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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