Indiana State Department of Health ... - Health by Design Fritz, AICP, RLA Healthy Communities...

Pete Fritz, AICP, RLA Healthy Communities Planner

Indiana State Department of Health

Complete Streets: From

Design to Implementation

Complete Streets for Healthy Living

Complete Streets are designed and operated

so that they are safe, comfortable, and convenient for all users

pedestrians, bicyclists, transit riders and motorists

of all ages and abilities.

Complete Streets Policies

Create a new vision for public (and sometimes private) roadways

Institutionalize Planning and Decision-making

Result in a safer, healthier built environment

Why Do We Need Complete Streets?

Streets Are Inadequate

NO SIDEWALKS

Streets Are Inadequate

TOO NARROW TO SHARE WITH BIKES

Streets Are Inadequate

TOO DANGEROUS TO CROSS ON FOOT

Streets Are Inadequate

UNINVITING FOR BUS RIDERS

Streets Are Inadequate

INACCESSIBLE FOR WHEELCHAIR USERS

Streets Are Inadequate

NO ROOM FOR BIKES OR PEDESTRIANS

Streets Are Inadequate

NO ROOM FOR PEOPLE

Complete Streets Design Approach

All users must be able to safely move along

and across a complete street.

Each complete street is unique.

Complete streets are appropriate in all

communities, regardless of size or setting.

Complete Streets Change the Process for Road Design

The old way is to determine the project scope for vehicles, then require proof that other modes are necessary.

The new way is to assume that other modes will be required and justify why not to include them.

Complete Streets Change the Process for Road Design

Lane widths need to reflect how the road functions.

Speed limit needs to reflect multiple users.

Vehicle Level of Service Should NOT be the Primary Design Factor

Designing to LOS C for the peak ½ hour for the next 20 years is wasting money.

Creates unnecessary pavement.

Increases pedestrian crossing times.

Increases operating speeds for other 23 hours a day.

Designing to a LOS D

creates a safer roadway

for all users.

Speer Boulevard, Denver (PPS photo)

Vehicle Level of Service Should NOT be the Primary Design Factor

Minimizing pedestrian crossing distance increases vehicular LOS at intersections.

Provide space for all users and then decide whether to accept the resulting LOS.

Consider bicycle and pedestrian LOS in roadway design as well as vehicular LOS.

Listen to the existing and potential users of the roadway!

Will Traffic Volumes Always Increase? Probably not.

Since 2005 US Vehicle Miles Traveled has been declining.

Vehicle Miles Traveled per capita for the United States. Source FHWA and Census Bureau

The Many Types of Complete Streets

The Many Types of Complete Streets

The Many Types of Complete Streets

The Many Types of Complete Streets

The Many Types of Complete Streets

The Many Types of Complete Streets

The Many Types of Complete Streets

Road diets reduce crashes 29% per mile of roadway (USDOT FHWA)

The Many Types of Complete Streets

The Many Types of Complete Streets

Reduce lane widths to accommodate bicyclists

The Many Types of Complete Streets

The Many Types of Complete Streets

Complete Streets Create Safe Roadways

Sidewalks reduce pedestrian crashes 88%.

Medians reduce crashes 40%

Road diets reduce crashes 29%

Countdown signals reduce crashes 25%

Speed Matters

High speed leads to greater chance of serious injury & death.

Graphic: Pedestrian and Bicycle Information Center

Reducing Curb Radii Increases Pedestrian Safety

Larger curb radii increases pedestrian crossing distance and lengthens walk signal time.

Reduces roadway capacity

for vehicles and encourages high speed turns.

sfbetterstreets

Reducing Curb Radii Increases Pedestrian Safety

When curbside parking

and/or a bicycle lane is

present, the effective radius

of the turn is increased.

Saferoutesinfo.org

Curb Extensions or Bulb-outs

Reduces crossing distance.

Improves sight distance and sight lines.

Prevents parked cars from blocking crosswalks.

Creates space for curb ramps, landings and landscaping.

PBIC Images/Carl Sundstrom

Pedestrian Signal Improvements

2009 MUTCD recommends slower walking speed, down from 4.0 fps to 3.5 fps.

Use countdown clocks to make pedestrian signals easier to use (can reduce crashes also).

PBIC Images/James Wagner

Complete Streets Networks Promote Connectivity

Limits dependence on higher volume arterials

Connectivity improves safety

Michael Ronkin

Maintenance

Reconstruction

New construction

Process and policy goals guide decisions about the scope of a project.

Ask early: “Does this street meet standards for serving all road users?”

Applies to Every Phase of Every Project

Latest and Best Design Standards

• Sidewalks

• Lane width

• Road diets

• Bus stops

• Bike lanes

• Intersections

• Accessibility

Latest and Best Design Standards

• Pedestrian-first

modal hierarchy

• Favors the

“prudent driver”

Latest and Best Design Standards

• Contains methods for

scoping and design based

upon place, context, mode

hierarchy and street

typology.

• Contains best practices,

performance measures and

processes that influence

decision-making.

Living Streets

• Complete Streets +

• Re-Placing streets

• Streetscape ecosystem

• Suburbia retrofit

Living Streets

• Streets move people

• Multi-modal

accommodation

• Policy and process

focus

• Streets move people

• Invite socialization &

manage pollution

• Placemaking in public

space

Complete Streets Living Streets

Flexibility in Balancing User Needs

• Not a “one size fits all” proposition

• Land use and context sensitivity

• Local policy, not a National standard

• Need local, regional and statewide policies and

guidence

So You Have a Policy, What’s Next?

Institutionalize project oversight, exceptions and reporting.

Create performance measures and monitor them.

Use design guidance for project review.

Look at mandatory review of the policy after five years.

Update Your Roadway Design and Implementation Process

Use a pedestrian-first philosophy.

Design for all users first, then review and analyze Level of Service.

Design to lower speeds to improve safety.

Design intersections with pedestrians in mind.

Promote network connectivity.

Use latest and best design guidance.

Questions and Contact:

Pete Fritz, AICP, RLA Healthy Communities Planner

Indiana State Department of Health

pefritz@isdh.in.gov