgFHWA: safety.fhwa.dot.govNHTSA: nhtsa.dot.govITE: www.ite.orgAASHTO/NCHRP: safety.transportation.org

Americans want Complete Streets

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What is a Complete Street?

A Complete Street is safe, comfortable & convenient for travel via automobile, foot,

bicycle, & transit

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What is a Complete Streets Policy?

A complete streets policy ensures that the entire right of way is planned, designed & operated to provide safe access for all users.

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What is a Complete Streets Policy?

A complete streets policy ensures that the entire right of way is planned, designed & operated to provide safe access for all users.

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Complete Streets Policies provide for:• Pedestrians • Bicyclists • Transit • Motorists• Travelers of all

ages and abilities

US Access Board

Complete Streets is NOT:

• A design prescription• A mandate for immediate retrofit• A silver bullet; other initiatives must

be addressed:– Land use– Environmental concerns– VMT reduction

• (but complete streets will help!)

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What does a Complete Street look like?

There is no magic formula

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The many types of Complete Streets

Safe Routes to School

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The many types of Complete Streets

Shoulder bikeways on rural roads

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The many types of Complete Streets

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The many types of Complete Streets

Transit routes

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The many types of Complete Streets

Suburban thoroughfares

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The many types of Complete Streets

Residential skinny streets

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The many types of Complete Streets

Low traffic streets

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The many types of Complete Streets

Historic Main Street

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Complete Streets

Are sensitive to the communityServe adjacent land usesServe all who potentially will use the street

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Why have a Complete Streets Policy?

• To change practice, integrating the needs of all road users into everyday transportation planning practices

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Why have a Complete Streets Policy?

• To gradually create a complete network of roads that serve all users

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Why have a Complete Streets Policy?

• To shift transportation investments so they create better streets now

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Why have a Complete Streets Policy?

• To save money:In the long run, retrofit projects always cost more than getting it right the first time

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Types of Complete Streets Policies

1. Legislation/ordinance

2. Internal department policies

3. Resolution

4. Ballot & funding measures

5. Comprehensive plans

6. Design manuals

An ideal Complete Streets Policy

1.Sets a vision2.Includes all modes3.Emphasizes connectivity 4.Applies to all transportation projects & phases5.Specifies and limits exceptions, with

management approval required6.Uses latest design standards & is flexible 7.Is context-sensitive8.Sets performance standards9.Includes implementation steps

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Benefits: Older Americans

• 21% of Americans over 65 do not drive

• Over 50% of non-drivers stay at home on a given day because they lack transportation options

• 54% of older Americans living in inhospitable neighborhoods say they’d walk and ride more often if things improved

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Americans move… without moving

60% of adults are at risk for diseases associated with inactivity:

ObesityDiabetesHigh blood pressureOther chronic diseases

Benefits: Health

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Benefits: Physical ActivityResidents are more likely to walk in a neighborhood w/sidewalks

Cities with more bike lanes have higher levels of bicycling

1/3 of regular transit users meet minimum daily physical activity requirement during their commute

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Benefits: Safety

• Sidewalks reduce pedestrian crash risk by 88%

• Intersections designed for pedestrians can reduce crash risk by 28%

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Benefits: People with Disabilities

• Improved mobility for disabled people and reduced need for expensive paratransit service

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Benefits: Better us of Transit Funds

A year of paratransit service for a daily commuter:$38,500

Making a transit stop accessible:$7,000-$58,000

Source: Maryland Transit Administration

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Benefits: The Economy/Your Wallet

Multi-modal streets:Increase home valuesRevitalize retailPeople can leavetheir car at home